Method for determining charging and discharging power of power battery and vehicle

Abstract

The present application discloses a method for determining the charge and discharge power of a power battery and a vehicle, and belongs to the field of vehicle technology. Through the technical solution provided in the embodiment of the present application, the target motor power of the electric motor of the target hybrid vehicle is determined based on the power mode and required torque of the target hybrid vehicle. The target conversion efficiency is determined based on the power mode, the target motor power, and the charge and discharge conditions of the power battery. The target charge and discharge power of the power battery is determined based on the target motor power, the target conversion efficiency, and the charge and discharge conditions. The accuracy of the target charge and discharge power is high, and thus the accuracy of the equivalent fuel consumption rate determined using the target charge and discharge power is also high.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and more specifically, to a method for determining the charging and discharging power of a power battery and a vehicle in the field of vehicle technology. Background Art

[0002] Hybrid vehicles are becoming more and more popular due to their good fuel economy. Since hybrid vehicles have two power sources, the engine and the drive motor, and the engine may also drive the generator to generate electricity, how to distribute the torque output by the engine and the drive motor is the key to improving the fuel economy of hybrid vehicles.

[0003] In related technologies, when distributing the torque of the engine and the drive motor, it is usually necessary to determine the equivalent fuel consumption rate corresponding to the engine at different operating points. The determination of the equivalent fuel consumption rate depends on the charging and discharging power of the power battery. How to determine the charging and discharging power of the power battery is a hot topic of research. Summary of the invention

[0004] The embodiment of the present application provides a method for determining the charge and discharge power of a power battery and a vehicle, which can determine the charge and discharge power of the power battery. The technical solution is as follows:

[0005] In one aspect, a method for determining the charge and discharge power of a power battery is provided, the method comprising:

[0006] determining a target motor power of an electric motor of the target hybrid vehicle based on a power mode and a required torque of the target hybrid vehicle, the electric motor being a drive motor or a generator;

[0007] determining a target conversion efficiency based on the power mode of the target hybrid vehicle, the target motor power, and the charging and discharging conditions of the power battery of the target hybrid vehicle;

[0008] Based on the target motor power, the target conversion efficiency and the charging and discharging conditions, the target charging and discharging power of the power battery is determined, and the target charging and discharging power is used to determine the equivalent fuel consumption rate.

[0009] In a possible implementation manner, determining the target motor power of the electric motor of the target hybrid vehicle based on the power mode and the required torque of the target hybrid vehicle includes:

[0010] When the power mode is the series mode, determining the generator torque and the engine speed of the generator of the target hybrid vehicle based on the required torque; determining the target motor power based on the generator torque and the generator speed of the generator;

[0011] When the power mode is the pure electric mode, the required torque is determined as the required drive motor torque of the drive motor; based on the required drive motor torque and the current drive motor speed of the drive motor, the target motor power is determined;

[0012] When the power mode is the parallel mode, a reference operating point of the engine of the target hybrid vehicle is determined; based on the required torque and the reference operating point, the drive motor torque of the drive motor is determined; based on the drive motor torque and the current drive motor speed of the drive motor, the target motor power is determined.

[0013] In a possible implementation manner, when the power mode is the parallel mode, determining the reference operating point of the engine of the target hybrid vehicle includes:

[0014] When the power mode is the parallel mode, determining a reference engine speed of the engine based on a current gear position of the target hybrid vehicle;

[0015] Based on the reference engine speed, determining a plurality of reference operating points on a universal characteristic diagram of the engine;

[0016] Any reference operating point among the multiple reference operating points is determined as a reference operating point of the target hybrid vehicle.

[0017] In a possible implementation manner, before determining a plurality of reference operating points on a universal characteristic diagram of the engine based on the reference engine speed, the method further includes:

[0018] Obtaining the intake air temperature and water temperature of the engine;

[0019] Determining an initial universal characteristic diagram of the engine based on an intake air temperature of the engine;

[0020] The initial universal characteristic diagram is corrected using the water temperature to obtain the universal characteristic diagram of the engine.

[0021] In a possible implementation manner, determining the initial universal characteristic diagram of the engine based on the intake temperature of the engine includes:

[0022] Using the intake air temperature to query a plurality of candidate universal characteristic diagrams, to obtain the initial universal characteristic diagram corresponding to the intake air temperature, wherein one candidate universal characteristic diagram corresponds to one intake air temperature;

[0023] The method of using the water temperature to correct the initial universal characteristic diagram to obtain the universal characteristic diagram of the engine includes:

[0024] Determine a correction coefficient corresponding to the water temperature, where the correction coefficient is negatively correlated with the water temperature;

[0025] The correction coefficient is multiplied by the fuel consumption rate in the initial universal characteristic diagram to obtain the universal characteristic diagram of the engine.

[0026] In a possible implementation manner, determining the target conversion efficiency based on the power mode of the target hybrid vehicle, the target motor power, and the charging and discharging conditions of the power battery of the target hybrid vehicle includes:

[0027] When the power mode is a series mode, determining the target conversion efficiency based on the charging and discharging conditions, the generator efficiency of the generator, the gear efficiency between the engine of the target hybrid vehicle and the generator, and the charging and discharging efficiency of the power battery;

[0028] When the power mode is the parallel mode, determining the target conversion efficiency based on the charging and discharging conditions, the driving motor efficiency of the driving motor, the gear efficiency of the current gear, and the charging and discharging efficiency of the power battery;

[0029] When the power mode is the pure electric mode, the target conversion efficiency is determined based on the charging and discharging conditions, the driving motor efficiency of the driving motor, the reducer efficiency, and the charging and discharging efficiency of the power battery.

[0030] In a possible implementation, when the power mode is the series mode, determining the target conversion efficiency based on the charging and discharging conditions, the generator efficiency of the generator, the gear efficiency between the engine and the generator, and the charging and discharging efficiency of the power battery includes:

[0031] When the power mode is a series mode and the charge-discharge condition is charging, the generator efficiency of the generator, the gear efficiency between the engine and the generator, and the charging efficiency of the power battery are multiplied to obtain the target conversion efficiency;

[0032] When the power mode is a series mode and the charge-discharge condition is discharge, the generator efficiency of the generator, the gear efficiency between the engine and the generator, and the discharge efficiency of the power battery are multiplied to obtain the target conversion efficiency;

[0033] When the power mode is the parallel mode and the charging and discharging condition is charging, the drive motor efficiency of the drive motor, the gear efficiency of the current gear, and the charging efficiency of the power battery are multiplied to obtain the target conversion efficiency;

[0034] When the power mode is the parallel mode and the charging and discharging condition is discharging, the drive motor efficiency of the drive motor, the gear efficiency of the current gear, and the discharge efficiency of the power battery are multiplied to obtain the target conversion efficiency;

[0035] When the power mode is a pure electric mode and the charging and discharging condition is charging, the drive motor efficiency of the drive motor, the reducer efficiency and the charging efficiency of the power battery are multiplied to obtain the target conversion efficiency;

[0036] When the power mode is the pure electric mode and the charging and discharging condition is discharging, the drive motor efficiency of the drive motor, the reducer efficiency and the discharge efficiency of the power battery are multiplied to obtain the target conversion efficiency.

[0037] In a possible implementation manner, before determining the target conversion efficiency based on the power mode of the target hybrid vehicle, the target motor power, and the charging and discharging conditions of the power battery of the target hybrid vehicle, the method further includes:

[0038] Based on the power mode, a charge and discharge condition of the power battery is determined.

[0039] In a possible implementation manner, determining the charge and discharge status of the power battery based on the power mode includes:

[0040] When the power mode is a series mode or a parallel mode, determining an original power and a reference power of an engine of the target hybrid vehicle, wherein the original power is a current power of the engine and the reference power is a power corresponding to a reference operating point of the engine; determining the charge and discharge condition based on the original power and the reference power;

[0041] When the power mode is the pure electric mode, the required driving motor torque and the required driving motor speed of the driving motor of the target hybrid vehicle are determined; and the charging and discharging conditions are determined based on the required driving motor torque and the required driving motor speed.

[0042] In a possible implementation manner, determining the charge and discharge status based on the original power and the reference power includes:

[0043] Subtracting the reference power from the original power to obtain a relative change power; when the relative change power is positive, determining the charge-discharge condition as charging; and when the relative change power is negative, determining the charge-discharge condition as discharging;

[0044] The determining the charging and discharging condition based on the required driving motor torque and the required driving motor speed includes:

[0045] Based on the required driving motor torque and the required driving motor speed, the required driving motor power of the driving motor is determined; when the required driving motor power is positive, the charging and discharging condition is determined as discharging; when the required driving motor power is negative, the charging and discharging condition is determined as charging.

[0046] In a possible implementation manner, the target charge and discharge power includes a target charge power and a target discharge power, and determining the target charge and discharge power of the power battery based on the target motor power, the target conversion efficiency, and the charge and discharge condition includes:

[0047] When the charging and discharging condition is determined to be charging, multiplying the target motor power by the target conversion efficiency to obtain the target charging power;

[0048] When the charging and discharging condition is determined to be discharging, the target motor power is divided by the target conversion efficiency to obtain the target discharge power.

[0049] In one aspect, a device for determining the charge and discharge power of a power battery is provided, the device comprising:

[0050] a target motor power determination module, configured to determine a target motor power of a motor of the target hybrid vehicle based on a power mode and a required torque of the target hybrid vehicle, the motor being a drive motor or a generator;

[0051] a target conversion efficiency determination module, configured to determine a target conversion efficiency based on a power mode of the target hybrid vehicle, the target motor power, and a charge and discharge condition of a power battery of the target hybrid vehicle;

[0052] The target charge and discharge power determination module is used to determine the target charge and discharge power of the power battery based on the target motor power, the target conversion efficiency and the charge and discharge condition, and the target charge and discharge power is used to determine the equivalent fuel consumption rate.

[0053] In one possible implementation, the target motor power determination module is used to determine the generator torque and the engine speed of the generator of the target hybrid vehicle based on the required torque when the power mode is the series mode; determine the target motor power based on the generator torque and the generator speed of the generator; determine the required torque as the required driving motor torque of the driving motor when the power mode is the pure electric mode; determine the target motor power based on the required driving motor torque and the current driving motor speed of the driving motor; determine the reference operating point of the engine of the target hybrid vehicle when the power mode is the parallel mode; determine the driving motor torque of the driving motor based on the required torque and the reference operating point; and determine the target motor power based on the driving motor torque and the current driving motor speed of the driving motor.

[0054] In a possible implementation, the target motor power determination module is used to determine a base engine speed of the engine based on the current gear of the target hybrid vehicle when the power mode is the parallel mode; determine a plurality of reference operating points on the universal characteristic diagram of the engine based on the base engine speed; and determine any one of the plurality of reference operating points as a reference operating point of the target hybrid vehicle.

[0055] In a possible implementation, the device further includes:

[0056] The universal characteristic diagram determination module is used to obtain the intake temperature and water temperature of the engine; determine the initial universal characteristic diagram of the engine based on the intake temperature of the engine; and use the water temperature to correct the initial universal characteristic diagram to obtain the universal characteristic diagram of the engine.

[0057] In a possible implementation, the universal characteristic diagram determination module is used to use the intake temperature to query multiple candidate universal characteristic diagrams to obtain the initial universal characteristic diagram corresponding to the intake temperature, and one candidate universal characteristic diagram corresponds to one intake temperature; the use of the water temperature to correct the initial universal characteristic diagram to obtain the universal characteristic diagram of the engine includes: determining a correction coefficient corresponding to the water temperature, the correction coefficient being negatively correlated with the water temperature; and multiplying the correction coefficient by the fuel consumption rate in the initial universal characteristic diagram to obtain the universal characteristic diagram of the engine.

[0058] In a possible implementation, the target conversion efficiency determination module is used to determine the target conversion efficiency based on the charging and discharging conditions, the generator efficiency of the generator, the gear efficiency between the engine of the target hybrid vehicle and the generator, and the charging and discharging efficiency of the power battery when the power mode is a series mode; to determine the target conversion efficiency based on the charging and discharging conditions, the drive motor efficiency of the drive motor, the gear efficiency of the current gear, and the charging and discharging efficiency of the power battery when the power mode is a parallel mode; and to determine the target conversion efficiency based on the charging and discharging conditions, the drive motor efficiency of the drive motor, the reducer efficiency, and the charging and discharging efficiency of the power battery when the power mode is a pure electric mode.

[0059] In a possible implementation manner, the target conversion efficiency determination module is used to, when the power mode is a series mode and the charge-discharge condition is charging, multiply the generator efficiency of the generator, the gear efficiency between the engine and the generator, and the charging efficiency of the power battery to obtain the target conversion efficiency; when the power mode is a series mode and the charge-discharge condition is discharging, multiply the generator efficiency of the generator, the gear efficiency between the engine and the generator, and the discharge efficiency of the power battery to obtain the target conversion efficiency; when the power mode is a parallel mode and the charge-discharge condition is charging, multiply the drive motor efficiency of the drive motor, the gear efficiency of the current gear, and The target conversion efficiency is obtained by multiplying the charging efficiency of the power battery; when the power mode is the parallel mode and the charging and discharging condition is discharging, the drive motor efficiency of the drive motor, the gear efficiency of the current gear and the discharge efficiency of the power battery are multiplied to obtain the target conversion efficiency; when the power mode is the pure electric mode and the charging and discharging condition is charging, the drive motor efficiency of the drive motor, the reducer efficiency and the charging efficiency of the power battery are multiplied to obtain the target conversion efficiency; when the power mode is the pure electric mode and the charging and discharging condition is discharging, the drive motor efficiency of the drive motor, the reducer efficiency and the discharge efficiency of the power battery are multiplied to obtain the target conversion efficiency.

[0060] In a possible implementation, the device further includes:

[0061] The charging and discharging status determination module is used to determine the charging and discharging status of the power battery based on the power mode.

[0062] In a possible implementation, the charging and discharging condition determination module is used to determine the original power and reference power of the engine of the target hybrid vehicle when the power mode is a series mode or a parallel mode, the original power being the current power of the engine, and the reference power being the power corresponding to a reference operating point of the engine; determine the charging and discharging condition based on the original power and the reference power; determine the required driving motor torque and required driving motor speed of the driving motor of the target hybrid vehicle when the power mode is a pure electric mode; determine the charging and discharging condition based on the required driving motor torque and the required driving motor speed.

[0063] In a possible implementation, the charge and discharge situation determination module is used to subtract the reference power from the original power to obtain a relative change power; when the relative change power is positive, the charge and discharge situation is determined as charging; when the relative change power is negative, the charge and discharge situation is determined as discharging; based on the required drive motor torque and the required drive motor speed, the required drive motor power of the drive motor is determined; when the required drive motor power is positive, the charge and discharge situation is determined as discharging; when the required drive motor power is negative, the charge and discharge situation is determined as charging.

[0064] In a possible implementation, the target charge and discharge power includes a target charging power and a target discharging power. The target charge and discharge power determination module is used to multiply the target motor power by the target conversion efficiency to obtain the target charging power when the charge and discharge situation is determined to be charging; and to divide the target motor power by the target conversion efficiency to obtain the target discharging power when the charge and discharge situation is determined to be discharging.

[0065] On the one hand, a vehicle is provided, comprising one or more processors and one or more memories, wherein at least one program code is stored in the one or more memories, and the program code is loaded and executed by the one or more processors to implement the operations performed by the method for determining the charging and discharging power of the power battery.

[0066] On the one hand, a computer-readable storage medium is provided, in which at least one program code is stored, and the program code is loaded and executed by a processor to implement the operations performed by the method for determining the charging and discharging power of the power battery.

[0067] Through the technical solution provided in the embodiment of the present application, the target motor power of the electric motor of the target hybrid vehicle is determined based on the power mode and required torque of the target hybrid vehicle. The target conversion efficiency is determined based on the power mode, the target motor power, and the charge and discharge conditions of the power battery. The target charge and discharge power of the power battery is determined based on the target motor power, the target conversion efficiency, and the charge and discharge conditions. The accuracy of the target charge and discharge power is high, and thus the accuracy of the equivalent fuel consumption rate determined using the target charge and discharge power is also high. BRIEF DESCRIPTION OF THE DRAWINGS

[0068] Figure 1 is a schematic diagram of an implementation environment of a method for determining the charging and discharging power of a power battery provided in an embodiment of the present application;

[0069] Figure 2 is a flow chart of a method for determining the charging and discharging power of a power battery provided in an embodiment of the present application;

[0070] Figure 3 is a flow chart of another method for determining the charging and discharging power of a power battery provided in an embodiment of the present application;

[0071] Figure 4 is a schematic diagram of energy flow in a series mode provided in an embodiment of the present application;

[0072] Figure 5 is a schematic diagram of energy flow in a pure electric mode provided in an embodiment of the present application;

[0073] Figure 6 is a schematic diagram of energy flow in a parallel mode provided in an embodiment of the present application;

[0074] Figure 7 is a schematic diagram of determining charging and discharging conditions provided in an embodiment of the present application;

[0075] Figure 8 It is a structural schematic diagram of a device for determining the charging and discharging power of a power battery provided in an embodiment of the present application;

[0076] Fig. 9 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0077] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0078] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features reflected. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0079] In order to illustrate the technical solution provided by the embodiments of the present application, some terms involved in the embodiments of the present application are first introduced.

[0080] Hybrid vehicle: The full name is Hybrid Electric Vehicle (HEV), which combines two power sources: an engine (internal combustion engine) and a drive motor. It can intelligently switch or work together according to different driving conditions to improve fuel efficiency and reduce emissions. Hybrid vehicles are usually divided into types such as hybrid electric vehicle (HEV), plug-in hybrid electric vehicle (PHEV) and extended range hybrid electric vehicle (EREV).

[0081] Powertrain architecture: The powertrain architecture of a hybrid vehicle is one of the key factors in measuring its performance. Generally speaking, it includes P0-P4 architecture. The following is a detailed analysis of the P0-P4 architecture:

[0082] The P0 motor is located at the front end of the engine and is connected to the engine crankshaft via a belt. This configuration is usually used in micro-hybrid and weak-hybrid systems. The main function of the P0 motor is to increase the engine speed and recover kinetic energy, thereby improving economy.

[0083] The P1 motor is located at the rear end of the engine crankshaft and is directly connected to the engine. The P1 motor has similar functions to the P0 motor, supporting engine start-stop, brake energy recovery and power generation, and auxiliary power output. Since the P1 motor is directly connected to the engine, it has higher power transmission efficiency, better fuel saving effect, and more obvious improvement in driving performance.

[0084] The P2 motor is located between the engine and the gearbox. The P2 motor provides higher efficiency because it can work with the gearbox through a clutch or gears to achieve a balance between power and efficiency. The P2 layout is more flexible and can be located before or after the clutch, or between the dual clutches. The advantages of the P2 motor are that it has a mature architecture, economical manufacturing costs, and can drive the vehicle without an engine, making it more environmentally friendly.

[0085] The P3 motor is located at the rear end of the gearbox and outputs coaxially with the engine. The P3 motor can directly drive the wheels, has high pure electric drive efficiency, and has powerful kinetic energy recovery. Because the P3 motor cannot be integrated with the gearbox or engine, the entire structure requires a separate space to store it, which requires more body space.

[0086] The motor of the P4 architecture is located on the axle and directly drives the wheels. The P4 motor architecture is usually combined with other motors such as P0 motors and P1 motors to achieve a four-wheel drive effect and a flat effect in the middle of the rear row. The P4 motor can be driven directly by the motor without the assistance of the engine and is usually placed on the rear axle.

[0087] In the embodiment of the present application, the hybrid vehicle refers to a hybrid vehicle of a P1 or P3 architecture.

[0088] Universal characteristic diagram: The universal characteristic diagram is a way to express the characteristics of an internal combustion engine. It uses the speed as the horizontal axis and the torque as the vertical axis to draw a family of isovalue curves of many important characteristic parameters on the diagram. The universal characteristic diagram can show the changing relationship of the main parameters of the engine within the entire working range, which helps to determine the most economical working area of ​​the engine and the minimum value area of ​​pollutant emissions. In the process of engine parameter matching, through parameter matching, the best performance area falls within the most commonly used operating range, which is one of the important principles of engine performance matching.

[0089] Optimum fuel economy curve: refers to the line connecting the operating points with the lowest fuel consumption rate that the engine can achieve under different operating conditions.

[0090] Operating point: The operating point refers to the operating state of the engine under specific working conditions, usually including the engine speed and torque of the engine. The selection of the engine operating point has an important impact on the performance, fuel efficiency and emissions of the engine. Under different operating conditions, the thermal efficiency, fuel consumption rate and emission characteristics of the engine will be different. Therefore, optimizing the engine operating point is crucial to improving the economy and environmental performance of the vehicle. In hybrid vehicles, the optimization of the engine's operating point is particularly important because it involves energy management and coordination between the engine, motor and battery. By adjusting the engine's operating point, torque decoupling can be achieved, optimizing the economy and power output of the vehicle. For example, the engine load can be increased by motor power generation, or the engine load can be reduced by motor assistance, thereby improving the engine's operating efficiency and reducing fuel consumption.

[0091] Power mode: In the embodiments of the present application, it refers to the power source coupling mode, for example, including series mode, parallel mode and pure electric mode.

[0092] Equivalent fuel consumption rate: It is an indicator to measure the fuel economy of hybrid vehicles. It converts the electric energy consumption of the drive motor into fuel consumption, so as to more intuitively understand the overall energy consumption of the vehicle. The calculation of equivalent fuel consumption rate usually involves the conversion of fuel consumption and electric energy consumption.

[0093] ECMS (Equivalent Fuel Consumption Minimum Strategy): is one of the commonly used energy management strategies in hybrid vehicles. Its core idea is to minimize the equivalent fuel consumption of hybrid vehicles by adjusting the working state of the engine and drive motor in real time, thereby improving fuel economy. The ECMS strategy converts electrical energy consumption into equivalent fuel consumption through an equivalent factor to optimize energy distribution.

[0094] In the related art, the accuracy of the charge and discharge power determined by the method of determining the charge and discharge power of the power battery is low. After adopting the technical solution provided in the embodiment of the present application, the accuracy of determining the charge and discharge power of the power battery can be improved.

[0095] The implementation environment of the embodiment of the present application is introduced below. Figure 1 The implementation environment of the method for determining the charging and discharging power of the power battery provided in the embodiment of the present application includes a hybrid control unit 101, an engine control unit 102 and a drive motor control unit 103.

[0096] The hybrid control unit 101 is the brain of the hybrid power system of the hybrid vehicle. It controls key tasks such as power distribution, torque management, and fault diagnosis to ensure that the hybrid vehicle has good performance and safety in different power modes. The hybrid control unit 101 is electrically connected to the engine control unit 102 and the drive motor control unit 103. The hybrid control unit 101 can send engine control instructions to the engine control unit 102, thereby controlling the engine through the engine control unit 102. Correspondingly, the hybrid control unit 101 can send drive motor control instructions to the drive motor control unit 103, thereby controlling the drive motor through the drive motor control unit 103.

[0097] After introducing the implementation environment of the embodiment of the present application, the application scenario of the technical solution provided by the embodiment of the present application is introduced below. The technical solution provided by the embodiment of the present application can be applied to hybrid vehicles with P1 or P3 architectures. By adopting the technical solution provided by the embodiment of the present application, the charging and discharging efficiency of the power battery can be determined more accurately, thereby improving the accuracy of determining the equivalent fuel consumption rate.

[0098] After introducing the implementation environment and application scenarios of the embodiments of the present application, the technical solutions provided by the embodiments of the present application are introduced below. Figure 2 Taking the execution subject as a hybrid control unit as an example, the method includes the following steps.

[0099] 201. A hybrid control unit determines a target motor power of an electric motor of a target hybrid vehicle based on a power mode and a required torque of the target hybrid vehicle, where the electric motor is a drive motor or a generator.

[0100] Among them, the power mode includes series mode, parallel mode and pure electric mode. In the series mode, the drive motor provides torque, and the engine drives the generator to generate electricity; in the parallel mode, the drive motor and the engine jointly provide torque. In addition, in some special cases, the torque can also be provided by the engine alone. At this time, the parallel mode is also called the direct drive mode. In the pure electric mode, the drive motor provides torque and the engine does not work. The required torque is the torque that the target hybrid vehicle needs to output, and the required torque is related to the accelerator pedal opening and the vehicle speed. The drive motor is used to drive the target hybrid vehicle, and the generator is used to generate electricity driven by the engine. The target motor power is the motor power that the electric motor needs to output under the current power mode and required torque.

[0101] 202. The hybrid control unit determines a target conversion efficiency based on the power mode of the target hybrid vehicle, the target motor power, and the charging and discharging conditions of the power battery of the target hybrid vehicle.

[0102] Among them, the charging and discharging conditions include charging and discharging. Charging means that the generator is charging the power battery, and discharging means that the drive motor is using the electric energy provided by the power battery to drive the target hybrid vehicle. The target conversion efficiency is the conversion efficiency between the target motor power and the charging and discharging power of the power battery. Since the energy flow may be different in different power modes, the target conversion efficiency is also different in different power modes. In addition, the efficiency of the power battery during charging and discharging may also be different, so the charging and discharging conditions of the power battery are combined when determining the target conversion efficiency.

[0103] 203. The hybrid control unit determines the target charge and discharge power of the power battery based on the target motor power, the target conversion efficiency and the charge and discharge status. The target charge and discharge power is used to determine the equivalent fuel consumption rate.

[0104] Among them, the equivalent fuel consumption rate refers to the fuel consumption rate equivalent to the target charging and discharging power.

[0105] Through the technical solution provided in the embodiment of the present application, the target motor power of the electric motor of the target hybrid vehicle is determined based on the power mode and required torque of the target hybrid vehicle. The target conversion efficiency is determined based on the power mode, the target motor power, and the charge and discharge conditions of the power battery. The target charge and discharge power of the power battery is determined based on the target motor power, the target conversion efficiency, and the charge and discharge conditions. The accuracy of the target charge and discharge power is high, and thus the accuracy of the equivalent fuel consumption rate determined using the target charge and discharge power is also high.

[0106] It should be noted that the above steps 201-203 are a simple description of the method for determining the charge and discharge power of the power battery provided in the embodiment of the present application. The method for determining the charge and discharge power of the power battery provided in the embodiment of the present application will be described in more detail below with reference to some examples. Figure 3 Taking the execution subject as a hybrid control unit as an example, the method includes the following steps.

[0107] 301. A hybrid control unit determines a target motor power of an electric motor of a target hybrid vehicle based on a power mode and a required torque of the target hybrid vehicle, where the electric motor is a drive motor or a generator.

[0108] Among them, the target hybrid vehicle is a hybrid vehicle of P1 or P3 architecture. The power mode includes series mode, parallel mode and pure electric mode. In the series mode, the drive motor provides torque, and the engine drives the generator to generate electricity. In the parallel mode, the drive motor and the engine jointly provide torque. In addition, in some special cases, the torque can also be provided by the engine alone. In this case, the parallel mode is also called direct drive mode. In the pure electric mode, the drive motor provides torque and the engine does not work. The required torque is the torque required to be output by the target hybrid vehicle, and the required torque is related to the accelerator pedal opening and the vehicle speed. The drive motor is used to drive the target hybrid vehicle, and the generator is used to generate electricity driven by the engine. The target motor power is the motor power that the motor needs to output under the current power mode and the required torque. Since different power modes have different characteristics, when determining the target motor power, it is necessary to consider the characteristics of different power modes to ensure the accuracy of the obtained target motor power. For example, when the power mode is the series mode, there is no correlation between the engine speed and the motor speed. Therefore, when determining the target motor power, there is no need to consider the limitation of the engine speed. When the power mode is the parallel mode, there is a correlation between the engine speed and the motor speed, so when determining the target motor power, the engine speed limitation needs to be considered. It should be noted that in the embodiment of the present application, in addition to being able to generate electricity, the generator can also drive the vehicle in some cases (such as driving the vehicle together with the drive motor to provide greater torque). Correspondingly, in addition to being able to drive the vehicle, the drive motor can also generate electricity (such as energy recovery) in some cases.

[0109] In a possible implementation, when the power mode is the series mode, the hybrid control unit determines the generator torque and the engine speed of the generator of the target hybrid vehicle based on the required torque. The hybrid control unit determines the target motor power based on the generator torque and the generator speed of the generator.

[0110] Among them, in the series mode, the electric motor is a generator. In the series mode, the required torque is provided by the drive motor, and the engine will drive the generator to generate electricity, that is, the required power corresponding to the required torque is the drive motor power, the engine power will be converted into generator power, and the generator power will be converted into the charging power of the power battery. The power actually output by the target hybrid vehicle is the drive motor power plus the charging power of the power battery. The greater the required torque, the greater the drive motor torque output by the drive motor, the greater the drive motor power of the drive motor, the greater the output power of the power battery, and the faster the power battery power decreases. In order to prevent the power battery from decreasing too quickly, the engine is required to drive the generator to charge the power battery with a larger generator power. It can be seen that in the series mode, there is a correlation between the required torque and the generator power of the generator, and there is a correlation between the engine power and the generator torque and the engine speed. Therefore, the generator torque and the engine speed can be determined by using the required torque. See. Figure 4 , provides the direction of energy flow in series mode.

[0111] In this embodiment, when the power mode is the series mode, the generator torque and the generator speed of the generator are determined based on the required torque, so that the target motor power can be determined using the generator torque and the generator speed.

[0112] For example, when the power mode is the series mode, the hybrid control unit determines the engine torque and engine speed of the engine based on the required torque. The hybrid control unit determines the engine torque and generator speed of the generator based on the engine torque and the engine speed. The hybrid control unit multiplies the generator torque and the generator speed to obtain the generator power of the generator, and the generator power is the target motor power.

[0113] The generator speed is the angular frequency. The engine and the generator are connected by a transmission component, the engine torque is usually the same as the generator torque, and the proportional relationship between the engine speed and the generator speed is usually determined by the transmission component.

[0114] In a possible implementation, when the power mode is the pure electric mode, the hybrid control unit determines the required torque as the required drive motor torque of the drive motor. The hybrid control unit determines the target motor power based on the required drive motor torque and the current drive motor speed of the drive motor.

[0115] Among them, in pure electric mode, the electric motor is the drive motor. In pure electric mode, the required torque is provided by the drive motor, and the engine does not work. That is, the required power corresponding to the required torque is the drive motor power. The greater the required torque, the greater the drive motor torque. Figure 5, providing the direction of energy flow in pure electric mode.

[0116] For example, when the power mode is the pure electric mode, the hybrid control unit determines the required torque as the required drive motor torque of the drive motor. The hybrid control unit multiplies the required drive motor torque by the current drive motor speed of the drive motor to obtain the target motor power.

[0117] Among them, the driving motor speed is the angular frequency.

[0118] In a possible implementation, when the power mode is the parallel mode, the hybrid control unit determines a reference operating point of the engine of the target hybrid vehicle. The hybrid control unit determines the drive motor torque of the drive motor based on the required torque and the reference operating point. The hybrid control unit determines the target motor power based on the drive motor torque and the current drive motor speed of the drive motor.

[0119] Among them, in parallel mode, the electric motor is the drive motor. In parallel mode, the required torque is provided by the drive motor and the engine together, that is, the required power corresponding to the required torque is the engine power plus the drive motor power minus the charging power of the power battery. The reference operating point is the operating point that may be selected as the target operating point. The target operating point is the operating point that the engine needs to be controlled to reach. The reference operating point includes the reference engine torque and the reference engine speed. See Figure 6 , provides the direction of energy flow in parallel mode.

[0120] For example, when the power mode is the parallel mode, the hybrid control unit determines the base engine speed of the engine based on the current gear of the target hybrid vehicle. The hybrid control unit determines multiple reference operating points on the universal characteristic diagram of the engine based on the base engine speed. The hybrid control unit determines any reference operating point among the multiple reference operating points as the reference operating point of the target hybrid vehicle. The hybrid control unit subtracts the required torque from the reference engine torque of the reference operating point to obtain the drive motor torque of the drive motor. The hybrid control unit multiplies the drive motor torque by the current drive motor speed of the drive motor to obtain the target motor power.

[0121] Among them, the driving motor speed is the angular frequency.

[0122] In order to more clearly illustrate the technical solution provided by the above example, the method of determining multiple reference operating points in the above example is explained below.

[0123] In some embodiments, when the power mode is the parallel mode, the hybrid control unit determines the reference engine speed of the engine based on the current gear of the target hybrid vehicle. The hybrid control unit determines a reference operating point on the optimal fuel economy curve of the universal characteristic diagram based on the reference engine speed, and the engine speed corresponding to the reference operating point is the reference engine speed. The hybrid control unit controls the reference operating point to shift on the universal characteristic diagram to obtain multiple reference operating points.

[0124] The following is an explanation of the method for determining the universal characteristic diagram of the engine.

[0125] In a possible implementation, the hybrid control unit obtains the intake temperature and water temperature of the engine. The hybrid control unit determines an initial universal characteristic map of the engine based on the intake temperature of the engine. The hybrid control unit uses the water temperature to correct the initial universal characteristic map to obtain the universal characteristic map of the engine.

[0126] Among them, the fuel consumption rate on the universal characteristic diagram of the engine varies at different intake temperatures. The accuracy of subsequent processing using the universal characteristic diagram corresponding to the intake temperature is higher. The intake temperature can reflect the ambient temperature, while the water temperature can reflect the intake temperature of the engine to a certain extent. The universal characteristic diagram can be corrected by using the water temperature, thereby further improving the accuracy of the universal characteristic diagram.

[0127] In this implementation, the intake air temperature and water temperature of the engine are obtained, and the intake air temperature and water temperature are used to determine the universal characteristic diagram of the engine, and the universal characteristic diagram has a high accuracy.

[0128] For example, the hybrid control unit obtains the intake temperature of the engine through a first temperature sensor and obtains the water temperature of the engine through a second temperature sensor. The first temperature sensor is installed in the intake manifold of the engine, and the second temperature sensor is installed in the coolant pipe of the engine. The hybrid control unit uses the intake temperature to query multiple candidate universal characteristic diagrams to obtain the initial universal characteristic diagram corresponding to the intake temperature, and one candidate universal characteristic diagram corresponds to one intake temperature. The hybrid control unit determines the correction coefficient corresponding to the water temperature, and the correction coefficient is negatively correlated with the water temperature. The hybrid control unit multiplies the correction coefficient with the fuel consumption rate in the initial universal characteristic diagram to obtain the universal characteristic diagram of the engine.

[0129] The candidate universal characteristic diagrams corresponding to different intake air temperatures are calibrated by technicians at different intake air temperatures, and the embodiments of the present application do not limit this. In addition, the corresponding relationship between water temperature and correction coefficient is set by technicians according to actual conditions, and the embodiments of the present application do not limit this.

[0130] 302. The hybrid control unit determines the charging and discharging status of the power battery based on the power mode.

[0131] Among them, the charging and discharging conditions include charging and discharging. Charging means that the generator is charging the power battery, and discharging means that the drive motor is using the electric energy provided by the power battery to drive the target hybrid vehicle.

[0132] In a possible implementation, when the power mode is a series mode or a parallel mode, the hybrid control unit determines the original power and reference power of the engine of the target hybrid vehicle, the original power being the current power of the engine, and the reference power being the power corresponding to the reference operating point of the engine. The hybrid control unit determines the charge and discharge condition based on the original power and the reference power.

[0133] In this implementation, when the power mode is in series mode or parallel mode, the original power and reference power of the engine are obtained, and the charging and discharging conditions are determined using the original power and the reference power, and the charging and discharging conditions are more accurate.

[0134] For example, when the power mode is in series mode or parallel mode, the hybrid control unit determines the current operating point of the engine. The hybrid control unit uses the current operating point and the reference operating point to query and obtain the original power and reference power of the engine, where the original power is the power corresponding to the current operating point. The hybrid control unit subtracts the reference power from the original power to obtain the relative change power. When the relative change power is positive, the hybrid control unit determines the charge and discharge situation as charging. When the relative change power is negative, the hybrid control unit determines the charge and discharge situation as discharging.

[0135] In order to explain the above-mentioned embodiment more clearly, Figure 7 The above-mentioned embodiment is described.

[0136] See also Figure 7, when the power mode is a series mode or a parallel mode, the hybrid control unit determines the original engine torque and the original engine speed of the engine, and the original engine torque and the original engine speed constitute the current operating point of the engine. The hybrid control unit determines the reference engine torque and the reference engine speed of the engine, and the reference engine torque and the reference engine speed constitute the reference operating point of the engine. The hybrid control unit queries based on the original engine torque and the original engine speed to obtain the original power of the engine. The hybrid control unit queries based on the reference engine torque and the reference engine speed to obtain the reference power of the engine. The hybrid control unit subtracts the reference power from the original power to obtain the relative change power. When the relative change power is positive, the hybrid control unit determines the charge and discharge situation as charging. When the relative change power is negative, the hybrid control unit determines the charge and discharge situation as discharging.

[0137] Another implementation of the above step 302 is described below.

[0138] In a possible implementation, when the power mode is the pure electric mode, the hybrid control unit determines the required drive motor torque and required drive motor speed of the drive motor of the target hybrid vehicle. The hybrid control unit determines the charge and discharge condition based on the required drive motor torque and the required drive motor speed.

[0139] Among them, the required driving motor torque is the required torque, and the required driving motor speed is related to the required driving motor torque, which is set by technical personnel according to actual conditions, and the embodiments of the present application do not limit this.

[0140] In this implementation, when the power mode is the pure electric mode, the required drive motor torque and the required drive motor speed are obtained, and the required drive motor torque and the required drive motor speed are used to determine the charging and discharging conditions, and the charging and discharging conditions are more accurate.

[0141] For example, when the power mode is the pure electric mode, the hybrid control unit determines the required drive motor torque and required drive motor speed of the drive motor of the target hybrid vehicle. The hybrid control unit determines the required drive motor power of the drive motor based on the required drive motor torque and the required drive motor speed. When the required drive motor power is positive, the hybrid control unit determines the charge and discharge situation as discharge. When the required drive motor power is negative, the hybrid control unit determines the charge and discharge situation as charge.

[0142] 303. The hybrid control unit determines a target conversion efficiency based on the power mode of the target hybrid vehicle, the target motor power, and the charging and discharging conditions of the power battery of the target hybrid vehicle.

[0143] The target conversion efficiency is the conversion efficiency between the target motor power and the charge and discharge power of the power battery. Since the energy flow may be different in different power modes, the target conversion efficiency is also different in different power modes. In addition, the efficiency of the power battery during charging and discharging may also be different, so the charge and discharge conditions of the power battery are combined when determining the target conversion efficiency.

[0144] In a possible implementation, when the power mode is the series mode, the hybrid control unit determines the target conversion efficiency based on the charging and discharging conditions, the generator efficiency of the generator, the gear efficiency between the engine of the target hybrid vehicle and the generator, and the charging and discharging efficiency of the power battery.

[0145] Among them, the generator efficiency is the efficiency of the generator converting mechanical energy into electrical energy, and the generator efficiency is obtained based on the generator torque and generator speed of the engine; the gear efficiency is the efficiency of converting the mechanical energy of the engine into the mechanical energy of the generator, and the charge and discharge efficiency includes the charging efficiency and the discharging efficiency. The generator efficiency, gear efficiency, and charge and discharge efficiency are the conversion efficiencies involved in the series mode. The generator efficiency, gear efficiency, and charge and discharge efficiency are calibrated by technicians according to actual conditions, and the embodiments of this application do not limit this.

[0146] In order to explain the above embodiment more clearly, the above embodiment is described below by using two examples.

[0147] Example 1: When the power mode is the series mode and the charging and discharging condition is charging, the hybrid control unit multiplies the generator efficiency of the generator, the gear efficiency between the engine and the generator, and the charging efficiency of the power battery to obtain the target conversion efficiency.

[0148] Example 2: When the power mode is the series mode and the charging and discharging condition is discharging, the hybrid control unit multiplies the generator efficiency of the generator, the gear efficiency between the engine and the generator, and the discharge efficiency of the power battery to obtain the target conversion efficiency.

[0149] In a possible implementation, when the power mode is the parallel mode, the hybrid control unit determines the target conversion efficiency based on the charging and discharging conditions, the drive motor efficiency of the drive motor, the gear efficiency of the current gear, and the charging and discharging efficiency of the power battery.

[0150] Among them, the drive motor efficiency is the efficiency of the drive motor in converting electrical energy into mechanical energy, and the drive motor efficiency is obtained based on the drive motor torque and drive motor speed of the engine; the gear efficiency refers to the efficiency of the current gear of the transmission in transferring the mechanical energy of the drive motor to the wheels. The drive motor efficiency, gear efficiency and charge-discharge efficiency are the conversion efficiencies involved in the parallel mode. The drive motor efficiency, gear efficiency and charge-discharge efficiency are calibrated by technicians according to actual conditions, and the embodiments of this application do not limit this.

[0151] In order to explain the above embodiment more clearly, the above embodiment is described below by using two examples.

[0152] Example 1: When the power mode is the parallel mode and the charging and discharging condition is charging, the hybrid control unit multiplies the drive motor efficiency of the drive motor, the gear efficiency of the current gear, and the charging efficiency of the power battery to obtain the target conversion efficiency.

[0153] Example 2: When the power mode is the parallel mode and the charging and discharging condition is discharging, the hybrid control unit multiplies the drive motor efficiency of the drive motor, the gear efficiency of the current gear, and the discharge efficiency of the power battery to obtain the target conversion efficiency.

[0154] In a possible implementation, when the power mode is a pure electric mode, the hybrid control unit determines the target conversion efficiency based on the charging and discharging conditions, the drive motor efficiency of the drive motor, the reducer efficiency, and the charging and discharging efficiency of the power battery.

[0155] The reducer efficiency is the efficiency of the reducer of the drive motor in transmitting the drive motor to the wheels. The drive motor efficiency, reducer efficiency and the charge and discharge efficiency of the power battery are the conversion efficiencies involved in the pure electric mode. The drive motor efficiency, reducer efficiency and the charge and discharge efficiency of the power battery are calibrated by technicians according to actual conditions, and the embodiments of this application do not limit this.

[0156] In order to explain the above embodiment more clearly, the above embodiment is described below by using two examples.

[0157] Example 1: When the power mode is the pure electric mode and the charging and discharging condition is charging, the hybrid control unit multiplies the drive motor efficiency of the drive motor, the reducer efficiency and the charging efficiency of the power battery to obtain the target conversion efficiency.

[0158] Example 2: When the power mode is the pure electric mode and the charging and discharging condition is discharging, the hybrid control unit multiplies the drive motor efficiency of the drive motor, the reducer efficiency and the discharge efficiency of the power battery to obtain the target conversion efficiency.

[0159] 304. The hybrid control unit determines a target charge and discharge power of the power battery based on the target motor power, the target conversion efficiency, and the charge and discharge status. The target charge and discharge power is used to determine an equivalent fuel consumption rate.

[0160] The equivalent fuel consumption rate refers to the fuel consumption rate equivalent to the target charge and discharge power, and the target charge and discharge power includes the target charge power and the target discharge power.

[0161] In a possible implementation manner, when the charging and discharging condition is determined to be charging, the hybrid control unit multiplies the target motor power by the target conversion efficiency to obtain the target charging power.

[0162] In a possible implementation manner, when the charging and discharging condition is determined to be discharging, the hybrid control unit divides the target motor power by the target conversion efficiency to obtain the target discharge power.

[0163] Optionally, after step 304 , the hybrid control unit can also execute the following step 305 .

[0164] 305. The hybrid control unit determines an equivalent fuel consumption rate based on the fuel consumption rate corresponding to the reference operating point of the engine and the target charge and discharge power, and determines a target equivalent fuel consumption rate corresponding to the target hybrid vehicle at the reference operating point.

[0165] The fuel consumption rate corresponding to the reference operating point is determined based on the reference engine speed and the reference engine torque at the reference operating point. In addition, in the process of determining the fuel consumption rate corresponding to the reference operating point, it is necessary to use the universal characteristic diagram of the engine. The method for determining the universal characteristic diagram and the method of using the intake air temperature and the water temperature in step 301 belong to the same inventive concept. The implementation process refers to the relevant description in step 301, which will not be repeated here.

[0166] In a possible implementation, the hybrid control unit adds the fuel consumption rate corresponding to the reference operating point of the engine and the target charge and discharge power to determine the equivalent fuel consumption rate, and obtains the target equivalent fuel consumption rate corresponding to the target hybrid vehicle at the reference operating point.

[0167] It should be noted that there are multiple reference operating points. After determining the target equivalent fuel consumption rates corresponding to multiple reference operating points through the above steps, the hybrid control unit can determine the target operating point from the multiple reference operating points based on the target equivalent fuel consumption rates corresponding to each reference operating point. The target operating point is the reference operating point with the lowest corresponding target equivalent fuel consumption rate, and the engine can be subsequently controlled to operate at this target operating point.

[0168] All the above optional technical solutions can be arbitrarily combined to form optional embodiments of the present application, which will not be described one by one here.

[0169] Through the technical solution provided in the embodiment of the present application, the target motor power of the electric motor of the target hybrid vehicle is determined based on the power mode and required torque of the target hybrid vehicle. The target conversion efficiency is determined based on the power mode, the target motor power, and the charge and discharge conditions of the power battery. The target charge and discharge power of the power battery is determined based on the target motor power, the target conversion efficiency, and the charge and discharge conditions. The accuracy of the target charge and discharge power is high, and thus the accuracy of the equivalent fuel consumption rate determined using the target charge and discharge power is also high.

[0170] Figure 8 is a schematic diagram of a structure of a device for determining the charge and discharge power of a power battery provided in an embodiment of the present application, see Figure 8 The device includes: a target motor power determination module 801, a target conversion efficiency determination module 802 and a target charge and discharge power determination module 803.

[0171] The target motor power determination module 801 is used to determine the target motor power of the motor of the target hybrid vehicle based on the power mode and required torque of the target hybrid vehicle, where the motor is a drive motor or a generator.

[0172] The target conversion efficiency determination module 802 is used to determine the target conversion efficiency based on the power mode of the target hybrid vehicle, the target motor power, and the charge and discharge status of the power battery of the target hybrid vehicle.

[0173] The target charge and discharge power determination module 803 is used to determine the target charge and discharge power of the power battery based on the target motor power, the target conversion efficiency and the charge and discharge status. The target charge and discharge power is used to determine the equivalent fuel consumption rate.

[0174] In a possible implementation, the target motor power determination module 801 is used to determine the generator torque and engine speed of the generator of the target hybrid vehicle based on the required torque when the power mode is a series mode. The target motor power is determined based on the generator torque and the generator speed of the generator. When the power mode is a pure electric mode, the required torque is determined as the required drive motor torque of the drive motor. The target motor power is determined based on the required drive motor torque and the current drive motor speed of the drive motor. When the power mode is a parallel mode, the reference operating point of the engine of the target hybrid vehicle is determined. Based on the required torque and the reference operating point, the drive motor torque of the drive motor is determined. The target motor power is determined based on the drive motor torque and the current drive motor speed of the drive motor.

[0175] In a possible implementation, the target motor power determination module 801 is used to determine the reference engine speed of the engine based on the current gear of the target hybrid vehicle when the power mode is the parallel mode. Based on the reference engine speed, multiple reference operating points are determined on the universal characteristic diagram of the engine. Any reference operating point among the multiple reference operating points is determined as the reference operating point of the target hybrid vehicle.

[0176] In a possible implementation, the device further includes:

[0177] The universal characteristic diagram determination module is used to obtain the intake temperature and water temperature of the engine. Based on the intake temperature of the engine, the initial universal characteristic diagram of the engine is determined. The initial universal characteristic diagram is corrected by using the water temperature to obtain the universal characteristic diagram of the engine.

[0178] In a possible implementation, the universal characteristic diagram determination module is used to use the intake temperature to query multiple candidate universal characteristic diagrams to obtain the initial universal characteristic diagram corresponding to the intake temperature, and one candidate universal characteristic diagram corresponds to one intake temperature. The initial universal characteristic diagram is corrected by the water temperature to obtain the universal characteristic diagram of the engine, including: determining a correction coefficient corresponding to the water temperature, the correction coefficient is negatively correlated with the water temperature. The correction coefficient is multiplied by the fuel consumption rate in the initial universal characteristic diagram to obtain the universal characteristic diagram of the engine.

[0179] In a possible implementation, the target conversion efficiency determination module 802 is used to determine the target conversion efficiency based on the charging and discharging conditions, the generator efficiency of the generator, the gear efficiency between the engine of the target hybrid vehicle and the generator, and the charging and discharging efficiency of the power battery when the power mode is the series mode. When the power mode is the parallel mode, the target conversion efficiency is determined based on the charging and discharging conditions, the drive motor efficiency of the drive motor, the gear efficiency of the current gear, and the charging and discharging efficiency of the power battery. When the power mode is the pure electric mode, the target conversion efficiency is determined based on the charging and discharging conditions, the drive motor efficiency of the drive motor, the reducer efficiency, and the charging and discharging efficiency of the power battery.

[0180] In a possible implementation, the target conversion efficiency determination module 802 is used to, when the power mode is a series mode and the charge-discharge condition is charging, multiply the generator efficiency of the generator, the gear efficiency between the engine and the generator, and the charging efficiency of the power battery to obtain the target conversion efficiency. When the power mode is a series mode and the charge-discharge condition is discharging, multiply the generator efficiency of the generator, the gear efficiency between the engine and the generator, and the discharge efficiency of the power battery to obtain the target conversion efficiency. When the power mode is a parallel mode and the charge-discharge condition is charging, multiply the drive motor efficiency of the drive motor, the gear efficiency of the current gear, and the charging efficiency of the power battery to obtain the target conversion efficiency. When the power mode is a parallel mode and the charge-discharge condition is discharging, multiply the drive motor efficiency of the drive motor, the gear efficiency of the current gear, and the discharge efficiency of the power battery to obtain the target conversion efficiency. When the power mode is the pure electric mode and the charging and discharging condition is charging, the drive motor efficiency of the drive motor, the reducer efficiency and the charging efficiency of the power battery are multiplied to obtain the target conversion efficiency. When the power mode is the pure electric mode and the charging and discharging condition is discharging, the drive motor efficiency of the drive motor, the reducer efficiency and the discharge efficiency of the power battery are multiplied to obtain the target conversion efficiency.

[0181] In a possible implementation, the device further includes:

[0182] The charging and discharging status determination module is used to determine the charging and discharging status of the power battery based on the power mode.

[0183] In a possible implementation, the charge-discharge condition determination module is used to determine the original power and reference power of the engine of the target hybrid vehicle when the power mode is a series mode or a parallel mode, the original power being the current power of the engine, and the reference power being the power corresponding to the reference operating point of the engine. Based on the original power and the reference power, the charge-discharge condition is determined. When the power mode is a pure electric mode, the required drive motor torque and required drive motor speed of the drive motor of the target hybrid vehicle are determined. Based on the required drive motor torque and the required drive motor speed, the charge-discharge condition is determined.

[0184] In a possible implementation, the charge-discharge condition determination module is used to subtract the reference power from the original power to obtain a relative change power. When the relative change power is positive, the charge-discharge condition is determined to be charging. When the relative change power is negative, the charge-discharge condition is determined to be discharging. Based on the required drive motor torque and the required drive motor speed, the required drive motor power of the drive motor is determined. When the required drive motor power is positive, the charge-discharge condition is determined to be discharging. When the required drive motor power is negative, the charge-discharge condition is determined to be charging.

[0185] In a possible implementation, the target charge and discharge power includes a target charging power and a target discharging power. The target charge and discharge power determination module 803 is used to, when the charge and discharge situation is determined to be charging, multiply the target motor power by the target conversion efficiency to obtain the target charging power. When the charge and discharge situation is determined to be discharging, divide the target motor power by the target conversion efficiency to obtain the target discharging power.

[0186] It should be noted that: the device for determining the charge and discharge power of a power battery provided in the above embodiment only uses the division of the above functional modules as an example when identifying the state of the vehicle. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the computer device is divided into different functional modules to complete all or part of the functions described above. In addition, the device for determining the charge and discharge power of a power battery provided in the above embodiment and the method for determining the charge and discharge power of a power battery are of the same concept, and the specific implementation process is detailed in the method embodiment, which will not be repeated here.

[0187] Through the technical solution provided in the embodiment of the present application, the target motor power of the electric motor of the target hybrid vehicle is determined based on the power mode and required torque of the target hybrid vehicle. The target conversion efficiency is determined based on the power mode, the target motor power, and the charge and discharge conditions of the power battery. The target charge and discharge power of the power battery is determined based on the target motor power, the target conversion efficiency, and the charge and discharge conditions. The accuracy of the target charge and discharge power is high, and thus the accuracy of the equivalent fuel consumption rate determined using the target charge and discharge power is also high.

[0188] The embodiment of the present application also provides a vehicle, Fig. 9 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0189] Typically, the vehicle 900 includes: one or more processors 901 and one or more memories 902 .

[0190] The processor 901 may include one or more processing cores, such as a 4-core processor, a 9-core processor, etc. The processor 901 may be implemented in at least one hardware form of DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). The processor 901 may also include a main processor and a coprocessor. The main processor is a processor for processing data in the awake state, also known as a CPU (Central Processing Unit); the coprocessor is a low-power processor for processing data in the standby state. In some embodiments, the processor 901 may be integrated with a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the display screen. In some embodiments, the processor 901 may also include an AI (Artificial Intelligence) processor, which is used to process computing operations related to machine learning.

[0191] The memory 902 may include one or more computer-readable storage media, which may be non-transitory. The memory 902 may also include a high-speed random access memory, and a non-volatile memory, such as one or more disk storage devices, flash memory storage devices. In some embodiments, the non-transitory computer-readable storage medium in the memory 902 is used to store at least one computer program, which is used to be executed by the processor 901 to implement the method for determining the charge and discharge power of the power battery provided in the method embodiment of the present application.

[0192] Those skilled in the art will understand that Fig. 9 The structure shown in the figure does not constitute a limitation on the vehicle 900, and the vehicle 900 may include more or fewer components than shown in the figure, or combine certain components, or adopt a different arrangement of components.

[0193] In addition, the device provided in the embodiments of the present application may specifically be a chip, a component or a module, and the chip may include a connected processor and a memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a method for determining the charging and discharging power of a power battery provided in the above-mentioned embodiment.

[0194] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is executed on a computer, the computer executes the above-mentioned related method steps to implement a method for determining the charging and discharging power of a power battery provided in the above embodiment.

[0195] This embodiment further provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a method for determining the charging and discharging power of a power battery provided in the above embodiment.

[0196] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment is used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

[0197] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0198] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of modules or units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0199] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A method for determining the charge and discharge power of a power battery, characterized in that: The method comprises: determining a target motor power of an electric motor of the target hybrid vehicle based on a power mode and a required torque of the target hybrid vehicle, the electric motor being a drive motor or a generator; The step of determining a target motor power of a motor of the target hybrid vehicle based on a power mode and a required torque of the target hybrid vehicle comprises: When the power mode is the series mode, the generator torque and the engine speed of the generator of the target hybrid vehicle are determined based on the required torque; the target motor power is determined based on the generator torque and the generator speed of the generator; when the power mode is the pure electric mode, the required torque is determined as the required drive motor torque of the drive motor; the target motor power is determined based on the required drive motor torque and the current drive motor speed of the drive motor; when the power mode is the parallel mode, the reference operating point of the engine of the target hybrid vehicle is determined; the drive motor torque of the drive motor is determined based on the required torque and the reference operating point; the target motor power is determined based on the drive motor torque and the current drive motor speed of the drive motor; determining a target conversion efficiency based on the power mode of the target hybrid vehicle, the target motor power, and the charging and discharging conditions of the power battery of the target hybrid vehicle; Based on the target motor power, the target conversion efficiency and the charging and discharging conditions, the target charging and discharging power of the power battery is determined, and the target charging and discharging power is used to determine the equivalent fuel consumption rate.

2. The method according to claim 1, characterized in that When the power mode is the parallel mode, determining the reference operating point of the engine of the target hybrid vehicle includes: When the power mode is the parallel mode, determining a reference engine speed of the engine based on a current gear position of the target hybrid vehicle; Based on the reference engine speed, determining a plurality of reference operating points on a universal characteristic diagram of the engine; Any reference operating point among the multiple reference operating points is determined as a reference operating point of the target hybrid vehicle.

3. The method according to claim 2, characterized in that Before determining a plurality of reference operating points on a universal characteristic diagram of the engine based on the reference engine speed, the method further comprises: Obtaining the intake air temperature and water temperature of the engine; Determining an initial universal characteristic diagram of the engine based on an intake air temperature of the engine; The initial universal characteristic diagram is corrected using the water temperature to obtain the universal characteristic diagram of the engine.

4. The method according to claim 3, characterized in that The determining of the initial universal characteristic diagram of the engine based on the intake temperature of the engine comprises: Using the intake air temperature to query a plurality of candidate universal characteristic diagrams, to obtain the initial universal characteristic diagram corresponding to the intake air temperature, wherein one candidate universal characteristic diagram corresponds to one intake air temperature; The method of using the water temperature to correct the initial universal characteristic diagram to obtain the universal characteristic diagram of the engine includes: Determine a correction coefficient corresponding to the water temperature, where the correction coefficient is negatively correlated with the water temperature; The correction coefficient is multiplied by the fuel consumption rate in the initial universal characteristic diagram to obtain the universal characteristic diagram of the engine.

5. The method according to claim 1, characterized in that The determining the target conversion efficiency based on the power mode of the target hybrid vehicle, the target motor power, and the charging and discharging conditions of the power battery of the target hybrid vehicle includes: When the power mode is a series mode, determining the target conversion efficiency based on the charging and discharging conditions, the generator efficiency of the generator, the gear efficiency between the engine of the target hybrid vehicle and the generator, and the charging and discharging efficiency of the power battery; When the power mode is the parallel mode, determining the target conversion efficiency based on the charging and discharging conditions, the driving motor efficiency of the driving motor, the gear efficiency of the current gear, and the charging and discharging efficiency of the power battery; When the power mode is the pure electric mode, the target conversion efficiency is determined based on the charging and discharging conditions, the driving motor efficiency of the driving motor, the reducer efficiency, and the charging and discharging efficiency of the power battery.

6. The method according to claim 5, characterized in that When the power mode is the series mode, determining the target conversion efficiency based on the charging and discharging conditions, the generator efficiency of the generator, the gear efficiency between the engine and the generator, and the charging and discharging efficiency of the power battery includes: When the power mode is a series mode and the charge-discharge condition is charging, the generator efficiency of the generator, the gear efficiency between the engine and the generator, and the charging efficiency of the power battery are multiplied to obtain the target conversion efficiency; When the power mode is a series mode and the charge-discharge condition is discharge, the generator efficiency of the generator, the gear efficiency between the engine and the generator, and the discharge efficiency of the power battery are multiplied to obtain the target conversion efficiency; When the power mode is the parallel mode and the charging and discharging condition is charging, the drive motor efficiency of the drive motor, the gear efficiency of the current gear, and the charging efficiency of the power battery are multiplied to obtain the target conversion efficiency; When the power mode is the parallel mode and the charging and discharging condition is discharging, the drive motor efficiency of the drive motor, the gear efficiency of the current gear, and the discharge efficiency of the power battery are multiplied to obtain the target conversion efficiency; When the power mode is a pure electric mode and the charging and discharging condition is charging, the drive motor efficiency of the drive motor, the reducer efficiency and the charging efficiency of the power battery are multiplied to obtain the target conversion efficiency; When the power mode is the pure electric mode and the charging and discharging condition is discharging, the drive motor efficiency of the drive motor, the reducer efficiency and the discharge efficiency of the power battery are multiplied to obtain the target conversion efficiency.

7. The method according to claim 1, characterized in that Before determining the target conversion efficiency based on the power mode of the target hybrid vehicle, the target motor power, and the charging and discharging conditions of the power battery of the target hybrid vehicle, the method further includes: Based on the power mode, a charge and discharge condition of the power battery is determined.

8. The method according to claim 7, characterized in that The determining, based on the power mode, the charging and discharging status of the power battery includes: When the power mode is a series mode or a parallel mode, determining an original power and a reference power of an engine of the target hybrid vehicle, wherein the original power is a current power of the engine and the reference power is a power corresponding to a reference operating point of the engine; determining the charge and discharge condition based on the original power and the reference power; When the power mode is the pure electric mode, the required driving motor torque and the required driving motor speed of the driving motor of the target hybrid vehicle are determined; and the charging and discharging conditions are determined based on the required driving motor torque and the required driving motor speed.

9. The method according to claim 8, characterized in that The determining the charge and discharge condition based on the original power and the reference power includes: Subtracting the reference power from the original power to obtain a relative change power; when the relative change power is positive, determining the charge-discharge condition as charging; and when the relative change power is negative, determining the charge-discharge condition as discharging; The determining the charging and discharging condition based on the required driving motor torque and the required driving motor speed includes: Based on the required driving motor torque and the required driving motor speed, the required driving motor power of the driving motor is determined; when the required driving motor power is positive, the charging and discharging condition is determined as discharging; when the required driving motor power is negative, the charging and discharging condition is determined as charging.

10. The method according to claim 1, characterized in that The target charge and discharge power includes a target charge power and a target discharge power, and determining the target charge and discharge power of the power battery based on the target motor power, the target conversion efficiency, and the charge and discharge condition includes: When the charging and discharging condition is determined to be charging, multiplying the target motor power by the target conversion efficiency to obtain the target charging power; When the charging and discharging condition is determined to be discharging, the target motor power is divided by the target conversion efficiency to obtain the target discharge power.

11. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, used to call and run the executable program code from the memory, so that the vehicle executes the method for determining the charging and discharging power of the power battery as described in any one of claims 1 to 10.

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