Hybrid vehicle battery state of charge correction method, device, hybrid vehicle and medium

Abstract

This invention relates to the field of hybrid electric vehicle technology, and discloses a method, device, hybrid vehicle, and medium for correcting the state of charge (SOC) of a hybrid vehicle battery. The invention calculates the battery's micro-dynamic discharge power boundary, controls the battery management system to switch the current battery discharge power boundary to the battery's micro-dynamic discharge power boundary, and changes the power consumption of the high-voltage circuit of the battery thermal management system to the difference between the battery's micro-dynamic discharge power boundary and the current power consumption at the DC-DC converter. This ensures that the hybrid vehicle's battery meets steady-state discharge conditions, thus achieving SOC correction. By linking the battery management system and thermal management system to control battery output performance, non-driving power consumption, and energy matching management, the invention proactively creates a comfortable steady-state discharge scenario for the battery, efficiently achieving the environmental conditions for correcting the battery's SOC, thereby improving the accuracy of the battery's SOC and ensuring battery performance and stable vehicle operation.

Description

Technical Field

[0001] This invention relates to the field of hybrid vehicle technology, specifically to a method, apparatus, hybrid vehicle, and medium for correcting the state of charge of a hybrid vehicle battery. Background Technology

[0002] With the increasing popularity of vehicle electrification, new energy vehicles have been developed vigorously, among which hybrid vehicles play an important role. As the core component of new energy vehicles, the power battery is a key focus in the development of hybrid vehicles. The Battery Management System (BMS) determines the charging and discharging capacity of the battery through the State of Charge (SOC). Improving the accuracy of the battery SOC can improve the battery's lifespan and safety performance. It can also reduce the risks to users caused by insufficient battery charging and discharging capacity, such as inconsistent power, sudden increases in noise, vibration and harshness (NVH), deterioration of fuel consumption, and even interruption of vehicle power.

[0003] Correcting battery SOC requires an open circuit voltage (OCV) environment or a near-stable operating condition. Related technologies correct SOC by controlling the vehicle to be stationary. However, because SOC correction takes a long time, static correction methods cannot be used to correct SOC for vehicles operating continuously for extended periods or with short stops. Furthermore, during SOC correction while stationary, vehicle heating or cooling needs may arise, making it difficult to ensure stable battery output. Consequently, the environmental conditions for SOC correction cannot be met, resulting in low SOC accuracy and impacting battery lifespan and safety. Summary of the Invention

[0004] In view of this, the present invention provides a method, apparatus, hybrid vehicle and medium for correcting the state of charge (SOC) of a hybrid vehicle battery, in order to solve the problem that the environmental conditions for correcting the SOC of the battery cannot be met, resulting in low SOC accuracy and affecting the battery's service life and safety performance.

[0005] In a first aspect, the present invention provides a method for correcting the state of charge (SOC) of a hybrid vehicle battery. The method includes: determining a micro-dynamic discharge power boundary for the battery based on the non-driving power demand of the hybrid vehicle under normal driving scenarios and the power demand for SOC correction; obtaining the power consumption of the current DC-DC converter terminal and the power consumption of the current high-voltage circuit of the thermal management system of the hybrid vehicle; determining whether the micro-dynamic discharge power boundary is greater than the sum of the power consumption of the current DC-DC converter terminal and the power consumption of the current high-voltage circuit of the thermal management system; if the micro-dynamic discharge power boundary is greater than the sum of the power consumption of the current DC-DC converter terminal and the power consumption of the current high-voltage circuit of the thermal management system, then changing the current battery discharge power boundary to the micro-dynamic discharge power boundary and changing the power consumption of the high-voltage circuit of the thermal management system to the difference between the micro-dynamic discharge power boundary and the power consumption of the current DC-DC converter terminal; and correcting the SOC of the battery when the battery of the hybrid vehicle meets the steady-state discharge conditions.

[0006] The hybrid vehicle battery state-of-charge (SOC) correction method provided by this invention calculates the battery micro-dynamic discharge power boundary based on the hybrid vehicle's non-driving power demand and the battery's SOC power demand. If the battery micro-dynamic discharge power boundary is greater than the sum of the power consumption at the current DC-DC converter and the power consumption of the current thermal management system's high-voltage circuit, the battery management system is controlled to switch the current battery discharge power boundary to the battery micro-dynamic discharge power boundary. The power consumption of the battery thermal management system's high-voltage circuit is then changed to the difference between the battery micro-dynamic discharge power boundary and the power consumption at the current DC-DC converter, ensuring that the hybrid vehicle's battery meets steady-state discharge conditions. This achieves battery SOC correction. By linking the battery management system and thermal management system to control battery output performance, non-driving power consumption, and energy matching management, a comfortable steady-state discharge scenario is actively created for the battery. This efficiently corrects the environmental conditions for battery SOC correction, thereby improving the accuracy of battery SOC and ensuring battery performance and stable vehicle operation.

[0007] In an optional implementation, after determining the battery micro-dynamic discharge power boundary based on the non-driving power demand and battery state-of-charge correction power demand of the hybrid vehicle under normal driving scenarios, the method further includes: controlling the battery to perform discharge tests based on different battery temperatures under the battery micro-dynamic discharge power boundary, and recording the correction demand time consumed when the battery meets the steady-state discharge conditions at different battery temperatures; performing driving evaluation tests on the hybrid vehicle based on the different battery temperatures to obtain driving performance evaluation results of the hybrid vehicle corresponding to different battery temperatures; selecting a temperature calibration value based on the correction demand time corresponding to different battery temperatures and the driving performance evaluation results of the hybrid vehicle; obtaining the current battery temperature of the hybrid vehicle, and determining whether the current battery temperature of the hybrid vehicle is less than the temperature calibration value; if the current battery temperature of the hybrid vehicle is not less than the temperature calibration value, then executing the step of obtaining the power consumption of the current DC-DC terminal of the hybrid vehicle and the power consumption of the current high-voltage circuit of the thermal management system; if the current battery temperature of the hybrid vehicle is less than the temperature calibration value, then controlling the thermal management system to heat the battery, and returning to the step of obtaining the current battery temperature of the hybrid vehicle and determining whether the current battery temperature of the hybrid vehicle is less than the temperature calibration value.

[0008] When entering the battery SOC correction stage, this invention needs to determine whether the battery temperature has reached the temperature calibration value. Only when the current battery temperature is greater than the temperature calibration value can the battery SOC correction step be executed. This is because the higher the battery temperature, the shorter the corresponding SOC correction time. By controlling the battery temperature to reach the temperature calibration value, the required SOC correction time can be shortened, thereby improving the efficiency of SOC correction.

[0009] In one optional implementation, before acquiring the power consumption of the current DC-to-DC converter and the current power consumption of the high-voltage circuit of the thermal management system of the hybrid vehicle, the method further includes: determining the driving state of the hybrid vehicle based on the operating state of the battery high-voltage system and gear information; if the driving state of the hybrid vehicle is determined to be a parked and power-off state, then the step of acquiring the power consumption of the current DC-to-DC converter and the current power consumption of the high-voltage circuit of the thermal management system of the hybrid vehicle is executed. If the driving state of the hybrid vehicle is determined to be a powered-on idling state, then the hybrid vehicle is judged to have an idling charging requirement based on the battery state of charge; if the hybrid vehicle does not have an idling charging requirement, then the step of acquiring the power consumption of the current DC-to-DC converter and the current power consumption of the high-voltage circuit of the thermal management system of the hybrid vehicle is executed.

[0010] This invention categorizes vehicle driving states into parking and power-off, power-on idling, and power-on driving scenarios based on the operating status and gear information of the battery high-voltage system. Since the battery's working state and content differ in different driving scenarios, the vehicle's driving states are specifically distinguished. Corresponding steady-state discharge scenarios for the manufactured battery can be created based on different driving scenarios, which can ensure the stable discharge state of the battery and thus improve the accuracy of battery SOC correction.

[0011] In one optional implementation, the method further includes: if it is determined that the hybrid vehicle is in an electric driving state, then the engine start-stop function is disabled, and coasting recovery and braking energy recovery are turned off.

[0012] This invention disables the engine start-stop function and turns off coasting recovery and braking energy recovery when the vehicle is powered on, so as to prevent the engine's change of state from interrupting the stable output of the battery.

[0013] In an optional implementation, if the hybrid vehicle is determined to be in a powered-on driving state, after changing the power consumption of the high-voltage circuit of the battery thermal management system to the difference between the battery micro-dynamic discharge power boundary and the power consumption of the current DC-to-DC terminal, the method further includes: controlling the engine output power consumption based on the driving requirements of the hybrid vehicle.

[0014] In an optional implementation, the method further includes: if it is determined that the hybrid vehicle is in a powered-on driving state, and the battery micro-dynamic discharge power boundary is not greater than the sum of the power consumption of the current DC-to-DC terminal and the power consumption of the current thermal management system high-voltage circuit, then the current battery discharge power boundary is changed to the battery micro-dynamic discharge power boundary; the difference between the sum of the power consumption of the current DC-to-DC terminal and the power consumption of the current thermal management system high-voltage circuit and the battery micro-dynamic discharge power boundary is calculated to obtain the required power compensation value; the engine output power consumption is controlled based on the hybrid vehicle driving demand and the required power compensation value, and the step of correcting the battery state of charge when the battery of the hybrid vehicle meets the steady-state discharge conditions is returned.

[0015] This invention, when a hybrid vehicle is in a powered-on driving state, coordinates the battery management system, thermal management system, and power control system to control engine consumption, battery consumption, and other factors, thereby creating a steady-state discharge scenario for the battery.

[0016] In an optional implementation, before determining the battery micro-dynamic discharge power boundary based on the non-driving power demand and battery state-of-charge correction power demand of the hybrid vehicle under normal driving scenarios, the method further includes: determining whether the difference between the current trigger correction time point and the previous trigger correction time point is greater than a time calibration value; if the difference between the current trigger correction time point and the previous trigger correction time point is greater than the time calibration value, then the step of determining the battery micro-dynamic discharge power boundary based on the non-driving power demand and battery state-of-charge correction power demand of the hybrid vehicle under normal driving scenarios is executed.

[0017] This invention requires that the battery SOC correction step be performed only when the difference between the current correction trigger time and the previous correction trigger time is greater than the time calibration value. This ensures that SOC correction is performed only when it is needed, thus avoiding excessive correction and resource waste.

[0018] In one optional implementation, the correction of the battery state of charge includes: acquiring the current battery temperature and current battery voltage of the hybrid vehicle; determining the battery state of charge to be corrected corresponding to the current battery temperature and current battery voltage based on a preset correspondence between battery temperature, battery voltage and battery state of charge to be corrected; calculating the charge difference between the battery state of charge to be corrected and the current battery state of charge; determining whether the charge difference is greater than a preset charge difference calibration value; if the charge difference is greater than the preset charge difference calibration value, then correcting the current battery state of charge to the battery state of charge to be corrected.

[0019] Based on a pre-set correspondence between battery temperature, battery voltage, and the state of charge of the battery to be corrected, and the current battery temperature, this invention can accurately determine the corresponding state of charge to be corrected.

[0020] In an optional implementation, before determining the state of charge of the battery corresponding to the current battery temperature and the current battery voltage based on a pre-set correspondence between battery temperature, battery voltage, and the state of charge of the battery to be corrected, the method further includes: recording a first time consumed when the battery meets steady-state discharge conditions; determining the correction requirement time corresponding to the current battery temperature of the hybrid vehicle based on the correction requirement time consumed when the batteries corresponding to different battery temperatures meet steady-state discharge conditions; determining whether the first time is greater than the correction requirement time corresponding to the current battery temperature of the hybrid vehicle; if the first time is greater than the correction requirement time corresponding to the current battery temperature of the hybrid vehicle, then performing the step of determining the state of charge of the battery corresponding to the current battery temperature and the current battery voltage based on a pre-set correspondence between battery temperature, battery voltage, and the state of charge of the battery to be corrected.

[0021] This invention corrects the battery SOC only after the time consumed when the battery meets the steady-state discharge conditions is greater than the correction time required for the current temperature. This ensures that the battery correction environment is in a steady-state discharge environment, thereby improving the accuracy of battery SOC correction.

[0022] Secondly, the present invention provides a hybrid vehicle battery state of charge correction device, the device comprising: a discharge power boundary determination module, used to determine the battery micro-dynamic discharge power boundary based on the non-driving power demand of the hybrid vehicle under normal driving scenarios and the battery state of charge correction power demand; a current power consumption acquisition module, used to acquire the power consumption of the current DC-DC terminal of the hybrid vehicle and the power consumption of the current thermal management system high-voltage circuit; a power consumption comparison module, used to determine whether the battery micro-dynamic discharge power boundary is greater than the sum of the power consumption of the current DC-DC terminal of the hybrid vehicle and the power consumption of the current thermal management system high-voltage circuit; a power consumption allocation module, used to change the current battery discharge power boundary to the battery micro-dynamic discharge power boundary and change the power consumption of the battery thermal management system high-voltage circuit to the difference between the battery micro-dynamic discharge power boundary and the power consumption of the current DC-DC terminal if the battery micro-dynamic discharge power boundary is greater than the sum of the power consumption of the current DC-DC terminal and the power consumption of the current thermal management system high-voltage circuit; and a state of charge correction module, used to correct the battery state of charge when the battery of the hybrid vehicle meets the steady-state discharge conditions.

[0023] In an optional implementation, after determining the battery micro-dynamic discharge power boundary based on the non-driving power demand and battery state-of-charge correction power demand of the hybrid vehicle under normal driving scenarios, the device further includes: a discharge test module, used to control the battery to perform discharge tests based on different battery temperatures under the battery micro-dynamic discharge power boundary, and record the correction demand time consumed when the battery meets the steady-state discharge conditions corresponding to different battery temperatures; a driving evaluation test module, used to perform driving evaluation tests on the hybrid vehicle based on the different battery temperatures, and obtain driving performance evaluation results of the hybrid vehicle corresponding to different battery temperatures; and a temperature calibration value selection module, used to select the correction demand time corresponding to the different battery temperatures. Based on the hybrid vehicle driving performance evaluation results, a temperature calibration value is selected; a temperature comparison module is used to obtain the current battery temperature of the hybrid vehicle and determine whether the current battery temperature of the hybrid vehicle is less than the temperature calibration value; a step execution module is used to execute the step of obtaining the current power consumption of the DC-DC converter terminal and the current power consumption of the high-voltage circuit of the thermal management system if the current battery temperature of the hybrid vehicle is not less than the temperature calibration value; a battery heating module is used to control the thermal management system to heat the battery if the current battery temperature of the hybrid vehicle is less than the temperature calibration value, and return to the step of obtaining the current battery temperature of the hybrid vehicle and determining whether the current battery temperature of the hybrid vehicle is less than the temperature calibration value.

[0024] In an optional implementation, before acquiring the power consumption of the current DC-to-DC converter and the current power consumption of the high-voltage circuit of the thermal management system of the hybrid vehicle, the device further includes: a driving state determination module, used to determine the driving state of the hybrid vehicle based on the operating state of the battery high-voltage system and gear information; a parking and power-off state determination module, used to execute the step of acquiring the power consumption of the current DC-to-DC converter and the current power consumption of the high-voltage circuit of the thermal management system if the driving state of the hybrid vehicle is determined to be a parking and power-off state; an idle charging demand judgment module, used to determine whether the hybrid vehicle has an idle charging demand based on the battery charge state of the hybrid vehicle if the driving state of the hybrid vehicle is determined to be a power-on idling state; and a step return execution module, used to execute the step of acquiring the power consumption of the current DC-to-DC converter and the current power consumption of the high-voltage circuit of the thermal management system if the hybrid vehicle has no idle charging demand.

[0025] In one optional embodiment, the device further includes: an electric driving state determination module, configured to disable the engine start-stop function and turn off coasting recovery and braking energy recovery if it is determined that the driving state of the hybrid vehicle is electric driving state.

[0026] In an optional implementation, if the hybrid vehicle is determined to be in a powered-on driving state, after changing the power consumption of the high-voltage circuit of the battery thermal management system to the difference between the battery micro-dynamic discharge power boundary and the power consumption of the current DC-to-DC terminal, the device further includes: a first engine control module, used to control the engine output power consumption based on the driving requirements of the hybrid vehicle.

[0027] In an optional embodiment, the device further includes: a power boundary changing module, configured to change the current battery discharge power boundary to the battery micro-dynamic discharge power boundary if it is determined that the hybrid vehicle is in a powered-on driving state and the battery micro-dynamic discharge power boundary is not greater than the sum of the power consumption of the current DC-to-DC terminal and the power consumption of the current thermal management system high-voltage circuit; a demand power compensation value calculation module, configured to calculate the difference between the sum of the power consumption of the current DC-to-DC terminal and the power consumption of the current thermal management system high-voltage circuit and the battery micro-dynamic discharge power boundary to obtain a demand power compensation value; and a second engine control module, configured to control the engine output power consumption based on the hybrid vehicle's driving demand and the demand power compensation value, and return to the step of correcting the battery state of charge when the battery of the hybrid vehicle meets the steady-state discharge conditions.

[0028] In an optional implementation, before determining the battery micro-dynamic discharge power boundary based on the non-driving power demand and battery state-of-charge correction power demand of the hybrid vehicle under normal driving scenarios, the device further includes: a correction time judgment module, used to determine whether the difference between the current trigger correction time point and the previous trigger correction time point is greater than a time calibration value; and a size correspondence operation module, used to execute the step of determining the battery micro-dynamic discharge power boundary based on the non-driving power demand and battery state-of-charge correction power demand of the hybrid vehicle under normal driving scenarios if the difference between the current trigger correction time point and the previous trigger correction time point is greater than the time calibration value.

[0029] In one optional implementation, the state of charge (SCC) correction module includes: a temperature and voltage acquisition unit for acquiring the current battery temperature and current battery voltage of the hybrid vehicle; a SCC determination unit for determining the SCC corresponding to the current battery temperature and current battery voltage based on a pre-set correspondence between battery temperature, battery voltage, and SCC to be corrected; a charge difference calculation unit for calculating the charge difference between the SCC to be corrected and the current battery SCC; a charge difference comparison unit for determining whether the charge difference is greater than a preset charge difference calibration value; and a SCC change unit for correcting the current battery SCC to the SCC to be corrected if the charge difference is greater than the preset charge difference calibration value.

[0030] In an optional implementation, before determining the state of charge of the battery corresponding to the current battery temperature and the current battery voltage based on a pre-set correspondence between battery temperature, battery voltage, and the state of charge of the battery to be corrected, the device further includes: a first time recording module, used to record the first time consumed when the battery meets the steady-state discharge conditions; a correction requirement time determination module, used to determine the correction requirement time corresponding to the current battery temperature of the hybrid vehicle based on the correction requirement time consumed when the batteries corresponding to different battery temperatures meet the steady-state discharge conditions; a correction requirement time comparison module, used to determine whether the first time is greater than the correction requirement time corresponding to the current battery temperature of the hybrid vehicle; and a battery correction unit, used to execute the step of determining the state of charge of the battery corresponding to the current battery temperature and the current battery voltage based on a pre-set correspondence between battery temperature, battery voltage, and the state of charge of the battery to be corrected if the first time is greater than the correction requirement time corresponding to the current battery temperature of the hybrid vehicle.

[0031] Thirdly, the present invention provides a vehicle comprising: a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the computer instructions to perform the hybrid vehicle battery state of charge correction method of the first aspect or any corresponding embodiment described above.

[0032] Fourthly, the present invention provides a computer-readable storage medium storing computer instructions for causing a computer to execute the hybrid vehicle battery state-of-charge correction method of the first aspect or any corresponding embodiment described above.

[0033] The present invention provides a method, apparatus, hybrid vehicle, and medium for correcting the state of charge (SOC) of a hybrid vehicle battery. This method calculates the battery's micro-dynamic discharge power boundary based on the hybrid vehicle's non-driving power requirement and the battery's SOC power requirement. If the battery's micro-dynamic discharge power boundary is greater than the sum of the power consumption at the current DC-DC converter and the power consumption of the current thermal management system's high-voltage circuit, the battery management system switches the current battery discharge power boundary to the battery's micro-dynamic discharge power boundary. The high-voltage circuit power consumption of the battery thermal management system is then changed to the difference between the battery's micro-dynamic discharge power boundary and the power consumption at the current DC-DC converter, ensuring that the hybrid vehicle's battery meets steady-state discharge conditions. This achieves SOC correction. By linking the battery management system and thermal management system to control battery output performance, non-driving power consumption, and energy matching management, a comfortable steady-state discharge scenario is actively created for the battery. This efficiently corrects the environmental conditions for battery SOC correction, thereby improving the accuracy of battery SOC and ensuring battery performance and stable vehicle operation. Attached Figure Description

[0034] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0035] Figure 1 This is a flowchart illustrating a method for correcting the state of charge of a hybrid vehicle battery according to an embodiment of the present invention.

[0036] Figure 2 This is a flowchart illustrating another method for correcting the state of charge of a hybrid vehicle battery according to an embodiment of the present invention.

[0037] Figure 3 This is an example diagram showing the correspondence between temperature and correction time according to an embodiment of the present invention;

[0038] Figure 4 This is a flowchart illustrating the process of a hybrid vehicle in a parked and powered-off state according to an embodiment of the present invention.

[0039] Figure 5 This is a flowchart illustrating the driving state of a hybrid vehicle according to an embodiment of the present invention, where the vehicle is in a powered-on idling state.

[0040] Figure 6 This is a flowchart illustrating the driving state of a hybrid vehicle in the electric driving state according to an embodiment of the present invention.

[0041] Figure 7 This is an example diagram showing the correspondence between battery voltage and battery state of charge at different temperatures according to an embodiment of the present invention;

[0042] Figure 8 This is an example diagram of a hybrid vehicle battery state-of-charge correction method according to an embodiment of the present invention.

[0043] Figure 9 This is a structural block diagram of a hybrid vehicle battery state of charge correction device according to an embodiment of the present invention;

[0044] Figure 10 This is a schematic diagram of the hardware structure of a vehicle according to an embodiment of the present invention. Detailed Implementation

[0045] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0046] With the increasing popularity of vehicle electrification, new energy vehicles have seen vigorous development, with hybrid vehicles playing a particularly important role. As a core component of new energy vehicles, the power battery is a key focus in the development of hybrid vehicles, and the performance of the power battery depends to a certain extent on the battery management system (BMS). The BMS determines the battery's charging and discharging capacity through the battery's state of charge (SOC, reflecting the battery's remaining capacity). Improving the accuracy of the battery's SOC can extend battery life and enhance safety performance. It can also reduce risks such as inconsistent power delivery, sudden increases in NVH (noise, vibration, and harshness), decreased fuel consumption, and even complete vehicle power interruption caused by insufficient battery charging and discharging capacity.

[0047] According to an embodiment of the present invention, a method for correcting the state of charge of a hybrid vehicle battery is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0048] This embodiment provides a method for correcting the state of charge of a hybrid vehicle battery, which can be used in the aforementioned computer system. Figure 1 This is a flowchart of a hybrid vehicle battery state-of-charge correction method according to an embodiment of the present invention, such as... Figure 1 As shown, the process includes the following steps:

[0049] Step S101: Determine the battery micro-dynamic discharge power boundary based on the non-driving power demand and battery state-of-charge correction power demand of the hybrid vehicle under normal driving scenarios.

[0050] This invention provides an embodiment that obtains the non-driving power requirement of the hybrid vehicle based on the power consumption of the DC-DC converter and the high-voltage end of the thermal management system under normal driving scenarios. It then combines this power with the battery state-of-charge correction power requirement to determine the battery micro-dynamic discharge power boundary. The method for determining the battery micro-dynamic discharge power boundary is not limited. For example, the maximum power among the determined non-driving power requirement of the vehicle and the battery state-of-charge correction power requirement can be used as the battery micro-dynamic discharge power boundary. Assuming the non-driving power consumption is 2kW and the battery correction power requirement is 1.8kW under normal driving scenarios, the battery micro-dynamic discharge power boundary P3 = Max(2kW, 1.8kW) = 2kW. This is merely an example.

[0051] Step S102: Obtain the power consumption of the current DC-to-DC terminal of the hybrid vehicle and the power consumption of the current high-voltage circuit of the thermal management system.

[0052] The embodiments of the present invention do not limit the method for obtaining the current power consumption of the DC-to-DC converter of the hybrid vehicle, and can determine it according to the actual application scenario. The current power consumption of the DC-to-DC converter of the hybrid vehicle can be represented by P1. ，For example, by obtaining the current and voltage signals at the DC-DC input terminals in the CAN signal of a hybrid vehicle, the power consumption can be calculated using P=UI. This is just an example. The method for obtaining the power consumption of the high-voltage circuit of the thermal management system in this embodiment of the invention is not limited. The power consumption of the high-voltage circuit of the thermal management system can be represented by P2. For example, the power consumption of the high-voltage circuit of the thermal management system can also be determined by obtaining the current and voltage signals at the input terminals of the thermal management system in the CAN signal of the hybrid vehicle. Alternatively, the heat or energy consumption of the current battery circuit, air conditioning circuit, front compartment heat dissipation circuit, and positive temperature coefficient resistor (PTC) circuit can be obtained, and then the energy consumed by all circuits can be calculated to determine the current power consumption of the high-voltage circuit of the thermal management system. This is just an example.

[0053] Step S103: Determine whether the battery micro-dynamic discharge power boundary is greater than the sum of the power consumption of the current DC-to-DC terminal of the hybrid vehicle and the power consumption of the current thermal management system high-voltage circuit.

[0054] The embodiments of the present invention can determine whether the determined micro-dynamic discharge power boundary of the battery is greater than the sum of the power consumption of the current DC-DC terminal of the hybrid vehicle and the power consumption of the current high-voltage circuit of the thermal management system.

[0055] Step S104: If the battery micro-dynamic discharge power boundary is greater than the sum of the power consumption of the current DC-to-DC terminal and the power consumption of the current thermal management system high-voltage circuit, then the current battery discharge power boundary is changed to the battery micro-dynamic discharge power boundary, and the power consumption of the battery thermal management system high-voltage circuit is changed to the difference between the battery micro-dynamic discharge power boundary and the power consumption of the current DC-to-DC terminal.

[0056] In this embodiment of the invention, two sets of calibration data can be set for the battery discharge power boundary, namely the conventional discharge power boundary and the micro-dynamic discharge power boundary. The battery discharge power boundary is set to the conventional discharge power boundary by default. If the determined battery micro-dynamic discharge power boundary is greater than the sum of the power consumption of the current DC-DC terminal of the hybrid vehicle and the power consumption of the current high-voltage circuit of the thermal management system, the logic signal for entering the battery state of charge correction can be sent to the battery management system (BMS). After receiving the logic signal, the BMS controls the battery discharge power boundary to switch from the conventional discharge power boundary to the micro-dynamic discharge power boundary P3, and can specify that the power consumption of the high-voltage circuit of the thermal management system (TMS) can be changed to the difference between the battery micro-dynamic discharge power boundary and the power consumption of the current DC-DC terminal, i.e., P2 = P3 - P1, which is only an example.

[0057] In this embodiment of the invention, if the battery micro-dynamic discharge power boundary is not greater than the sum of the power consumption of the current DC-to-DC terminal and the power consumption of the current thermal management system high-voltage circuit, then the process returns to obtain the power consumption of the current DC-to-DC terminal and the power consumption of the current thermal management system high-voltage circuit until the battery micro-dynamic discharge power boundary is greater than the sum of the power consumption of the current DC-to-DC terminal and the power consumption of the current thermal management system high-voltage circuit. Alternatively, it can be directly determined that the conditions for dynamic correction of battery SOC are not met. This is just an example.

[0058] Step S105: When the battery of the hybrid vehicle meets the steady-state discharge conditions, the state of charge of the battery is corrected.

[0059] In this embodiment of the invention, the steady-state discharge condition can be that the battery voltage tends to a steady state or the battery is in a steady-state low-power discharge state. For example, the battery voltage value is continuously maintained within a preset stable range above and below the voltage calibration value. This is just an example. When the current battery meets the steady-state discharge condition, the battery state of charge (SOC) can be corrected. The method of correcting the battery SOC is not limited. For example, using the load voltage method, at the moment the battery discharge begins, the voltage rapidly changes from the open-circuit voltage state to the load voltage state. When the battery load current remains constant, the law of load voltage changing with SOC is similar to the law of open-circuit voltage changing with SOC. The calculated battery SOC is determined directly based on the product of voltage and current and is determined as the actual battery SOC. This is compared with the correspondence between different load voltages, currents, driving data and battery SOC obtained through experimental testing based on battery voltage, current and vehicle driving data. Based on the current load voltage and current, the corresponding battery SOC can be determined. The actual battery SOC can then be corrected based on the determined battery SOC. This is just an example.

[0060] The hybrid vehicle battery state-of-charge (SOC) correction method provided by this invention calculates the battery micro-dynamic discharge power boundary based on the hybrid vehicle's non-driving power demand and the battery's SOC power demand. If the battery micro-dynamic discharge power boundary is greater than the sum of the power consumption at the current DC-DC converter and the power consumption of the current thermal management system's high-voltage circuit, the battery management system is controlled to switch the current battery discharge power boundary to the battery micro-dynamic discharge power boundary. The power consumption of the battery thermal management system's high-voltage circuit is then changed to the difference between the battery micro-dynamic discharge power boundary and the power consumption at the current DC-DC converter, ensuring that the hybrid vehicle's battery meets steady-state discharge conditions. This achieves battery SOC correction. By linking the battery management system and thermal management system to control battery output performance, non-driving power consumption, and energy matching management, a comfortable steady-state discharge scenario is actively created for the battery. This efficiently corrects the environmental conditions for battery SOC correction, thereby improving the accuracy of battery SOC and ensuring battery performance and stable vehicle operation.

[0061] This embodiment provides a method for correcting the state of charge of a hybrid vehicle battery, which can be used in the aforementioned computer system. Figure 2 This is a flowchart of a hybrid vehicle battery state-of-charge correction method according to an embodiment of the present invention, such as... Figure 2 As shown, the process includes the following steps:

[0062] Step S201: Determine whether the difference between the current trigger correction time and the previous trigger correction time is greater than the time calibration value; if the difference is greater than the time calibration value, determine the battery micro-dynamic discharge power boundary based on the non-driving power demand and battery state of charge correction power demand of the hybrid vehicle under normal driving scenarios. For details, please refer to [link to details]. Figure 1 Step S101 of the illustrated embodiment will not be described again here.

[0063] In this embodiment of the invention, when battery SOC is triggered for correction, the current trigger correction time point can be recorded, and the time point of the previous trigger correction can be obtained. The time difference Δt between the current trigger correction time point and the previous trigger correction time point can be calculated, and it can be determined whether the time difference Δt is greater than the time calibration value. The time calibration value can be preset according to the battery electrochemical characteristics and the vehicle's performance requirements for battery output capacity, and the upper limit of the allowable deviation of battery SOC ΔSOC can be set in advance. max Furthermore, simulation experiments can determine the deviation of the battery's SOC up to ΔSOC. max If the battery operates continuously for a certain period of time, this time can be set as the time calibration value. For example, if the time difference Δt is greater than the time calibration value, the step of determining the battery micro-dynamic discharge power boundary based on the non-driving power demand and battery state-of-charge correction power demand of the hybrid vehicle under normal driving scenarios can be executed. For details on the steps of determining the battery micro-dynamic discharge power boundary based on the non-driving power demand and battery state-of-charge correction power demand of the hybrid vehicle under normal driving scenarios, please refer to the above embodiment, which will not be repeated here.

[0064] In this embodiment of the invention, if the time difference Δt is determined to be no greater than the time calibration value, no correction is performed.

[0065] Specifically, the battery is controlled to discharge under the micro-dynamic discharge power boundary at different battery temperatures, and the correction time required for the battery to meet the steady-state discharge conditions at different battery temperatures is recorded. Driving evaluation tests are conducted on hybrid vehicles based on different battery temperatures to obtain driving performance evaluation results for hybrid vehicles at different battery temperatures. Based on the correction time and driving performance evaluation results for hybrid vehicles at different battery temperatures, temperature calibration values ​​are selected.

[0066] This invention allows for controlled discharge testing of the battery at different battery temperatures under micro-dynamic discharge power boundaries. The shortest time taken for the battery voltage to reach a steady state at each battery temperature is recorded as the correction time requirement. This yields the correction time required for the battery voltage to reach a steady state at different battery temperatures. Figure 3 As shown, the higher the battery temperature, the shorter the time required for power consumption correction; this is just an example.

[0067] In this embodiment of the invention, different battery temperatures can be set in actual road driving evaluation tests to evaluate the drivability, NVH and energy consumption of hybrid vehicles. The test method can be a virtual simulation experiment or an actual driving evaluation, without limitation. The drivability of hybrid vehicles can include vehicle driving comfort, driving performance, handling safety and driver evaluation. Energy consumption can include fuel consumption and battery consumption over a fixed distance, without limitation, and is only an example.

[0068] This invention embodiment can select a temperature calibration value based on the correction requirement time corresponding to different battery temperatures and the hybrid vehicle driving performance evaluation results, according to the actual application scenario and requirements. For example, if it is necessary to improve the battery SOC correction efficiency, a higher battery temperature can be selected as the temperature calibration value. If it is necessary to improve the vehicle driving performance, the battery temperature corresponding to the better performance evaluation can be selected as the temperature calibration value based on the hybrid vehicle driving performance evaluation results corresponding to different battery temperatures. This is just an example.

[0069] Step S202: Obtain the current battery temperature of the hybrid vehicle and determine whether the current battery temperature of the hybrid vehicle is lower than the temperature calibration value.

[0070] The embodiments of the present invention can obtain the current battery temperature of a hybrid vehicle and determine whether the current battery temperature of the hybrid vehicle is lower than the temperature calibration value.

[0071] Specifically, if the current battery temperature of the hybrid vehicle is lower than the temperature calibration value, the thermal management system is controlled to heat the battery, and the process of repeatedly obtaining the current battery temperature of the hybrid vehicle and determining whether the current battery temperature of the hybrid vehicle is lower than the temperature calibration value is repeated.

[0072] If the current battery temperature is determined to be lower than the temperature calibration value, the thermal management system can be controlled to heat the battery, and the determination of whether the heated battery temperature is lower than the temperature calibration value can be repeated until the heated battery temperature is not lower than the temperature calibration value.

[0073] Step S203: If the current battery temperature of the hybrid vehicle is not lower than the temperature calibration value, determine the driving status of the hybrid vehicle based on the operating status of the battery high-voltage system and the gear information.

[0074] In this embodiment of the invention, if the current battery temperature of the hybrid vehicle is not lower than the temperature calibration value, the driving state of the hybrid vehicle can be determined based on whether the high-voltage battery system is working and the gear position signal identified by the vehicle control system. If the high-voltage battery system of the hybrid vehicle is not working at this time and the current gear is in P gear, the driving state of the hybrid vehicle can be determined to be a parked and powered-off state. If the high-voltage battery system of the hybrid vehicle is working at this time, but the current gear is in P gear, the driving state of the hybrid vehicle can be determined to be a powered-on idling state. If the high-voltage battery system of the hybrid vehicle is working and the current gear is not in P gear, the driving state of the hybrid vehicle can be determined to be a powered-on driving state. This is only an example.

[0075] Specifically, if the hybrid vehicle is determined to be in a parked and power-off state, the power consumption of the current DC-to-DC terminal and the power consumption of the current thermal management system high-voltage circuit are obtained; it is determined whether the battery micro-dynamic discharge power boundary is greater than the sum of the power consumption of the current DC-to-DC terminal and the power consumption of the current thermal management system high-voltage circuit; if the battery micro-dynamic discharge power boundary is greater than the sum of the power consumption of the current DC-to-DC terminal and the power consumption of the current thermal management system high-voltage circuit, then the current battery discharge power boundary is changed to the battery micro-dynamic discharge power boundary, and the power consumption of the battery thermal management system high-voltage circuit is changed to the difference between the battery micro-dynamic discharge power boundary and the power consumption of the current DC-to-DC terminal.

[0076] In this embodiment of the invention, if the driving state of the hybrid vehicle is determined to be a parked and power-off state, such as... Figure 4 As shown, the current power consumption P1 at the DC-DC terminal of the hybrid vehicle and the power consumption P2 of the high-voltage circuit of the battery thermal management system (TMS) can be statistically analyzed. It is then determined whether the battery micro-dynamic discharge power boundary P3 is greater than P1+P2. If P3>P1+P2, the battery discharge power boundary can be switched to the battery micro-dynamic discharge power boundary P3. The power consumption of the high-voltage circuit of the TMS system can be specified to be changed to the difference between the battery micro-dynamic discharge power boundary and the power consumption of the current DC-to-DC terminal, i.e., P2=P3-P1. This is just an example. In this embodiment of the invention, if P3≤P1+P2, the step of statistically analyzing the current power consumption P1 at the DC-DC terminal of the hybrid vehicle is returned. For detailed explanation, please refer to the above embodiment, which will not be repeated here.

[0077] Specifically, if the hybrid vehicle is determined to be in an idling state, then the system determines whether the hybrid vehicle has an idling charging requirement based on the battery's state of charge. If the hybrid vehicle does not have an idling charging requirement, the system obtains the current power consumption of the DC-DC converter and the current power consumption of the high-voltage circuit of the thermal management system. It then determines whether the battery micro-dynamic discharge power boundary is greater than the sum of the current power consumption of the DC-DC converter and the current power consumption of the high-voltage circuit of the thermal management system. If the battery micro-dynamic discharge power boundary is greater than the sum of the current power consumption of the DC-DC converter and the current power consumption of the high-voltage circuit of the thermal management system, then the current battery discharge power boundary is changed to the battery micro-dynamic discharge power boundary, and the battery thermal management system high-voltage circuit power consumption is changed to the difference between the battery micro-dynamic discharge power boundary and the current power consumption of the DC-DC converter.

[0078] In this embodiment of the invention, if the driving state of the hybrid vehicle is determined to be an idling state after power-on, such as... Figure 5 As shown, the system can first determine whether the hybrid vehicle has an idling charging requirement based on its battery state of charge (SBC), i.e., an idling power preservation strategy. This can be achieved by obtaining the current SBC and comparing it to a preset normal SBC value. This preset normal SBC value can be set based on driving experience and needs. If the current SBC is greater than the preset normal SBC value, it indicates that the battery SBC can still meet normal driving requirements, thus determining that the hybrid vehicle has no idling charging requirement. The current DC-DC power consumption P of the hybrid vehicle can then be calculated. 1. The power consumption P2 of the high-voltage circuit of the battery thermal management system (TMS) is used to determine whether the battery micro-dynamic discharge power boundary P3 is greater than P1+P2. If P3>P1+P2, the battery discharge power boundary can be switched to the battery micro-dynamic discharge power boundary P3. The power consumption of the high-voltage circuit of the TMS system can be specified to be changed to the difference between the battery micro-dynamic discharge power boundary and the power consumption of the current DC-DC terminal, i.e., P2=P3-P1. This is just an example. In this embodiment of the invention, if P3≤P1+P2, the step of performing the statistical analysis of the current DC-DC terminal power consumption P1 of the hybrid vehicle is returned. For details, please refer to the above embodiment, which will not be repeated here.

[0079] Specifically, if the hybrid vehicle is determined to be in an energized driving state, the engine start-stop function is disabled, and coasting recovery and braking energy recovery are turned off. The power consumption of the current DC-to-DC terminal of the hybrid vehicle and the power consumption of the current high-voltage circuit of the thermal management system are obtained. It is then determined whether the battery micro-dynamic discharge power boundary is greater than the sum of the power consumption of the current DC-to-DC terminal of the hybrid vehicle and the power consumption of the current high-voltage circuit of the thermal management system.

[0080] In this embodiment of the invention, if the driving state of the hybrid vehicle is determined to be an electric driving state, such as... Figure 6As shown, the engine system can be pre-controlled to disable the engine start-stop function and turn off coasting recovery and braking energy recovery to avoid interrupting the stable discharge of the battery. Then, the current power consumption P1 at the DC-DC terminal of the hybrid vehicle and the power consumption P2 of the high-voltage circuit of the battery thermal management system TMS can be counted to determine whether the battery micro-dynamic discharge power boundary P3 is greater than P1+P2. This is just an example. The order of counting the current power consumption P1 at the DC-DC terminal of the hybrid vehicle and controlling the engine system to disable the engine start-stop function and turn off coasting recovery and braking energy recovery is not limited.

[0081] Specifically, if the battery micro-dynamic discharge power boundary is greater than the sum of the power consumption of the current DC-to-DC terminal and the power consumption of the current thermal management system high-voltage circuit, then the current battery discharge power boundary is changed to the battery micro-dynamic discharge power boundary, and the power consumption of the battery thermal management system high-voltage circuit is changed to the difference between the battery micro-dynamic discharge power boundary and the power consumption of the current DC-to-DC terminal, and the engine output power consumption is controlled based on the driving requirements of the hybrid vehicle.

[0082] like Figure 6 As shown, if the battery micro-dynamic discharge power boundary is greater than the sum of the power consumption of the current DC-to-DC terminal and the power consumption of the current thermal management system high-voltage circuit, the battery discharge power boundary can be switched to the battery micro-dynamic discharge power boundary P3, and the power consumption of the TMS system high-voltage circuit can be specified to be changed to the difference between the battery micro-dynamic discharge power boundary and the power consumption of the current DC-to-DC terminal, i.e., P2 = P3 - P1. At the same time, since the hybrid vehicle is in the powered-on driving state, the engine can be controlled to output power consumption according to driving needs, such as when the hybrid vehicle is accelerating, it outputs more power consumption, braking, etc., which is only an example.

[0083] Specifically, if the battery micro-dynamic discharge power boundary is not greater than the sum of the power consumption of the current DC-to-DC terminal and the power consumption of the current thermal management system high-voltage circuit, then the current battery discharge power boundary is changed to the battery micro-dynamic discharge power boundary. The difference between the sum of the power consumption of the current DC-to-DC terminal and the power consumption of the current thermal management system high-voltage circuit and the battery micro-dynamic discharge power boundary is calculated to obtain the required power compensation value. Based on the hybrid vehicle's driving needs and the required power compensation value, the engine output power consumption is controlled.

[0084] like Figure 6 As shown, if the battery micro-dynamic discharge power boundary is not greater than the sum of the power consumption of the current DC-DC converter and the power consumption of the current thermal management system high-voltage circuit, the battery discharge power boundary can be switched to the battery micro-dynamic discharge power boundary P3. The difference between the sum of the power consumption of the current DC-DC converter and the power consumption of the current thermal management system high-voltage circuit and the battery micro-dynamic discharge power boundary is calculated to obtain the required power compensation value P4, i.e., P4 = P2 + P1 - P3. Then the engine can be controlled to output power consumption according to driving needs and the required power compensation value P4. This is just an example.

[0085] Step S204: Record the first time consumed when the battery meets the steady-state discharge conditions. Based on the correction requirement time consumed when the battery meets the steady-state discharge conditions corresponding to different battery temperatures, determine the correction requirement time corresponding to the current battery temperature of the hybrid vehicle, and determine whether the first time is greater than the correction requirement time corresponding to the current battery temperature of the hybrid vehicle.

[0086] In this embodiment of the invention, timing can be started when the battery discharge power boundary is switched to the battery micro-dynamic discharge power boundary P3, and the power consumption of the high-voltage circuit of the battery thermal management system is changed to the difference between the battery micro-dynamic discharge power boundary and the current power consumption of the DC-DC converter; or, the battery discharge power boundary is switched to the battery micro-dynamic discharge power boundary P3, and the power consumption of the high-voltage circuit of the battery thermal management system is changed to the difference between the battery micro-dynamic discharge power boundary and the current power consumption of the DC-DC converter, and the engine output power consumption is controlled based on the driving needs of the hybrid vehicle; or, the current battery discharge power boundary is changed to the battery micro-dynamic discharge power boundary, and the engine output power consumption is controlled based on the driving needs of the hybrid vehicle and the required power compensation value, and the correction requirement time consumed when the battery meets the steady-state discharge conditions corresponding to the current battery temperature is considered. Figure 3 As shown, by determining the correction time t2 corresponding to the current battery temperature, it can be determined whether the current timing time t1 is greater than t2. This is just an example.

[0087] Step S205: When the battery of the hybrid vehicle meets the steady-state discharge conditions and the time is greater than the correction time required for the current battery temperature of the hybrid vehicle, the state of charge of the battery is corrected.

[0088] Specifically, step S205 includes:

[0089] Step S2051: Obtain the current battery temperature and current battery voltage of the hybrid vehicle.

[0090] Step S2052: Based on the pre-set correspondence between battery temperature, battery voltage and the state of charge of the battery to be corrected, determine the state of charge of the battery to be corrected corresponding to the current battery temperature and current battery voltage.

[0091] Step S2053: Calculate the charge difference between the battery state of charge to be corrected and the current battery state of charge.

[0092] Step S2054: Determine whether the charge difference is greater than the preset charge difference calibration value.

[0093] Step S2055: If the charge difference is greater than the preset charge difference calibration value, then the current battery charge state is corrected to the battery charge state to be corrected.

[0094] In this embodiment of the invention, the battery is stably outputting power at different temperatures according to the battery's micro-dynamic discharge power boundary for a period of time through simulation experiments to obtain the battery voltage (Open Circuit Voltage, OCV) at this time. Then, the battery's SOC is obtained by performing a discharge test. Figure 7 As shown in the figure, the correspondence between temperature, battery voltage and battery SOC can be obtained.

[0095] This invention can obtain the current battery temperature and current battery voltage of a hybrid vehicle, compare them with a table showing the correspondence between temperature, battery voltage, and battery SOC, obtain the corresponding battery state of charge to be corrected, calculate the difference ΔSOC between the SOC to be corrected and the current battery SOC, and determine whether ΔSOC is greater than a preset charge difference calibration value. The charge difference calibration value can be obtained based on actual road calibration. In actual road calibration, different calibration values ​​are set to evaluate the battery SOC correction frequency and the impact of battery SOC deviation on the overall vehicle performance. This is only an example.

[0096] In this embodiment of the invention, if the charge difference is determined to be greater than the preset charge difference calibration value, the current battery charge state is corrected to the battery charge state to be corrected. If it is not greater than the preset charge difference calibration value, the current battery charge state does not need to be corrected. After the correction is completed, t1 can be cleared to zero.

[0097] In this embodiment of the invention, if the current timing time t1 is not greater than t2, the timing can continue until t1 is greater than t2. This is only an example.

[0098] In specific embodiments, such as Figure 8As shown, when battery SOC triggers correction, the current trigger correction time point can be recorded, and the time difference Δt from the last trigger correction time point can be calculated. It is then determined whether Δt is greater than the time calibration value. If Δt is not greater than the time calibration value, no correction is performed. If Δt is greater than the time calibration value, the battery temperature is collected, and it is determined whether the battery temperature is greater than the temperature calibration value. If the current battery temperature is not greater than the temperature calibration value, the TMS system can be controlled to heat the battery to the temperature calibration value. If the current battery temperature is greater than the temperature calibration value, the current operating state of the hybrid vehicle is determined, and it is categorized into a parking power-off correction control mode, a power-on idle speed correction control mode, or a power-on driving correction control mode. After entering the correction control mode, timing begins and the time of entering the mode is recorded. Furthermore, the system searches for the corresponding battery temperature values ​​based on the current battery temperature. The correction requirement time is obtained when the battery voltage approaches a steady state. If the time to enter the mode is greater than the correction requirement time, it indicates that the conditions for steady-state battery discharge are met. Then, the battery temperature and voltage can be collected, and the SOC of the battery to be corrected can be obtained by looking up the OCV-SOC correspondence table at different temperatures based on the temperature and voltage. The difference ΔSOC between the SOC to be corrected and the current battery SOC is calculated, and it is determined whether ΔSOC is greater than the preset charge difference calibration value. If ΔSOC is greater than the charge difference calibration value, the current battery SOC is corrected to the SOC to be corrected. If ΔSOC is not greater than the charge difference calibration value, no correction is performed. After the correction is completed or it is determined that no correction is needed, t1 is cleared to indicate that the correction is over. For detailed explanation, please refer to the above embodiment, which will not be repeated here.

[0099] This embodiment also provides a hybrid vehicle battery state of charge correction device, which is used to implement the above embodiments and preferred embodiments, and will not be repeated as already described. As used below, the term "module" can be a combination of software and / or hardware that implements a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0100] This embodiment provides a hybrid vehicle battery state of charge correction device, such as... Figure 9 As shown, it includes:

[0101] The discharge power boundary determination module 901 is used to determine the battery micro-dynamic discharge power boundary based on the non-driving power demand and battery state-of-charge correction power demand of the hybrid vehicle under normal driving scenarios; the current power consumption acquisition module 902 is used to acquire the power consumption of the current DC-DC terminal of the hybrid vehicle and the power consumption of the current high-voltage circuit of the thermal management system; the power consumption comparison module 903 is used to determine whether the battery micro-dynamic discharge power boundary is greater than the sum of the power consumption of the current DC-DC terminal of the hybrid vehicle and the power consumption of the current high-voltage circuit of the thermal management system; the power consumption allocation module 904 is used to change the current battery discharge power boundary to the battery micro-dynamic discharge power boundary and change the power consumption of the high-voltage circuit of the thermal management system to the difference between the battery micro-dynamic discharge power boundary and the power consumption of the current DC-DC terminal if the battery micro-dynamic discharge power boundary is greater than the sum of the power consumption of the current DC-DC terminal and the power consumption of the current high-voltage circuit of the thermal management system; the state-of-charge correction module 905 is used to correct the battery state of charge when the battery of the hybrid vehicle meets the steady-state discharge conditions.

[0102] In some optional implementations, after determining the battery micro-dynamic discharge power boundary based on the non-driving power demand and battery state-of-charge correction power demand of the hybrid vehicle under normal driving scenarios, the device further includes: a discharge test module, used to control the battery to perform discharge tests based on different battery temperatures under the battery micro-dynamic discharge power boundary, and record the correction demand time consumed when the battery meets the steady-state discharge conditions at different battery temperatures; a driving evaluation test module, used to perform driving evaluation tests on the hybrid vehicle based on different battery temperatures, and obtain the driving performance evaluation results of the hybrid vehicle corresponding to different battery temperatures; and a temperature calibration value selection module, used to select the driving performance evaluation results of the hybrid vehicle based on different battery temperatures. The system corrects the required time and hybrid vehicle driving performance evaluation results, and selects a temperature calibration value. A temperature comparison module is used to obtain the current battery temperature of the hybrid vehicle and determine whether the current battery temperature is lower than the temperature calibration value. A step execution module is used to execute the steps of obtaining the current DC-DC power consumption and the current high-voltage circuit power consumption of the thermal management system if the current battery temperature is not lower than the temperature calibration value. A battery heating module is used to control the thermal management system to heat the battery if the current battery temperature is lower than the temperature calibration value, and then return to the steps of obtaining the current battery temperature and determining whether the current battery temperature is lower than the temperature calibration value.

[0103] In some optional implementations, before acquiring the power consumption of the current DC-to-DC converter and the current power consumption of the high-voltage circuit of the thermal management system of the hybrid vehicle, the device further includes: a driving state determination module, used to determine the driving state of the hybrid vehicle based on the operating state of the battery high-voltage system and gear information; a parking and power-off state determination module, used to execute the step of acquiring the power consumption of the current DC-to-DC converter and the current power consumption of the high-voltage circuit of the thermal management system if the driving state of the hybrid vehicle is determined to be a parking and power-off state; an idle charging demand judgment module, used to determine whether the hybrid vehicle has an idle charging demand based on the battery charge state of the hybrid vehicle if the driving state of the hybrid vehicle is determined to be a power-on idling state; and a step return execution module, used to execute the step of acquiring the power consumption of the current DC-to-DC converter and the current power consumption of the high-voltage circuit of the thermal management system if the hybrid vehicle does not have an idle charging demand.

[0104] In some alternative implementations, the device further includes: an electric driving state determination module, configured to disable the engine start-stop function and turn off coasting recovery and braking energy recovery if it is determined that the driving state of the hybrid vehicle is electric driving state.

[0105] In some optional implementations, if the hybrid vehicle is determined to be in a powered-on driving state, after changing the power consumption of the high-voltage circuit of the battery thermal management system to the difference between the battery micro-dynamic discharge power boundary and the current power consumption of the DC-to-DC terminal, the device further includes: a first engine control module, used to control the engine output power consumption based on the driving requirements of the hybrid vehicle.

[0106] In some optional embodiments, the apparatus further includes: a power boundary changing module, configured to change the current battery discharge power boundary to the battery micro-dynamic discharge power boundary if it is determined that the hybrid vehicle is in a powered-on driving state and the battery micro-dynamic discharge power boundary is not greater than the sum of the current power consumption at the DC-DC terminal and the current power consumption of the high-voltage circuit of the thermal management system; a demand power compensation value calculation module, configured to calculate the difference between the sum of the current power consumption at the DC-DC terminal and the current power consumption of the high-voltage circuit of the thermal management system and the battery micro-dynamic discharge power boundary to obtain a demand power compensation value; and a second engine control module, configured to control the engine output power consumption based on the hybrid vehicle's driving demand and the demand power compensation value, and return to the step of correcting the battery state of charge when the hybrid vehicle's battery meets the steady-state discharge conditions.

[0107] In some optional implementations, before determining the battery micro-dynamic discharge power boundary based on the non-driving power demand and battery state-of-charge correction power demand of the hybrid vehicle under normal driving scenarios, the device further includes: a correction time judgment module, used to determine whether the difference between the current trigger correction time point and the previous trigger correction time point is greater than a time calibration value; and a size correspondence operation module, used to execute the step of determining the battery micro-dynamic discharge power boundary based on the non-driving power demand and battery state-of-charge correction power demand of the hybrid vehicle under normal driving scenarios if the difference between the current trigger correction time point and the previous trigger correction time point is greater than the time calibration value.

[0108] In some optional implementations, the state of charge (SCC) correction module includes: a temperature and voltage acquisition unit for acquiring the current battery temperature and current battery voltage of the hybrid vehicle; a SCC determination unit for determining the SCC corresponding to the current battery temperature and current battery voltage based on a pre-set correspondence between battery temperature, battery voltage, and SCC to be corrected; a charge difference calculation unit for calculating the charge difference between the SCC to be corrected and the current battery SCC; a charge difference comparison unit for determining whether the charge difference is greater than a preset charge difference calibration value; and a SCC change unit for correcting the current battery SCC to the SCC to be corrected if the charge difference is greater than the preset charge difference calibration value.

[0109] In some optional embodiments, before determining the state of charge of the battery corresponding to the current battery temperature and current battery voltage based on a pre-set correspondence between battery temperature, battery voltage, and the state of charge of the battery to be corrected, the device further includes: a first time recording module, used to record the first time consumed when the battery meets the steady-state discharge conditions; a correction requirement time determination module, used to determine the correction requirement time corresponding to the current battery temperature of the hybrid vehicle based on the correction requirement time consumed when the battery meets the steady-state discharge conditions for batteries at different battery temperatures; a correction requirement time comparison module, used to determine whether the first time is greater than the correction requirement time corresponding to the current battery temperature of the hybrid vehicle; and a battery correction unit, used to execute the step of determining the state of charge of the battery corresponding to the current battery temperature and current battery voltage based on a pre-set correspondence between battery temperature, battery voltage, and the state of charge of the battery to be corrected if the first time is greater than the correction requirement time corresponding to the current battery temperature of the hybrid vehicle.

[0110] Further functional descriptions of the above modules and units are the same as those in the corresponding embodiments described above, and will not be repeated here.

[0111] In this embodiment, the hybrid vehicle battery state of charge correction device is presented in the form of a functional unit. Here, a unit refers to an ASIC (Application Specific Integrated Circuit) circuit, a processor and memory that execute one or more software or fixed programs, and / or other devices that can provide the above functions.

[0112] This invention also provides a vehicle having the above-described features. Figure 9 The hybrid vehicle battery state of charge correction device shown.

[0113] Please see Figure 10 , Figure 10 This is a schematic diagram of the structure of a vehicle provided in an optional embodiment of the present invention, such as... Figure 10 As shown, the vehicle includes one or more processors 10, memory 20, and interfaces for connecting the various components, including high-speed interfaces and low-speed interfaces. The various components communicate with each other via different buses and can be mounted on a common motherboard or otherwise installed as needed. The processors can process instructions executed within the vehicle, including instructions stored in or on memory to display graphical information of a GUI on external input / output devices (such as display devices coupled to the interfaces). In some alternative implementations, multiple processors and / or multiple buses can be used with multiple memories and multiple memory modules, if desired. Similarly, multiple vehicles can be connected, with each device providing some of the necessary operations (e.g., as a server array, a set of blade servers, or a multiprocessor system). Figure 10 Take a processor 10 as an example.

[0114] Processor 10 may be a central processing unit, a network processor, or a combination thereof. Processor 10 may further include a hardware chip. The hardware chip may be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The programmable logic device may be a complex programmable logic device (CAMP), a field-programmable gate array (FPGA), a general-purpose array logic (GDA), or any combination thereof.

[0115] The memory 20 stores instructions executable by at least one processor 10 to cause at least one processor 10 to perform the method shown in the above embodiments.

[0116] The memory 20 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created based on vehicle usage. Furthermore, the memory 20 may include high-speed random access memory and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some alternative embodiments, the memory 20 may optionally include memory remotely located relative to the processor 10, which can be connected to the vehicle via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0117] The memory 20 may include volatile memory, such as random access memory; the memory may also include non-volatile memory, such as flash memory, hard disk or solid-state drive; the memory 20 may also include a combination of the above types of memory.

[0118] The vehicle also includes an input device 30 and an output device 40. The processor 10, memory 20, input device 30, and output device 40 can be connected via a bus or other means. Figure 10 Taking the example of a connection between China and Israel via a bus.

[0119] Input device 30 can receive input digital or character information and generate signal inputs related to user settings and function control of the vehicle, such as a touchscreen, keypad, mouse, trackpad, touchpad, indicator, one or more mouse buttons, trackball, joystick, etc. Output device 40 may include display devices, auxiliary lighting devices (e.g., LEDs), and haptic feedback devices (e.g., vibration motors). The aforementioned display devices include, but are not limited to, liquid crystal displays, light-emitting diodes, displays, and plasma displays. In some alternative embodiments, the display device may be a touchscreen.

[0120] This invention also provides a computer-readable storage medium. The methods described above according to embodiments of the invention can be implemented in hardware or firmware, or implemented as computer code that can be recorded on a storage medium, or implemented as computer code downloaded via a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and then stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code, which, when accessed and executed by the computer, processor, or hardware, implements the methods shown in the above embodiments.

[0121] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A hybrid vehicle battery state of charge correction method characterized by, The method includes: The battery micro-dynamic discharge power boundary is determined based on the non-driving power demand and the battery state of charge correction power demand of the hybrid vehicle under normal driving scenarios. The maximum power between the non-driving power demand and the battery state of charge correction power demand is selected as the battery micro-dynamic discharge power boundary. Obtain the current power consumption of the DC-to-DC converter and the current power consumption of the high-voltage circuit of the thermal management system of the hybrid vehicle. Determine whether the battery micro-dynamic discharge power boundary is greater than the sum of the power consumption of the current DC-to-DC terminal of the hybrid vehicle and the power consumption of the current high-voltage circuit of the thermal management system; If the battery micro-dynamic discharge power boundary is greater than the sum of the power consumption of the current DC-to-DC terminal and the power consumption of the current thermal management system high-voltage circuit, then the current battery discharge power boundary is changed to the battery micro-dynamic discharge power boundary, and the power consumption of the battery thermal management system high-voltage circuit is changed to the difference between the battery micro-dynamic discharge power boundary and the power consumption of the current DC-to-DC terminal. When the battery of the hybrid vehicle meets the steady-state discharge conditions, the state of charge of the battery is corrected.

2. The method of claim 1, wherein, After determining the battery micro-dynamic discharge power boundary based on the non-driving power demand and battery state-of-charge correction power demand of the hybrid vehicle under normal driving scenarios, the method further includes: The battery is controlled to perform discharge tests based on different battery temperatures under the micro-dynamic discharge power boundary of the battery, and the correction requirement time consumed when the battery meets the steady-state discharge conditions corresponding to different battery temperatures is recorded. Based on the different battery temperatures, driving evaluation tests were conducted on hybrid vehicles to obtain driving performance evaluation results for hybrid vehicles corresponding to different battery temperatures. Based on the correction requirement time corresponding to the different battery temperatures and the driving performance evaluation results of the hybrid vehicle, a temperature calibration value is selected; Obtain the current battery temperature of the hybrid vehicle and determine whether the current battery temperature of the hybrid vehicle is lower than the temperature calibration value; If the current battery temperature of the hybrid vehicle is not lower than the temperature calibration value, then the steps of obtaining the current power consumption of the DC-to-DC terminal of the hybrid vehicle and the current power consumption of the high-voltage circuit of the thermal management system are executed. If the current battery temperature of the hybrid vehicle is lower than the temperature calibration value, the thermal management system is controlled to heat the battery, and the process returns to the steps of obtaining the current battery temperature of the hybrid vehicle and determining whether the current battery temperature of the hybrid vehicle is lower than the temperature calibration value.

3. The method of claim 1, wherein, Before obtaining the current power consumption at the DC-to-DC terminal of the hybrid vehicle and the current power consumption of the high-voltage circuit of the thermal management system, the method further includes: The driving status of the hybrid vehicle is determined based on the operating status of the battery high-voltage system and gear information. If it is determined that the hybrid vehicle is in a parked and power-off state, then the steps of obtaining the current power consumption of the DC-to-DC terminal of the hybrid vehicle and the current power consumption of the high-voltage circuit of the thermal management system are executed. If it is determined that the hybrid vehicle is in a powered-on idling state, then it is determined whether the hybrid vehicle has an idling charging requirement based on the battery charge state of the hybrid vehicle. If the hybrid vehicle has no idling charging requirement, then the steps of obtaining the current power consumption of the DC-to-DC terminal of the hybrid vehicle and the current power consumption of the high-voltage circuit of the thermal management system are performed.

4. The method of claim 3, wherein, The method further includes: If the hybrid vehicle is determined to be in an electric driving state, the engine start-stop function is disabled, and coasting recovery and braking energy recovery are turned off.

5. The method of claim 4, wherein, If the hybrid vehicle is determined to be in a powered-on driving state, after changing the power consumption of the high-voltage circuit of the battery thermal management system to the difference between the battery micro-dynamic discharge power boundary and the power consumption of the current DC-to-DC terminal, the method further includes: The engine output power consumption is controlled based on the driving needs of hybrid vehicles.

6. The method of claim 4, wherein, The method further includes: If it is determined that the hybrid vehicle is in the powered-on driving state, and the battery micro-dynamic discharge power boundary is not greater than the sum of the power consumption of the current DC-to-DC terminal and the power consumption of the current thermal management system high-voltage circuit, then the current battery discharge power boundary is changed to the battery micro-dynamic discharge power boundary. The difference between the sum of the current power consumption at the DC-to-DC terminal and the current power consumption of the high-voltage circuit of the thermal management system and the boundary of the battery micro-dynamic discharge power is calculated to obtain the required power compensation value. The engine output power consumption is controlled based on the driving requirements of the hybrid vehicle and the required power compensation value, and the steps of correcting the battery state of charge when the battery of the hybrid vehicle meets the steady-state discharge conditions are returned.

7. The method according to any one of claims 1 to 6, characterized in that, Before determining the battery micro-dynamic discharge power boundary based on the non-driving power demand and battery state-of-charge correction power demand of the hybrid vehicle under normal driving scenarios, the method further includes: Determine whether the difference between the current trigger correction time and the previous trigger correction time is greater than the time calibration value; If the difference between the current trigger correction time and the previous trigger correction time is greater than the time calibration value, then the step of determining the battery micro-dynamic discharge power boundary based on the non-driving power demand and battery state of charge correction power demand of the hybrid vehicle under normal driving scenarios is executed.

8. The method of claim 2, wherein, The correction of the battery state of charge includes: Obtain the current battery temperature and current battery voltage of the hybrid vehicle; Based on the pre-set correspondence between battery temperature, battery voltage and the state of charge of the battery to be corrected, the state of charge of the battery to be corrected corresponding to the current battery temperature and the current battery voltage is determined. Calculate the charge difference between the battery state of charge to be corrected and the current battery state of charge; Determine whether the charge difference is greater than a preset charge difference calibration value; If the charge difference is greater than the preset charge difference calibration value, then the current battery state of charge is corrected to the battery state of charge to be corrected.

9. The method of claim 8, wherein, Before determining the state of charge of the battery corresponding to the current battery temperature and the current battery voltage based on a pre-defined correspondence between battery temperature, battery voltage, and the state of charge of the battery to be corrected, the method further includes: Record the first time consumed when the battery meets the steady-state discharge conditions; Based on the correction time required when the battery meets the steady-state discharge conditions at different battery temperatures, the correction time required for the current battery temperature of the hybrid vehicle is determined. Determine whether the first time is greater than the correction time required for the current battery temperature of the hybrid vehicle; If the first time is greater than the correction time required for the current battery temperature of the hybrid vehicle, then the step of determining the current battery temperature and the current battery voltage corresponding to the state of charge of the battery to be corrected based on the pre-set correspondence between battery temperature, battery voltage and the state of charge of the battery to be corrected is executed.

10. A hybrid vehicle battery state of charge correction device characterized by comprising: The device includes: The discharge power boundary determination module is used to determine the battery micro-dynamic discharge power boundary based on the non-driving demand power and the battery state of charge correction demand power of the hybrid vehicle under normal driving scenarios. The maximum power between the non-driving demand power and the battery state of charge correction demand power is selected as the battery micro-dynamic discharge power boundary. The current power consumption acquisition module is used to acquire the current power consumption of the DC-to-DC terminal of the hybrid vehicle and the current power consumption of the high-voltage circuit of the thermal management system. The power consumption comparison module is used to determine whether the micro-dynamic discharge power boundary of the battery is greater than the sum of the power consumption of the current DC-to-DC terminal of the hybrid vehicle and the power consumption of the current high-voltage circuit of the thermal management system. The power allocation module is used to change the current battery discharge power boundary to the battery micro-dynamic discharge power boundary and change the power consumption of the battery thermal management system high-voltage circuit to the difference between the battery micro-dynamic discharge power boundary and the power consumption of the current DC-DC terminal if the battery micro-dynamic discharge power boundary is greater than the sum of the power consumption of the current DC-DC terminal and the power consumption of the current DC-DC terminal. The state of charge correction module is used to correct the state of charge of the battery when the battery of the hybrid vehicle meets the steady-state discharge conditions.

11. The apparatus of claim 10, wherein, After determining the battery micro-dynamic discharge power boundary based on the non-driving power demand and battery state-of-charge correction power demand of the hybrid vehicle under normal driving scenarios, the device further includes: The discharge test module is used to control the battery to perform discharge tests based on different battery temperatures under the battery micro-dynamic discharge power boundary, and record the correction requirement time consumed when the battery meets the steady-state discharge conditions at different battery temperatures. The driving evaluation test module is used to conduct driving evaluation tests on hybrid vehicles based on different battery temperatures, and obtain driving performance evaluation results of hybrid vehicles corresponding to different battery temperatures. The temperature calibration value selection module is used to select a temperature calibration value based on the correction requirement time corresponding to the different battery temperatures and the driving performance evaluation results of the hybrid vehicle. The temperature comparison module is used to obtain the current battery temperature of the hybrid vehicle and determine whether the current battery temperature of the hybrid vehicle is lower than the temperature calibration value. The step execution module is used to execute the step of obtaining the power consumption of the current DC-to-DC terminal of the hybrid vehicle and the power consumption of the current thermal management system high-voltage circuit if the current battery temperature of the hybrid vehicle is not lower than the temperature calibration value. The battery heating module is used to control the thermal management system to heat the battery if the current battery temperature of the hybrid vehicle is lower than the temperature calibration value, and then return to the steps of obtaining the current battery temperature of the hybrid vehicle and determining whether the current battery temperature of the hybrid vehicle is lower than the temperature calibration value.

12. The apparatus of claim 10, wherein, Before acquiring the current power consumption at the DC-to-DC terminal of the hybrid vehicle and the current power consumption of the high-voltage circuit of the thermal management system, the device further includes: The driving status determination module is used to determine the driving status of the hybrid vehicle based on the operating status of the battery high-voltage system and gear information. The parking power-off state determination module is used to execute the steps of obtaining the current power consumption of the DC-to-DC terminal and the current power consumption of the high-voltage circuit of the thermal management system of the hybrid vehicle if it is determined that the driving state of the hybrid vehicle is a parking power-off state. The idle charging demand determination module is used to determine whether the hybrid vehicle has an idle charging demand based on the battery charge state of the hybrid vehicle if it is determined that the driving state of the hybrid vehicle is the power-on idle state. The step return execution module is used to execute the step of obtaining the current power consumption of the DC-to-DC terminal of the hybrid vehicle and the current power consumption of the high-voltage circuit of the thermal management system if the hybrid vehicle has no idling charging requirement.

13. The apparatus of claim 12, wherein, The device further includes: The power-on driving status determination module is used to disable the engine start-stop function and turn off coasting recovery and braking energy recovery if it determines that the driving status of the hybrid vehicle is power-on driving status.

14. The apparatus of claim 13, wherein, If the hybrid vehicle is determined to be in a powered-on driving state, after changing the power consumption of the high-voltage circuit of the battery thermal management system to the difference between the battery micro-dynamic discharge power boundary and the power consumption of the current DC-to-DC terminal, the device further includes: The first engine control module is used to control the engine output power consumption based on the driving needs of the hybrid vehicle.

15. The apparatus of claim 13, wherein, The device further includes: The power boundary changing module is used to change the current battery discharge power boundary to the battery micro-dynamic discharge power boundary if it is determined that the driving state of the hybrid vehicle is the powered-on driving state, and the battery micro-dynamic discharge power boundary is not greater than the sum of the power consumption of the current DC-DC terminal and the power consumption of the current thermal management system high voltage circuit. The demand power compensation value calculation module is used to calculate the difference between the sum of the current power consumption of the DC-to-DC terminal and the current power consumption of the high-voltage circuit of the thermal management system and the boundary of the battery micro-dynamic discharge power, so as to obtain the demand power compensation value. The second engine control module is used to control the engine output power consumption based on the hybrid vehicle's driving needs and the required power compensation value, and to return the step of correcting the battery state of charge when the hybrid vehicle's battery meets the steady-state discharge conditions.

16. The apparatus of any one of claims 10-15, wherein, Before determining the battery micro-dynamic discharge power boundary based on the non-driving power demand and battery state-of-charge correction power demand of the hybrid vehicle under normal driving scenarios, the device further includes: The time correction judgment module is used to determine whether the difference between the current time point of correction and the previous time point of correction is greater than the time calibration value; The size-corresponding operation module is used to execute the step of determining the battery micro-dynamic discharge power boundary based on the non-driving power demand and battery state of charge correction power demand of the hybrid vehicle under normal driving scenarios if the difference between the current trigger correction time point and the previous trigger correction time point is greater than the time calibration value.

17. The apparatus of claim 11, wherein, The state of charge correction module includes: Temperature and voltage acquisition unit, used to acquire the current battery temperature and current battery voltage of the hybrid vehicle; The state of charge determination unit is used to determine the state of charge of the battery corresponding to the current battery temperature and the current battery voltage based on a pre-set correspondence between battery temperature, battery voltage and the state of charge of the battery to be corrected. The charge difference calculation unit is used to calculate the charge difference between the state of charge of the battery to be corrected and the current state of charge of the battery. A charge difference comparison unit is used to determine whether the charge difference is greater than a preset charge difference calibration value; The state of charge (SCC) changing unit is used to correct the current battery SCC to the battery SCC to be corrected if the charge difference is greater than a preset charge difference calibration value.

18. The apparatus of claim 17, wherein, Before determining the battery state of charge corresponding to the current battery temperature and current battery voltage based on a pre-set correspondence between battery temperature, battery voltage, and the battery state of charge to be corrected, the device further includes: The first-time recording module is used to record the first time consumed when the battery meets the steady-state discharge conditions. The correction demand time determination module is used to determine the correction demand time corresponding to the current battery temperature of the hybrid vehicle based on the correction demand time consumed when the battery meets the steady-state discharge conditions for different battery temperatures. The correction demand time comparison module is used to determine whether the first time is greater than the correction demand time corresponding to the current battery temperature of the hybrid vehicle. The battery correction unit is configured to, if the first time is greater than the correction time required for the current battery temperature of the hybrid vehicle, execute the step of determining the current battery temperature and the current battery voltage corresponding to the state of charge of the battery to be corrected based on a pre-set correspondence between battery temperature, battery voltage and the state of charge of the battery to be corrected.

19. A vehicle characterized by comprising: include: A memory and a processor are communicatively connected, the memory stores computer instructions, and the processor executes the computer instructions to perform the hybrid vehicle battery state of charge correction method according to any one of claims 1 to 9.

20. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing the computer to perform the hybrid vehicle battery state-of-charge correction method according to any one of claims 1 to 9.

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