Hybrid vehicle control method, readable storage medium and hybrid vehicle

Abstract

The invention provides a hybrid vehicle control method, a readable storage medium and a hybrid vehicle, and is applied to the technical field of vehicle control. The method comprises the following steps: firstly, determining gradients of N road sign points in a prediction time domain, when the gradients of M continuous road sign points after a target road sign point are expressed as continuous uphill, increasing an equivalent factor corresponding to the target road sign point, constructing a target function corresponding to the prediction time domain and constraint conditions of each road sign point, and taking the minimization of the target function as a target to obtain a prediction result of each road sign point; n control inputs are solved under the constraint condition, and the engine and the driving motor are controlled according to the first target torque and the second target torque in the first control input. According to the method provided by the invention, the electric quantity when the hybrid vehicle enters the uphill road section can be increased, so that the hybrid vehicle can provide enough power for the hybrid vehicle through the driving motor when entering the uphill road section, and the problem of insufficient power when the hybrid vehicle goes uphill is relieved.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and more specifically, to a hybrid vehicle control method, a readable storage medium, and a hybrid vehicle within the field of vehicle control technology. Background Technology

[0002] Hybrid vehicles can flexibly switch between pure electric mode, pure gasoline mode and hybrid mode, combining the long range of gasoline vehicles with the low fuel consumption of electric vehicles, and are widely favored by the market.

[0003] However, hybrid vehicles are prone to insufficient power when going uphill under heavy loads. Therefore, a control method is urgently needed to alleviate this problem. Summary of the Invention

[0004] This application provides a hybrid vehicle control method, a readable storage medium, and a hybrid vehicle, which can alleviate the problem of insufficient power in hybrid vehicles when going uphill.

[0005] In a first aspect, a hybrid vehicle control method is provided, the hybrid vehicle including an engine, a battery, and a drive motor, the method comprising: Determine the slope of N landmark points in the prediction time domain, with each landmark point corresponding to an equivalent factor; When the slope of the M consecutive landmarks after the target landmark is represented as a continuous uphill slope, the equivalent factor corresponding to the target landmark is increased, and the target landmark includes the 1-(NM)th landmark among the N landmarks; An objective function is constructed for the prediction time domain, and constraints are constructed for each road sign point. The objective function is used to minimize the total fuel consumption rate of the hybrid vehicle in the prediction time domain. The total fuel consumption rate includes the first fuel consumption rate of the engine at each road sign point and the second fuel consumption rate of the battery at each road sign point. The second fuel consumption rate of the battery at each road sign point is equal to the product of the power of the battery at the road sign point and the corresponding equivalent factor. With the objective function as the goal, under the constraints, N control inputs are obtained by solving the problem. The N control inputs correspond one-to-one with the N road signs. Each control input includes a first target torque corresponding to the engine and a second target torque corresponding to the drive motor. The engine is controlled according to the first target torque in the first control input, and the drive motor is controlled according to the second target torque in the first control input.

[0006] The method provided in this application, during energy management, increases the equivalent factor of road markers before the uphill section for continuous uphill road segments. This reduces the weight of the battery's second fuel consumption rate in the vehicle's total fuel consumption before the uphill section, allowing the hybrid vehicle to prioritize power distribution to the engine before the uphill section, thereby reducing electrical energy consumption. This increases the battery capacity of the hybrid vehicle when entering the uphill section, ensuring it has sufficient electrical energy. Consequently, the drive motor can provide sufficient power to the hybrid vehicle when entering the uphill section, thus alleviating the problem of insufficient power for the hybrid vehicle when going uphill.

[0007] Optionally, before constructing the objective function corresponding to the prediction time domain, the method further includes: When the slope of the M consecutive landmarks following the target landmark is represented as a continuous downhill slope, the equivalent factor corresponding to the target landmark is reduced.

[0008] In this embodiment of the application, during the energy management process, for continuous downhill sections, the equivalent factor of the road signs before the downhill section is reduced. This can reduce the weight of the second fuel consumption rate of the battery corresponding to the road signs before the downhill section in the energy management process, so that the hybrid vehicle focuses on allocating power to the drive motor before going downhill. This can reduce the amount of battery charge when entering the downhill section, so that the battery has a larger energy storage space when entering the downhill section. As a result, more electrical energy can be recovered as much as possible when the hybrid vehicle enters the downhill section, thereby reducing the overall power of the vehicle.

[0009] Optionally, when the slope of the M consecutive landmarks after the target landmark is represented as a continuous downhill slope, reducing the equivalent factor corresponding to the target landmark includes: When the slope of M consecutive road signs after the target road sign is represented as a continuous downhill slope, determine whether the traffic flow factor corresponding to the target road sign indicates congestion; If so, reduce the equivalent factor corresponding to the target landmark.

[0010] In this embodiment, the slope of the M consecutive road signs after the target road sign is represented as a continuous downhill slope, and the traffic flow factor corresponding to the target road sign represents congestion. It can be fully determined that the hybrid vehicle needs to reduce the power allocated to the engine and increase the power allocated to the drive motor. At this time, reducing the equivalent factor corresponding to the target road sign can not only reduce the time the engine runs at low power and directly reduce the vehicle's fuel consumption, but also provide a larger energy storage space for the subsequent long downhill slope, so that the hybrid vehicle can recover more electrical energy during the long downhill phase, which can indirectly reduce the vehicle's fuel consumption.

[0011] Optionally, the constraints corresponding to each landmark point include a lower limit constraint on the remaining battery power and an upper limit constraint on the remaining battery power.

[0012] In this embodiment of the application, the constraints corresponding to each road sign point include a lower limit constraint and an upper limit constraint of the remaining battery power. This can prevent the hybrid vehicle from having a low battery level and being unable to use the drive motor during driving, as well as prevent the battery from being damaged due to overload or overheating.

[0013] Optionally, the constraint conditions for constructing each of the landmark points include: For each target landmark, when the slope of the M consecutive landmarks following the target landmark is represented as a continuous uphill slope, the lower limit constraint of the remaining power corresponding to the target landmark is increased. And / or, for each of the target landmarks, when the slope of the M consecutive landmarks following the target landmark is represented as a continuous downhill slope, the lower limit constraint of the remaining power corresponding to the target landmark is reduced.

[0014] In this embodiment of the application, during energy management, for continuously uphill road sections, the lower limit constraint of the remaining battery power corresponding to the road sign points before the uphill section is increased. This ensures that the hybrid vehicle has a higher battery power when entering the uphill section, allowing the drive motor to provide sufficient power to the hybrid vehicle, thereby alleviating the problem of insufficient power when the hybrid vehicle is going uphill. Conversely, for continuously downhill road sections, the lower limit constraint of the remaining battery power corresponding to the road sign points before the downhill section is decreased. This ensures that the battery has a larger energy storage capacity when entering the downhill section, allowing more energy to be recovered through energy recovery, thereby reducing the vehicle's power consumption.

[0015] Optionally, increasing the lower limit constraint of the remaining battery power corresponding to the target road sign point includes: increasing the lower limit constraint of the remaining battery power corresponding to the target road sign point when the actual mass of the hybrid vehicle is greater than a preset mass threshold. The step of reducing the lower limit constraint of the remaining power corresponding to the target landmark includes: reducing the lower limit constraint of the remaining power corresponding to the target landmark when the actual mass is greater than the preset mass threshold.

[0016] In this embodiment, when the hybrid vehicle has a large mass and requires power from the drive motor, for continuous uphill sections, the lower limit constraint of the remaining battery power at the road signs before the uphill section is increased. This ensures the hybrid vehicle has a higher battery level when entering the uphill section, allowing the drive motor to provide sufficient power and alleviating the problem of insufficient power when going uphill. For continuous downhill sections, the lower limit constraint of the remaining battery power at the road signs before the downhill section is decreased, allowing the battery to have a larger energy storage capacity when entering the downhill section. Energy recovery can then recover more energy during downhill driving, thereby reducing the vehicle's power consumption.

[0017] Optionally, the constraints include the acceleration boundary of the hybrid vehicle, and the construction of constraints corresponding to each landmark point includes: For each of the constraints corresponding to a road sign point, when the traffic flow factor corresponding to the road sign point indicates congestion, the acceleration boundary corresponding to the road sign point is reduced. For each of the constraints corresponding to a road sign point, when the traffic flow factor corresponding to the road sign point indicates smooth traffic, the acceleration boundary corresponding to the road sign point is increased.

[0018] In this embodiment, the constraint conditions include an acceleration boundary. When the traffic flow factor corresponding to the road sign indicates congestion, the corresponding acceleration boundary is reduced; when the traffic flow factor corresponding to the road sign indicates smooth traffic, the corresponding acceleration boundary is increased. This can balance the energy consumption and comfort of hybrid vehicles.

[0019] Optionally, when the slope of the M consecutive landmarks after the target landmark is represented as a continuous uphill slope, increasing the equivalent factor corresponding to the target landmark includes: When the slope of M consecutive road signs after the target road sign is represented as a continuous uphill slope, determine whether the traffic flow factor corresponding to the target road sign indicates smooth traffic. If so, increase the equivalent factor corresponding to the target landmark.

[0020] In this embodiment, the slope of the M consecutive road signs after the target road sign is represented as a continuous uphill, and when the traffic flow factor corresponding to the target road sign indicates smooth traffic, it can be fully determined that the hybrid vehicle needs to reduce the power allocated to the drive motor and increase the power allocated to the engine. At this time, increasing the equivalent factor corresponding to the target road sign can not only enable the engine to operate at a higher efficiency and indirectly reduce the vehicle's fuel consumption, but also reserve more electrical energy for the subsequent long uphill, so that the drive motor can provide greater power to the vehicle during the long uphill phase, thereby improving the vehicle's power performance during the long uphill phase.

[0021] Secondly, a hybrid vehicle control device is provided, the hybrid vehicle including an engine, a battery, and a drive motor, the device comprising: A determination module is used to determine the slope of N landmark points in the prediction time domain, where each landmark point corresponds to an equivalent factor. An adjustment module is used to increase the equivalent factor corresponding to the target landmark when the slope of the M consecutive landmarks after the target landmark is represented as a continuous uphill slope. The target landmark includes the 1-(NM)th landmark among the N landmarks. A construction module is used to construct the objective function corresponding to the prediction time domain and construct the constraint conditions corresponding to each of the road signs. The objective function is used to minimize the total fuel consumption rate of the hybrid vehicle in the prediction time domain. The total fuel consumption rate includes the first fuel consumption rate of the engine at each of the road signs and the second fuel consumption rate of the battery at each of the road signs. The second fuel consumption rate of the battery at each of the road signs is equal to the product of the power of the battery at each of the road signs and the corresponding equivalent factor. The solution module is used to solve for N control inputs under the constraints with the objective function as the goal, the N control inputs corresponding one-to-one with the N road signs, and each control input includes a first target torque corresponding to the engine and a second target torque corresponding to the drive motor; A control module is configured to control the engine based on the first target torque in the first control input, and to control the drive motor based on the second target torque in the first control input.

[0022] Thirdly, a hybrid vehicle is provided, the hybrid vehicle comprising: Memory, used to store executable program code; A processor is configured to call and run the executable program code from the memory, causing the hybrid vehicle to perform the method in any possible implementation of the first aspect described above.

[0023] Fourthly, a program product is provided, comprising: executable program code, which, when run on a hybrid vehicle, causes the hybrid vehicle to perform the method in any possible implementation of the first aspect described above.

[0024] Fifthly, a readable storage medium is provided that stores executable program code, which, when run on a hybrid vehicle, causes the hybrid vehicle to perform the method in any possible implementation of the first aspect described above. Attached Figure Description

[0025] Figure 1 This is a flowchart illustrating the steps of a hybrid vehicle control method provided in an embodiment of this application; Figure 2 This is a schematic diagram of the structure of a hybrid vehicle control device provided in an embodiment of this application; Figure 3 This is a structural schematic diagram of a hybrid vehicle provided in an embodiment of this application. Detailed Implementation

[0026] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0027] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0028] Hybrid vehicles possess both an engine and a drive motor. During the control process of a hybrid vehicle, when the load is low and the battery is sufficiently charged, it can switch to pure electric mode, where the drive motor alone provides power to the hybrid vehicle. When the load is low and the battery is insufficient, it can switch to pure gasoline mode, where the engine alone provides power to the hybrid vehicle. When the load is high and the battery is sufficiently charged, it can switch to hybrid mode, where both the engine and the drive motor jointly provide power to the hybrid vehicle. This allows hybrid vehicles to possess both the long range of gasoline vehicles and the low fuel consumption of electric vehicles.

[0029] Currently, Model Predictive Control (MPC) algorithms are generally used to manage the energy of hybrid vehicles. In the energy management process, the fuel consumption rate of the engine (hereinafter referred to as the first fuel consumption rate) and the equivalent fuel consumption rate of the drive motor (hereinafter referred to as the second fuel consumption rate) are considered together. While ensuring the power performance of the hybrid vehicle, the fuel consumption of the hybrid vehicle can be reduced.

[0030] However, this method is only applicable to scenarios with low loads. When the hybrid vehicle is under heavy load, it will still experience insufficient power when going uphill. For example, when the hybrid vehicle is carrying heavy cargo or towing a motorhome, the load on the hybrid vehicle increases sharply, resulting in a significant lack of power when going uphill.

[0031] To address the aforementioned technical problems, this application provides a control method for hybrid vehicles. This method employs an MPC algorithm for energy management of the hybrid vehicle. During the management process, for uphill sections, the weight of the battery's equivalent fuel consumption rate before the uphill section in the total fuel consumption rate of the hybrid vehicle is increased. This causes the hybrid vehicle to prioritize power allocation to the engine before the uphill section, thereby reducing energy consumption. This increases the battery level of the hybrid vehicle when entering the uphill section, ensuring that the hybrid vehicle has sufficient energy. Consequently, the drive motor can provide sufficient power to the hybrid vehicle when entering the uphill section, alleviating the problem of insufficient power when the hybrid vehicle is going uphill.

[0032] See Figure 1 , Figure 1 This is a flowchart illustrating the steps of a hybrid vehicle control method provided in an embodiment of this application. The method is applied to hybrid vehicles and can be executed by the vehicle control unit (VCU) in the hybrid vehicle. The hybrid vehicle includes an engine, a drive motor, and a battery (also called a power battery). Figure 1 As shown, the method may include the following steps: Step 101: Determine the slope of N landmark points within the prediction time domain.

[0033] In this context, the prediction time domain refers to the forward prediction time length within the current control cycle of the MPC algorithm. The prediction time domain corresponds to the preview distance (also known as the look-ahead distance), which is equal to the product of the prediction time domain length and the current speed of the hybrid vehicle. N is an integer greater than 1. The N landmark points (also known as discrete points) in the prediction time domain refer to the N landmark points within the preview distance, including the vehicle's current position and multiple consecutive landmark points after the current position.

[0034] For example, assuming the control cycle of the MPC algorithm is 1 second, N is 10, and the current speed of the hybrid vehicle is 10 kilometers per second, then the prediction time domain is (N-1)×1 second, the preview distance corresponding to the prediction time domain is 90 kilometers, the first of the N road signs is the current position of the hybrid vehicle, the second road sign is 10 kilometers away from the current position, the third road sign is 20 kilometers away from the current position, the fourth road sign is 40 kilometers away from the current position, the fifth road sign is 40 kilometers away from the current position, ... the tenth road sign is 90 kilometers away from the current position, and the second to tenth road signs are all located after the current position.

[0035] It can be understood that each landmark corresponds to a specific moment in time. The first landmark corresponds to the current moment, the second landmark corresponds to a moment one control cycle from the current moment, the third landmark corresponds to a moment two control cycles from the current moment, and so on, up to the tenth landmark corresponds to a moment nine control cycles from the current moment. Therefore, the slope corresponding to a landmark is the slope corresponding to the moment at which the landmark is located.

[0036] In this embodiment, during the execution of the MPC algorithm, the vehicle controller determines the slope of each of the N landmarks within the prediction time domain corresponding to the current control cycle in each control cycle of the MPC algorithm. For example, when determining the slope of the N landmarks, the vehicle controller first determines the location information of each landmark in the map data based on the current location of the hybrid vehicle, and then obtains the altitude of each landmark from the map data based on the location information of each landmark. Next, for each landmark, the altitude difference between the landmark and its next adjacent landmark is calculated. Dividing the altitude difference by the distance between the two landmarks yields the slope of the landmark. For example, for the second landmark, the altitude difference between the third and second landmarks is first calculated, and then this altitude difference is divided by the distance between the third and second landmarks to obtain the slope of the second landmark. This process is repeated for each landmark to obtain its slope.

[0037] The above are merely illustrative examples; the specific methods for determining the slope of each road sign point may include, but are not limited to, the examples above.

[0038] Step 102: When the slope of the M consecutive road signs after the target road sign is represented as a continuous uphill slope, increase the equivalent factor corresponding to the target road sign.

[0039] The target landmarks include the (1-(NM))th landmarks out of N landmarks, where M is an integer greater than 1. The slope of the M landmarks is represented as continuous uphill, meaning that the slope of the M landmarks is continuously positive. A positive slope indicates uphill, and a negative slope indicates downhill.

[0040] In this embodiment, when using the MPC algorithm to manage the energy of a hybrid vehicle, the parameters used in the MPC algorithm can be calculated based on the longitudinal dynamics model, engine model, motor / battery model, and remaining battery charge model of the hybrid vehicle.

[0041] The power demand of the hybrid vehicle at time k is determined by the power required to overcome driving resistance, and the longitudinal dynamics model can be expressed as follows:

[0042] Let m be the power demand of the hybrid vehicle at time k, and m be the mass of the hybrid vehicle. Let K be the acceleration of the hybrid vehicle at time k. It is the acceleration due to gravity. Let be the slope at landmark k (at time k). air density, This refers to the drag coefficient of hybrid vehicles. For the frontal area of ​​hybrid vehicles, This is the rolling coefficient for hybrid vehicles. Let η_trans be the vehicle speed of the hybrid vehicle at time k, and let η_trans be the efficiency of the hybrid vehicle's transmission system.

[0043] Here, time k is the landmark k, which represents each of the N landmarks and also represents the time corresponding to each landmark.

[0044] To obtain the power demand of the hybrid vehicle at time k. At that time, the actual mass m and drag coefficient of the hybrid vehicle can be estimated in real time. and rolling resistance coefficient Then, based on the vehicle speed at time k... acceleration Slope, mass (m), drag coefficient Rolling resistance coefficient and air density The required power at time k is determined using a longitudinal dynamics model, along with the transmission system efficiency η_trans, etc. .

[0045] The engine model can be a static model based on the universal characteristic diagram, which can be represented as follows:

[0046] This represents the engine's first fuel consumption rate at time k. This represents the engine torque at time k. This represents the engine speed at time k. When obtaining the engine's first fuel consumption rate at time k, it can be based on the engine's torque at time k. and rotational speed The engine's first fuel consumption rate at time k is obtained by looking up a table.

[0047] The motor / battery model treats the drive motor and battery as a whole, which can be represented as follows:

[0048] Indicates that the battery is in The second fuel consumption rate at any given time. Indicates that the drive motor is in Power at any moment Indicates that the drive motor is in Rotation speed at any given moment This indicates the efficiency of the drive motor.

[0049] When obtaining the battery's second fuel consumption rate at time k, the power of the drive motor at time k can be obtained by looking up a table. and rotational speed Corresponding efficiency Then, based on the power of the drive motor at time k... Rotation speed and corresponding efficiency The second fuel consumption rate of the battery at time k is determined using the motor / battery model shown above. .

[0050] The remaining battery capacity (State of Charge, SOC) can be modeled using a first-order RC model or a simplified integral model, as follows:

[0051] Indicates that the battery is in Remaining battery level at any given time Indicates that the battery is in Remaining battery level at any given time Indicates that the battery is in Battery current at any given moment Indicates the total battery capacity. Indicates the duration of the control cycle.

[0052] In obtaining the battery Remaining battery power at any given time At that time, it can first be based on the battery's second fuel consumption rate at time 1. And battery voltage estimation Battery current at any moment Then based on Moment Battery current Total battery capacity and cycle duration The remaining battery capacity model shown above is used to determine the battery's remaining capacity. Remaining battery power at any given time .

[0053] In this embodiment, the objective function of the MPC algorithm comprehensively considers both the engine's first fuel consumption rate and the drive motor's second fuel consumption rate. The objective function is as follows:

[0054] This represents the total fuel consumption rate of hybrid vehicles throughout the entire prediction time domain. express Equivalent factor of time, Indicates that the battery is in The second fuel consumption rate at a given time, i.e., the battery at... The second fuel consumption rate at a given time is equal to the battery's... Power at time and The product of the equivalent factors at time, Time is a road sign .

[0055] In this embodiment, before constructing the objective function, the equivalent factor corresponding to each landmark is first set as a base value, which can be pre-calibrated experimentally. Then, for each target landmark, when determining the need to adjust the equivalent factor based on the slope of the M consecutive landmarks following the target landmark, the base value corresponding to the target landmark is adjusted according to a first preset amplitude. The first preset amplitude is a positive value and can also be pre-calibrated.

[0056] As shown in the objective function above, each road sign corresponds to an equivalent factor, which can be understood as the conversion coefficient between the battery's power and the battery's second fuel consumption rate. The objective function is used to minimize the total fuel consumption rate of the hybrid vehicle in the prediction time domain. The total fuel consumption rate includes the sum of the engine's first fuel consumption rate and the battery's second fuel consumption rate at each road sign.

[0057] Using the example above, with a cycle length of 1 second, N = 10, and M = 3, the target landmarks include landmarks 1 through 7. For landmark 1, if the slopes of landmarks 2, 3, and 4 are all positive, then landmarks 2, 3, and 4 represent a continuous uphill section, meaning the route from landmark 2 to landmark 4 is a continuous uphill section.

[0058] For example, when the slope of the M landmarks following the target landmark is represented as a continuous uphill slope, the base value and a first preset amplitude are summed, and the sum is used as the equivalent factor corresponding to the target landmark. Referring to the above example, for the second landmark, the equivalent factor of the second landmark is first set as the base value. When the slopes of the third, fourth, and fifth landmarks are all positive, representing a continuous uphill slope, the equivalent factor of the second landmark can be increased. That is, the base value of the equivalent factor corresponding to the second landmark and the first preset amplitude are summed, and the sum is used as the final equivalent factor of the second landmark.

[0059] Conversely, for each target landmark, if the slope of the M consecutive landmarks following the target landmark is not represented as a continuous uphill slope, the equivalent factor corresponding to the target landmark remains at the base value. Referring to the example above, for the 3rd landmark, the equivalent factor for the 3rd landmark is first set to the base value. When the slope of any one of the 4th, 5th, or 6th landmarks is negative, the equivalent factor for the 2nd landmark remains at the base value.

[0060] Specifically, for the MN-th landmark, the equivalent factor of the MN-th landmark remains unchanged; that is, the base value is directly used as the equivalent factor of the MN-th landmark. Referring to the example above, where M is 3, the MN-th landmark includes the 8th, 9th, and 10th landmarks. Therefore, the equivalent factors of the 8th, 9th, and 10th landmarks can be directly set to the base value.

[0061] In this embodiment, while adjusting the equivalence factor, the vehicle's current speed, the battery's current remaining charge, the engine's current speed, and the motor's current speed can also be obtained. The current speed is the vehicle's speed at the first road sign point, the current remaining charge is the battery's remaining charge at the first road sign point, the engine's current speed is the engine's speed at the first road sign point, and the motor's current speed is the motor's speed at the first road sign point.

[0062] Step 103: Construct the objective function corresponding to the prediction time domain, and construct the constraint conditions corresponding to each landmark point.

[0063] In this embodiment, after adjusting the equivalence factors, the objective function of the MPC algorithm can be constructed based on the equivalence factors of each landmark point. Referring to the above example, after adjusting the equivalence factors corresponding to the target landmark points, the equivalence factors of each landmark point can be substituted into the objective function to complete the construction of the objective function.

[0064] While constructing the objective function, optimization variables can be defined for each landmark point. These optimization variables can include the engine torque (hereinafter referred to as the first target torque) and the electric motor torque (hereinafter referred to as the second target torque), which can be represented as follows:

[0065] in, Indicates the engine is in The primary target torque at any given moment Indicates that the drive motor is in The second target torque at that moment.

[0066] Alternatively, the optimization variables can include the first target torque, the second target torque, and the vehicle's acceleration, which can be represented as follows:

[0067] While constructing the objective function, constraints can be constructed for each landmark point. These constraints can include power balance constraints, engine torque constraints, motor torque constraints, and battery power constraints.

[0068] The power balance constraint can be expressed as follows:

[0069] The engine torque constraint can be expressed as follows:

[0070] This indicates the engine's minimum permissible torque. This indicates the engine's maximum permissible torque.

[0071] The motor torque constraint can be expressed as follows:

[0072] This indicates the minimum torque of the drive motor. This indicates the maximum torque of the drive motor.

[0073] The battery power constraint can be expressed as follows:

[0074] This indicates the battery's maximum discharge power at the current SOC and temperature. This indicates the battery's maximum charging power at the current SOC and temperature.

[0075] It should be understood that the above are merely illustrative examples, and the constraints may include, but are not limited to, the examples above.

[0076] Step 104: With the objective function as the goal, solve for N control inputs under constraints.

[0077] Step 105: Control the engine according to the first target torque in the first control input, and control the drive motor according to the second target torque in the first control input.

[0078] Among them, N control inputs correspond one-to-one with N road signs. Each control input includes the first target torque corresponding to the engine and the second target torque corresponding to the drive motor. The first control input is the control input corresponding to the first road sign.

[0079] In this embodiment, after constructing the objective function and constraints corresponding to the current control cycle of the MPC algorithm, optimization is performed under the constraints with the objective function as the goal to obtain the optimal control sequence. For example, a nonlinear programming (NLP) solver can be pre-deployed in the vehicle controller. The slope and equivalent factor of each road sign point, the vehicle speed at the first road sign point, the remaining battery charge at the first road sign point, the engine speed at the first road sign point, and the motor speed at the first road sign point are provided to the NLP solver. With the objective function as the goal, multiple consecutive control inputs are solved and output under the constraints.

[0080] In this context, multiple consecutive control inputs are also called a control sequence. Each element in the control sequence is a control input, and the N control inputs correspond one-to-one with the N road markers. Each control input includes a first target torque. Second target torque .

[0081] After obtaining the control sequence, the first target torque and the second target torque included in the first element (corresponding to the first landmark point) in the control sequence can be obtained. The first target torque is sent to the engine controller so that the engine controller controls the torque of the engine according to the first target torque. The second target torque is sent to the motor controller so that the motor controller controls the torque of the drive motor according to the second target torque.

[0082] When the optimization variable includes vehicle acceleration, each control input also includes vehicle acceleration. After obtaining the control sequence, the vehicle acceleration can be controlled based on the acceleration in the first control sequence.

[0083] It is understandable that in each control cycle, the vehicle controller executes steps 101-105 above to control the torque of the engine and drive motor once. Normally, the controller can achieve periodic control of the hybrid vehicle by cyclically executing steps 101-105.

[0084] It should be noted that when obtaining the control sequence through the NLP solver, other vehicle data may also need to be provided to the NLP solver. For example, the speed limit and road curvature for each road sign point may also need to be provided to the NLP solver. Other data can be obtained and provided to the NLP solver using methods known in the art.

[0085] In this embodiment, the MPC algorithm is used for energy management of the hybrid vehicle. During the management process, the slope of N road signs in the prediction time domain is determined. When the slope of the M consecutive road signs after the target road sign is represented as a continuous uphill slope, the equivalent factor corresponding to the target road sign is increased. Then, an objective function corresponding to the prediction time domain is constructed, and constraints are constructed for each road sign. With the objective function as the goal, N control inputs are obtained under the constraints. The engine is controlled according to the first target torque in the first control input, and the drive motor is controlled according to the second target torque in the first control input. The method provided in this application, during energy management, increases the equivalent factor of road markers before the uphill section for continuous uphill road segments. This reduces the weight of the battery's second fuel consumption rate in the vehicle's total fuel consumption before the uphill section, allowing the hybrid vehicle to prioritize power distribution to the engine before the uphill section, thereby reducing electrical energy consumption. This increases the battery capacity of the hybrid vehicle when entering the uphill section, ensuring it has sufficient electrical energy. Consequently, the drive motor can provide sufficient power to the hybrid vehicle when entering the uphill section, thus alleviating the problem of insufficient power for the hybrid vehicle when going uphill.

[0086] Optionally, before constructing the objective function corresponding to the prediction time domain, the method may further include: When the slope of the M landmarks following the target landmark is represented as a continuous downhill slope, the equivalent factor corresponding to the target landmark is reduced.

[0087] In one implementation, for each target road sign, when the slope of the M consecutive road signs after the target road sign is represented as a continuous downhill, the equivalent factor corresponding to the target road sign is reduced. This reduces the weight of the second fuel consumption rate of the battery corresponding to the target road sign in the energy management process, allowing the hybrid vehicle to focus on allocating power to the drive motor before going downhill. This reduces the amount of electricity the battery has when entering the downhill section, giving the battery a larger energy storage capacity when entering the downhill section. As a result, more electrical energy can be recovered through energy recovery during downhill driving, thereby reducing the overall energy consumption of the vehicle.

[0088] Based on the above example, for the second landmark, the equivalent factor of the second landmark is first set as the base value. When the slopes of the third, fourth and fifth landmarks are all negative, indicating continuous downhill, the equivalent factor of the second landmark can be reduced, that is, the base value is reduced by a first preset amount, so as to obtain the final equivalent factor of the second landmark.

[0089] Conversely, for each target landmark, if the slope of the M consecutive landmarks following the target landmark is not represented as a continuous downhill slope, the equivalent factor corresponding to the target landmark remains at the base value. Referring to the example above, for the second landmark, the equivalent factor of the second landmark is first set to the base value. When the slope of any one of the third, fourth, or fifth landmarks is positive, the equivalent factor of the second landmark remains at the base value.

[0090] In this embodiment of the application, during the energy management process, for continuous downhill sections, the equivalent factor of the road signs before the downhill section is reduced. This can reduce the weight of the second fuel consumption rate of the battery corresponding to the road signs before the downhill section in the energy management process, so that the hybrid vehicle focuses on allocating power to the drive motor before going downhill. This can reduce the amount of battery charge when entering the downhill section, so that the battery has a larger energy storage space when entering the downhill section. As a result, more electrical energy can be recovered as much as possible when the hybrid vehicle enters the downhill section, thereby reducing the overall power of the vehicle.

[0091] Optionally, when the slope of the M consecutive landmarks after the target landmark is represented as a continuous downhill slope, the equivalent factor corresponding to the target landmark is reduced, including: When the slope of M consecutive road signs after the target road sign is represented as a continuous downhill slope, determine whether the traffic flow factor corresponding to the target road sign indicates congestion; If so, reduce the equivalent factor corresponding to the target landmark.

[0092] In one implementation, while obtaining the slope corresponding to the road sign, the traffic flow factor of the road sign can also be obtained from the map data based on the location information of the road sign. The traffic flow factor represents the congestion status of the location of the road sign, and the larger the traffic flow factor, the more congested it is.

[0093] For each target landmark, when the M consecutive landmarks after the target landmark are represented as a continuous downhill slope, it is also possible to determine whether the target landmark is congested based on the traffic flow factor corresponding to the target landmark. If the traffic flow factor indicates that the target landmark is congested, the equivalent factor corresponding to the target landmark is reduced.

[0094] Based on the above example, for the second road sign, the equivalent factor of the second road sign is first set as the base value. When the slopes of the third, fourth, and fifth road signs are all negative, indicating continuous downhill, it can be further determined whether the traffic flow factor corresponding to the second road sign is greater than the first preset threshold (e.g., 0.8). When the traffic flow factor corresponding to the second road sign is greater than the first preset threshold, it can be determined that the second road sign is in a congested state. At this time, the equivalent factor corresponding to the second road sign can be reduced.

[0095] Conversely, when the slopes of the 3rd, 4th, and 5th road signs are all negative, indicating continuous downhill, if it is determined that the traffic flow factor corresponding to the 2nd road sign is less than the first preset threshold, it can be determined that the 2nd road sign is not in a congested state, and the equivalent factor corresponding to the 2nd road sign will not be reduced.

[0096] It's understandable that lower vehicle speeds result in lower engine efficiency and higher fuel consumption. When the traffic flow factor corresponding to the target road sign indicates congestion, it suggests that the vehicle speed may be relatively low. In this case, reducing the equivalent factor can decrease the weight of the battery's secondary fuel consumption rate in total fuel consumption. This allows the hybrid vehicle to prioritize power allocation to the engine, avoiding excessive power distribution to the engine. Consequently, the duration of engine operation at low efficiency can be shortened, thus reducing vehicle fuel consumption.

[0097] In this embodiment, the slope of the M consecutive road signs after the target road sign is represented as a continuous downhill slope, and the traffic flow factor corresponding to the target road sign represents congestion. It can be fully determined that the hybrid vehicle needs to reduce the power allocated to the engine and increase the power allocated to the drive motor. At this time, reducing the equivalent factor corresponding to the target road sign can not only reduce the time the engine runs at low power and directly reduce the vehicle's fuel consumption, but also provide a larger energy storage space for the subsequent long downhill slope, so that the hybrid vehicle can recover more electrical energy during the long downhill phase, which can indirectly reduce the vehicle's fuel consumption.

[0098] Optionally, when the slope of the M consecutive landmarks after the target landmark is represented as a continuous uphill slope, the equivalent factor corresponding to the target landmark is increased, including: When the slope of M consecutive road signs after the target road sign is represented as a continuous uphill slope, determine whether the traffic flow factor corresponding to the target road sign indicates smooth traffic. If so, increase the equivalent factor corresponding to the target landmark.

[0099] In one implementation, for each target landmark, when the M consecutive landmarks after the target landmark are represented as continuous uphill, the traffic flow factor corresponding to the target landmark can be used to determine whether the target landmark is unobstructed. If the traffic flow factor indicates that the target landmark is unobstructed, the equivalent factor corresponding to the target landmark is increased.

[0100] Based on the above example, for the second road sign, first set the equivalent factor of the second road sign as the base value. When the slopes of the third, fourth, and fifth road signs are all positive, indicating continuous uphill, it can be further determined whether the traffic flow factor corresponding to the second road sign is less than the second preset threshold (e.g., 0.2). When the traffic flow factor corresponding to the second road sign is less than the second preset threshold, it can be determined that the second road sign is in a smooth state, and at this time, the equivalent factor corresponding to the second road sign can be increased.

[0101] Conversely, when the slopes of the 3rd, 4th, and 5th road signs are all positive, indicating continuous uphill, if it is determined that the traffic flow factor corresponding to the 2nd road sign is greater than the second preset threshold, it can be determined that the 2nd road sign is not in a smooth flow state. In this case, the equivalent factor corresponding to the 2nd road sign will not be increased.

[0102] It's understandable that engines are more efficient at higher vehicle speeds. When the traffic flow factor corresponding to the target road sign indicates smooth traffic, it suggests that the vehicle speed may be relatively high. In this case, increasing the equivalent factor can reduce the weight of the battery's second fuel consumption rate in the total fuel consumption, allowing the hybrid vehicle to prioritize power allocation to the engine, enabling the engine to operate at higher efficiency.

[0103] In this embodiment, the slope of the M consecutive road signs after the target road sign is represented as a continuous uphill, and when the traffic flow factor corresponding to the target road sign indicates smooth traffic, it can be fully determined that the hybrid vehicle needs to reduce the power allocated to the drive motor and increase the power allocated to the engine. At this time, increasing the equivalent factor corresponding to the target road sign can not only enable the engine to operate at a higher efficiency and indirectly reduce the vehicle's fuel consumption, but also reserve more electrical energy for the subsequent long uphill, so that the drive motor can provide greater power to the vehicle during the long uphill phase, thereby improving the vehicle's power performance during the long uphill phase.

[0104] Optionally, the constraints corresponding to each landmark point include a lower limit constraint on the remaining battery power and an upper limit constraint on the remaining battery power.

[0105] In one implementation, the constraints corresponding to each landmark point may include, in addition to power balance constraints, engine torque constraints, motor torque constraints, and battery power constraints, a remaining battery charge constraint. The remaining battery charge constraint can be expressed as follows:

[0106] This represents the lower limit constraint of remaining battery capacity, and represents the minimum allowable state of charge (SOC) of the battery. This represents the upper limit constraint on remaining battery capacity, and the lower limit constraint on the remaining battery vector. It can be understood that when the constraints include both an upper limit constraint on remaining battery capacity and a lower limit constraint on the remaining battery vector, the battery capacity will not be lower than a certain threshold during energy management of hybrid vehicles. and not greater than .

[0107] In practical applications, when the battery's SOC is not lower than This avoids the problem of hybrid vehicles running out of battery power and being unable to use the drive motor while driving. When the battery's SOC is no greater than [a certain value], [this is possible]. This can prevent the battery from being damaged due to overload or overheating.

[0108] Optionally, constraints are constructed for each landmark point, including: For each target landmark, when the slope of the M consecutive landmarks after the target landmark is represented as a continuous uphill slope, the lower limit constraint of the remaining power corresponding to the target landmark is increased. And / or, for each target landmark, when the slope of the M consecutive landmarks after the target landmark is represented as a continuous downhill slope, reduce the lower limit constraint of the remaining power of the target landmark.

[0109] In one implementation, when the constraints include the remaining battery power constraint, during the constraint construction process, if the M landmarks after the target landmark are represented as continuous uphill sections, the lower limit constraint of the remaining battery power corresponding to the landmark point can be increased.

[0110] For example, before setting constraints, the lower limit constraint of remaining power corresponding to each landmark point is first set as a basic lower limit value, which can be pre-calibrated experimentally. Then, for each target landmark point, when it is determined that the lower limit constraint of remaining power corresponding to the target landmark point needs to be adjusted based on the slope of the M consecutive landmark points after the target landmark point, the lower limit constraint of remaining power corresponding to the target landmark point is adjusted according to a second preset amplitude, which is a positive value and can also be pre-calibrated.

[0111] Based on the above example, for the second landmark, first set the lower limit constraint of the remaining power corresponding to the second landmark as the basic lower limit value. When the slopes of the third, fourth, and fifth landmarks are all positive, indicating continuous uphill, the lower limit constraint of the remaining power corresponding to the second landmark can be increased. That is, the basic lower limit value and the second preset amplitude corresponding to the second landmark are summed, and the summation result is used as the final lower limit constraint of the remaining power corresponding to the second landmark.

[0112] Conversely, for each target landmark, if the slope of the M consecutive landmarks following the target landmark is not represented as a continuous uphill slope, the remaining battery power lower limit constraint corresponding to the target landmark remains as the base lower limit value. Referring to the example above, for the 3rd landmark, the remaining battery power lower limit constraint corresponding to the 3rd landmark is first set as the base lower limit value. When the slope of any one of the 4th, 5th, or 6th landmarks is negative, the remaining battery power lower limit constraint corresponding to the 2nd landmark remains as the base lower limit value.

[0113] Specifically, for the MNth landmark, the lower limit constraint for the remaining power consumption corresponding to the MNth landmark remains unchanged; that is, the basic lower limit value is directly used as the lower limit constraint for the remaining power consumption corresponding to the MNth landmark. Referring to the example above, where M is 3, and the MNth landmark includes the 8th, 9th, and 10th landmarks, the lower limit constraint for the remaining power consumption corresponding to the 8th, 9th, and 10th landmarks can be directly set as the basic lower limit value.

[0114] In one implementation, when the constraints include the remaining battery power constraint, during the constraint construction process, the lower limit constraint of the remaining battery power corresponding to the landmark point can be reduced when the M landmark points after the target landmark point are represented as continuous downhill.

[0115] Based on the above example, for the second landmark, first set the lower limit constraint of the remaining power corresponding to the second landmark as the basic lower limit value. When the slopes of the third, fourth and fifth landmarks are all negative, indicating continuous downhill, the lower limit constraint of the remaining power corresponding to the second landmark can be reduced. That is, the second preset amplitude is subtracted from the basic lower limit value, and the result is used as the final lower limit constraint of the remaining power corresponding to the second landmark.

[0116] Conversely, for each target landmark, if the slope of the M consecutive landmarks following the target landmark is not represented as a continuous downhill slope, the lower limit constraint of the remaining power corresponding to the target landmark is maintained as the basic lower limit value.

[0117] It is understandable that in the energy management process, the larger the lower limit constraint of remaining power, the higher the battery's power capacity; conversely, the smaller the lower limit constraint of remaining power, the lower the battery's power capacity.

[0118] In this embodiment of the application, during energy management, for continuously uphill road sections, the lower limit constraint of the remaining battery power corresponding to the road sign points before the uphill section is increased. This ensures that the hybrid vehicle has a higher battery power when entering the uphill section, allowing the drive motor to provide sufficient power to the hybrid vehicle, thereby alleviating the problem of insufficient power when the hybrid vehicle is going uphill. Conversely, for continuously downhill road sections, the lower limit constraint of the remaining battery power corresponding to the road sign points before the downhill section is decreased. This ensures that the battery has a larger energy storage capacity when entering the downhill section, allowing more energy to be recovered through energy recovery, thereby reducing the vehicle's power consumption.

[0119] Optionally, the step of increasing the lower limit constraint of the remaining battery power corresponding to the target road sign may include: increasing the lower limit constraint of the remaining battery power corresponding to the target road sign when the actual mass of the hybrid vehicle is greater than a preset mass threshold. The steps to reduce the lower limit constraint of the remaining power corresponding to the target landmark point may include: reducing the lower limit constraint of the remaining power corresponding to the target landmark point when the actual quality is greater than the preset quality threshold.

[0120] In one implementation, during the adjustment of the remaining battery power lower limit constraint corresponding to the target road sign, when the slope of the M consecutive road signs after the target road sign is represented as a continuous uphill slope, it can be determined whether the actual mass of the hybrid vehicle is greater than a preset mass threshold. If it is greater than the preset mass threshold, the remaining battery power lower limit constraint corresponding to the target road sign is increased. Conversely, when the slope of the M consecutive road signs after the target road sign is represented as a continuous uphill slope, if it is determined that the actual mass of the hybrid vehicle is less than or equal to the preset mass threshold, the remaining battery power lower limit constraint corresponding to the target road sign can be maintained at the basic lower limit value.

[0121] Furthermore, during the adjustment of the remaining battery power lower limit constraint corresponding to the target road sign, when the slope of the M consecutive road signs after the target road sign is represented as a continuous downhill slope, it can be determined whether the actual mass of the hybrid vehicle is greater than a preset mass threshold. If it is greater than the preset mass threshold, the remaining battery power lower limit constraint corresponding to the target road sign should be reduced. Conversely, when the slope of the M consecutive road signs after the target road sign is represented as a continuous downhill slope, if it is determined that the actual mass of the hybrid vehicle is less than or equal to the preset mass threshold, the remaining battery power lower limit constraint corresponding to the target road sign can be maintained at the basic lower limit value.

[0122] In practical applications, the actual mass of a hybrid vehicle can be estimated based on parameters such as vehicle speed and acceleration. An actual mass greater than a preset mass threshold indicates a larger vehicle mass, requiring greater power from the drive battery during operation. Conversely, an actual mass less than or equal to the preset mass threshold indicates a smaller vehicle mass, where the engine can provide power independently.

[0123] In this embodiment, when the hybrid vehicle has a large mass and requires power from the drive motor, for continuous uphill sections, the lower limit constraint of the remaining battery power at the road signs before the uphill section is increased. This ensures the hybrid vehicle has a higher battery level when entering the uphill section, allowing the drive motor to provide sufficient power and alleviating the problem of insufficient power when going uphill. For continuous downhill sections, the lower limit constraint of the remaining battery power at the road signs before the downhill section is decreased, allowing the battery to have a larger energy storage capacity when entering the downhill section. Energy recovery can then recover more energy during downhill driving, thereby reducing the vehicle's power consumption.

[0124] Optionally, the constraints include the acceleration boundary of the hybrid vehicle, constructing the constraints corresponding to each landmark point, including: For each road sign point, when the traffic flow factor corresponding to the road sign point indicates congestion, the acceleration boundary corresponding to the road sign point is reduced. For each road sign point, when the traffic flow factor corresponding to the road sign point indicates smooth traffic, the acceleration boundary corresponding to the road sign point is increased.

[0125] In one implementation, the constraints corresponding to each landmark point may include acceleration constraints in addition to power balance constraints, engine torque constraints, motor torque constraints, battery power constraints, and remaining charge constraints. Acceleration constraints can be expressed as follows:

[0126] This represents the acceleration boundary of the hybrid vehicle. It can be understood that when the constraint includes an acceleration boundary, during energy management of the hybrid vehicle, if the absolute value of the vehicle's acceleration is less than or equal to the acceleration boundary, the hybrid vehicle can achieve a higher level of comfort.

[0127] For example, in setting the acceleration constraints for each landmark point, the initial acceleration value can be set as the acceleration boundary of the acceleration constraint corresponding to each landmark point. Then, for each landmark point, the traffic flow factor corresponding to the landmark point can be obtained. When the traffic flow factor is greater than a first preset threshold, indicating that the landmark point is congested, a third preset amplitude can be subtracted from the acceleration boundary, and the result can be used as the acceleration boundary corresponding to the landmark point to reduce the acceleration boundary. The initial acceleration value and the third predicted amplitude can be pre-calibrated experimentally.

[0128] Furthermore, in setting the acceleration constraints for each landmark, the initial acceleration value can be set as the acceleration boundary of the acceleration constraint corresponding to each landmark. Then, for each landmark, the traffic flow factor corresponding to the landmark can be obtained. When the traffic flow factor is less than a second preset threshold, indicating that the landmark is in a smooth flow state, the acceleration boundary and a third preset amplitude can be summed, and the summation result can be used as the acceleration boundary corresponding to the landmark.

[0129] In practical applications, when roads are congested, vehicle speeds are generally lower. In this case, reducing acceleration not only reduces vehicle power consumption but also improves vehicle comfort. Conversely, when roads are clear, vehicle speeds are generally higher. In this case, increasing acceleration not only increases vehicle speed but also improves vehicle operating efficiency.

[0130] In this embodiment, the constraint conditions include an acceleration boundary. When the traffic flow factor corresponding to the road sign indicates congestion, the corresponding acceleration boundary is reduced; when the traffic flow factor corresponding to the road sign indicates smooth traffic, the corresponding acceleration boundary is increased. This can balance the energy consumption and comfort of hybrid vehicles.

[0131] The above text combined Figure 1 The hybrid vehicle control method provided in the embodiments of this application is described in detail below; the following will be combined with Figure 2 and Figure 3 The apparatus embodiments of this application are described in detail below. It should be understood that the apparatus in the embodiments of this application can perform the various methods described in the foregoing embodiments of this application, that is, the specific working processes of the various products described below can be referred to the corresponding processes in the foregoing method embodiments.

[0132] See Figure 2 , Figure 2 This is a schematic diagram of a hybrid vehicle control device provided in an embodiment of this application. The hybrid vehicle includes an engine, a battery, and a drive motor. The hybrid vehicle control device 200 may include: The determination module 201 is used to determine the slope of N landmark points in the prediction time domain, and each landmark point corresponds to an equivalent factor; The adjustment module 202 is used to increase the equivalent factor corresponding to the target landmark when the slope of the M consecutive landmarks after the target landmark is represented as a continuous uphill slope. The target landmark includes the 1-(NM)th landmark among the N landmarks. The construction module 203 is used to construct the objective function corresponding to the prediction time domain and construct the constraint conditions corresponding to each of the road signs. The objective function is used to minimize the total fuel consumption rate of the hybrid vehicle in the prediction time domain. The total fuel consumption rate includes the first fuel consumption rate of the engine at each of the road signs and the second fuel consumption rate of the battery at each of the road signs. The second fuel consumption rate of the battery at each of the road signs is equal to the product of the power of the battery at each of the road signs and the corresponding equivalent factor. The solver module 204 is used to solve for N control inputs under the constraints with the goal of minimizing the objective function. The N control inputs correspond one-to-one with the N road signs. Each control input includes a first target torque corresponding to the engine and a second target torque corresponding to the drive motor. The control module 205 is configured to control the engine according to the first target torque in the first control input, and to control the drive motor according to the second target torque in the first control input.

[0133] Optionally, the adjustment module 202 is further configured to reduce the equivalent factor corresponding to the target landmark point when the slope of the M consecutive landmark points after the target landmark point is represented as a continuous downhill slope before constructing the objective function corresponding to the prediction time domain.

[0134] Optionally, the adjustment module 202 is specifically used to determine whether the traffic flow factor corresponding to the target road sign indicates congestion when the slope of the M consecutive road signs after the target road sign is represented as a continuous downhill slope; if so, reduce the equivalent factor corresponding to the target road sign.

[0135] Optionally, the constraints corresponding to each landmark point include a lower limit constraint on the remaining battery power and an upper limit constraint on the remaining battery power.

[0136] Optionally, the construction module 203 is further configured to, for each target landmark, increase the remaining power limit constraint corresponding to the target landmark when the slope of the M consecutive landmarks following the target landmark is represented as a continuous uphill slope; and / or, for each target landmark, decrease the remaining power limit constraint corresponding to the target landmark when the slope of the M consecutive landmarks following the target landmark is represented as a continuous downhill slope.

[0137] Optionally, the construction module 203 is further configured to increase the lower limit constraint of the remaining power corresponding to the target road sign point when the actual mass of the hybrid vehicle is greater than the preset mass threshold; the construction module 203 is further configured to decrease the lower limit constraint of the remaining power corresponding to the target road sign point when the actual mass is greater than the preset mass threshold.

[0138] Optionally, the constraints include the acceleration boundary of the hybrid vehicle, and the construction module 203 is further configured to, for each constraint corresponding to the road sign point, reduce the acceleration boundary corresponding to the road sign point when the traffic flow factor corresponding to the road sign point indicates congestion; and increase the acceleration boundary corresponding to the road sign point when the traffic flow factor corresponding to the road sign point indicates smooth traffic.

[0139] Optionally, the adjustment module 202 is further configured to determine whether the traffic flow factor corresponding to the target road sign indicates smooth traffic when the slope of the M consecutive road signs after the target road sign is represented as a continuous uphill slope; if so, increase the equivalent factor corresponding to the target road sign.

[0140] See Figure 3 , Figure 3 This is a structural schematic diagram of a hybrid vehicle provided in an embodiment of this application. Figure 3 As shown, the hybrid vehicle 300 is, for example, a server, including: a memory 301 and a processor 302, wherein the memory 301 stores executable program code 3011, and the processor 302 is used to call and execute the executable program code 3011 to perform a hybrid vehicle control method.

[0141] Furthermore, this application also protects a hybrid vehicle control device, which may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to execute a hybrid vehicle control method provided in this application.

[0142] This embodiment can divide the device into functional modules according to the above method example. For example, each module can correspond to a separate functional module, or two or more functions can be integrated into one output module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0143] When the functional modules are divided according to their respective functions, the device may also include a determining module, a replacing module, and a controlling module. It should be noted that all relevant content regarding the steps involved in the above method embodiments can be referenced to the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0144] It should be understood that the device provided in this embodiment is used to execute the above-described hybrid vehicle control method, and therefore can achieve the same effect as the above-described implementation method.

[0145] When using integrated units, the device may include a determination module and a control module. Specifically, when the device is applied to a hybrid vehicle, the output module can be used to control and manage the actions of the hybrid vehicle. The storage module can be used to support the execution of relevant program code by the hybrid vehicle.

[0146] The output module can be a processor or a body setup module, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor can also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and microprocessors, etc., and the storage module can be a memory.

[0147] This embodiment also provides a readable storage medium storing executable program code. When the executable program code is run on the hybrid vehicle, it causes the hybrid vehicle to perform the above-mentioned related method steps to implement the hybrid vehicle control method provided in the above embodiment.

[0148] This embodiment also provides a program product that, when run on a hybrid vehicle, causes the hybrid vehicle to perform the aforementioned related steps to achieve a hybrid vehicle control method provided in the above embodiment.

[0149] In this embodiment, the device, readable storage medium, program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can be referred to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0150] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above 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.

[0151] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0152] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A hybrid vehicle control method, characterized in that, The hybrid vehicle includes an engine, a battery, and a drive motor, and the method includes: Determine the slope of N landmark points in the prediction time domain, with each landmark point corresponding to an equivalent factor; When the slope of the M consecutive landmarks after the target landmark is represented as a continuous uphill slope, the equivalent factor corresponding to the target landmark is increased, and the target landmark includes the 1-(NM)th landmark among the N landmarks; An objective function is constructed for the prediction time domain, and constraints are constructed for each road sign point. The objective function is used to minimize the total fuel consumption rate of the hybrid vehicle in the prediction time domain. The total fuel consumption rate includes the first fuel consumption rate of the engine at each road sign point and the second fuel consumption rate of the battery at each road sign point. The second fuel consumption rate of the battery at each road sign point is equal to the product of the power of the battery at the road sign point and the corresponding equivalent factor. With the objective function as the goal, under the constraints, N control inputs are obtained by solving the problem. The N control inputs correspond one-to-one with the N road signs. Each control input includes a first target torque corresponding to the engine and a second target torque corresponding to the drive motor. The engine is controlled according to the first target torque in the first control input, and the drive motor is controlled according to the second target torque in the first control input.

2. The method as described in claim 1, characterized in that, Before constructing the objective function corresponding to the prediction time domain, the method further includes: When the slope of the M consecutive landmarks following the target landmark is represented as a continuous downhill slope, the equivalent factor corresponding to the target landmark is reduced.

3. The method as described in claim 2, characterized in that, When the slope of the M consecutive landmarks following the target landmark is represented as a continuous downhill slope, reducing the equivalent factor corresponding to the target landmark includes: When the slope of M consecutive road signs after the target road sign is represented as a continuous downhill slope, determine whether the traffic flow factor corresponding to the target road sign indicates congestion; If so, reduce the equivalent factor corresponding to the target landmark.

4. The method as described in claim 1, characterized in that, The constraints corresponding to each of the landmark points include a lower limit constraint on the remaining battery power and an upper limit constraint on the remaining battery power.

5. The method as described in claim 4, characterized in that, The construction of constraints corresponding to each landmark point includes: For each target landmark, when the slope of the M consecutive landmarks following the target landmark is represented as a continuous uphill slope, the lower limit constraint of the remaining power corresponding to the target landmark is increased. And / or, for each of the target landmarks, when the slope of the M consecutive landmarks following the target landmark is represented as a continuous downhill slope, the lower limit constraint of the remaining power corresponding to the target landmark is reduced.

6. The method as described in claim 5, characterized in that, The step of increasing the lower limit constraint of the remaining battery power corresponding to the target road sign point includes: increasing the lower limit constraint of the remaining battery power corresponding to the target road sign point when the actual mass of the hybrid vehicle is greater than a preset mass threshold. The step of reducing the lower limit constraint of the remaining power corresponding to the target landmark includes: reducing the lower limit constraint of the remaining power corresponding to the target landmark when the actual mass is greater than the preset mass threshold.

7. The method as described in claim 1, characterized in that, The constraints include the acceleration boundary of the hybrid vehicle, and the construction of constraints corresponding to each landmark point includes: For each of the constraints corresponding to a road sign point, when the traffic flow factor corresponding to the road sign point indicates congestion, the acceleration boundary corresponding to the road sign point is reduced. For each of the constraints corresponding to a road sign point, when the traffic flow factor corresponding to the road sign point indicates smooth traffic, the acceleration boundary corresponding to the road sign point is increased.

8. The method according to any one of claims 1-7, characterized in that, When the slope of the M consecutive landmarks following the target landmark is represented as a continuous uphill slope, increasing the equivalent factor corresponding to the target landmark includes: When the slope of M consecutive road signs after the target road sign is represented as a continuous uphill slope, determine whether the traffic flow factor corresponding to the target road sign indicates smooth traffic. If so, increase the equivalent factor corresponding to the target landmark.

9. A readable storage medium, characterized in that, The readable storage medium stores executable program code that, when run on the hybrid vehicle, causes the hybrid vehicle to perform the method as described in any one of claims 1 to 8.

10. A hybrid vehicle, characterized in that, The hybrid vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the hybrid vehicle to perform the method as described in any one of claims 1 to 8.

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