Travel control method for hybrid vehicle, travel controller, and hybrid vehicle

Abstract

The invention provides a driving control method of a hybrid vehicle, a driving controller and the hybrid vehicle. The technical problem that in the prior art, driving control strategies of the hybrid vehicle under different working conditions are not flexible, so that the dynamic property and economical efficiency of the vehicle are poor is solved. According to the driving control method of the hybrid vehicle, the state-of-charge value of the power battery is divided into the multiple state-of-charge intervals, and each state-of-charge interval corresponds to one preset charging and discharging power. In the working process of the hybrid vehicle, the current working condition of the hybrid vehicle is determined according to the working parameters of the hybrid vehicle, the charge state interval of the power battery is regulated and controlled according to the current working condition, and the torque distribution of the engine and the generator is determined according to the regulated and controlled charge state interval of the power battery and the corresponding charging and discharging power. The dynamic torque adjustment of the power battery and the engine is regulated and controlled in real time according to the working condition of the hybrid vehicle, so that the economical efficiency of the hybrid vehicle is improved.

Description

Technical Field

[0001] The present application relates to the field of automobile driving control, and in particular to a driving control method, a driving controller and a hybrid vehicle. Background Art

[0002] Hybrid systems offer low cost and reduced mass, saving fuel compared to traditional fuel vehicles. Hybrid technology increases the vehicle's power source and provides greater flexibility in energy management. However, due to the varying operating conditions of hybrid vehicles, the torque distribution between the engine and generator varies accordingly.

[0003] In the existing technology, torque distribution corresponding to standard operating conditions is often used to achieve torque distribution under different operating conditions. However, the actual operating conditions encountered by hybrid vehicles during actual driving are often very different from the standard operating conditions. If the torque distribution corresponding to the standard operating conditions is used to control the hybrid vehicle, it will lead to poor vehicle economy. In addition, if the driver's intention is not recognized, the control result may be significantly different from the driver's intended power and comfort. Summary of the Invention

[0004] In view of this, the present application provides a driving control method, a driving controller and a hybrid vehicle for a hybrid vehicle, which solves the technical problem in the prior art that the driving control strategy of hybrid vehicles under different working conditions is inflexible, resulting in poor vehicle power and economy.

[0005] To achieve the above objectives, the present application provides a driving control method for a hybrid vehicle, comprising:

[0006] determining a current operating condition of the hybrid vehicle based on operating parameters of the hybrid vehicle;

[0007] regulating a state of charge (SOC) range of the power battery according to a current operating condition of the hybrid vehicle, wherein the SOC value of the power battery is divided into a plurality of SOC ranges, a minimum value of a first SOC range is 0, a maximum value of a last SOC range is 100%, and each SOC range corresponds to a preset charge and discharge power;

[0008] The torque distribution of the engine and the generator is determined according to the state of charge range of the power battery after adjustment.

[0009] In one embodiment of the present application, determining the current operating condition of the hybrid vehicle according to the operating parameters of the hybrid vehicle includes:

[0010] When the single driving cycle duration of the hybrid vehicle is less than a first preset duration, determining that the current operating state of the hybrid vehicle is a top-loading operating state;

[0011] When the single driving cycle duration of the hybrid vehicle is greater than or equal to a first preset duration, it is determined that the current operating condition of the hybrid vehicle is a driving operating condition.

[0012] In one embodiment of the present application, the driving conditions include: congested conditions, urban conditions, suburban conditions, or high-speed conditions.

[0013] In one embodiment of the present application, determining that the current driving condition of the hybrid vehicle is the driving condition includes:

[0014] Obtain the average speed of the hybrid vehicle within a preset detection distance;

[0015] determining a target operating parameter according to the average vehicle speed;

[0016] When the target operating parameter satisfies a preset condition, determining the target operating parameter of the hybrid vehicle to determine a current operating condition of the hybrid vehicle as a current driving condition corresponding to the preset condition;

[0017] The target operating parameters include any one or more combinations of braking frequency, throttle opening, and cruising state.

[0018] In one embodiment of the present application, determining that the current operating condition of the hybrid vehicle is a driving operating condition includes:

[0019] Obtaining operating parameters of the hybrid vehicle within a preset duration and a plurality of preset sub-durations within a preset duration, wherein the preset duration includes a plurality of preset sub-durations;

[0020] The current driving condition of the hybrid vehicle is determined according to the operating parameters within a plurality of preset sub-time periods.

[0021] In one embodiment of the present application, regulating the state of charge range of the power battery according to the current operating condition of the hybrid vehicle includes:

[0022] Obtaining a current state of charge value of a power battery of the hybrid vehicle, and determining a current state of charge interval corresponding to the current state of charge value;

[0023] determining a target state of charge range of a power battery according to a current operating condition of the hybrid vehicle, wherein the target state of charge range is different from the current state of charge range;

[0024] The state of charge of the power battery is regulated so that the regulated state of charge is within the target state of charge range.

[0025] In one embodiment of the present application, regulating the state of charge range of the power battery according to the current operating condition of the hybrid vehicle includes:

[0026] determining, according to the current operating condition of the hybrid vehicle, a target state of charge range corresponding to the current operating condition of the hybrid vehicle;

[0027] One or both of the two endpoint values ​​in the target state of charge range are adjusted to expand the target state of charge range.

[0028] In one embodiment of the present application, the state of charge value of the power battery is divided into five state of charge intervals, and the five state of charge intervals are:

[0029] a first state-of-charge interval, wherein the state-of-charge value within the first state-of-charge interval is less than or equal to a first preset state-of-charge value;

[0030] a second state-of-charge interval, wherein the state-of-charge value within the second state-of-charge interval is greater than the first preset state-of-charge value and less than or equal to the second preset state-of-charge value;

[0031] a third state-of-charge interval, wherein the state-of-charge value within the third state-of-charge interval is greater than the second preset state-of-charge value and less than or equal to the third preset state-of-charge value;

[0032] a fourth state-of-charge interval, wherein the state-of-charge value within the fourth state-of-charge interval is greater than the third preset state-of-charge value and less than or equal to the fourth preset state-of-charge value;

[0033] A fifth state of charge interval, wherein the state of charge value within the fifth state of charge interval is greater than the fourth preset state of charge value.

[0034] As a second aspect of the present application, the present application further provides a driving controller for a hybrid vehicle, comprising an operating condition determination unit for determining a current operating condition of the hybrid vehicle based on operating parameters of the hybrid vehicle;

[0035] a state-of-charge control unit, configured to control a state-of-charge interval of a power battery according to a current operating condition of the hybrid vehicle, wherein the state-of-charge value of the power battery is divided into a plurality of state-of-charge intervals, the minimum value of a first state-of-charge interval being 0, the maximum value of a last state-of-charge interval being 100%, and each state-of-charge interval corresponding to a preset charge and discharge power;

[0036] The torque distribution unit is used to determine the torque distribution of the engine and the generator according to the charge state range after adjustment of the power battery.

[0037] As a second aspect of the present application, the present application provides a hybrid vehicle, comprising:

[0038] Power batteries and power battery management systems;

[0039] dynamo;

[0040] engine;

[0041] The driving controller described above; and

[0042] a detection device, the detection device being used to detect operating parameters of the hybrid vehicle;

[0043] Wherein, the detection device, the power battery management system, the generator and the engine are all communicatively connected to the driving controller.

[0044] The hybrid vehicle driving control method provided herein divides the power battery's state of charge (SOC) value from 0-100% into multiple SOC intervals, with the minimum value of the first SOC interval being 0 (i.e., the first SOC interval can be expressed as: 0 < SOC < SOC1) and the maximum value of the last SOC interval being 100% (i.e., the last SOC interval can be expressed as: SOCn < SOC < 100%). Each SOC interval corresponds to a preset charge / discharge power. During operation of the hybrid vehicle, the current operating condition of the hybrid vehicle is determined based on the hybrid vehicle's operating parameters. The power battery's SOC interval is then adjusted based on the current operating condition. The torque distribution between the engine and generator is determined based on the adjusted SOC interval and the corresponding charge / discharge power of the power battery. This allows for real-time dynamic torque adjustment of the power battery and engine based on the hybrid vehicle's operating condition, thereby improving the hybrid vehicle's economic efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are merely embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without any creative work.

[0046] Figure 1 Shown is a schematic structural diagram of the power system of a hybrid vehicle provided in an embodiment of the present application.

[0047] Figure 2 FIG2 is a flow chart of a driving control method for a hybrid vehicle provided in one embodiment of the present application.

[0048] Figure 3 FIG2 is a flow chart of a driving control method for a hybrid vehicle provided in another embodiment of the present application.

[0049] Figure 4 FIG2 is a flow chart of a driving control method for a hybrid vehicle provided in another embodiment of the present application.

[0050] Figure 5 Shown is a working block diagram of a driving controller of a hybrid vehicle provided in one embodiment of the present application. DETAILED DESCRIPTION

[0051] In the description of the application, the meaning of "multiple" is at least two, for example two, three, etc., unless otherwise clearly and specifically limited. In the embodiments of the present application, all directional indications (such as up, down, left, right, front, back, top, bottom ...) are only used to explain the relative position relationship, motion situation, etc. between each component under a certain specific posture (as shown in the drawings). If this specific posture changes, this directional indication also changes accordingly. In addition, the terms "comprise" and "have" and any deformation thereof are intended to cover non-exclusive inclusion. For example, the process, method, system, product or equipment comprising a series of steps or units is not limited to the steps or units listed, but optionally also includes the steps or units not listed, or optionally also includes other steps or units inherent to these processes, methods, products or equipment.

[0052] In addition, references to "embodiments" herein mean that a particular feature, structure, or characteristic described in connection with the embodiments may be included in at least one embodiment of the present application. The appearance of such phrases in various places in the specification does not necessarily refer to the same embodiment, nor does it necessarily refer to independent or alternative embodiments that are mutually exclusive of other embodiments. It is understood, both explicitly and implicitly, by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0053] Application Overview

[0054] Figure 1 FIG. 1 is a schematic diagram of the structure of the power system of a hybrid vehicle provided in an embodiment of the present application. Figure 1 As shown, the power system of the hybrid vehicle provided in this application includes: an engine, which constitutes the engine drive system of the hybrid vehicle; a generator and a power battery, which constitute the electric drive system of the hybrid vehicle, and the vehicle fuel economy is improved by the electric drive system and the engine power system.

[0055] The operating modes of a hybrid vehicle can include:

[0056] Pure electric mode: The engine is not started, and the hybrid vehicle is driven solely by the generator.

[0057] Hybrid mode: The engine starts and provides energy to drive the hybrid vehicle. If it is a parallel hybrid vehicle, the generator also starts and provides energy to drive the hybrid vehicle. If it is a series hybrid vehicle, the engine starts and drives the generator to provide energy to the generator, so that the generator provides energy to the hybrid vehicle.

[0058] Engine mode: Only the engine drives the hybrid vehicle, and the generator does not work.

[0059] During their research, the inventors discovered that achieving high fuel economy in hybrid vehicles requires optimal coordination between the electric drive system and the traditional engine power drive system. According to the minimum fuel consumption theory, the conversion coefficient between fuel consumption and power consumption must be able to select appropriate parameters under different operating conditions. This means that by continuously adjusting the power borne by the electric drive system and the engine drive system, the hybrid system can always be in an efficient working state.

[0060] In addition, since the state of charge value of the hybrid vehicle's power battery is completely related to the power of the electric drive system, that is, when the state of charge value of the power battery is high (that is, the power level is high), the electric drive system will not limit the power. At this time, the power is strong, and the hybrid vehicle can adopt the engine control mode at medium and low speeds. At this time, there is no engine starting and driving intervention, and there will be no engine NVH problems and vehicle jerking problems caused by clutch separation and engagement problems; therefore, by properly controlling the state of charge value of the power battery, not only the vehicle power is improved, but also the driving comfort and downshifting can be improved.

[0061] Therefore, the present application divides the state of charge value of the power battery from 0-100% into multiple state of charge intervals, the minimum value of the first state of charge interval is 0 (that is, the first state of charge interval can be expressed as: 0<SOC<SOC1), and the maximum value of the last state of charge interval is 100% (that is, the last state of charge interval can be expressed as SOCn<SOC<100%). Each state of charge interval corresponds to a preset charge and discharge power, and each state of charge interval corresponds to a preset charge and discharge power; for example, when the number of state of charge intervals is 6, each state of charge interval has a preset charge and discharge power. The state of charge intervals can be expressed as follows: the first state of charge interval 0 < SOC < SOC1 corresponds to the first charging power; the second state of charge interval SOC1 ≤ SOC < SOC2 corresponds to the second charging power; the third state of charge interval SOC2 ≤ SOC < SOC3 corresponds to the third charging power; the fourth state of charge interval SOC3 ≤ SOC < SOC4 corresponds to the first discharging power; the fifth state of charge interval SOC4 ≤ SOC < SOC5 corresponds to the second discharging power; the sixth state of charge interval SOC5 ≤ SOC < 100% corresponds to the third discharging power. Here, the first charging power > the second charging power > the third charging power, and the first discharging power < the second discharging power < the third discharging power.

[0062] During the operation of the hybrid vehicle, the current operating condition of the hybrid vehicle is determined based on the operating parameters of the hybrid vehicle, and the charge state range of the power battery is adjusted based on the current operating condition. The torque distribution of the engine and the generator is determined based on the adjusted charge state range of the power battery, so as to realize real-time dynamic torque adjustment of the power battery and the engine according to the operating condition of the hybrid vehicle, so as to improve the economy of the hybrid vehicle.

[0063] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0064] Exemplary Methods

[0065] As a first aspect of the present application, the present application provides a driving control method for a hybrid vehicle. Figure 2 FIG. 1 is a flow chart of a driving control method for a hybrid vehicle provided by an embodiment of the present application, as shown in FIG. Figure 2 As shown, the present application provides a driving control method for a hybrid vehicle, comprising the following steps:

[0066] S1: determining a current operating condition of the hybrid vehicle according to operating parameters of the hybrid vehicle;

[0067] Specifically, the operating parameters of the hybrid vehicle include but are not limited to: the speed of the hybrid vehicle, throttle opening, braking frequency, single driving cycle time, whether the cruise state is turned on, etc.

[0068] After the operating parameters of the hybrid vehicle are obtained, the current operating condition of the hybrid vehicle can be determined based on the operating parameters.

[0069] Specifically, hybrid vehicle operating conditions include installation conditions and driving conditions. Installation conditions include both plug-in charging and non-plug-in charging conditions. Driving conditions refer to the conditions in which a hybrid vehicle operates on the road. These conditions may include, but are not limited to, initial standard conditions, urban conditions, suburban conditions, congested conditions, and highway conditions.

[0070] S2: Regulating the state of charge range of the power battery according to the current operating conditions of the hybrid vehicle;

[0071] Specifically, the state of charge value of the power battery is divided into multiple state of charge intervals from 0-100%, the minimum value of the first state of charge interval is 0 (that is, the first state of charge interval can be expressed as: 0<SOC<SOC1), and the maximum value of the last state of charge interval is 100% (that is, the last state of charge interval can be expressed as SOCn<SOC<100%), and each state of charge interval corresponds to a preset charge and discharge power; for example, when the number of state of charge intervals is 6, each state of charge interval can be expressed as: The first state of charge range (0 < SOC < SOC1) corresponds to a first charging power; the second state of charge range (SOC1 ≤ SOC < SOC2) corresponds to a second charging power; the third state of charge range (SOC2 ≤ SOC < SOC3) corresponds to a third charging power; the fourth state of charge range (SOC3 ≤ SOC < SOC4) corresponds to a first discharging power; the fifth state of charge range (SOC4 ≤ SOC < SOC5) corresponds to a second discharging power; and the sixth state of charge range (SOC5 ≤ SOC < 100%) corresponds to a third discharging power. Here, the first charging power > the second charging power > the third charging power, and the first discharging power < the second discharging power < the third discharging power.

[0072] It should be noted that the multiple state of charge intervals can be set when the hybrid vehicle is used for the first time, and the multiple state of charge intervals may be adjusted multiple times during the operation of the hybrid vehicle. The multiple state of charge intervals after adjustment may be different from the multiple state of charge intervals initially set. For example, the number of state of charge intervals is different. For example, the number of state of charge intervals is 6 when the hybrid vehicle is initially set, and after a period of time, the number of state of charge intervals is 5; for another example, the two endpoint values ​​of the same state of charge interval are different. For example, the second state of charge interval is 15%≤SOC<35% when the hybrid vehicle is initially set, and after a period of time, the second state of charge interval is 20%≤SOC<45%.

[0073] Therefore, the multiple SOC intervals in S1 of this application may be the initial settings for the hybrid vehicle when it leaves the factory. Alternatively, they may be the multiple SOC intervals corresponding to the current time of the hybrid vehicle after multiple adjustments (the number and the two endpoints of each SOC interval may be different from the initial settings).

[0074] Once the current operating conditions of the hybrid vehicle are determined, the state of charge range of the power battery can be adjusted according to the current operating conditions. Specifically, the adjustment methods can include the following two methods:

[0075] (1) The first control method: pre-build an operating condition database, which stores the state of charge interval corresponding to each operating condition. After determining the current operating condition of the hybrid vehicle, the target state of charge interval corresponding to the current operating condition can be found in the operating condition database. The current state of charge interval is determined according to the current state of charge value of the power battery. If the target state of charge interval is different from the current state of charge interval, the state of charge value of the power battery is controlled so that the state of charge value of the power battery is within the target state of charge interval. For example, the current state of charge interval corresponding to the current operating condition is: the third state of charge interval SOC2≤SOC<SOC3, and the state of charge value of the power battery is greater than SOC3, then the state of charge value of the power battery is forced to be controlled within SOC2≤SOC<SOC3.

[0076] (2) The second control method: pre-build an operating condition database, which stores the charge state range corresponding to each operating condition. When the current operating condition of the hybrid vehicle is determined, the target charge state range corresponding to the current operating condition can be found in the operating condition database, and the target charge state range is expanded.

[0077] S3: Determine the torque distribution of the engine and the generator according to the charge state range of the power battery after adjustment.

[0078] After the state of charge range is adjusted, the torque distribution of the engine and the generator can be determined based on the adjusted state of charge range.

[0079] Specifically, a torque distribution database can be pre-built, storing the SOC values ​​and the corresponding torque distribution methods for the generator and engine. Therefore, a target SOC value can be selected from the regulated SOC range, and the corresponding torque distribution can be retrieved from the torque distribution database based on the target SOC value.

[0080] The hybrid vehicle driving control method provided herein divides the power battery's state of charge (SOC) value from 0-100% into multiple SOC intervals, with the minimum value of the first SOC interval being 0 (i.e., the first SOC interval can be expressed as: 0 < SOC < SOC1) and the maximum value of the last SOC interval being 100% (i.e., the last SOC interval can be expressed as: SOCn < SOC < 100%). Each SOC interval corresponds to a preset charge / discharge power. During operation of the hybrid vehicle, the current operating condition of the hybrid vehicle is determined based on the hybrid vehicle's operating parameters. The power battery's SOC interval is then adjusted based on the current operating condition. The torque distribution between the engine and generator is determined based on the adjusted SOC interval and the corresponding charge / discharge power of the power battery. This allows for real-time dynamic torque adjustment of the power battery and engine based on the hybrid vehicle's operating condition, thereby improving the hybrid vehicle's economic efficiency.

[0081] In one embodiment of the present application, a specific method for determining the current operating condition of the hybrid vehicle is based on the operating parameters of the hybrid vehicle. Specifically, S1 (determining the current operating condition of the hybrid vehicle based on the operating parameters of the hybrid vehicle) includes the following steps:

[0082] S11: When the single driving cycle duration of the hybrid vehicle is less than a first preset duration, determining that the current operating condition of the hybrid vehicle is a top-loading operating condition;

[0083] First, determine whether the hybrid vehicle's operating condition is short-term or long-term based on the operating parameters. Short-term operating conditions include top-loading conditions, and top-loading conditions include plug-in charging conditions and non-plug-in charging conditions.

[0084] Specifically, the long-term operating condition is a driving operating condition, which may include, for example, an urban operating condition, a suburban operating condition, a congested operating condition, a high-speed operating condition, and the like.

[0085] Therefore, the short-term operating condition is determined based on the duration of the hybrid vehicle's single drive cycle. A single drive cycle is defined as the time from powering on to powering off, and from controller awakening to full sleep. The duration of a single drive cycle is the duration of a single drive cycle. If the single drive cycle duration is less than a first preset duration, it indicates a short single drive cycle duration, indicating that the hybrid vehicle is in a short-term operating condition, such as a bodywork condition.

[0086] Specifically, the specific method for determining the upper installation working condition of the hybrid vehicle is: the vehicle is stationary, the upper installation request switch is turned on, and the plug-in charging state is turned on, which is determined to be the plug-in charging working condition; otherwise, it is the non-plug-in charging working condition.

[0087] S12: When the single driving cycle duration of the hybrid vehicle is greater than or equal to a first preset duration, determining that the current operating condition of the hybrid vehicle is a driving operating condition.

[0088] When the single driving cycle duration is greater than or equal to a first preset duration, it is determined that the current operating condition of the hybrid vehicle is a driving operating condition.

[0089] Optionally, the driving condition includes: a congested condition, an urban condition, a suburban condition, or a highway condition. The specific method for determining whether the current condition of the hybrid vehicle is a driving condition may include the following two methods:

[0090] (1) The first method: determining the specific driving condition of the hybrid vehicle by the operating parameters of the hybrid vehicle within a preset detection distance.

[0091] That is, Figure 3 As shown, S12 (determining that the current operating condition of the hybrid vehicle is a driving operating condition) specifically includes the following steps:

[0092] S121: Obtaining the average speed of the hybrid vehicle within a preset detection distance;

[0093] S122: Determine target operating parameters based on the average vehicle speed;

[0094] Because different average vehicle speeds correspond to different driving conditions, the target operating parameters required to further determine the driving conditions may also be different. Therefore, once the average vehicle speed is determined, the corresponding target operating parameters can be determined based on the average vehicle speed. Target operating parameters include any one or more combinations of braking frequency, throttle opening, and cruise state.

[0095] For example, a low average speed indicates that the hybrid vehicle may be in a congested or urban driving condition. Therefore, the specific driving condition needs to be further determined based on different target operating parameters. In this case, the hybrid vehicle's braking frequency is used to determine whether it is in a congested driving condition. For example, if the braking frequency exceeds a first preset frequency, the condition is determined to be a congested driving condition.

[0096] S123: When the target operating parameter satisfies the preset condition, determining the target operating parameter of the hybrid vehicle and determining the current operating condition of the hybrid vehicle as the current driving condition corresponding to the preset condition;

[0097] After the target operating parameters are determined, it can be determined whether the preset conditions are met based on the target operating parameters. When the preset conditions are met, it can be determined that the driving condition of the hybrid vehicle is the current driving condition corresponding to the preset conditions.

[0098] For example 1: When the average speed of the hybrid vehicle within the preset detection distance is less than the first preset speed V1, the corresponding target operating parameter at this time is the braking frequency. When the braking frequency is greater than the first preset braking frequency N1, that is, the braking frequency meets the preset conditions, then the current operating condition of the corresponding hybrid vehicle is a lightly congested condition.

[0099] Example 2: When the average speed of the hybrid vehicle within the preset detection distance is less than the second preset speed V2, and the second preset speed V2 is less than the first preset speed V1, the corresponding target operating parameter is the braking frequency. When the braking frequency is greater than the second preset braking frequency N2, and the second preset braking frequency is greater than the first preset braking frequency, then at this time, the current operating condition of the hybrid vehicle is a severely congested condition.

[0100] Example 3: When the average speed of the hybrid vehicle within a preset detection distance is greater than or equal to a first preset speed V1 and less than a third preset speed V3, the corresponding target operating parameters are throttle frequency and braking frequency. If the throttle frequency is greater than the first throttle frequency and the braking frequency is greater than the third braking frequency, the hybrid vehicle's current operating condition is determined to be urban.

[0101] Example 4: When the average speed of the hybrid vehicle within the preset detection distance is greater than or equal to the third preset speed V3 and less than the fourth preset speed V4, the corresponding target operating parameter is throttle opening or cruise mode. In this case, if the throttle opening is greater than the first preset throttle opening or the cruise mode is on, the hybrid vehicle's current operating condition is determined to be suburban.

[0102] Example 5: When the average speed of the hybrid vehicle within the preset detection distance is greater than a fourth preset speed V4, the corresponding target operating parameter is the throttle opening or the cruise state. When the throttle opening is greater than the second preset throttle opening, or the cruise state is on, and it is determined that the vehicle speed does not reach zero within the preset detection distance, the current operating condition of the hybrid vehicle is determined to be a high-speed condition.

[0103] (2) The second method: determining the specific driving conditions of the hybrid vehicle by using the operating parameters of the hybrid vehicle within a preset time period.

[0104] That is, Figure 4 As shown, S12 (determining that the current operating condition of the hybrid vehicle is a driving operating condition) specifically includes the following steps:

[0105] S124: Obtaining operating parameters of the hybrid vehicle within a preset duration and a plurality of preset sub-durations, wherein the preset duration includes a plurality of preset sub-durations;

[0106] S125: Determine the current driving condition of the hybrid vehicle according to the operating parameters within the plurality of preset sub-time periods.

[0107] The preset duration is divided into a plurality of preset sub-durations, and then the current driving condition of the hybrid vehicle is determined according to the operating parameters within each preset sub-duration.

[0108] Example 1: Count the average speed of the hybrid vehicle within each preset sub-time period. If the average speed within the preset sub-time period is less than a first reference speed, the preset sub-time period is determined to be a low-speed time period. Multiple low-speed time periods are added together to calculate the total low-speed time period. If the ratio of the total low-speed time period to the preset time period is greater than a first threshold, it is determined that the current driving condition of the hybrid vehicle is a congested condition.

[0109] Example 2: Count the average vehicle speed of the hybrid vehicle within each preset sub-time period. If the average vehicle speed within the preset sub-time period is greater than the first reference speed and less than or equal to the second reference speed, then the preset sub-time period is determined to be a medium-speed time period. Multiple medium-speed time periods are added together to calculate the total medium-speed time period. If the ratio of the total medium-speed time period to the preset time period is greater than a second threshold, it is determined that the current driving condition of the hybrid vehicle is an urban condition.

[0110] Example 3: Count the average speed of the hybrid vehicle within each preset sub-time period. If the average speed within the preset sub-time period is greater than the second reference speed and less than or equal to the third reference speed, then the preset sub-time period is determined to be a medium-high speed time period. Multiple medium-high speed time periods are added together to calculate the total medium-high speed time period. If the ratio of the total medium-high speed time period to the preset time period is greater than a third threshold, it is determined that the current driving condition of the hybrid vehicle is a suburban condition.

[0111] Example 4: Counting the average speed of the hybrid vehicle within each preset sub-time period. If the average speed within the preset sub-time period is greater than the third reference speed, the preset sub-time period is determined to be a high-speed time period. Multiple high-speed time periods are added together to calculate the total high-speed time period.

[0112] At the same time, the average vehicle speed of the hybrid vehicle within each preset sub-time period is calculated. If the average vehicle speed within the preset sub-time period is less than the first reference vehicle speed, the preset sub-time period is determined to be a low-speed time period, and the multiple low-speed time periods are added together to calculate the total low-speed time period.

[0113] When the ratio of the total low-speed time to the preset time is less than a fourth threshold, and the ratio of the total high-speed time to the preset time is greater than a fifth value, it is determined that the current driving condition of the hybrid vehicle is a high-speed condition.

[0114] In another embodiment of the present application, after the current operating condition of the hybrid vehicle is determined, the state of charge range of the power battery can be adjusted according to the current operating condition. Specifically, the adjustment method may include the following two methods:

[0115] (1) The first control method: regulating the state of charge value of the power battery so that the state of charge value of the power battery is within the target state of charge range.

[0116] For example, if the current state of charge range corresponding to the current operating condition is the third state of charge range SOC2≤SOC<SOC3, and the state of charge value of the power battery is greater than SOC3, then the state of charge value of the power battery is forcibly controlled within SOC2≤SOC<SOC3.

[0117] Specifically, the specific method for determining the current operating condition of the hybrid vehicle is determined based on the operating parameters of the hybrid vehicle. That is, S2 (regulating the state of charge range of the power battery based on the current operating condition of the hybrid vehicle) specifically includes the following steps:

[0118] S20: Obtaining a current state of charge value of a power battery of the hybrid vehicle, and determining a current state of charge range corresponding to the current state of charge value;

[0119] During the driving process of the hybrid vehicle, the current state of charge value of the power battery can be obtained, and the corresponding current state of charge range can be determined according to the current state of charge value;

[0120] S21: determining a target state of charge range of the power battery according to the current operating condition of the hybrid vehicle, wherein the target state of charge range is different from the current state of charge range;

[0121] A working condition database is constructed in advance, and the state of charge range corresponding to each working condition is stored in the working condition database. After the current working condition of the hybrid vehicle is determined, the target state of charge range corresponding to the current working condition can be found in the working condition database, and the current state of charge range is determined according to the current state of charge value of the power battery. If the target state of charge range is different from the current state of charge range, it can be said that the current state of charge value is not in the target state of charge range. At this time, the state of charge value of the power battery is adjusted so that the adjusted state of charge value is within the target state of charge range.

[0122] S22: regulating the state of charge of the power battery so that the regulated state of charge is within a target state of charge range.

[0123] Example 1: When the hybrid vehicle is in the upper installation mode:

[0124] When the vehicle is operating in the plug-in charging mode, the plug-in charging state is enabled and the pure electric power demand is met. At this time, there is no need to start the engine, and pure electric mode is forced. Regardless of the current state of charge of the power battery, the state of charge value is always regulated to a higher range, for example, in the fifth state of charge range SOC4≤SOC<SOC5, which helps improve the driving performance of the subsequent hybrid vehicle.

[0125] When the upper installation working condition is the non-plug charging working condition, regardless of the current state of charge value of the power battery is small, the state of charge value of the power battery is adjusted to the middle section, for example, in the fourth state of charge range SOC3≤SOC<SOC4, and then the pure engine is used to meet the upper installation working condition control.

[0126] Example 2: When the hybrid vehicle is currently in a congested condition:

[0127] The corresponding control methods are different when the congestion conditions are different. Specifically,

[0128] When the congestion level is mild, that is, the current driving condition is mild congestion, the target SOC range for mild congestion is SOC3≤SOC<SOC4. The current SOC range of the power battery's current SOC value is SOC4≤SOC<SOC5 (i.e., the current SOC range differs from the target SOC range). At this point, the power battery's SOC value is forcibly adjusted to the target SOC range, i.e., SOC3≤SOC<SOC4. By regulating the power battery's SOC value to the next level within the SOC range, the vehicle's power generation can be increased, the power battery's SOC value can be prevented from being too low, and driving comfort can be improved.

[0129] When the congestion level is severe, that is, the current driving condition is severe congestion, the target SOC range for the severe congestion condition is SOC2≤SOC<SOC3. The power battery's current SOC range is SOC4≤SOC<SOC5 (i.e., the current SOC range differs from the target SOC range). At this point, the power battery's SOC value is forcibly adjusted to fall within the target SOC range, i.e., SOC2≤SOC<SOC3. By regulating the power battery's SOC value to fall two levels below the SOC range, the vehicle's power generation is further increased, preventing the power battery's SOC value from being too low, and improving driving comfort.

[0130] Example 3: When the hybrid vehicle's current driving condition is suburban, the target SOC range for suburban conditions is SOC3 ≤ SOC < SOC4. If the power battery's current SOC value is not within the target SOC range, the power battery's SOC value is regulated to be within the target SOC range. For example, if the power battery's current SOC value is less than the minimum value in the target SOC range, power generation can bring the SOC value within the target SOC range. In this case, the hybrid vehicle is driven by the engine.

[0131] In suburban operating conditions, if the average vehicle speed is lower than a fourth preset speed (when the average vehicle speed is greater than the fourth preset speed, the current driving condition of the hybrid vehicle is determined to be a suburban condition) and after a certain time T1 is reached, it can be determined that the hybrid vehicle has exited the suburban condition and the motor and engine torque distribution control is performed according to the standard cycle operating mode.

[0132] Example 4: When the hybrid vehicle is currently operating at high speed, the target SOC range for high speed is SOC4 ≤ SOC < SOC5. If the power battery's current SOC value is not within the target SOC range, the power battery's SOC value is adjusted to be within the target SOC range. For example, if the power battery's current SOC value is less than the minimum value in the target SOC range, power generation can be used to bring the SOC value within the target SOC range. In this case, the hybrid vehicle is driven by the engine.

[0133] In high-speed conditions, if the average vehicle speed is lower than the fifth preset speed (when the average vehicle speed is greater than the fifth preset speed, the current driving condition of the hybrid vehicle is determined to be a high-speed condition) and after a certain time T2 is reached, it can be determined that the hybrid vehicle has exited the high-speed condition and the motor and engine torque distribution control is performed according to the standard cycle condition mode.

[0134] Example 5: When the current driving condition of the hybrid vehicle is an urban condition: the target state of charge range corresponding to the urban condition is SOC3≤SOC<SOC4. If the current state of charge value of the power battery is not within the target state of charge range, then the state of charge value of the power battery is adjusted to be within the target state of charge range.

[0135] If the current state of charge value of the power battery is less than SOC3, then when the state of charge value is adjusted to the target state of charge range, the first power generation factor is correspondingly increased (the power generation factor is greater than 1).

[0136] If the current state of charge value of the power battery is greater than SOC4, then when the state of charge value is adjusted to the target state of charge range, the first power consumption factor is correspondingly increased (the power consumption factor is greater than 1).

[0137] (2) The second control method: pre-build an operating condition database, which stores the charge state range corresponding to each operating condition. When the current operating condition of the hybrid vehicle is determined, the target charge state range corresponding to the current operating condition can be found in the operating condition database, and the target charge state range is expanded.

[0138] That is, S2 (regulating the state of charge range of the power battery according to the current operating condition of the hybrid vehicle) further includes the following steps:

[0139] S32: determining a target state of charge range corresponding to the current operating condition of the hybrid vehicle according to the current operating condition of the hybrid vehicle;

[0140] As described above, the working condition database is constructed in advance, and the state of charge interval corresponding to each working condition is stored in the working condition database. When the current working condition of the hybrid vehicle is determined, the target state of charge interval corresponding to the current working condition can be found in the working condition database.

[0141] Specifically, the state of charge interval of the power battery has five, which are: the first state of charge interval 0<SOC<SOC1, corresponding to the first charging power; the second state of charge interval SOC1≤SOC<SOC2, corresponding to the second charging power; the third state of charge interval SOC2≤SOC<SOC3; the fourth state of charge interval SOC3≤SOC<SOC4, corresponding to the first discharging power; and the fifth state of charge interval SOC4≤SOC<100%, corresponding to the second discharging power. Among them, the first charging power>the second charging power, and the first discharging power<the second discharging power.

[0142] When the current working condition is the congestion working condition, the target state of charge interval is the fifth state of charge interval SOC4≤SOC<100%.

[0143] S25: One or both of the two end point values in the target state of charge interval is regulated to expand the target state of charge interval.

[0144] When the target state of charge interval is determined, one or both of the two end point values in the target state of charge interval is regulated to expand the target state of charge interval. For example, when the current working condition is the congestion working condition, the target state of charge interval is the fifth state of charge interval SOC4≤SOC<100%. Then, SOC4 is reduced to expand the fifth state of charge interval.

[0145] For example 1: when the working condition of the hybrid vehicle is the upper loading working condition:

[0146] When the upper loading working condition is the plug-in charging working condition, the target state of charge interval is all the state of charge intervals, and each state of charge interval is shifted downward, for example, SOC1 is reduced (optionally, SOC1 is reduced to 0), SOC2 becomes SOC1, SOC3 becomes SOC2, and SOC4 becomes SOC3. At this time, the number of regulated state of charge intervals is four, which are: the first state of charge interval 0<SOC<SOC1 (SOC2 before regulation); the second state of charge interval SOC1≤SOC<SOC2 (SOC3 before regulation); the third state of charge interval SOC2≤SOC<SOC3 (SOC4 before regulation); and the fourth state of charge interval SOC3≤SOC<100%.

[0147] When the upper installation condition is the non-plug charging condition, the target state of charge interval is all the state of charge intervals, and each state of charge interval is shifted upward. For example, SOC4 is increased (optionally, SOC4 is increased to 100%), SOC3 is changed to SOC4, SOC2 is changed to SOC3, and SOC1 is changed to SOC2. At this time, the number of state of charge intervals after adjustment is 4, namely, the first state of charge interval 0<SOC<SOC2 (SOC1 before adjustment); the second state of charge interval SOC2≤SOC<SOC3 (SOC2 before adjustment); the third state of charge interval SOC3≤SOC<SOC4 (SOC3 before adjustment); the fourth state of charge interval SOC4 (SOC3 before adjustment)≤SOC<100%.

[0148] Example 2: When the hybrid vehicle is currently in a congested condition:

[0149] If the hybrid vehicle is currently in congestion and the duration of the congestion is less than a preset time, the target SOC range is: the fifth SOC range (SOC4 ≤ SOC < 100%). In this case, SOC4 can be reduced to expand the target SOC range. This expands the range of pure electric mode, reduces engine starts, and ensures smoother pure electric starts.

[0150] If the hybrid vehicle is currently in congestion and the duration of the congestion is greater than or equal to the preset duration, the target SOC range is: the fifth SOC range (SOC4 ≤ SOC < 100%) and the first SOC range (0 < SOC < SOC1). In this case, SOC4 needs to be reduced and SOC1 increased to expand the target SOC range. This ensures a high charging power level and avoids frequent engine starts and stops. During this period, the engine is constantly running, which increases power generation and helps improve the power battery SOC.

[0151] Example 3: When the current driving condition of the hybrid vehicle is suburban condition:

[0152] If the hybrid vehicle's current driving condition is suburban, the corresponding target SOC ranges are: SOC1 ≤ SOC < SOC2 for the second SOC range, and SOC3 ≤ SOC < SOC4 for the fourth SOC range. In this case, reducing SOC1 and / or increasing SOC2 can expand the second SOC range. Simultaneously, reducing SOC3 and / or increasing SOC4 can expand the fourth SOC range. This facilitates leveraging the hybrid vehicle's "peak shaving and valley filling" control principle to improve vehicle fuel economy. Specifically, when the vehicle demands low, medium, or high power, the battery's charge and discharge power can be used to ensure the engine operates in a high-efficiency range.

[0153] Example 4: When the hybrid vehicle is currently driving at high speed:

[0154] If the current driving condition of the hybrid vehicle is a high-speed condition, the corresponding target state of charge range is: a third state of charge range SOC2≤SOC<SOC3.

[0155] At this time, the SOC2 value can be reduced and / or the SOC3 value can be increased to expand the third state of charge range. The engine directly drives the vehicle to avoid secondary energy conversion, which is beneficial to improving vehicle fuel economy.

[0156] Exemplary Controller

[0157] As a second aspect of the present application, the present application also provides a driving controller for a hybrid vehicle. Figure 5 FIG. 1 is a working block diagram of a driving controller of a hybrid vehicle provided by an embodiment of the present application. Figure 5 As shown, a driving controller 100 for a hybrid vehicle includes:

[0158] The operating condition determination unit 101 is configured to determine the current operating condition of the hybrid vehicle based on the operating parameters of the hybrid vehicle;

[0159] The state-of-charge control unit 102 is configured to obtain a current state-of-charge value of the power battery of the hybrid vehicle and determine a current state-of-charge interval corresponding to the current state-of-charge value, wherein the power battery's state-of-charge value is divided into multiple state-of-charge intervals, with the minimum value of the first state-of-charge interval being 0 and the maximum value of the last state-of-charge interval being 100%, and each state-of-charge interval corresponding to a preset charge and discharge power; and to control the power battery's state-of-charge interval according to the current operating condition of the hybrid vehicle;

[0160] The torque distribution unit 103 is used to determine the torque distribution of the engine and the generator according to the charge state range after adjustment of the power battery.

[0161] The hybrid vehicle driving controller provided herein divides the power battery's state of charge (SOC) value from 0-100% into multiple SOC intervals, with the minimum value of the first SOC interval being 0 (i.e., the first SOC interval can be expressed as: 0 < SOC < SOC1) and the maximum value of the last SOC interval being 100% (i.e., the last SOC interval can be expressed as: SOCn < SOC < 100%). Each SOC interval corresponds to a preset charge / discharge power. During operation of the hybrid vehicle, the current operating condition of the hybrid vehicle is determined based on the hybrid vehicle's operating parameters. The power battery's SOC interval is then adjusted based on the current operating condition. The torque distribution between the engine and generator is determined based on the adjusted SOC interval and the corresponding charge / discharge power of the power battery. This allows for real-time dynamic torque adjustment of the power battery and engine based on the hybrid vehicle's operating condition, thereby improving the hybrid vehicle's economic efficiency.

[0162] Exemplary hybrid vehicles

[0163] As a third aspect of the present application, the present application also provides a hybrid vehicle, including: a power battery and a power battery management system; a generator; an engine; the driving controller mentioned above; and a detection device, the detection device is used to detect the operating parameters of the hybrid vehicle; wherein the detection device, the power battery management system, the generator and the engine are all communicatively connected to the driving controller.

[0164] The methods of this application can be implemented in whole or in part using software, hardware, firmware, or any combination thereof. When implemented using software, they can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer programs or instructions that, when loaded and executed on a computer, fully or partially execute the processes or functions of this application. The computer can be a general-purpose computer, a special-purpose computer, a computer network, a network device, a user device, a core network device, an OAM, or other programmable device.

[0165] The computer program product may be written in any combination of one or more programming languages ​​to implement the program code for performing the operations of the embodiments of the present application, including object-oriented programming languages ​​such as Java, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0166] A computer program or instruction can be stored in a computer-readable storage medium or transferred from one computer-readable storage medium to another. For example, a computer program or instruction can be transferred from one website, computer, server, or data center to another website, computer, server, or data center via wired or wireless means. A computer-readable storage medium can be any available medium that can be accessed by a computer, or a data storage device such as a server or data center that integrates one or more available media. Available media can be magnetic media, such as floppy disks, hard disks, or magnetic tapes; optical media, such as digital video disks; or semiconductor media, such as solid-state drives. The computer-readable storage medium can be volatile or non-volatile, or can include both volatile and non-volatile types of storage media.

[0167] In addition, an embodiment of the present application may also be a storage medium on which a computer program is stored, and the computer program is executed by a processor to execute the steps of a hybrid vehicle driving control method described in any of the above embodiments of this specification.

[0168] For the sake of simplicity, the aforementioned method embodiments are described as a series of action combinations. However, those skilled in the art should be aware that this application is not limited by the order of the actions described, because according to this application, certain steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also be aware that the embodiments described in this specification are all preferred embodiments, and the actions and modules involved are not necessarily required by this application.

[0169] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. Similarities between the various embodiments can be referred to in conjunction with each other. For device embodiments, since they are generally similar to method embodiments, their description is relatively simple, and for relevant details, reference can be made to the description of the method embodiments.

[0170] The steps in the methods of the various embodiments of the present application can be adjusted in order, combined, or deleted according to actual needs, and the technical features recorded in the various embodiments can be replaced or combined. The devices in the various embodiments of the present application can be combined, divided, or deleted according to actual needs.

[0171] Professionals may further appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the above description has generally described the components and steps of each example according to their functions. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians may use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0172] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein may be implemented directly using hardware, software units executed by a processor, or a combination of the two. The software units may be placed in random access memory (RAM), internal memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.

[0173] Finally, it should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or device comprising the element.

[0174] The above description of the disclosed embodiments will enable those skilled in the art to implement or use the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application is not limited to the embodiments shown herein, but is to be construed in the widest manner consistent with the principles and novel features disclosed herein.

Claims

1. A driving control method for a hybrid vehicle, characterized in that: include: determining a current operating condition of the hybrid vehicle based on operating parameters of the hybrid vehicle; regulating a state of charge (SOC) range of the power battery according to a current operating condition of the hybrid vehicle, wherein the SOC value of the power battery is divided into a plurality of SOC ranges, a minimum value of a first SOC range is 0, a maximum value of a last SOC range is 100%, and each SOC range corresponds to a preset charge and discharge power; The torque distribution of the engine and the generator is determined according to the state of charge range of the power battery after adjustment.

2. The driving control method according to claim 1, wherein: Determining a current operating condition of the hybrid vehicle according to operating parameters of the hybrid vehicle includes: When the single driving cycle duration of the hybrid vehicle is less than a first preset duration, determining that the current operating state of the hybrid vehicle is a top-loading operating state; When the single driving cycle duration of the hybrid vehicle is greater than or equal to a first preset duration, it is determined that the current operating condition of the hybrid vehicle is a driving operating condition.

3. The driving control method according to claim 2, wherein: The driving conditions include: congested conditions, urban conditions, suburban conditions, or high-speed conditions.

4. The driving control method according to claim 3, wherein: Determining that the current driving condition of the hybrid vehicle is a driving condition includes: Obtain the average speed of the hybrid vehicle within a preset detection distance; determining a target operating parameter according to the average vehicle speed; When the target operating parameter satisfies a preset condition, determining the target operating parameter of the hybrid vehicle to determine a current operating condition of the hybrid vehicle as a current driving condition corresponding to the preset condition; The target operating parameters include any one or more combinations of braking frequency, throttle opening, and cruising state.

5. The driving control method according to claim 3, wherein: Determining that the current operating condition of the hybrid vehicle is a driving operating condition includes: Obtaining operating parameters of the hybrid vehicle within a preset duration and a plurality of preset sub-durations within a preset duration, wherein the preset duration includes a plurality of preset sub-durations; The current driving condition of the hybrid vehicle is determined according to the operating parameters within a plurality of preset sub-time periods.

6. The driving control method according to claim 1, wherein: Adjusting the state of charge range of the power battery according to the current operating condition of the hybrid vehicle includes: Obtaining a current state of charge value of a power battery of the hybrid vehicle, and determining a current state of charge interval corresponding to the current state of charge value; determining a target state of charge range of a power battery according to a current operating condition of the hybrid vehicle, wherein the target state of charge range is different from the current state of charge range; The state of charge of the power battery is regulated so that the regulated state of charge is within the target state of charge range.

7. The driving control method according to claim 1, wherein: Adjusting the state of charge range of the power battery according to the current operating condition of the hybrid vehicle includes: determining, according to the current operating condition of the hybrid vehicle, a target state of charge range corresponding to the current operating condition of the hybrid vehicle; One or both of the two endpoint values ​​in the target state of charge range are adjusted to expand the target state of charge range.

8. The driving control method according to claim 1, wherein: The state of charge value of the power battery is divided into five state of charge intervals, which are: a first state-of-charge interval, wherein the state-of-charge value within the first state-of-charge interval is less than or equal to a first preset state-of-charge value; a second state-of-charge interval, wherein the state-of-charge value within the second state-of-charge interval is greater than the first preset state-of-charge value and less than or equal to the second preset state-of-charge value; a third state-of-charge interval, wherein the state-of-charge value within the third state-of-charge interval is greater than the second preset state-of-charge value and less than or equal to the third preset state-of-charge value; a fourth state-of-charge interval, wherein the state-of-charge value within the fourth state-of-charge interval is greater than the third preset state-of-charge value and less than or equal to the fourth preset state-of-charge value; A fifth state of charge interval, wherein the state of charge value within the fifth state of charge interval is greater than the fourth preset state of charge value.

9. A driving controller for a hybrid vehicle, characterized in that: include an operating condition determination unit, configured to determine a current operating condition of the hybrid vehicle based on operating parameters of the hybrid vehicle; a state-of-charge control unit, configured to control a state-of-charge interval of a power battery according to a current operating condition of the hybrid vehicle, wherein the state-of-charge value of the power battery is divided into a plurality of state-of-charge intervals, the minimum value of a first state-of-charge interval being 0, the maximum value of a last state-of-charge interval being 100%, and each state-of-charge interval corresponding to a preset charge and discharge power; The torque distribution unit is used to determine the torque distribution of the engine and the generator according to the charge state range after adjustment of the power battery.

10. A hybrid vehicle, characterized in that: include: Power batteries and power battery management systems; dynamo; engine; The travel controller according to claim 9; as well as a detection device, the detection device being used to detect operating parameters of the hybrid vehicle; Wherein, the detection device, the power battery management system, the generator and the engine are all communicatively connected to the driving controller.

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