A power-on hydraulic control method, device and computer system for a hybrid vehicle

Abstract

The application discloses a kind of hybrid vehicle based on power demand oil pressure control method, it is to engine power demand greater when carrying out oil pressure control optimization, including following process: on the basis of meeting power demand mode trigger condition, active power demand mode, real-time reading various gas, piston cooling nozzle state, engine speed, target oil pressure, and according to the final target oil pressure calculation formula setting and various gas corresponding weighting factor, on the basis of obtaining power demand mode activation frequency, whether it needs to update weighting factor is judged in combination with specific working condition, once it is judged to update, the new target oil pressure is obtained by re-weighting after updating weighting factor.The application further discloses a kind of hybrid vehicle based on power demand oil pressure control device and computer system.The application more accurately realizes the achievement of torque in hybrid vehicle and engine protection, and can be widely applied in engine control field.

Description

Technical Field

[0001] This invention relates to the field of engine control, and in particular to a method, device and computer system for hydraulic pressure control of hybrid vehicles based on power demand. Background Technology

[0002] Hybrid vehicles require high precision in engine power output to achieve optimal fuel economy and power performance. Engine oil pressure plays a crucial role in both fuel economy and power. Therefore, hybrid vehicle manufacturers invest significant resources in improving engine oil pressure control.

[0003] An invention patent application with publication number CN103758629A, entitled "Method for High-Temperature Protection of Engine Oil Pressure," reduces output power and thus lowers oil pressure by controlling the current of a torque solenoid valve. However, this solution does not consider oil pressure optimization for the engine's power requirements in hybrid vehicles.

[0004] Another invention patent application, CN115167565A, entitled "An Oil Pressure Control Device, Method, and Equipment," discloses a device comprising a detection module, a control module, and an adjustment module. The detection module detects the oil pressure at the outlet of the cooling water pump; the control module compares the oil pressure with a preset oil pressure threshold and outputs a control signal to the adjustment module based on the comparison result; the adjustment module, located at the outlet of the cooling water pump, adjusts the oil pressure at the outlet of the cooling water pump according to the received control signal. By using an adjustment module at the outlet of the cooling water pump to assist in adjusting the oil pressure, the oil pressure of the cooling water pump can be controlled more accurately, enhancing the working effect of the cooling circulation system and thus improving the engine's efficiency and safety. However, this invention also fails to consider the oil pressure optimization problem for the engine's power requirements in hybrid vehicles.

[0005] To improve engine power performance, this invention proposes a method, device, and computer system for hydraulic pressure control based on power demand in hybrid vehicles. Summary of the Invention

[0006] The purpose of this invention is to overcome the shortcomings of the above-mentioned background technology and provide a method, device and computer system for hydraulic pressure control based on power demand in hybrid vehicles. This system optimizes the target hydraulic pressure based on dynamic air volume and learns and updates the weighting coefficient of the target hydraulic pressure optimization in real time according to the operating conditions after adjustment, thereby more accurately achieving torque and engine protection in hybrid vehicles.

[0007] This invention provides a hydraulic pressure control method for hybrid vehicles based on power demand. This method optimizes hydraulic pressure control when the engine's power demand is high. The process includes: activating the power demand mode based on the conditions for triggering the power demand mode; real-time reading of various air volumes, piston cooling nozzle status, engine speed, and target hydraulic pressure; setting weighting coefficients corresponding to various air volumes according to the formula for calculating the final target hydraulic pressure; determining whether to update the weighting coefficients based on the number of times the power demand mode has been activated, considering the specific operating conditions; and re-weighting the updated weighting coefficients to obtain a new target hydraulic pressure.

[0008] In the above technical solution, the specific process of determining the trigger condition for the power demand mode is as follows: Engine requesting firing torque: The engine requesting firing torque is not less than the product of the engine's maximum torque and a preset coefficient r1; Torque change rate: The torque change rate of the engine requesting firing mode. Greater than the first preset value; knocking or pre-ignition: no high-intensity knocking or pre-ignition occurred; engine coolant temperature: the engine coolant temperature is not lower than the second preset value; difference between target oil pressure and actual oil pressure: the difference between target oil pressure and actual oil pressure exceeds the third preset value; atmospheric pressure change value: the atmospheric pressure change value of the vehicle during this driving cycle is less than the fourth preset value.

[0009] In the above technical solution, the specific process of real-time reading of various air volumes, piston cooling nozzle status, engine speed, and target oil pressure is as follows: The process involves reading seven types of air volumes, each with the following specific content: Actual air volume: refers to the actual fresh air intake density entering the cylinder, with the corresponding target oil pressure being target oil pressure a; Target air volume 1: the fresh air intake density entering the cylinder in the current sampling period, with the corresponding target oil pressure being target oil pressure b; Target air volume 2: the target air volume for the next sampling period, obtained by calculating based on target air volume 1 and the ignition angle efficiency degradation value, with the corresponding target... The target oil pressure is c; the target air volume 3 refers to the target air volume in the next sampling period, which is obtained by calculating based on the target air volume 1 and the ignition angle efficiency deterioration value, and the corresponding target oil pressure is d; the target air volume 4 is obtained by summing the products of the target air volume 1 and the rate of change of the target air volume 1 and the sampling time, and the corresponding target oil pressure is e; the maximum air volume is the maximum allowable intake air density of the engine in this sampling period, and the corresponding target oil pressure is f; the specific air volume is the air volume that is closest to the actual air volume in the current period and is greater than the actual air volume, and the corresponding target oil pressure is g.

[0010] In the above technical solution, the formula for calculating the final target oil pressure is as follows: Final target oil pressure = Target oil pressure a k1 + target oil pressure b k2 + target oil pressure c k3+Target oil pressure d k4+Target oil pressure e k5+Target oil pressure f k6+Target oil pressure g k7, where k1+k2+k3+k4+k5+k6+k7=1, and k1, k2, k3, k4, k5 and k6 are all values ​​that are not less than 0 and not greater than 1.

[0011] In the above technical solution, during the specific process of real-time reading of the target gas volume 2, the ignition angle efficiency degradation value is equal to the first degradation coefficient r2. (Basic ignition efficiency - actual ignition efficiency) is calculated.

[0012] In the above technical solution, during the specific process of real-time reading of the target gas volume 3, the ignition angle efficiency degradation value is equal to the second degradation coefficient r3. The octane number coefficient is calculated.

[0013] In the above technical solution, the specific process of determining whether to update the weighting coefficient based on the number of activations of the power demand mode and the specific working conditions, and then re-weighting the updated weighting coefficient to obtain the new target oil pressure, is as follows: Ensuring engine torque response accuracy and not exiting power demand: If the number of activations in the power demand mode exceeds a preset number, and the engine torque response accuracy is consistently maintained, and the engine does not exit the power demand mode due to high-intensity knocking or pre-ignition after activation, then k3 is taken as m1 times the previous value; Failing to ensure engine torque response accuracy and not exiting power demand: If the number of activations in the power demand mode exceeds a preset number, and the engine torque response accuracy is not consistently maintained... If the engine torque response accuracy is guaranteed and the engine does not exit the power demand mode due to high-intensity knocking or pre-ignition after activation, then k3 is set to m2 times the previous value. If the number of activations in the power demand mode exceeds the preset number, and the engine torque response accuracy is not consistently guaranteed, and the engine exits the power demand mode due to high-intensity knocking or pre-ignition after activation, then k3 is set to m3 times the previous value. If k3 is updated to m4 times the initial value, then k4 is updated to n1 times the original value, and k3 is immediately restored to the initial value. If k3 is updated to m5 times the initial value, then k4 is updated to n2 times the original value, and k3 is immediately restored to the initial value.

[0014] In the above technical solution, in the step of obtaining the number of activations of the power demand mode, determining whether the weighting coefficient needs to be updated based on the specific working conditions, and once it is determined that an update is needed, re-weighting the updated weighting coefficient to obtain a new target oil pressure, in each vehicle driving cycle, at most one of the three situations—ensuring engine torque response accuracy and not exiting power demand, not ensuring engine torque response accuracy and not exiting power demand, and exiting power demand—is updated only once; in each vehicle driving cycle, under the condition of restoring to the initial value, it is updated only once at most.

[0015] The present invention also provides a hydraulic pressure control device for hybrid vehicles based on power demand, including a computer program that can execute a hydraulic pressure control method for hybrid vehicles based on power demand.

[0016] The present invention also provides a computer system including a hydraulic pressure control device for hybrid vehicles based on power demand.

[0017] The hydraulic pressure control method, device, and computer system for hybrid vehicles based on power demand of the present invention have the following beneficial effects: When the engine power demand is high but there is no risk of engine knocking or pre-ignition, the target oil pressure is optimized based on dynamic air volume. At the same time, after adjustment, the weighting coefficient of the target oil pressure optimization is learned and updated in real time according to the operating conditions, so as to more accurately achieve torque and engine protection in hybrid vehicles. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the main principle of the hydraulic pressure control method for hybrid vehicles based on power demand according to the present invention; Figure 2 This is an overall flowchart of the hydraulic pressure control method for hybrid vehicles based on power demand according to the present invention; Figure 3 This is a structural diagram of the hydraulic pressure control device for hybrid vehicles based on power demand according to the present invention; Figure 4 This is a structural diagram of the computer system of the present invention. Detailed Implementation

[0019] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments, but these embodiments should not be construed as limiting the present invention.

[0020] The conventional method for setting the target oil pressure is as follows: The target oil pressure is determined based on engine speed and engine air volume (engine air volume can be characterized by the actual fresh air intake density, which refers to the actual fresh air intake density entering the cylinder). This target oil pressure is obtained on an engine test bench based on optimal fuel economy under the premise that the piston cooling nozzles are working properly (to avoid knocking) and VVT performance is normal. Based on this, 1) when the piston cooling nozzles are not activated (not activated means the piston cooling nozzles are not working, i.e., they do not need to be turned on for piston cooling), the calibration data in this embodiment are shown in Table 1 below: Table 1

[0021] 2) When the piston cooling nozzle is activated, the calibration data for this embodiment is shown in Table 2 below: Table 2

[0022] I. Complete Technical Solution of the Invention See Figure 1 The present invention relates to a hydraulic pressure control method for hybrid vehicles based on power demand. This method primarily optimizes hydraulic pressure control when the engine power demand is high, i.e., it enters a power demand mode. The main idea of ​​this invention is as follows: The power demand mode is activated based on the conditions for triggering the power demand mode. Various air volumes, piston cooling nozzle status, engine speed, and target oil pressure are read in real time. Weighting coefficients corresponding to various air volumes are set according to the formula for calculating the final target oil pressure. Based on the number of times the power demand mode is activated, it is determined whether the weighting coefficients need to be updated in combination with the specific operating conditions. Once it is determined that an update is needed, the updated weighting coefficients are reweighted to obtain a new target oil pressure.

[0023] See Figure 2 The present invention relates to a method for controlling hydraulic pressure in hybrid vehicles based on power demand, the specific steps of which are as follows: First, determine the triggering conditions for the dynamic demand pattern: 1. The engine requires a required spark torque not less than the engine's maximum torque (the maximum engine torque can be found in invention CN202010632793.4 "Method for Determining the Maximum Output Torque of a Gasoline Engine") multiplied by a preset coefficient r1. The preset coefficient r1 is related to engine speed and ignition efficiency. At a given engine speed, a higher current ignition efficiency indicates that it is more difficult for the engine to increase torque through spark torque (ignition efficiency) adjustment. In this case, oil pressure optimization is more necessary to improve torque achievement. Therefore, the higher the ignition efficiency, the smaller the preset coefficient r1. Specific values ​​for the preset coefficient r1 are shown in Table 3 below. Table 3

[0024] The calibration result is that the torque response accuracy is within ±5Nm under dynamic operating conditions with different ignition efficiencies.

[0025] 2. The engine requests an increase in the firing torque, i.e., the rate of change of torque. The value is greater than the first preset value A. The first preset value A depends on the throttle opening change rate and engine speed. At different engine speeds, the greater the throttle opening change rate, the stronger the demand for power, and the smaller the first preset value A. The first preset value A is obtained by adjusting different throttle openings at different engine speeds. The calibration effect is that the torque response accuracy (the difference between the requested firing torque and the actual firing torque) of the engine under dynamic operating conditions is within ±5Nm. The calibration data of this embodiment is shown in Table 4 below: Table 4

[0026] 3. No high-intensity detonation occurred (in this embodiment, high-intensity is defined as a delay in ignition angle exceeding 6° after detonation) or pre-ignition occurred; 4. The engine coolant temperature should not be lower than the second preset value, which is -45℃ in this embodiment. If the engine coolant temperature is too low, the engine needs to warm up as soon as possible and should not respond to power demands quickly.

[0027] 5. The difference between the target oil pressure determined by the conventional target oil pressure setting method described above and the actual oil pressure exceeds a third preset value. In this embodiment, the third preset value is 10 kPa. 6. The change in atmospheric pressure of the vehicle during this driving cycle is less than the fourth preset value, which is ±1 kPa in this embodiment.

[0028] The activation of the power demand mode is only allowed after all the above conditions are met and the duration exceeds the preset time T0 (3s in this embodiment).

[0029] Secondly, after entering the power demand mode, the following air volumes (engine load), piston cooling nozzle status, and engine speed are read in real time. The target oil pressure is then determined by looking up tables (Table 1 and Table 2, depending on the piston cooling nozzle status) (lookup method: if the data on the horizontal and vertical axes do not fall within the table (including the middle and outside of the table), it is determined by adjacent linear interpolation. Values ​​in the middle of the table (i.e., values ​​within the minimum and maximum range of the table's coordinate axes) are interpolated using linear interpolation, while values ​​outside the table (i.e., values ​​not within the minimum and maximum range of the table's coordinate axes) are directly equal to the edge values): 1. Actual air volume: Actual air volume refers to the actual intake density of fresh air entering the cylinder, which is also the engine load, i.e., the actual value of air volume; the target oil pressure determined by referring to the corresponding tables (Table 1 and Table 2, depending on the status of the piston cooling nozzle, and referring to the corresponding table based on the current engine speed and target air volume 2) is the target oil pressure a.

[0030] 2. Target air volume 1 refers to the target air volume in the current sampling period, which is the density of fresh air requested to enter the cylinder, i.e., the target value of the air volume. The power demand mode control method calculates this every 10ms, and 10ms is one sampling period. The method for obtaining the target air volume can be found in invention CN202210330714.3 "Target Intake Air Density Control Method, Device, Equipment and Readable Storage Medium". The target oil pressure determined by referring to the corresponding tables (Table 1 and Table 2, the choice between Table 1 and Table 2 is determined based on the piston cooling nozzle status, and the corresponding table is looked up based on the current engine speed and target air volume 2) is the target oil pressure b.

[0031] 3. Target air volume 2 refers to the target air volume in the next sampling cycle (the upcoming sampling cycle). It is obtained by calculating based on target air volume 1 and the ignition angle efficiency degradation value. The target oil pressure c is determined by referring to the corresponding tables (Table 1 and Table 2; the choice between Table 1 and Table 2 depends on the piston cooling nozzle status, and the table is determined based on the current engine speed and target air volume 2). The ignition angle efficiency degradation value is equal to the first degradation coefficient r2. The difference between basic ignition efficiency and actual ignition efficiency is obtained. The concept of basic ignition efficiency can be found in invention CN202111030841.3, "Method and System for Improving Engine Power Insufficiency Control," while the calculation of actual ignition efficiency can be found in "Modeling and Control of Automotive Engines and Transmission Systems" (Chemical Industry Press, pp. 114, 147), which will not be elaborated here. The purpose of this design is that the larger the value of basic ignition efficiency minus actual ignition efficiency, the greater the engine knock angle. If power demand needs to be met quickly, oil pressure needs to rise quickly. Optimizing the target oil pressure can achieve a faster increase in oil pressure rise capability in closed-loop oil pressure control (by controlling the oil pump to achieve oil pressure response tracking). r2 is determined by both engine coolant temperature and engine speed. At the same engine speed, the higher the engine coolant temperature, the greater the risk of knock, and the larger r2. The r2 calibration in this embodiment is shown in Table 5 below. Table 5

[0032] 4. Target air volume 3 refers to the target air volume in the next sampling cycle (the upcoming sampling cycle). It is obtained by adding the ignition angle efficiency degradation value to the target air volume 1. The target oil pressure d is determined by referring to the corresponding tables (Table 1 and Table 2; the choice between Table 1 and Table 2 depends on the piston cooling nozzle status, and the table is consulted based on the current engine speed and the target air volume 2). The ignition angle efficiency degradation value is equal to the second degradation coefficient r3. Octane number coefficient (as mentioned in invention CN202010608134.7 "A Method and System for Self-Learning Octane Number of Oil Products") The same physical meaning and calculation method are used to obtain r3; in this embodiment, r3 is taken as 0.12.

[0033] 5. Target air volume 4 is obtained by summing the products of target air volume 1 and the rate of change of target air volume 1 multiplied by the sampling time. Based on the invention described in CN202010632793.4 "Method for Determining the Maximum Output Torque of a Gasoline Engine," it can be seen that ignition efficiency also affects the engine's air circuit torque, thus affecting vehicle power. The target oil pressure e is determined by referring to the corresponding tables (Table 1 and Table 2; the choice between Table 1 and Table 2 is determined based on the piston cooling nozzle status, and the corresponding table is consulted based on the current engine speed and target air volume 2).

[0034] 6. Maximum air volume, i.e., the maximum allowable intake air density of the engine under this cycle, can be obtained from the method described in invention CN202111346615.6, "A self-learning method, device and storage medium for maximum air volume of an engine". The target oil pressure f is determined by referring to the corresponding tables (Table 1 and Table 2, the choice between Table 1 and Table 2 is determined based on the piston cooling nozzle status, and the corresponding table is looked up based on the current engine speed and the target air volume 2).

[0035] 7. Specific gas volume: The specific gas volume refers to the gas volume on the gas volume axis of Table 1 (or Table 2) that is closest to and greater than the current actual gas volume (if the current actual gas volume is not less than the maximum gas volume on the gas volume axis of Table 1 or Table 2, the maximum gas volume in this example is 2250 mgpl). The target oil pressure determined by referring to the corresponding tables (Table 1 and Table 2, the choice between Table 1 and Table 2 is determined based on the piston cooling nozzle status, and the corresponding table is consulted based on the current engine speed and the target gas volume 2) is the target oil pressure g.

[0036] Based on the above, the target oil pressure corresponding to the seven gas volumes can be determined.

[0037] Third, based on the above parameters, the final target oil pressure is target oil pressure a. k1 + target oil pressure b k2 + target oil pressure c k3+Target oil pressure d k4+Target oil pressure e k5+Target oil pressure f k6+Target oil pressure g k7, where k1+k2+k3+k4+k5+k6+k7=1, and k3 depends on the target gas volume change rate and engine speed. When the engine speed is lower but the target gas volume change rate is larger, k3 is larger, and the power requirement is greater to quickly achieve the target oil pressure. In this embodiment, the value of k2 is shown in Table 6 below, and it is updated and adjusted in real time during engine operation: Table 6

[0038] in, k1 takes the maximum value of [(0.8-k2), 0]. k3 takes min[0.07, (1-k1-k2)], k4 is set to min[0.05, (1-k1-k2)]. k5 is set to min[0.04, (1-k1-k2)]. k6 is set to min[0.02, (1-k1-k2)]. k7 takes the values ​​1-k1-k2-k3-k4-k5; k1, k2, k3, k4, k5, and k6 are all values ​​that are neither less than 0 nor greater than 1.

[0039] Fourth, after obtaining the weighting coefficients for the above-mentioned gas volumes, the following measures will be taken: 1) The number of times the engine enters the power demand mode activation (the count is immediately reset to zero after each k3 update and starts accumulating again after re-entering the power demand mode activation) exceeds the preset number (5000 in this embodiment), ensuring that the engine torque response accuracy (the difference between the requested firing torque and the actual firing torque) is within ±5Nm. Furthermore, the engine does not exit the power demand mode due to high-intensity knocking or pre-ignition after entering the power demand mode activation. If k3 is adjusted to be 0.98 times the previous value of m1 (k3 is reduced), the target oil pressure of the engine will increase, the working time of the electronic actuator of the cooling system will be shortened, and the electrical load will be reduced, which can further improve the engine combustion efficiency and improve power output. Therefore, the updated k3 will be used subsequently. Moreover, k3 can be saved after the vehicle is powered off.

[0040] 2) The number of times the engine enters the power demand mode activation (the count is reset to zero immediately after each k3 update and starts accumulating again after re-entering the power demand mode activation) exceeds the preset number (5000 in this embodiment), failing to consistently guarantee that the engine torque response accuracy (the difference between the requested firing torque and the actual firing torque) is within ±5Nm, and the engine does not exit the power demand mode due to high-intensity knocking or pre-ignition after entering the power demand mode activation. Then k3 is taken as 1.02 times the previous m2 (k3 increases). After increasing k3, the target oil pressure is more referenced to the target oil pressure corresponding to the target air volume, thereby improving the achievement of the target air volume and torque. Therefore, the updated k3 will be used in subsequent applications. Moreover, k3 can be saved after the vehicle is powered off.

[0041] 3) The number of times the engine enters the power demand mode activation (the count is reset to zero immediately after each k3 update and starts accumulating again after re-entering the power demand mode activation) exceeds the preset number (5000 in this embodiment), failing to consistently guarantee that the engine torque response accuracy (the difference between the requested firing torque and the actual firing torque) is within ±5Nm, and exiting the power demand mode after entering the power demand mode activation due to high-intensity knocking or pre-ignition. Then, k3 is taken as 1.08 times the original m3 (k3 increases). After k3 increases, the target oil pressure is more referenced to the target oil pressure corresponding to the target air volume, and the target oil pressure is further reduced, thereby protecting the engine and achieving torque. In this case, the k3 update coefficient is updated more frequently than in the second case, not only to improve engine torque, but also to prevent the engine from experiencing high-intensity knocking or pre-ignition again. The updated k3 is used subsequently. Furthermore, k3 can be saved after the vehicle is powered off.

[0042] 4) If k3 is found to be updated to m4 = 0.8 times its initial value, then k4 is updated to n1 = 0.9 times its original value, and k3 is immediately restored to its initial value; if k3 is updated to m5 = 1.2 times its initial value, then k4 is updated to n2 = 1.12 times its original value, and k3 is immediately restored to its initial value. Similarly, k4 can be saved after the vehicle is powered off. In each vehicle driving cycle, at most one of the above three scenarios (1, 2, and 3) will be updated only once; similarly, in each vehicle driving cycle, the above fourth scenario will be updated only once.

[0043] The above completes the description of the hydraulic pressure control method for hybrid vehicles based on power demand according to the present invention.

[0044] See Figure 3 The present invention relates to a hydraulic pressure control device for hybrid vehicles based on power demand, comprising the following parts: Conditional Triggering Module: Activates the dynamic demand mode based on the fulfillment of the triggering conditions of the dynamic demand mode; Parameter reading module: Real-time reading of various air volumes, piston cooling nozzle status, engine speed, and target oil pressure; Weighting coefficient module: and sets weighting coefficients corresponding to various gas volumes according to the calculation formula of the final target oil pressure; Target oil pressure acquisition module: Based on the number of activations of the power demand mode, it determines whether the weighting coefficient needs to be updated in combination with the specific working conditions. Once it is determined that an update is needed, the updated weighting coefficient is reweighted to obtain a new target oil pressure.

[0045] See Figure 4 The present invention relates to a computer system, which includes a hydraulic pressure control device for hybrid vehicles based on power demand.

[0046] II. Beneficial Effects of the Technical Solution of the Invention The beneficial effects of this invention are: when the engine power demand is large but the engine does not have the risk of knocking or pre-ignition, the target oil pressure is optimized based on dynamic air volume. At the same time, after adjustment, the weighting coefficient of the target oil pressure optimization is learned and updated in real time according to the working condition performance, so as to more accurately achieve torque and engine protection in hybrid vehicles.

[0047] III. Technical Principles and Key Points of the Invention 1) Method for determining engine power performance requirements; 2) Weighted parameter update method based on different gas volumes; 3) Weighted control method for target oil pressure based on different gas volumes.

[0048] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

[0049] The contents not described in detail in this specification are existing technologies known to those skilled in the art.

Claims

1. A method for hydraulic pressure control based on power demand in a hybrid vehicle, characterized in that: The process includes the following: The power demand mode is activated based on meeting the triggering conditions. It continuously reads various air volumes, piston cooling nozzle status, engine speed, and target oil pressure, and sets weighting coefficients corresponding to each air volume according to the formula for calculating the final target oil pressure. The formula for calculating the final target oil pressure is as follows: Final target oil pressure = Target oil pressure a k1 + target oil pressure b k2 + target oil pressure c k3+Target oil pressure d k4+Target oil pressure e k5+Target oil pressure f k6+Target oil pressure g k7, where k1+k2+k3+k4+k5+k6+k7=1, and k1, k2, k3, k4, k5, and k6 are all values ​​that are not less than 0 and not greater than 1; Based on obtaining the number of times the power demand mode is activated, and combined with the specific operating conditions, it is determined whether the weighting coefficients need to be updated. The specific operating conditions are as follows: after obtaining the weighting coefficients of the above-mentioned gas volumes, the following measures are taken: 1) The number of times the power demand mode is activated exceeds the preset number, and the engine torque response accuracy is guaranteed to be within ±5Nm, and the engine does not exit the power demand mode due to high-intensity knocking or pre-ignition after entering the power demand mode; 2) The number of times the power demand mode is activated exceeds the preset number, and the engine torque response accuracy is not consistently guaranteed to be within ±5Nm, and the engine does not exit the power demand mode due to high-intensity knocking or pre-ignition after entering the power demand mode; 3) The number of times the power demand mode is activated exceeds the preset number, and the engine torque response accuracy is not consistently guaranteed to be within ±5Nm. Furthermore, after entering the power demand mode, all vehicles exit the power demand mode due to high-intensity knocking or pre-ignition. 4) Once it is found that k3 is updated to m4=0.8 times the initial value, k4 is updated to n1=0.9 times the original value, and k3 is immediately restored to the initial value; if k3 is updated to m5=1.2 times the initial value, k4 is updated to n2=1.12 times the original value, and k3 is immediately restored to the initial value. Similarly, k4 can be saved after the vehicle is powered off. In each vehicle driving cycle, at most one of the above 1, 2, and 3 cases will be updated only once. Similarly, in each vehicle driving cycle, the above 4 case will be updated only once. Once it is determined that an update is needed, the updated weighted coefficients will be reweighted to obtain a new target oil pressure.

2. The hydraulic pressure control method for hybrid vehicles based on power demand according to claim 1, characterized in that: The specific process of the steps to satisfy the dynamic demand mode trigger condition is as follows: Engine requested firing torque: The engine requested firing torque shall not be less than the product of the engine's maximum torque and a preset coefficient r1. Torque change rate: The torque change rate requested by the engine for the firing circuit is greater than a first preset value; Detonation or pre-ignition: No high-intensity detonation or pre-ignition occurred; Engine coolant temperature: The engine coolant temperature shall not be lower than the second preset value; Difference between target oil pressure and actual oil pressure: The difference between the target oil pressure and the actual oil pressure exceeds the third preset value; Atmospheric pressure change value: The atmospheric pressure change value of the vehicle during this driving cycle is less than the fourth preset value.

3. The hydraulic pressure control method for hybrid vehicles based on power demand according to claim 2, characterized in that: The specific process for real-time reading of various gas volumes, piston cooling nozzle status, engine speed, and target oil pressure is as follows: The process involves reading seven types of gas volumes, the specific details of which are as follows: Actual air volume: refers to the actual fresh air intake density entering the cylinder, and the corresponding target oil pressure is the target oil pressure a; Target air volume 1: is the density of fresh air entering the cylinder during the current sampling cycle, and the corresponding target oil pressure is target oil pressure b; Target gas volume 2: refers to the target gas volume in the next sampling period. It is obtained by calculating based on target gas volume 1 and ignition angle efficiency deterioration value. The corresponding target oil pressure is target oil pressure c. Target gas volume 3: refers to the target gas volume in the next sampling period. It is obtained by calculating based on target gas volume 1 and ignition angle efficiency deterioration value. The corresponding target oil pressure is target oil pressure d. Target gas volume 4: The method of obtaining it is to calculate it by adding the products of target gas volume 1 and the rate of change of target gas volume 1 and the sampling time, and the corresponding target oil pressure is target oil pressure e; Maximum air volume: This refers to the maximum allowable intake air density of the engine during this cycle, and the corresponding target oil pressure is the target oil pressure f. Specific gas volume: refers to the gas volume that is closest to and greater than the actual gas volume in the current period. The corresponding target oil pressure is the target oil pressure g.

4. The hydraulic pressure control method for hybrid vehicles based on power demand according to claim 3, characterized in that: In the specific process of real-time reading of the target gas volume 2, the ignition angle efficiency degradation value is equal to the first degradation coefficient r2. (Basic ignition efficiency - actual ignition efficiency) is calculated.

5. The hydraulic pressure control method for hybrid vehicles based on power demand according to claim 4, characterized in that: In the specific process of real-time reading of the target gas volume 3, the ignition angle efficiency degradation value is equal to the second degradation coefficient r3. The octane number coefficient is calculated.

6. The hydraulic pressure control method for hybrid vehicles based on power demand according to claim 5, characterized in that: The specific process of obtaining the target oil pressure by determining whether to update the weighting coefficients based on the number of activations of the dynamic demand mode and the specific working conditions, and then re-weighting the coefficients after determining that an update is needed, is as follows: To ensure engine torque response accuracy and not exit power demand mode: If the number of activations in power demand mode exceeds the preset number, engine torque response accuracy can be guaranteed, and the engine does not exit power demand mode due to high-intensity knocking or pre-ignition after activation, then k3 is taken as m1 times the previous value, where m1 = 0.98 times. If the engine torque response accuracy is not guaranteed and the power demand mode is not exited: if the number of activations in the power demand mode exceeds the preset number, the engine torque response accuracy is not guaranteed, and the power demand mode is not exited due to high-intensity knocking or pre-ignition after activation, then k3 is taken as m2 times the previous value, where m2 = 1.02 times. Exiting Power Demand Mode: If the number of times the Power Demand Mode is activated exceeds the preset number, the engine torque response accuracy cannot be guaranteed, and the Power Demand Mode is exited due to high-intensity knocking or pre-ignition after activation, then k3 is taken as m3 times the previous value, where m3 = 1.08 times. Conditions for restoring to the initial value: If k3 is found to be updated to m4 times the initial value, where m4 = 0.8 times, then k4 is updated to n1 times the original value, where n1 = 0.9 times, and k3 is immediately restored to the initial value; if k3 is updated to m5 times the initial value, where m5 = 1.2 times, then k4 is updated to n2 times the original value, where n2 = 1.12 times, and k3 is immediately restored to the initial value.

7. The hydraulic pressure control method for hybrid vehicles based on power demand according to claim 6, characterized in that: Based on the number of activations of the power demand mode, and considering the specific operating conditions, it is determined whether the weighting coefficients need to be updated. Once it is determined that an update is needed, the updated weighting coefficients are reweighted to obtain a new target oil pressure. In each vehicle driving cycle, only one of the following three situations is updated at most once: ensuring engine torque response accuracy and not exiting power demand; not ensuring engine torque response accuracy and not exiting power demand; and exiting power demand. In each vehicle driving cycle, the update is updated at most once when the condition of restoring to the initial value is met.

8. A hydraulic pressure control device for hybrid vehicles based on power demand, comprising a computer program, characterized in that: The computer program is capable of executing the hydraulic pressure control method for hybrid vehicles based on power demand as described in any one of claims 1 to 7.

9. A computer system, characterized in that: The computer system includes the hydraulic pressure control device for hybrid vehicles based on power demand as described in claim 8.

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