Hybrid vehicle control method, vehicle control unit and hybrid vehicle

Abstract

The embodiment of the invention provides a control method of a hybrid vehicle, a vehicle control unit and the hybrid vehicle, relates to the technical field of vehicles, and can reasonably distribute the driving power and the heating power of the vehicle under the condition that the performance of a power battery is degraded, so that the battery performance is effectively recovered, and meanwhile, the heating efficiency is improved. And the basic power of the vehicle can be maintained. The control method of the hybrid vehicle comprises the following steps: in response to determining that the hybrid vehicle is in an engine driving working condition and detecting that a power battery meets a preset performance attenuation condition, isolating the power battery; determining the target generation power of the generator and the target working temperature of the power battery; determining the heating power of the power battery according to the actual temperature of the power battery and the target working temperature; determining the whole vehicle driving power based on the estimated driver demand power, the heating power and the target power generation power; and the vehicle is driven to run based on the whole vehicle driving power, and the power battery is heated based on the heating power.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a control method for a hybrid vehicle, a vehicle controller, and a hybrid vehicle. Background Technology

[0002] Hybrid vehicles have two power sources: an engine and a battery. In related technologies, when the battery's performance degrades due to low temperatures, malfunctions, or other reasons, it directly limits the vehicle's output power, resulting in poor overall vehicle performance. Summary of the Invention

[0003] This application provides a control method for a hybrid vehicle, a vehicle controller, and a hybrid vehicle, which can reasonably allocate the vehicle's driving power and heating power when the power battery experiences performance degradation, thereby effectively restoring battery performance while maintaining the vehicle's basic power.

[0004] In a first aspect, embodiments of this application provide a control method for a hybrid vehicle, the method comprising: In response to determining that the hybrid vehicle is in engine-driven mode and detecting that the power battery meets the preset performance degradation conditions, the power battery is isolated. Determine the target power output of the generator and the target operating temperature of the power battery; The heating power of the power battery is determined based on the actual temperature and the target operating temperature of the power battery. The vehicle's drive power is determined based on the estimated power demand of the driver, the heating power, and the target power generation. The vehicle is driven by the overall vehicle drive power, and the power battery is heated by the heating power.

[0005] In this embodiment of the application, if the power battery experiences performance degradation while the engine is in driving mode, the power battery can be isolated. That is, at this time, it can be considered that only the engine, as a single power source, is in working state. Then, the driving power of the whole vehicle and the heating function of the power battery are reasonably allocated so that the performance of the power battery can be gradually restored, ensuring that the whole vehicle can have basic power, thereby improving driving safety.

[0006] Optionally, determining the target power output of the generator and the target operating temperature of the power battery includes: A target optimization function is constructed based on the first target term and the second target term. The first target term is determined based on the estimated power demand of the driver and the estimated power generation of the generator, and the second target term is determined based on the actual operating temperature of the power battery and the target operating temperature. With the aim of minimizing the objective optimization function, the target power output of the generator and the target operating temperature of the power battery are determined.

[0007] In this embodiment, a target optimization function can be constructed based on both the power performance target and the battery thermal management target. By minimizing this target optimization function, that is, by taking into account both power performance and thermal management, the target power generation of the generator and the target operating temperature of the power battery can be reasonably obtained.

[0008] Optionally, a target optimization function is constructed based on the first target term and the second target term, including: An objective optimization function is constructed based on the first objective, the second objective, and the third objective. The third objective is determined based on the actual system efficiency and the maximum system efficiency.

[0009] In this embodiment, in addition to constructing a target optimization function based on the power performance target and the battery thermal management target, a system efficiency target can also be combined to enable the entire hybrid system to operate near the highest efficiency range, thereby reducing energy consumption.

[0010] Optionally, the vehicle drive power can be determined based on the estimated driver power demand, heating power, and target power generation, including: The vehicle's drive power is determined based on the estimated power demand of the driver, heating power, target power generation, and power of high-voltage accessories.

[0011] In this embodiment, the overall vehicle drive power can be determined based on the estimated driver power demand, heating power, target power generation, and high-voltage accessory power, thereby improving the accuracy of power distribution.

[0012] Optionally, the vehicle drive power is determined based on the estimated driver power demand, heating power, target power generation, and high-voltage accessory power, including: Calculate the first difference between the target power generation and the heating power; Calculate the second difference between the first difference and the power of the high-voltage accessory; The smaller of the estimated driver power demand and the second difference is determined as the vehicle drive power.

[0013] In this embodiment, the remaining power after subtracting the heating power and high-voltage accessory power from the target power generation power can be considered as the power that can be used for driving. If the remaining power is greater than the estimated power required by the driver, the estimated driving power can be used as the driving power of the whole vehicle, which can be considered to meet the power requirements of the vehicle well. If the remaining power is less than the estimated power required by the driver, the remaining power can be used as the driving power of the whole vehicle, which can be considered to meet the basic power requirements of the vehicle.

[0014] Optionally, the power battery can be isolated, including: Send a first control command, which is used to disable the DC-DC converter and the motor control unit MCU from working; Send a second control command, which is used to disconnect the high-voltage relay of the power battery.

[0015] In this embodiment, the high-voltage side load can be disconnected first, and then the high-voltage relay of the power battery can be disconnected, thereby achieving safe isolation of the power battery.

[0016] Optionally, if the power battery is detected to meet a preset performance degradation condition, the method further includes: The state assessment value of the power battery is determined, and the state assessment value is related to the cell performance consistency degradation degree, environmental sensitivity index, overall failure degree index, and power deficit degree index of the power battery. If the state assessment value is greater than a set threshold, it is determined that the power battery meets the preset performance degradation conditions.

[0017] In this embodiment of the application, the performance degradation of the power battery can be accurately evaluated based on multiple dimensions such as the cell, external environment, overall battery pack, and power deficit index.

[0018] Optionally, the cell performance consistency degradation degree is determined based on the estimated cell internal resistance, the maximum voltage difference of individual cells in the battery pack, and the maximum temperature difference of individual cells in the battery pack; the environmental sensitivity index is determined based on the ambient temperature; the overall failure degree index of the power battery is determined based on the received fault codes of the battery pack; and the power deficit degree index is determined based on the estimated driver power demand, the maximum driver power demand, and the estimated generator output power.

[0019] In this embodiment, the health status of the battery cells is accurately assessed based on multiple dimensions such as the estimated internal resistance of the battery cells, the maximum voltage difference of individual battery cells in the battery pack, and the maximum temperature difference of individual battery cells in the battery pack; the environmental incompatibility can be determined based on the ambient temperature; the overall severity of the battery pack can be determined based on the fault codes of the battery pack; and the power deficit index can be accurately determined based on the estimated power demand of the driver, the maximum power demand of the driver, and the estimated power generation of the generator.

[0020] Secondly, embodiments of this application provide a control device for a hybrid vehicle, the device comprising: An isolation unit is used to isolate the power battery in response to determining that the hybrid vehicle is in engine-driven operation and detecting that the power battery meets the preset performance degradation conditions. The first determining unit is used to determine the target power generation of the generator and the target operating temperature of the power battery; The second determining unit is used to determine the heating power of the power battery based on the actual temperature of the power battery and the target operating temperature. The third determining unit is used to determine the vehicle's driving power based on the estimated driver's power demand, heating power, and target power generation. An execution unit is used to drive the vehicle based on the overall vehicle drive power and to heat the power battery based on the heating power.

[0021] Optionally, the first determining unit includes: The function construction subunit is used to construct the target optimization function based on the first target term and the second target term. The first target term is determined based on the estimated power demand of the driver and the estimated power generation of the generator, and the second target term is determined based on the actual operating temperature of the power battery and the target operating temperature. The optimization sub-unit is used to determine the target power output of the generator and the target operating temperature of the power battery with the aim of minimizing the objective optimization function.

[0022] Optionally, the function building subunit is specifically used for: The objective optimization function is constructed based on the first objective term, the second objective term, and the third objective term, which is determined based on the actual system efficiency and the maximum system efficiency.

[0023] Optionally, the third determining unit includes: The third determining subunit is used to determine the vehicle drive power based on the estimated driver power demand, the heating power, the target power generation power, and the high-voltage accessory power.

[0024] Optionally, the third determining subunit is specifically used for: Calculate the first difference between the target power generation and the heating power; Calculate the second difference between the first difference and the power of the high-voltage accessory; The smaller of the estimated driver power demand and the second difference is determined as the vehicle drive power.

[0025] Optionally, the isolation unit is specifically used for: Send a first control command, which is used to disable the DC-DC converter and the motor control unit MCU from working; Send a second control command, which is used to disconnect the high-voltage relay of the power battery.

[0026] Optionally, the device further includes: a fourth determining unit; The fourth determining unit is specifically used for: The state assessment value of the power battery is determined. The state assessment value is related to the cell performance consistency degradation degree, environmental sensitivity index, overall failure degree index, and power deficit degree index of the power battery. If the state assessment value is greater than a set threshold, it is determined that the power battery meets the preset performance degradation conditions.

[0027] Optionally, the cell performance consistency degradation degree is determined based on the estimated cell internal resistance, the maximum voltage difference of individual cells in the battery pack, and the maximum temperature difference of individual cells in the battery pack; the environmental sensitivity index is determined based on the ambient temperature; the overall failure degree index of the power battery is determined based on the received fault codes of the battery pack; and the power deficit degree index is determined based on the estimated driver power demand, the maximum driver power demand, and the estimated generator output power.

[0028] Thirdly, embodiments of this application provide a vehicle controller, which includes a memory for storing computer program instructions and a processor for executing the program instructions, wherein when the computer program instructions are executed by the processor, the vehicle controller is triggered to perform steps of the method as described in any embodiment of the first aspect.

[0029] Fourthly, embodiments of this application provide a computer-readable storage medium for storing computer instructions that, when the computer is running, cause the computer to perform steps of the method as described in any embodiment of the first aspect.

[0030] Fifthly, embodiments of this application provide a hybrid vehicle that includes the vehicle controller described in the third aspect embodiment.

[0031] It should be understood that aspects two to five of the embodiments of this application are consistent with the technical solutions of the first aspect of the embodiments of this application, and the beneficial effects achieved by each aspect and the corresponding feasible implementation are similar, and will not be described again. Attached Figure Description

[0032] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this specification. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0033] Figure 1 A schematic flowchart illustrating a control method for a hybrid vehicle provided in an embodiment of this application; Figure 2 A flowchart illustrating a method for determining whether a power battery meets preset performance degradation conditions, provided in an embodiment of this application; Figure 3This is a flowchart illustrating a method for isolating a power battery, as provided in an embodiment of this application. Figure 4 A flowchart illustrating a method for determining target power generation and target operating temperature provided in this application; Figure 5 A schematic diagram of the structure of a control device for a hybrid vehicle provided in an embodiment of this application; Figure 6 This is a schematic diagram of the structure of a vehicle controller provided in an embodiment of this application. Detailed Implementation

[0034] To better understand the technical solutions in this specification, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0035] It should be understood that the described embodiments are merely some, not all, of the embodiments in this specification. All other embodiments obtained by those skilled in the art based on the embodiments in this specification without inventive effort are within the scope of protection of this specification.

[0036] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this specification. The singular forms “a,” “the,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0037] Hybrid vehicles have two power sources: an engine and a battery. The good performance of a hybrid vehicle depends on the coordinated operation of the engine and the battery.

[0038] In related technologies, when the performance of a power battery degrades due to low temperature, malfunctions, or other reasons, it directly limits the output power of the entire vehicle, resulting in poor vehicle power performance.

[0039] In view of this, embodiments of this application provide a control method for a hybrid vehicle, a vehicle controller, and a hybrid vehicle, which can reasonably allocate the vehicle's driving power and heating power when the power battery experiences performance degradation, thereby effectively restoring battery performance while maintaining the vehicle's basic power.

[0040] The technical solution protected by this application will now be described in detail with reference to the accompanying drawings.

[0041] Please see Figure 1 This is a flowchart illustrating a control method for a hybrid vehicle provided in an embodiment of this application. Figure 1 As shown, this method is executed by the vehicle controller load, and the process is described as follows: Step 101: In response to determining that the hybrid vehicle is in engine-driven mode and detecting that the power battery meets the preset performance degradation conditions, the power battery is isolated.

[0042] In this embodiment, when the vehicle is powered on, the vehicle controller can continuously monitor the vehicle speed and fuel consumption rate. If the vehicle speed exceeds a set speed threshold and the fuel consumption rate exceeds a set consumption rate threshold, the hybrid vehicle can be considered to be in engine-driven operation. This engine-driven operation can be a series drive (engine → generator (power generation) → power battery → drive motor → wheels) or a parallel drive (engine → wheels; power battery → drive motor → wheels). This application does not impose any particular limitation on this. It should be understood that regardless of the operating condition, all high-voltage accessories, such as the DC-DC converter (powering the low-voltage system), PTC heater, electric air conditioning compressor, etc., obtain electrical energy from the high-voltage bus stably supported by the power battery.

[0043] When a hybrid vehicle is confirmed to be in engine-driven operation, it is possible to test whether the power battery meets preset performance degradation conditions. The following is a detailed explanation of how to determine whether the power battery meets these preset performance degradation conditions.

[0044] Please see Figure 2 This is a flowchart illustrating a method for determining whether a power battery meets preset performance degradation conditions, provided in an embodiment of this application. The flowchart of this method is described as follows: Step 201: Determine the state assessment value of the power battery. The state assessment value is related to the cell performance consistency degradation degree, environmental sensitivity index, overall failure degree index, and power shortage degree index of the power battery.

[0045] In this embodiment, the performance degradation of the power battery can be quantitatively calculated from multiple dimensions such as the degree of cell degradation, environmental incompatibility, overall battery pack failure, and power deficit.

[0046] Among them, the cell performance consistency degradation degree of a power battery is used to measure the overall deterioration of the cell performance; that is, the higher the cell performance consistency degradation degree, the higher the overall deterioration of the cell performance. This cell performance consistency degradation degree is determined based on the estimated internal resistance of the cell, the maximum voltage difference between individual cells within the battery pack, and the maximum temperature difference between individual cells within the battery pack. The calculation formula for the cell performance consistency degradation degree is as follows: (1) in, Indicates the degree of degradation in the consistency of battery cell performance. This indicates the estimated internal resistance of the battery cell. Indicates the nominal internal resistance. It represents the maximum voltage difference between individual cells in the battery pack (i.e., the difference between the maximum and minimum voltage values ​​of all individual cells in the battery pack at the same time). This indicates the initial voltage difference of a single cell within the battery pack at the time of manufacture. The maximum temperature difference of individual cells in the battery pack (the difference between the highest and lowest temperatures of all individual cells in the battery pack at the same time), w1, w2, and w3 are weighted values ​​and can be set according to actual needs. This application does not impose any special restrictions on this.

[0047] The environmental sensitivity index of a power battery measures the impact of the external environment on the battery; a higher index indicates a harsher external environment (lower ambient temperature). The formula for calculating the environmental sensitivity index is as follows: (2) in, Indicates the environmental sensitivity index. This indicates the external ambient temperature.

[0048] The overall failure severity index of a power battery measures the overall severity of a battery pack's failures. A higher index indicates a more severe overall failure. The overall failure severity index is primarily determined based on the battery pack's fault codes. The formula for calculating the overall failure severity index is as follows: (3) This indicates the overall failure rate index.

[0049] The power deficit index of a power battery measures the degree of power deficit; a higher index indicates a greater degree of power deficit. This index is determined based on the estimated power demand of the driver, the maximum power demand of the driver, and the estimated power output of the generator. The formula for calculating the power deficit index is as follows: (4) An index indicating the degree of power deficiency. This indicates the estimated power demand of the driver. This represents the maximum power required by the driver, which is a pre-calibrated value. This indicates the estimated power output of the generator.

[0050] It should be noted that the above estimated driver power demand is determined based on historical driver power demand, real-time vehicle speed, real-time acceleration, and real-time pedal opening. The formula for calculating the estimated driver power demand is as follows: (5) in, This represents the estimated driver power demand at time k+1. This represents the real-time vehicle speed at time k. This represents the real-time acceleration at time k. This represents the real-time pedal opening at time k. This represents the real-time rate of change of the pedal at time k. This indicates the base power required to maintain the current vehicle speed.

[0051] Based on this, the state assessment value of a power battery can be a weighted sum of cell performance consistency degradation, environmental sensitivity index, overall failure degree index, and power deficit degree index. The formula for calculating the state assessment value of a power battery is as follows: (6) in, This represents the state assessment value of the power battery, where α, β, γ, and δ are weight values, and α+β+γ+δ=1.

[0052] It should be noted that the values ​​of α, β, γ, and δ can be dynamically changed according to the actual situation. For example, when the external ambient temperature drops suddenly, β increases; when the battery cell fails, α increases; when the vehicle is in an emergency acceleration / climbing scenario, δ increases; and when the battery pack fails, γ increases.

[0053] Step 202: In response to the state assessment value being greater than the set threshold, determine that the power battery meets the preset performance degradation conditions.

[0054] In this embodiment of the application, when the state assessment value of the power battery is greater than a set threshold, the power battery can be considered to meet the preset performance degradation conditions.

[0055] It should be noted that the above embodiments involve a multi-dimensional, detailed assessment of whether the power battery has experienced performance degradation. Prior to this, a preliminary assessment of performance degradation could also be conducted. For example, the real-time charging power, real-time discharging power, and ambient temperature of the power battery could be obtained. If the real-time charging power is less than a first set threshold, the real-time discharging power is greater than a second set threshold, and the ambient temperature is less than a third set threshold, then it can be preliminarily considered that the power battery has experienced performance degradation, and a more detailed assessment can then be performed.

[0056] After determining that the power battery has experienced performance degradation, it can be isolated. It should be noted that, since the engine is already in driving mode before isolating the power battery, in order to ensure a reliable power source after the power battery is isolated, the vehicle controller can also send a start command to the engine controller before isolating the power battery. This start command is used to start the engine and stabilize the engine speed at [1500 rpm, 2500 rpm].

[0057] The following is a detailed explanation of how to isolate the power battery.

[0058] Please see Figure 3 This is a schematic flowchart illustrating a method for isolating a power battery according to an embodiment of this application. The flowchart of this method is described as follows: Step 301: Send the first control command, which is used to disable the DC-DC converter and the motor control unit MCU from working.

[0059] In this embodiment, to ensure the safe operation of the high-voltage system, the vehicle controller sends a first control command to the DC-DC converter to stop it from working and actively reduce the load on the high-voltage side, thereby avoiding the generation of electric arc when the high voltage is subsequently cut off; at the same time, the vehicle controller sends a first control command to the MCU to temporarily shut down the electric drive system to avoid torque interference during the subsequent drive mode switching process.

[0060] Step 302: Send a second control command, which is used to disconnect the high-voltage relay of the power battery.

[0061] In the above embodiment, after the vehicle controller sends a start command to the engine controller and a first control command to the DC-DC converter and MCU, the vehicle controller receives status feedback from the DC-DC converter, MCU, and engine controller respectively. When the status feedback from the DC-DC converter indicates that the DC-DC converter has stopped working, the status feedback from the MCU indicates that the MCU has stopped working, and the status feedback from the engine controller indicates that the engine is running stably at the aforementioned speed, it can be determined that a safe operating state has been reached, and the process of isolating the power battery can proceed. Of course, if any of the above conditions are not met, the process of isolating the power battery will not proceed, and an alarm will be triggered via the instrument panel. The specific process of isolating the power battery is as follows: The vehicle controller can detect the bus current. When the current drops below a safe threshold, it sends a second control command to the battery management system (BMS). Upon receiving this command, the BMS disconnects the main positive / negative high-voltage relays of the power battery, thus physically isolating the battery. After disconnecting the main positive / negative high-voltage relays, the BMS also sends status feedback to the vehicle controller. If this feedback indicates that both the main positive and negative high-voltage relays are disconnected, the vehicle controller can confirm that the battery isolation has been successfully achieved.

[0062] It should be noted that after isolating the power battery, the high-voltage power grid is reconfigured into a series drive architecture centered on the engine and generator. The engine-generator combination becomes the sole power source, establishing and maintaining the voltage of the high-voltage bus. The energy flow path at this point can be considered as: engine → generator → high-voltage bus → drive motor → wheels. The electrical energy of all high-voltage accessories comes from the power generated by the generator.

[0063] In some embodiments, after the DC-DC converter stops working, the low-voltage side devices are typically powered by a 12V battery. After the power battery is isolated and a new high-voltage power supply network is formed, the vehicle controller can also send a third control command to the DC-DC converter. This third control command is used to restore the operation of the DC-DC converter, thereby restarting the charging of the 12V battery and powering the entire low-voltage side devices, thus eliminating the consumption of the 12V battery power.

[0064] Step 102: Determine the target power output of the generator and the target operating temperature of the power battery.

[0065] In this embodiment of the application, after the high-voltage power grid is reconstructed into a series drive architecture with an engine-generator as the core, the target power generation of the engine and the target operating temperature of the power battery in the above-mentioned series drive architecture can be determined, so as to facilitate the reasonable allocation of drive power and heating power in the future.

[0066] Please see Figure 4 This is a flowchart illustrating a method for determining a target power generation capacity and a target operating temperature, as provided in this application. Step 102 can be specifically implemented by executing sub-steps 1021 to 1022: Step 1021: Construct a target optimization function based on the first target term and the second target term, wherein the first target term is determined based on the estimated power demand of the driver and the estimated power generation of the generator, and the second target term is determined based on the actual operating temperature of the power battery and the target operating temperature.

[0067] In this embodiment of the application, the first objective can be considered as a defined power performance objective. Minimizing this objective means meeting the driver's power demand as much as possible and ensuring the vehicle's power response. The second objective can be considered as a defined thermal management objective of the power battery. Minimizing this objective means striving to bring the battery temperature back to the target operating temperature, which is beneficial for restoring battery performance under low temperature conditions.

[0068] In some embodiments, in addition to the first and second objective terms, a third objective term can also be used to jointly construct the objective optimization function. The third objective term is determined based on the actual system efficiency and the maximum system efficiency. The third objective term can be considered as the system efficiency objective. Minimizing this term means that the entire hybrid system (engine, generator, etc.) can operate near the highest efficiency range to reduce energy consumption.

[0069] The formula for the objective optimization function is as follows: (7) in, Denotes the objective optimization function. This indicates the estimated power demand of the driver. This indicates the estimated power output of the generator. This indicates the actual operating temperature of the power battery. This indicates the target operating temperature of the power battery. Indicates the actual system efficiency. This represents the maximum system efficiency, with w4, w5, and w6 as weights that can be dynamically adjusted according to actual conditions. For example, in the initial stage, with the goal of "heating the power battery so that the vehicle can drive at a slow speed," w5 is maximized (e.g., 0.8), while w4 and w6 are relatively small (e.g., both set to 0.1). In the intermediate stage, with the goal of "continuously heating the power battery to increase vehicle power," w5 decreases (e.g., 0.4), w4 increases (e.g., 0.5), and w6 remains unchanged (e.g., 0.1). In the subsequent stage, with the goal of "preventing the power battery temperature from dropping and ensuring normal vehicle operation," w5 continues to decrease (e.g., 0.2), w4 continues to increase (e.g., 0.7), and w6 remains unchanged (e.g., 0.1).

[0070] Step 1022: Determine the target power output of the generator and the target operating temperature of the power battery with the aim of minimizing the objective optimization function.

[0071] In this embodiment, the objective optimization function can be minimized under various constraints to determine the target power generation of the engine and the target operating temperature of the power battery.

[0072] For example, various constraints include: (1) Located between the minimum and maximum values; (2) (3) The remaining charge is between the safe temperature threshold and the thermal runaway temperature threshold.

[0073] Step 103: Determine the heating power of the power battery based on the actual temperature and target operating temperature of the power battery.

[0074] In this embodiment, after calculating the target operating temperature of the power battery, the actual temperature and the target operating temperature of the power battery can be used as inputs to the PID controller, thereby utilizing the PID controller to output the heating power of the power battery. The formula for calculating the heating power of the power battery is as follows: (8) This indicates the heating power of the power battery. Represents the proportionality coefficient. This represents the integral coefficient.

[0075] Step 104: Determine the vehicle drive power based on the estimated driver power demand, heating power, and target power generation.

[0076] In some embodiments, without considering the power consumed by high-voltage accessories, a first difference between the target power generation and heating power can be directly calculated. Then, the minimum difference between the estimated driver power demand and the first difference is determined as the vehicle's driving power. The formula for calculating the vehicle's driving power is as follows: (9) in, This indicates the total vehicle drive power.

[0077] In some embodiments, taking into account the power consumed by the high-voltage accessories, a second difference between the first difference and the power of the high-voltage accessories can be calculated. The smaller of the estimated driver power requirement and the second difference is then determined as the vehicle's driving power.

[0078] (10) in, This indicates the power of the high-voltage accessory.

[0079] Step 105: Drive the vehicle based on the overall vehicle drive power and heat the power battery based on the heating power.

[0080] In this embodiment, the vehicle controller can determine the corresponding vehicle drive torque based on the aforementioned vehicle drive power, and then send the vehicle drive torque to the MCU, which controls the motor to output power that matches the vehicle drive torque. At the same time, the vehicle controller can send a heating command to the power management system, which then controls the PCT heater to heat the power battery based on the aforementioned heating power. This allows the power battery to gradually recover its performance when its performance degrades, and also enables the vehicle to have good power performance to meet normal driving needs.

[0081] In some embodiments, the vehicle controller detects Greater than the safe temperature threshold, If the degradation level is less than a set threshold (indicating the battery's deterioration has recovered to an acceptable level) and the duration of both states exceeds a set time threshold, then the battery isolation can be lifted. After ending the battery isolation, to avoid sudden power changes, the following smooth transition function can be used to adjust the vehicle's drive power: (11) in, This indicates the vehicle's drive power during the transition process. This indicates the total vehicle drive power at the start of the transition (i.e., the total vehicle drive power before the power battery isolation state is restored). This represents the desired overall vehicle drive power during the transition process, where t represents the time elapsed during the transition. This represents the time constant, used to control the speed of the transition process. The larger the value, the slower the transition process; the smaller the value, the faster the transition process.

[0082] Please see Figure 5 This is a schematic diagram of a control device for a hybrid vehicle provided in an embodiment of this application. The control device includes: Isolation unit 401 is used to isolate the power battery in response to determining that the hybrid vehicle is in engine driving mode and detecting that the power battery meets the preset performance degradation conditions. The first determining unit 402 is used to determine the target power generation of the generator and the target operating temperature of the power battery; The second determining unit 403 is used to determine the heating power of the power battery based on the actual temperature of the power battery and the target operating temperature. The third determining unit 404 is used to determine the vehicle drive power based on the estimated driver power demand, heating power and target power generation; The execution unit 405 is used to drive the vehicle based on the overall vehicle drive power and to heat the power battery based on the heating power.

[0083] Optionally, the first determining unit 402 includes: The function construction subunit is used to construct the target optimization function based on the first target term and the second target term. The first target term is determined based on the estimated power demand of the driver and the estimated power generation of the generator, and the second target term is determined based on the actual operating temperature of the power battery and the target operating temperature. The optimization sub-unit is used to determine the target power output of the generator and the target operating temperature of the power battery with the aim of minimizing the objective optimization function.

[0084] Optionally, the function building subunit is specifically used for: The objective optimization function is constructed based on the first objective term, the second objective term, and the third objective term, which is determined based on the actual system efficiency and the maximum system efficiency.

[0085] Optionally, the third determining unit 404 includes: The third determining subunit is used to determine the vehicle drive power based on the estimated driver power demand, the heating power, the target power generation power, and the high-voltage accessory power.

[0086] Optionally, the third determining subunit is specifically used for: Calculate the first difference between the target power generation and the heating power; Calculate the second difference between the first difference and the power of the high-voltage accessory; The smaller of the estimated driver power demand and the second difference is determined as the vehicle drive power.

[0087] Optionally, isolation unit 401 is specifically used for: Send a first control command, which is used to disable the DC-DC converter and the motor control unit MCU from working; Send a second control command, which is used to disconnect the high-voltage relay of the power battery.

[0088] Optionally, the device further includes: a fourth determining unit 406; The fourth determining unit 406 is specifically used for: The vehicle's condition assessment value is determined, and this value is related to the consistency of cell performance degradation of the power battery, environmental sensitivity index, overall failure index of the power battery, and power deficit index. If the state assessment value is greater than a set threshold, it is determined that the power battery meets the preset performance degradation conditions.

[0089] Optionally, the cell performance consistency degradation degree is determined based on the estimated cell internal resistance, the maximum voltage difference of individual cells in the battery pack, and the maximum temperature difference of individual cells in the battery pack; the environmental sensitivity index is determined based on the ambient temperature; the overall failure degree index of the power battery is determined based on the received fault codes of the battery pack; and the power deficit degree index is determined based on the estimated driver power demand, the maximum driver power demand, and the estimated generator output power.

[0090] Regarding the modules / units included in the various devices described in the above embodiments, they can be software modules / units, hardware modules / units, or a combination of both. For example, for devices applied to or integrated into a chip, all modules / units can be implemented using hardware methods such as circuits, or at least some modules / units can be implemented using software programs running on a processor integrated within the chip, while the remaining modules / units can be implemented using hardware methods such as circuits. For devices applied to or integrated into a chip module, all modules / units can be implemented using hardware methods such as circuits. Different modules / units can be located in the same component (e.g., chip, circuit module, etc.) or different components of the chip module, or at least some modules / units can be implemented using software programs. The software program runs on the processor integrated inside the chip module, and the remaining modules / units can be implemented using hardware methods such as circuits. For each device applied to or integrated into an electronic terminal device, each of its modules / units can be implemented using hardware methods such as circuits. Different modules / units can be located in the same component (e.g., chip, circuit module, etc.) or different components within the electronic terminal device. Alternatively, at least some modules / units can be implemented using software programs that run on the processor integrated inside the electronic terminal device, and the remaining (if any) modules / units can be implemented using hardware methods such as circuits.

[0091] Please see Figure 6 This is a schematic diagram of the structure of a vehicle controller provided in an embodiment of this application. Figure 6 As shown, the vehicle controller includes at least one processor 501, which executes computer program instructions stored in a memory to implement the implementation provided in the embodiments of this application. Figures 1 to 4 The flowchart illustrates the steps of the control method for hybrid vehicles.

[0092] Optionally, the processor 501 may be a central processing unit, a specific ASIC, or one or more integrated circuits used to control program execution.

[0093] Optionally, the vehicle controller may further include a memory 502 connected to at least one processor 501. The memory 502 may include ROM, RAM, and disk storage. The memory 502 stores data required for the processor 501 to run, i.e., it stores instructions that can be executed by at least one processor 501. The at least one processor 501 executes instructions stored in the memory 502 to perform tasks such as... Figures 1 to 4 The method is shown. The number of memories 502 is one or more.

[0094] This application embodiment also provides a computer storage medium, wherein the computer storage medium stores computer instructions, which, when executed on a computer, cause the computer to perform actions such as... Figures 1 to 4 The method described.

[0095] The aforementioned computer-readable storage medium may be any combination of one or more computer-readable media. A computer-readable medium may be a computer-readable signal medium or a computer-readable storage medium. A computer-readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of computer-readable storage media (a non-exhaustive list) include: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), or flash memory, optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this document, a computer-readable storage medium may be any tangible medium that contains or stores a program that can be used by or in connection with an instruction execution system, apparatus, or device.

[0096] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media may also be any computer-readable medium other than computer-readable storage media, which can send, propagate, or transmit programs for use by or in connection with an instruction execution system, apparatus, or device.

[0097] Program code contained on a computer-readable medium may be transmitted using any suitable medium, including but not limited to: wireless, wire, optical fiber, radio frequency (RF), etc., or any suitable combination thereof.

[0098] Computer program code for performing the operations described herein can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as "C" or similar languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network, including a local area network (LAN) or a wide area network (WAN), or it can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0099] The foregoing has described specific embodiments of this specification. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in a different order than that shown in the embodiments and may still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require the specific or sequential order shown to achieve the desired result. In some embodiments, multitasking and parallel processing are possible or may be advantageous.

[0100] In the several embodiments provided in this specification, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of 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 system, 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 apparatuses or units may be electrical, mechanical, or other forms.

[0101] Furthermore, the functional units in the various embodiments of this specification can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or in a combination of hardware and software functional units.

[0102] This application provides a hybrid vehicle, which includes... Figure 6 The vehicle controller shown is an example of a hybrid vehicle. For instance, the hybrid vehicle could be a range-extended vehicle or a plug-in hybrid vehicle; this application does not impose any particular restrictions on this.

[0103] The above description is merely a preferred embodiment of this specification and is not intended to limit this specification. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this specification should be included within the scope of protection of this specification.

Claims

1. A control method for a hybrid vehicle, characterized in that, The method includes: In response to determining that the hybrid vehicle is in engine-driven mode and detecting that the power battery meets the preset performance degradation conditions, the power battery is isolated. Determine the target power output of the generator and the target operating temperature of the power battery; The heating power of the power battery is determined based on the actual temperature and the target operating temperature of the power battery. The vehicle drive power is determined based on the estimated driver power demand, the heating power, and the target power generation. The vehicle is driven by the vehicle's driving power, and the power battery is heated by the heating power.

2. The method according to claim 1, characterized in that, Determining the target power output of the generator and the target operating temperature of the power battery includes: A target optimization function is constructed based on the first target term and the second target term, wherein the first target term is determined based on the estimated power demand of the driver and the estimated power generation of the generator, and the second target term is determined based on the actual operating temperature of the power battery and the target operating temperature. With the aim of minimizing the objective optimization function, the target power output of the generator and the target operating temperature of the power battery are determined.

3. The method according to claim 2, characterized in that, Construct an objective optimization function based on the first objective term and the second objective term, including: The objective optimization function is constructed based on the first objective term, the second objective term, and the third objective term, wherein the third objective term is determined based on the actual system efficiency and the maximum system efficiency.

4. The method according to claim 1, characterized in that, The vehicle drive power is determined based on the estimated driver power demand, the heating power, and the target power generation, including: The vehicle's drive power is determined based on the estimated driver's power requirement, the heating power, the target power generation, and the power of the high-voltage accessories.

5. The method according to claim 4, characterized in that, The vehicle drive power is determined based on the estimated driver power demand, the heating power, the target power generation, and the high-voltage accessory power, including: Calculate the first difference between the target power generation and the heating power; Calculate the second difference between the first difference and the power of the high-voltage accessory; The minimum value between the estimated driver power requirement and the second difference is determined as the vehicle drive power.

6. The method according to claim 1, characterized in that, Isolating the power battery includes: Send a first control command, which is used to disable the DC-DC converter and the motor control unit MCU from working; Send a second control command, which is used to disconnect the high-voltage relay of the power battery.

7. The method according to claim 1, characterized in that, The method further includes, upon detecting that the power battery meets preset performance degradation conditions: The state assessment value of the power battery is determined, and the state assessment value is related to the cell performance consistency degradation degree, environmental sensitivity index, overall failure degree index, and power deficiency degree index of the power battery. In response to the state evaluation value being greater than a set threshold, it is determined that the power battery meets the preset performance degradation conditions.

8. The method according to claim 7, characterized in that, The cell performance consistency degradation degree is determined based on the estimated cell internal resistance, the maximum voltage difference of individual cells in the battery pack, and the maximum temperature difference of individual cells in the battery pack; the environmental sensitivity index is determined based on the ambient temperature; the overall failure degree index of the power battery is determined based on the received fault codes of the battery pack; and the power deficit degree index is determined based on the estimated driver power demand, the maximum driver power demand, and the estimated generator output power.

9. A vehicle controller, characterized in that, The vehicle controller includes a memory for storing computer program instructions and a processor for executing the program instructions, wherein when the computer program instructions are executed by the processor, the vehicle controller is triggered to perform the steps of the method as described in any one of claims 1-8.

10. A hybrid vehicle, characterized in that, The hybrid vehicle includes the vehicle controller as described in claim 9.

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