Control method, device and equipment of hybrid vehicle, hybrid vehicle and storage medium

Abstract

The present application relates to the technical field of vehicle control, and discloses a control method, device and equipment of a hybrid vehicle, the hybrid vehicle and a storage medium, the method comprising: determining an actual SOC value of a power battery in a case of being in an anti-overcharge mode; determining a first target power corresponding to the actual SOC value; the actual SOC value and the first target power are in a positive correlation relationship, and the first target power does not exceed the maximum charging and discharging power of the power battery; determining an actual power currently required by the hybrid vehicle, and determining a second target power according to the actual power and the first target power; the second target power = the actual power - the first target power; setting the output power of a power component of the hybrid vehicle as the second target power. The second target power obtained by removing the first target power is used to control the hybrid vehicle, so that overcharging of the power battery can be effectively prevented.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and specifically to control methods, devices, equipment, hybrid vehicles, and storage media for hybrid vehicles. Background Technology

[0002] Hybrid vehicles, also known as hybrid electric vehicles, generally include an engine and a generator. Under conditions such as energy recovery, the generator can generate a large torque, which in turn generates a large charging current to the power battery, thus posing a risk of overcharging the power battery. Summary of the Invention

[0003] In view of this, the present invention provides a control method, device, equipment, hybrid vehicle, and storage medium for hybrid vehicles to solve the problem of power batteries being prone to overcharging.

[0004] In a first aspect, the present invention provides a control method for a hybrid vehicle, comprising:

[0005] Determine the actual SOC value of the power battery while in overcharge protection mode;

[0006] A first target power corresponding to the actual SOC value is determined; the actual SOC value and the first target power are positively correlated, and the first target power does not exceed the maximum charge and discharge power of the power battery;

[0007] Determine the actual power currently required by the hybrid vehicle, and determine a second target power based on the actual power and the first target power; the second target power = the actual power – the first target power;

[0008] The output power of the power unit of the hybrid vehicle is set to the second target power.

[0009] In some optional implementations, the first target power is positive when the actual SOC value is greater than a first SOC threshold; the first target power is negative when the actual SOC value is less than a second SOC threshold; and the first SOC threshold is greater than or equal to the second SOC threshold.

[0010] In some optional embodiments, setting the output power of the power unit of the hybrid vehicle to the second target power includes: determining a target speed and a target torque corresponding to the second target power; controlling the engine of the hybrid vehicle to operate in a speed control mode, and using the target speed as the adjustment target of the engine to adjust the engine speed; controlling the generator motor of the hybrid vehicle to operate in a torque control mode, and using the target torque as the adjustment target of the generator motor to adjust the torque of the generator motor.

[0011] In some optional implementations, determining the target speed and target torque corresponding to the second target power includes: determining the engine speed corresponding to the second target power based on a preset correspondence between engine power and engine speed, and using the engine speed corresponding to the second target power as the target speed; determining the target torque corresponding to the second target power, wherein the target torque satisfies:

[0012] T target =a*P2 / n target ;

[0013] Among them, T target P1 represents the target torque, P2 represents the second target power, and n target The target rotational speed is represented by 'a', where 'a' is the conversion coefficient.

[0014] In some optional implementations, determining the actual power currently required by the hybrid vehicle includes: determining the actual power of the drive motor based on the actual speed and actual torque of the drive motor of the hybrid vehicle; determining the actual power of the high-voltage auxiliary components based on the voltage and current of the high-voltage auxiliary components of the hybrid vehicle; and taking the sum of the actual power of the drive motor and the actual power of the high-voltage auxiliary components as the actual power currently required by the hybrid vehicle.

[0015] In some optional implementations, the method further includes: determining whether the actual power currently required by the hybrid vehicle meets the first overcharge protection condition, and determining whether the actual state of the power battery meets the second overcharge protection condition; and entering the overcharge protection mode when the actual power currently required by the hybrid vehicle meets the first overcharge protection condition and the actual state of the power battery meets the second overcharge protection condition.

[0016] In some optional implementations, determining whether the actual power currently required by the hybrid vehicle meets the first overcharge protection condition and whether the actual state of the power battery meets the second overcharge protection condition includes: determining whether the actual power currently required by the hybrid vehicle is less than a first power threshold; if the actual power currently required by the hybrid vehicle is less than the first power threshold, determining that the actual power currently required by the hybrid vehicle meets the first overcharge protection condition; determining whether the actual SOC value of the power battery is greater than a third SOC threshold, and / or determining whether the charging power of the power battery is less than the second power threshold; if the actual SOC value of the power battery is greater than the third SOC threshold, and / or the charging power of the power battery is less than the second power threshold, determining that the actual state of the power battery meets the second overcharge protection condition.

[0017] In some optional implementations, the method further includes: when in overcharge protection mode, if the actual power required by the hybrid vehicle does not meet the first overcharge protection condition, or the actual state of the power battery does not meet the second overcharge protection condition, exiting the overcharge protection mode.

[0018] In a second aspect, the present invention provides a control device for a hybrid vehicle, comprising:

[0019] The SOC value determination module is used to determine the actual SOC value of the power battery when it is in overcharge protection mode.

[0020] A first power determination module is used to determine a first target power corresponding to the actual SOC value; the actual SOC value and the first target power are positively correlated, and the first target power does not exceed the maximum charge and discharge power of the power battery;

[0021] The second power determination module is used to determine the actual power currently required by the hybrid vehicle, and to determine a second target power based on the actual power and the first target power; the second target power = the actual power – the first target power;

[0022] A control module is used to set the output power of the power components of the hybrid vehicle to the second target power.

[0023] In some optional implementations, the first target power is positive when the actual SOC value is greater than a first SOC threshold; the first target power is negative when the actual SOC value is less than a second SOC threshold; and the first SOC threshold is greater than or equal to the second SOC threshold.

[0024] In some optional embodiments, the control module includes: a determining unit for determining a target speed and a target torque corresponding to the second target power; a speed control unit for controlling the engine of the hybrid vehicle to operate in a speed control mode, and using the target speed as the adjustment target of the engine to adjust the engine speed; and a torque control unit for controlling the generator motor of the hybrid vehicle to operate in a torque control mode, and using the target torque as the adjustment target of the generator motor to adjust the torque of the generator motor.

[0025] In some optional embodiments, the determining unit includes: a speed determining subunit, configured to determine the engine speed corresponding to the second target power based on a preset correspondence between engine power and engine speed, and to use the engine speed corresponding to the second target power as the target speed; and a torque determining subunit, configured to determine the target torque corresponding to the second target power, wherein the target torque satisfies:

[0026] T target =a*P2 / n target ;

[0027] Among them, T target P1 represents the target torque, P2 represents the second target power, and n target The target rotational speed is represented by 'a', where 'a' is the conversion coefficient.

[0028] In some optional implementations, the second power determination module determines the actual power currently required by the hybrid vehicle, including: determining the actual power of the drive motor based on the actual speed and actual torque of the drive motor of the hybrid vehicle; determining the actual power of the high-voltage auxiliary components based on the voltage and current of the high-voltage auxiliary components of the hybrid vehicle; and taking the sum of the actual power of the drive motor and the actual power of the high-voltage auxiliary components as the actual power currently required by the hybrid vehicle.

[0029] In some optional embodiments, the device further includes a mode control module, configured to: determine whether the actual power currently required by the hybrid vehicle meets the first overcharge protection condition, and determine whether the actual state of the power battery meets the second overcharge protection condition; and enter the overcharge protection mode when the actual power currently required by the hybrid vehicle meets the first overcharge protection condition and the actual state of the power battery meets the second overcharge protection condition.

[0030] In some optional implementations, the mode control module includes: a first judgment unit, configured to determine whether the actual power currently required by the hybrid vehicle is less than a first power threshold; and if the actual power currently required by the hybrid vehicle is less than the first power threshold, determine that the actual power currently required by the hybrid vehicle meets a first overcharge protection condition; and a second judgment unit, configured to determine whether the actual SOC value of the power battery is greater than a third SOC threshold, and / or determine whether the charging power of the power battery is less than a second power threshold; and if the actual SOC value of the power battery is greater than the third SOC threshold, and / or the charging power of the power battery is less than the second power threshold, determine that the actual state of the power battery meets a second overcharge protection condition.

[0031] In some optional implementations, the mode control module is further configured to: exit the overcharge protection mode if, while in overcharge protection mode, the actual power required by the hybrid vehicle does not meet the first overcharge protection condition, or the actual state of the power battery does not meet the second overcharge protection condition.

[0032] Thirdly, the present invention provides a computer device, 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 control method for a hybrid vehicle according to the first aspect or any corresponding embodiment thereof.

[0033] Fourthly, the present invention provides a hybrid vehicle, comprising: a computer device according to the third aspect above or any corresponding embodiment thereof.

[0034] Fifthly, the present invention provides a computer-readable storage medium storing computer instructions for causing a computer to execute the control method for a hybrid vehicle according to the first aspect or any corresponding embodiment thereof.

[0035] This invention determines the corresponding first target power based on the actual SOC value of the power battery, and uses the difference between the actual power required by the hybrid vehicle and the first target power as the second target power that the power components need to provide. While controlling the hybrid vehicle, it can ensure that the SOC value of the power battery is within a reasonable range in the overcharge prevention mode, which can effectively prevent the power battery from overcharging.

[0036] When the actual SOC value is large, the first target power is the discharge power of the power battery; when the actual SOC value is small, the first target power is the charging power of the power battery. This can make full use of the power battery's electrical energy and prevent the power battery from being overcharged or over-discharged.

[0037] In overcharge prevention mode, the engine is in speed control mode and the generator is in torque control mode. By controlling the engine speed and the generator torque, the corresponding second target power is provided. This control method is relatively accurate and has a fast response speed. It can precisely control the generator power output of the generator, thereby achieving the purpose of preventing overcharging. Attached Figure Description

[0038] To more clearly illustrate the technical solutions in the specific embodiments or related technologies of the present invention, the drawings used in the description of the specific embodiments or related technologies 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.

[0039] Figure 1 This is a schematic flowchart of a control method for a hybrid vehicle according to an embodiment of the present invention;

[0040] Figure 2 This is a schematic diagram of a hybrid vehicle drive structure according to an embodiment of the present invention;

[0041] Figure 3 This is a flowchart illustrating another control method for a hybrid vehicle according to an embodiment of the present invention;

[0042] Figure 4 This is a flowchart illustrating a control method for another hybrid vehicle according to an embodiment of the present invention;

[0043] Figure 5 This is a structural block diagram of the control device for a hybrid vehicle according to an embodiment of the present invention;

[0044] Figure 6 This is a schematic diagram of the hardware structure of a computer device 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] To prevent overcharging of the power battery, the control method of the battery management system (BMS) is generally optimized. However, due to the complexity of hybrid vehicle control, this method is generally ineffective. Some solutions achieve overcharge protection by setting charging power limits for the power battery. While this method is simple to implement, it cannot fundamentally solve the overcharge problem.

[0047] This invention provides a control method for hybrid vehicles. When determining the power required by the power components, the method considers the power related to the power battery and determines the power related to the power battery based on the current actual SOC (State of Charge) value of the power battery. This method, while controlling the hybrid vehicle, ensures that the SOC value of the power battery remains within a reasonable range, thereby effectively preventing battery overcharging.

[0048] According to an embodiment of the present invention, a control method for a hybrid vehicle 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.

[0049] This embodiment provides a control method for a hybrid vehicle, which can be used in the vehicle controller of a hybrid vehicle, such as a hybrid controller (Power Control Unit, PCU). Figure 1This is a flowchart of a control method for a hybrid vehicle according to an embodiment of the present invention, such as... Figure 1 As shown, the process includes the following steps.

[0050] Step S101: Under the overcharge protection mode, determine the actual SOC value of the power battery.

[0051] In this embodiment, an overcharge prevention mode is added to the operating mode of the hybrid vehicle to prevent overcharging of the power battery. The hybrid vehicle can operate in overcharge prevention mode throughout the entire operation; alternatively, it can only operate in overcharge prevention mode under certain conditions, while operating normally under other conditions. For example, conditions for entering overcharge prevention mode can be set, and the hybrid vehicle can enter overcharge prevention mode when these conditions are met; for example, switching from the traditional normal mode to this overcharge prevention mode.

[0052] Specifically, when a hybrid vehicle is in overcharge protection mode, the current SOC value of the power battery can be determined in real time, i.e., the actual SOC value. For example, when this method is executed by the PCU, the PCU can obtain the actual SOC value of the power battery through the CAN (Controller Area Network) bus.

[0053] Step S102: Determine the first target power corresponding to the actual SOC value; the actual SOC value and the first target power are positively correlated, and the first target power does not exceed the maximum charging and discharging power of the power battery.

[0054] In this embodiment, for the power battery, it can be determined what kind of power the power battery can provide when its SOC value is the actual SOC value; for ease of description, the power that the power battery can provide at this time is called the first target power. Furthermore, the first target power cannot exceed the maximum charge / discharge power of the power battery, which is also the maximum power that the power battery can provide.

[0055] There is a positive correlation between the actual SOC value and the first target power. That is, the larger the actual SOC value, the larger the determined first target power.

[0056] For example, the correspondence between the SOC value of the power battery and the power it can provide can be preset. After determining the current actual SOC value of the power battery, the corresponding first target power can be determined based on this correspondence.

[0057] Step S103: Determine the actual power required by the hybrid vehicle at present, and determine the second target power based on the actual power and the first target power; second target power = actual power – first target power.

[0058] In this embodiment, a certain amount of power is also required during the operation of the hybrid vehicle; the power currently required by the hybrid vehicle is referred to as the actual power. For example, during the operation of the hybrid vehicle, the power required by the driver can be determined based on the driver's operation, such as the driver's required power based on the accelerator pedal opening; furthermore, some electrical devices of the hybrid vehicle also require a certain amount of power, which can also be considered as part of the actual power.

[0059] After determining the actual power and the first target power, the difference between the two is taken as the other required target power, namely the second target power, which is equal to the actual power minus the first target power.

[0060] Step S104: Set the output power of the power unit of the hybrid vehicle to the second target power.

[0061] Hybrid vehicles are equipped with corresponding power components that drive the vehicle's operation. These power components include an engine and a generator motor.

[0062] For example, the hybrid vehicle can be a P13 configuration hybrid vehicle, and the engine of the hybrid vehicle is in series mode. The drive structure of the hybrid vehicle can be found in [reference needed]. Figure 2 .like Figure 2 As shown, the drive structure includes: an engine 201, a generator motor 202, a drive motor 203, a clutch 204, and a transmission 205. The generator motor 202 is connected in series with the engine 201. Besides its driving function, the generator motor 202 can also charge the power battery when sufficient power is available; specifically, the generator motor 202 can provide energy to the drive motor 203 and also charge the power battery. The drive motor 203 converts electrical energy into kinetic energy to drive the vehicle.

[0063] For hybrid vehicles with a P13 configuration, which includes a P1 motor and a P3 motor, such as... Figure 2 As shown, the generator 202 is a P1 motor, and the drive motor 203 is a P3 motor; where P represents the motor position. Figure 2 As shown, the generator motor 202 (P1 motor) is located on the crankshaft of the engine 201, before the clutch 204; normally, the P1 motor rotates at the same speed as the engine 201. The drive motor 203 (P3 motor) is located at the output end of the transmission 205.

[0064] In this embodiment, after determining the second target power, the output power of the power components of the hybrid vehicle can be set to the second target power so that the power provided by the engine and the generator motor matches the second target power.

[0065] Here, the second target power is the difference between the actual power and the first target power, and the first target power is positively correlated with the current actual SOC value. Therefore, for the same actual power, the higher the actual SOC value of the power battery, the higher the corresponding first target power, and correspondingly, the lower the second target power. Thus, when the SOC value of the power battery itself is high, the hybrid vehicle's power components only need to provide a smaller second target power. Even if the power provided by the power components changes, the change will not be significant, and overcharging of the power battery is unlikely.

[0066] Similarly, if the actual SOC value of the power battery is small, the corresponding first target power is also small. At this time, although the second target power is large, the power battery is not easy to overcharge because the actual SOC value of the power battery is small, thus effectively avoiding overcharging of the power battery.

[0067] The hybrid vehicle control method provided in this embodiment determines the corresponding first target power based on the actual SOC value of the power battery, and uses the difference between the actual power required by the hybrid vehicle and the first target power as the second target power that the power component needs to provide. While controlling the hybrid vehicle, it can ensure that the SOC value of the power battery is within a reasonable range in the overcharge prevention mode, which can effectively prevent the power battery from overcharging.

[0068] This embodiment provides a control method for a hybrid vehicle, which can be used in the vehicle controller of a hybrid vehicle, such as a hybrid controller (PCU). Figure 3 This is a flowchart of a control method for a hybrid vehicle according to an embodiment of the present invention, such as... Figure 3 As shown, the process includes the following steps.

[0069] Step S301: Under the overcharge protection mode, determine the actual SOC value of the power battery.

[0070] For details, please refer to Figure 1 Step S101 of the illustrated embodiment will not be described again here.

[0071] Step S302: Determine the first target power corresponding to the actual SOC value; the actual SOC value and the first target power are positively correlated, and the first target power does not exceed the maximum charging and discharging power of the power battery.

[0072] In this embodiment, in order to ensure that the power battery can provide discharge power when the current actual SOC value of the power battery is large, so that the second target power can be smaller, the first target power corresponding to the larger actual SOC value can be a positive value.

[0073] Specifically, the above step S302 "determining the first target power corresponding to the actual SOC value" includes the following steps S3021 to S3022.

[0074] Step S3021: If the actual SOC value is greater than the first SOC threshold, the first target power is determined to be positive.

[0075] Step S3022: If the actual SOC value is less than the second SOC threshold, the first target power is determined to be negative. The first SOC threshold is greater than or equal to the second SOC threshold.

[0076] In this embodiment, when the actual SOC value is greater than the first SOC threshold, the first target power is positive, meaning the first target power is greater than 0; when the actual SOC value is less than the second SOC threshold, the first target power is negative, meaning the first target power is less than 0. It can be understood that a positive first target power represents the discharge power of the power battery, and a negative first target power represents the charging power of the power battery.

[0077] The first SOC threshold can be equal to the second SOC threshold; for example, the first SOC threshold = the second SOC threshold = 50%. Accordingly, when the actual SOC of the power battery is greater than 50%, the first target power is positive, and the power battery provides the corresponding discharge power; when the actual SOC of the power battery is less than 50%, the first target power is negative, and the power battery provides the corresponding charging power, that is, the power battery can be charged at this time.

[0078] Alternatively, the first SOC threshold can also be greater than the second SOC threshold. For example, the first SOC threshold could be 80%, and the second SOC threshold could be 30%. If the actual SOC value of the power battery is between the second SOC threshold and the first SOC value, that is, if the second SOC threshold < the actual SOC value < the first SOC value, then the first target power provided by the power battery can be 0, and the power battery will neither charge nor discharge.

[0079] Among them, the correspondence between the SOC value of the power battery and the power it can provide can be preset. This correspondence can be a functional relationship between the two or a correspondence table.

[0080] For example, the relationship between the SOC value of a power battery and the power it can provide can be represented by a monotonically increasing function; if the first SOC threshold is greater than the second SOC threshold, the function can be a piecewise function. Alternatively, a correspondence table can be used to represent the relationship between multiple SOC values ​​and their corresponding power; for example, one such correspondence table is shown in Table 1 below.

[0081] Table 1

[0082] First target power (kW) -2 -2 -2 -1 0 0 0 0 0 0 1 2 2 2

[0083] It is understandable that the first target power is the power provided by the power battery, which is limited by the performance of the power battery itself; in other words, the first target power is limited by the charging and discharging power of the power battery, that is, the first target power does not exceed the maximum charging and discharging power of the power battery. For example, if the power battery itself has a certain maximum charging power and maximum discharging power, and if the first target power that the power battery can currently provide is the discharging power, that is, if the power battery can currently discharge, then the first target power cannot exceed the maximum discharging power; similarly, if the first target power that the power battery can currently provide is the charging power, that is, if the power battery can currently charge, then the first target power cannot exceed the maximum charging power.

[0084] Step S303: Determine the actual power required by the hybrid vehicle at present, and determine the second target power based on the actual power and the first target power; second target power = actual power – first target power.

[0085] For details, please refer to Figure 1 Step S103 of the illustrated embodiment will not be described again here.

[0086] In some alternative implementations, step S303, “determining the actual power currently required by the hybrid vehicle,” includes steps A1 to A3.

[0087] Step A1: Determine the actual power of the drive motor based on the actual speed and actual torque of the drive motor of the hybrid vehicle.

[0088] While the actual power of a hybrid vehicle can be determined based on driver input (such as accelerator pedal opening), this determination may differ from the actual power output. For example, the engine has inertia; after the driver depresses the accelerator pedal, it takes some time for the required power to be reached, and during this time, the actual power gradually increases. In this embodiment, utilizing the drive motor in the hybrid vehicle allows for a more accurate determination of the required actual power.

[0089] Specifically, hybrid vehicles include a drive motor; such as Figure 2 As shown, the hybrid vehicle with the P13 configuration includes a P3 motor, namely the drive motor 203. When it is necessary to determine the actual power required by the hybrid vehicle, the current actual speed and actual torque of the drive motor can be determined, and based on this, the actual power required by the drive motor can be determined.

[0090] The actual power of a drive motor can be calculated by using the actual speed and torque of the drive motor as inputs, based on the relationship between speed, torque, and power. Specifically, the actual power of the drive motor = actual speed * actual torque / a; where a is the conversion coefficient of the relationship between speed, torque, and power. This conversion coefficient a is a constant, and generally, a = 9550.

[0091] Step A2: Determine the actual power of the high-voltage auxiliary components based on the voltage and current of the high-voltage auxiliary components in the hybrid vehicle.

[0092] In this embodiment, the hybrid vehicle includes various electrical devices, among which high-voltage auxiliary components are the main devices, requiring most of the power consumption. These high-voltage auxiliary components refer to parts that operate under high-voltage conditions (e.g., operating voltage not less than 24V) and assist in the operation of the hybrid vehicle. For example, these high-voltage auxiliary components may include: an air conditioning compressor, an electric heater, a voltage converter (DC-DC), etc.

[0093] Specifically, the real-time input voltage and current of these high-voltage accessories can be obtained, and the actual power of each high-voltage accessory can be determined. The actual power of the high-voltage accessory = voltage * current.

[0094] Step A3: The sum of the actual power of the drive motor and the actual power of the high-voltage auxiliary components is taken as the actual power required by the hybrid vehicle at present.

[0095] In this embodiment, the actual power of the drive motor is used to represent the driver's required power. This is not only simple to implement, but also can accurately represent the power currently required by the hybrid vehicle. The actual power of all high-voltage auxiliary components can basically represent the power of all electrical equipment in the hybrid vehicle. Therefore, the actual power currently required by the hybrid vehicle can be the sum of the actual power of the drive motor and the actual power of all high-voltage auxiliary components.

[0096] Step S304: Set the output power of the power unit of the hybrid vehicle to the second target power.

[0097] For details, please refer to Figure 1 Step S104 of the illustrated embodiment will not be described again here.

[0098] The hybrid vehicle control method provided in this embodiment uses a second target power (after removing the first target power) to control the hybrid vehicle, which can effectively prevent overcharging of the power battery. Furthermore, when the actual SOC value is high, the first target power is the discharge power of the power battery; when the actual SOC value is low, the first target power is the charging power of the power battery. This fully utilizes the power battery's electrical energy and prevents overcharging or over-discharging of the power battery.

[0099] This embodiment provides a control method for hybrid vehicles, which is applied to hybrid controllers (PCUs), etc. Figure 4 This is a flowchart of a control method for a hybrid vehicle according to an embodiment of the present invention, such as... Figure 4 As shown, the process includes the following steps.

[0100] Step S401: Determine whether the actual power required by the hybrid vehicle meets the first overcharge protection condition, and determine whether the actual state of the power battery meets the second overcharge protection condition.

[0101] Step S402: If the actual power required by the hybrid vehicle meets the first overcharge protection condition and the actual state of the power battery meets the second overcharge protection condition, the vehicle enters the overcharge protection mode.

[0102] In this embodiment, the overcharge protection mode is only required when the hybrid vehicle needs to protect the power battery from overcharge.

[0103] The system includes a first overcharge protection condition, which is pre-set to correspond to the actual power required by the hybrid vehicle, and a second overcharge protection condition, which is pre-set to correspond to the actual state of the power battery. If both overcharge protection conditions are met, the power battery is considered to require overcharge protection, and the system can then enter overcharge protection mode.

[0104] Optionally, the above step S401, "determining whether the actual power required by the hybrid vehicle meets the first overcharge protection condition and determining whether the actual state of the power battery meets the second overcharge protection condition", includes the following steps B1 to B4.

[0105] Step B1: Determine whether the actual power required by the hybrid vehicle is less than the first power threshold.

[0106] Step B2: If the actual power required by the hybrid vehicle is less than the first power threshold, determine that the actual power required by the hybrid vehicle meets the first overcharge protection condition.

[0107] In this embodiment, the actual power required by the hybrid vehicle can be determined in real time. For example, the actual power can be determined based on the method shown in steps A1 to A3 above. If the actual power is less than the first power threshold, the second target power will not be too large when determining the second target power based on the method provided in this embodiment. Therefore, the hybrid vehicle is allowed to enter the overcharge protection mode at this time, that is, the actual power required by the hybrid vehicle meets the first overcharge protection condition.

[0108] In order to avoid entering the overcharge prevention mode when the power demand is high, such as during acceleration, the first power threshold should not be set too high; that is, the first power threshold needs to be less than a certain value.

[0109] Step B3: Determine whether the actual SOC value of the power battery is greater than the third SOC threshold, and / or determine whether the charging power of the power battery is less than the second power threshold.

[0110] Step B4: If the actual SOC value of the power battery is greater than the third SOC threshold and / or the charging power of the power battery is less than the second power threshold, determine that the actual state of the power battery meets the second overcharge protection condition.

[0111] In this embodiment, if it is determined that overcharge protection can be implemented for the power battery based on its current actual state, then the power battery is considered to meet the corresponding second overcharge protection condition. Specifically, the determination of whether the second overcharge protection condition is met is based on the actual SOC value and / or the charging power of the power battery.

[0112] Specifically, if the actual SOC value of the power battery is greater than a certain threshold, namely the third SOC threshold, it indicates that the current SOC value of the power battery is large and there is a risk of overcharging. Therefore, overcharge protection can be implemented at this time, that is, the actual state of the power battery meets the second overcharge protection condition.

[0113] Alternatively, if the charging power of the power battery is less than the set second power threshold, the battery is also prone to overcharging. Therefore, overcharge protection can also be implemented at this time. That is, the actual state of the power battery meets the second overcharge protection condition and is allowed to enter the overcharge protection mode.

[0114] Step S403: Under the overcharge protection mode, determine the actual SOC value of the power battery.

[0115] For details, please refer to Figure 1 Step S101 of the illustrated embodiment will not be described again here.

[0116] It is understandable that if the actual SOC value of the power battery has already been obtained when determining whether to enter the overcharge protection mode, there is no need to obtain it again, and the obtained actual SOC value can be used directly.

[0117] Step S404: Determine the first target power corresponding to the actual SOC value; the actual SOC value and the first target power are positively correlated, and the first target power does not exceed the maximum charging and discharging power of the power battery.

[0118] For details, please refer to Figure 1 Step S102 of the illustrated embodiment will not be described again here.

[0119] Step S405: Determine the actual power required by the hybrid vehicle at present, and determine the second target power based on the actual power and the first target power; second target power = actual power – first target power.

[0120] For details, please refer to Figure 1 Step S103 of the illustrated embodiment will not be described again here.

[0121] It is understandable that if the actual power required by the hybrid vehicle is already obtained when determining whether to enter the overcharge protection mode, there is no need to obtain it again, and the actual power required by the hybrid vehicle can be used directly.

[0122] Step S406: Set the output power of the power unit of the hybrid vehicle to the second target power.

[0123] Specifically, step S406, "setting the output power of the power unit of the hybrid vehicle to the second target power", may include steps S4061 to S4063.

[0124] Step S4061: Determine the target speed and target torque corresponding to the second target power.

[0125] In this embodiment, the second target power required by the power component is converted into corresponding speed and torque, i.e., target speed and target torque, so as to control the power output of the power component based on the target speed and target torque.

[0126] Step S4062: Control the engine of the hybrid vehicle to operate in speed control mode, and use the target speed as the engine adjustment target to adjust the engine speed.

[0127] Step S4063: Control the generator motor of the hybrid vehicle to work in torque control mode, and use the target torque as the adjustment target of the generator motor to adjust the torque of the generator motor.

[0128] When controlling hybrid vehicles, this is generally achieved by controlling the engine's torque; for example, the engine's fuel injection quantity and ignition timing can be adjusted to enable the engine to quickly adjust torque. However, engine torque adjustment requires a response time and has a certain degree of lag, and the accuracy of engine torque is greatly affected by external environmental factors such as low temperature and high altitude, resulting in certain deviations.

[0129] In this embodiment, in the overcharge protection mode, the engine speed and the torque of the generator are controlled to achieve the second target output power. Since the engine speed can be controlled more precisely, and the torque control of the generator is more accurate and responsive, and the accuracy of the generator's torque is less affected by external environmental factors, these characteristics of the generator allow for precise control of its power output in the overcharge protection mode, thereby preventing battery overcharging.

[0130] Specifically, in overcharge protection mode, the hybrid vehicle's engine can be controlled to operate in speed control mode, and the hybrid vehicle's generator can be controlled to operate in torque control mode. Specifically, when it is determined that the hybrid vehicle needs to enter overcharge protection mode, the engine can be controlled to operate in speed control mode and the generator in torque control mode, and then control can be directly performed based on the target speed and target torque.

[0131] For example, see Figure 2 As shown, the engine 201 can be controlled by the engine controller 212, and the generator motor 202 and drive motor 203 can be controlled by the motor controller 213. Specifically, the engine controller 212 can be an ECU (Electronic Control Unit), and the motor controller 213 can be a PEU (Power Electric Unit).

[0132] The hybrid controller 211 can determine in real time whether it is necessary to enter the overcharge protection mode. When the conditions are met, it can enter the overcharge protection mode. The hybrid controller 211 sends a speed control command to the engine controller 212 so that the engine controller 212 controls the engine 201 to switch to the speed control mode. In addition, the hybrid controller 211 sends a torque control command to the motor controller 213 so that the motor controller 213 controls the generator motor 202 to switch to the torque control mode.

[0133] Furthermore, in the overcharge protection mode, the hybrid controller 211 can determine the corresponding target speed and target torque in real time, and send the target speed to the engine controller 212 and the target torque to the motor controller 213. The engine controller 212 can use the target speed as the adjustment target to adjust the speed of the engine 201 to the target speed, and the motor controller 213 can use the target torque as the adjustment target to adjust the torque of the generator motor 202 to the target torque, thereby realizing the control of the engine 201 and the generator motor 202.

[0134] In some alternative implementations, the target speed can be determined first, and then the target torque can be determined. Specifically, the above step S4061, "determining the target speed and target torque corresponding to the second target power," may include the following steps C1 to C2.

[0135] Step C1: Based on the preset correspondence between engine power and engine speed, determine the engine speed corresponding to the second target power, and use the engine speed corresponding to the second target power as the target speed.

[0136] In this embodiment, the engine speed is adjusted, and correspondingly, a correspondence between engine power and engine speed can be pre-established. For example, to improve fuel economy, the correspondence between engine power and engine speed can be set based on the optimal fuel consumption line. For example, one such correspondence between engine power and engine speed is shown in Table 2 below.

[0137] Table 2

[0138] Rotational speed (rpm) 1200 1300 1400 1500 1600 1700 1800 1900

[0139] It can be understood that, based on the above correspondence, the engine speed corresponding to the second target power can be determined, and this engine speed can be used as the required target speed. Taking Table 2 above as an example, if the calculated second target power is 14KW, then the corresponding target speed is 1500rpm.

[0140] Step C2: Determine the target torque corresponding to the second target power. This target torque satisfies:

[0141] T target =a*P2 / n target ;

[0142] Among them, T target P1 represents the target torque, P2 represents the second target power, and n represents the target torque. target This represents the target rotational speed, and 'a' is the conversion factor.

[0143] In this embodiment, after determining the second target power and the target speed, the target torque can be determined based on the relationship between speed, torque, and power. Specifically, if the second target power is P2 and the target speed is n... target The target torque is T target Then P2 = n target *T target / a, i.e., T target =a*P2 / n target .

[0144] Optionally, the method may further include: when in overcharge protection mode, if the actual power required by the hybrid vehicle does not meet the first overcharge protection condition, or the actual state of the power battery does not meet the second overcharge protection condition, exiting the overcharge protection mode.

[0145] Specifically, in contrast to the process of determining to enter the overcharge protection mode in steps S401 to S402 above, if any overcharge protection condition is not met at present, the overcharge protection mode can be exited.

[0146] The hybrid vehicle control method provided in this embodiment utilizes a second target power (after removing the first target power) to control the hybrid vehicle, effectively preventing overcharging of the power battery. Furthermore, in the overcharge prevention mode, the engine is in speed control mode and the generator is in torque control mode. By controlling the engine speed and the generator torque, the corresponding second target power is provided. This control method is relatively accurate, has a fast response speed, and can precisely control the generator power output, thereby achieving the purpose of preventing overcharging.

[0147] This embodiment also provides a control device for a hybrid vehicle, which is used to implement the above embodiments and preferred embodiments; details already described will not be repeated. 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.

[0148] This embodiment provides a control device for a hybrid vehicle, such as... Figure 5 As shown, it includes: a SOC value determination module 501, a first power determination module 502, a second power determination module 503, and a control module 504.

[0149] The SOC value determination module 501 is used to determine the actual SOC value of the power battery when it is in overcharge protection mode.

[0150] The first power determination module 502 is used to determine a first target power corresponding to the actual SOC value; the actual SOC value and the first target power are positively correlated, and the first target power does not exceed the maximum charging and discharging power of the power battery.

[0151] The second power determination module 503 is used to determine the actual power currently required by the hybrid vehicle, and to determine a second target power based on the actual power and the first target power; the second target power = the actual power – the first target power.

[0152] The control module 504 is used to set the output power of the power component of the hybrid vehicle to the second target power.

[0153] In some optional implementations, the first target power is positive when the actual SOC value is greater than a first SOC threshold; the first target power is negative when the actual SOC value is less than a second SOC threshold; and the first SOC threshold is greater than or equal to the second SOC threshold.

[0154] In some alternative implementations, the control module 504 includes: a determination unit, a speed control unit, and a torque control unit.

[0155] The determining unit is used to determine the target speed and target torque corresponding to the second target power.

[0156] The speed control unit is used to control the engine of the hybrid vehicle to operate in speed control mode, and to adjust the engine speed by using the target speed as the adjustment target of the engine.

[0157] The torque control unit is used to control the generator motor of the hybrid vehicle to operate in torque control mode, and to adjust the torque of the generator motor by using the target torque as the adjustment target of the generator motor.

[0158] In some optional implementations, the determining unit includes: a speed determining subunit and a torque determining subunit.

[0159] The speed determination subunit is used to determine the engine speed corresponding to the second target power based on the preset correspondence between engine power and engine speed, and to use the engine speed corresponding to the second target power as the target speed.

[0160] A torque determination subunit is used to determine a target torque corresponding to the second target power, wherein the target torque satisfies:

[0161] T target =a*P2 / n target ;

[0162] Among them, T target P1 represents the target torque, P2 represents the second target power, and n target The target rotational speed is represented by 'a', where 'a' is the conversion coefficient.

[0163] In some optional implementations, the second power determination module determines the actual power currently required by the hybrid vehicle, including: determining the actual power of the drive motor based on the actual speed and actual torque of the drive motor of the hybrid vehicle; determining the actual power of the high-voltage auxiliary components based on the voltage and current of the high-voltage auxiliary components of the hybrid vehicle; and taking the sum of the actual power of the drive motor and the actual power of the high-voltage auxiliary components as the actual power currently required by the hybrid vehicle.

[0164] In some alternative implementations, the device further includes a mode control module.

[0165] The mode control module is used to: determine whether the actual power required by the hybrid vehicle meets the first overcharge protection condition, and determine whether the actual state of the power battery meets the second overcharge protection condition; and enter the overcharge protection mode when the actual power required by the hybrid vehicle meets the first overcharge protection condition and the actual state of the power battery meets the second overcharge protection condition.

[0166] In some optional implementations, the mode control module includes: a first judgment unit and a second judgment unit.

[0167] The first judgment unit is used to determine whether the actual power currently required by the hybrid vehicle is less than a first power threshold; if the actual power currently required by the hybrid vehicle is less than the first power threshold, it determines that the actual power currently required by the hybrid vehicle meets the first overcharge protection condition.

[0168] The second judgment unit is used to determine whether the actual SOC value of the power battery is greater than the third SOC threshold, and / or to determine whether the charging power of the power battery is less than the second power threshold; if the actual SOC value of the power battery is greater than the third SOC threshold, and / or the charging power of the power battery is less than the second power threshold, the unit determines that the actual state of the power battery meets the second overcharge protection condition.

[0169] In some optional implementations, the mode control module is further configured to: exit the overcharge protection mode if, while in overcharge protection mode, the actual power required by the hybrid vehicle does not meet the first overcharge protection condition, or the actual state of the power battery does not meet the second overcharge protection condition.

[0170] 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.

[0171] In this embodiment, the control device for the hybrid vehicle is presented in the form of a functional unit. Here, a unit refers to an ASIC (Application Specific Integrated Circuit) circuit, which includes a processor and memory that execute one or more software or fixed programs, and / or other devices that can provide the above functions.

[0172] This invention also provides a computer device, which may be, for example, a vehicle controller.

[0173] Please see Figure 6 , Figure 6 This is a schematic diagram of the structure of a computer device provided in an optional embodiment of the present invention, such as... Figure 6As shown, the computer device includes one or more processors 10, memory 20, and interfaces for connecting the components, including high-speed interfaces and low-speed interfaces. The 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 computer device, 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, if desired. Similarly, multiple computer devices can be connected, each providing some of the necessary operations (e.g., as a server array, a group of blade servers, or a multiprocessor system). Figure 6 Take a processor 10 as an example.

[0174] 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.

[0175] The memory 20 stores instructions executable by at least one processor 10 to cause the at least one processor 10 to perform the method shown in the above embodiments.

[0176] 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 the use of the computer device. 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, and these remote memories may be connected to the computer device via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0177] 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.

[0178] The computer device 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 6 Taking the example of a connection between China and Israel via a bus.

[0179] Input device 30 can receive input numerical or character information, and generate key signal inputs related to user settings and function control of the computer device, such as a touchscreen, keypad, mouse, trackpad, touchpad, joystick, 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.

[0180] This invention also provides a hybrid vehicle that includes the aforementioned computer equipment. For example, the computer equipment may be a vehicle controller or a hybrid controller for the hybrid vehicle.

[0181] 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.

[0182] 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 control method for a hybrid vehicle, characterized in that, The method includes: Determine the actual SOC value of the power battery while in overcharge protection mode; A first target power corresponding to the actual SOC value is determined; the actual SOC value and the first target power are positively correlated, and the first target power does not exceed the maximum charge and discharge power of the power battery; Determine the actual power currently required by the hybrid vehicle, and determine a second target power based on the actual power and the first target power; the second target power = the actual power – the first target power; The output power of the power unit of the hybrid vehicle is set to the second target power; Setting the output power of the power unit of the hybrid vehicle to the second target power includes: Determine the target speed and target torque corresponding to the second target power; The engine of the hybrid vehicle is controlled to operate in speed control mode, and the target speed is used as the adjustment target of the engine to adjust the engine speed; The generator motor of the hybrid vehicle is controlled to operate in torque control mode, and the target torque is used as the adjustment target of the generator motor to adjust the torque of the generator motor.

2. The method according to claim 1, characterized in that, When the actual SOC value is greater than the first SOC threshold, the first target power is a positive value; When the actual SOC value is less than the second SOC threshold, the first target power is negative; The first SOC threshold is greater than or equal to the second SOC threshold.

3. The method according to claim 1, characterized in that, Determining the target speed and target torque corresponding to the second target power includes: Based on the preset correspondence between engine power and engine speed, determine the engine speed corresponding to the second target power, and use the engine speed corresponding to the second target power as the target speed; Determine the target torque corresponding to the second target power, wherein the target torque satisfies: ； Among them, T target P1 represents the target torque, P2 represents the second target power, and n target The target rotational speed is represented by 'a', where 'a' is the conversion coefficient.

4. The method according to claim 1, characterized in that, Determining the actual power currently required by the hybrid vehicle includes: The actual power of the drive motor is determined based on the actual speed and actual torque of the drive motor of the hybrid vehicle. The actual power of the high-voltage auxiliary components is determined based on the voltage and current of the high-voltage auxiliary components of the hybrid vehicle. The sum of the actual power of the drive motor and the actual power of the high-voltage auxiliary components is taken as the actual power currently required by the hybrid vehicle.

5. The method according to claim 1, characterized in that, Also includes: Determine whether the actual power required by the hybrid vehicle meets the first overcharge protection condition, and determine whether the actual state of the power battery meets the second overcharge protection condition; When the actual power required by the hybrid vehicle meets the first overcharge protection condition and the actual state of the power battery meets the second overcharge protection condition, the vehicle enters the overcharge protection mode.

6. The method according to claim 5, characterized in that, The step of determining whether the actual power required by the hybrid vehicle currently meets the first overcharge protection condition and whether the actual state of the power battery meets the second overcharge protection condition includes: Determine whether the actual power currently required by the hybrid vehicle is less than a first power threshold; If the actual power required by the hybrid vehicle is less than the first power threshold, it is determined that the actual power required by the hybrid vehicle meets the first overcharge prevention condition. Determine whether the actual SOC value of the power battery is greater than the third SOC threshold, and / or determine whether the charging power of the power battery is less than the second power threshold; If the actual SOC value of the power battery is greater than the third SOC threshold, and / or the charging power of the power battery is less than the second power threshold, the actual state of the power battery is determined to meet the second overcharge protection condition.

7. The method according to claim 5, characterized in that, Also includes: If, while in overcharge protection mode, the actual power required by the hybrid vehicle does not meet the first overcharge protection condition, or the actual state of the power battery does not meet the second overcharge protection condition, the overcharge protection mode will be exited.

8. A control device for a hybrid vehicle, characterized in that, The device includes: The SOC value determination module is used to determine the actual SOC value of the power battery when it is in overcharge protection mode. A first power determination module is used to determine a first target power corresponding to the actual SOC value; the actual SOC value and the first target power are positively correlated, and the first target power does not exceed the maximum charge and discharge power of the power battery; The second power determination module is used to determine the actual power currently required by the hybrid vehicle, and to determine a second target power based on the actual power and the first target power; the second target power = the actual power – the first target power; A control module is used to set the output power of the power components of the hybrid vehicle to the second target power; The control module includes: The determining unit is used to determine the target rotational speed and target torque corresponding to the second target power; The speed control unit is used to control the engine of the hybrid vehicle to operate in speed control mode, and to adjust the engine speed by using the target speed as the adjustment target of the engine. The torque control unit is used to control the generator motor of the hybrid vehicle to operate in torque control mode, and to adjust the torque of the generator motor by using the target torque as the adjustment target of the generator motor.

9. The apparatus according to claim 8, characterized in that, When the actual SOC value is greater than the first SOC threshold, the first target power is a positive value; When the actual SOC value is less than the second SOC threshold, the first target power is negative; The first SOC threshold is greater than or equal to the second SOC threshold.

10. The apparatus according to claim 8, characterized in that, The determining unit includes: The speed determination subunit is used to determine the engine speed corresponding to the second target power based on the preset correspondence between engine power and engine speed, and to use the engine speed corresponding to the second target power as the target speed. A torque determination subunit is used to determine a target torque corresponding to the second target power, wherein the target torque satisfies: ； Among them, T target P1 represents the target torque, P2 represents the second target power, and n target The target rotational speed is represented by 'a', where 'a' is the conversion coefficient.

11. The apparatus according to claim 8, characterized in that, The second power determination module determines the actual power currently required by the hybrid vehicle, including: The actual power of the drive motor is determined based on the actual speed and actual torque of the drive motor of the hybrid vehicle. The actual power of the high-voltage auxiliary components is determined based on the voltage and current of the high-voltage auxiliary components of the hybrid vehicle. The sum of the actual power of the drive motor and the actual power of the high-voltage auxiliary components is taken as the actual power currently required by the hybrid vehicle.

12. The apparatus according to claim 8, characterized in that, Also includes: The mode control module is used for: Determine whether the actual power required by the hybrid vehicle meets the first overcharge protection condition, and determine whether the actual state of the power battery meets the second overcharge protection condition; When the actual power required by the hybrid vehicle meets the first overcharge protection condition and the actual state of the power battery meets the second overcharge protection condition, the vehicle enters the overcharge protection mode.

13. The apparatus according to claim 12, characterized in that, The mode control module includes: The first judgment unit is used to determine whether the actual power currently required by the hybrid vehicle is less than a first power threshold; if the actual power currently required by the hybrid vehicle is less than the first power threshold, it determines that the actual power currently required by the hybrid vehicle meets the first overcharge protection condition. The second judgment unit is used to determine whether the actual SOC value of the power battery is greater than the third SOC threshold, and / or to determine whether the charging power of the power battery is less than the second power threshold; if the actual SOC value of the power battery is greater than the third SOC threshold, and / or the charging power of the power battery is less than the second power threshold, the unit determines that the actual state of the power battery meets the second overcharge protection condition.

14. The apparatus according to claim 12, characterized in that, The mode control module is also used for: If, while in overcharge protection mode, the actual power required by the hybrid vehicle does not meet the first overcharge protection condition, or the actual state of the power battery does not meet the second overcharge protection condition, the overcharge protection mode will be exited.

15. A computer device, characterized in that, include: A memory and a processor are communicatively connected, the memory stores computer instructions, and the processor executes the computer instructions to perform the control method of the hybrid vehicle according to any one of claims 1 to 7.

16. A hybrid vehicle, characterized in that, include: The computer device as claimed in claim 15.

17. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing the computer to perform the control method for the hybrid vehicle according to any one of claims 1 to 7.

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