Hybrid drive system, control method thereof, vehicle, and readable storage medium

Abstract

The application discloses a hybrid driving system and a control method thereof, a vehicle and a readable storage medium, and relates to the technical field of vehicles. The system comprises an engine, an electricity generation branch, an electricity generator, a power battery and a driving motor. The output end of the engine is in transmission connection with the input end of the electricity generator through the electricity generation branch. The electricity generator is electrically connected with the power battery, and the power battery is electrically connected with the driving motor. The engine comprises at least two working cylinders and at least one balance cylinder. The working cylinders and the balance cylinder are oppositely arranged along the radial direction of a crankshaft and are located on two opposite sides of the crankshaft. A counterweight is arranged in the balance cylinder. According to the technical scheme, the spatial adaptability of the vehicle can be improved under the condition that the NVH performance of the hybrid electric vehicle is effectively controlled.

Description

Technical Field

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

[0002] Electric vehicles include pure electric vehicles and hybrid electric vehicles. Hybrid electric vehicles require the combination of an electric motor and an engine to drive the vehicle and to use fuel to generate electricity, thus giving full play to the advantages of both.

[0003] However, the vibrations of the two-cylinder or three-cylinder engines currently used in hybrid vehicles are difficult to suppress effectively, resulting in low NVH performance. Inline four-cylinder or V-type four-cylinder engines are difficult to adapt to the compact front compartment space of vehicles, affecting the overall space adaptability of the vehicle. Summary of the Invention

[0004] In view of the above problems, this application provides a hybrid drive system and its control method, a vehicle, and a readable storage medium, which can improve the spatial adaptability of the vehicle while effectively controlling the NVH performance of the hybrid vehicle.

[0005] According to one aspect of the embodiments of this application, a hybrid power drive system is provided, the system including an engine, a power generation branch, a generator, a power battery, and a drive motor; The output end of the engine is connected to the input end of the generator via the power generation branch, the generator is electrically connected to the power battery, and the power battery is electrically connected to the drive motor. The engine includes at least two power cylinders and at least one balance cylinder, the power cylinders and the balance cylinders being arranged radially opposite each other along the crankshaft and located on two opposite sides of the crankshaft; The balancing cylinder is equipped with a counterweight.

[0006] Compared with related technologies, this hybrid drive system has at least the following advantages: The engine includes at least two power cylinders and at least one balance cylinder, with the power cylinder and balance cylinder arranged radially opposite each other along the crankshaft and located on two opposite sides of the crankshaft. This arrangement counteracts the reciprocating inertial force generated by the power cylinder, effectively suppressing engine vibration. The radially opposite arrangement of the balance cylinder and the power cylinder along the crankshaft results in a horizontally opposed engine layout, reducing the engine's vertical height and allowing it to fit into the front compartment space of low-profile vehicles, thus improving the engine's spatial adaptability within the vehicle.

[0007] In some embodiments, the engine includes two power cylinders and one balance cylinder; Two of the power cylinders are arranged radially along the crankshaft on one side of the crankshaft, and one of the balance cylinders is arranged radially along the crankshaft on the other side of the crankshaft; The cranks corresponding to the two power cylinders are arranged symmetrically at 180° to the cranks corresponding to the balance cylinder.

[0008] Compared with related technologies, by limiting the two power cylinders and one balance cylinder in the engine, and limiting the relative positional relationship between the two power cylinders and the balance cylinder, the engine is made into a horizontally opposed layout, which reduces the vertical height of the engine and improves the spatial adaptability of the engine in the vehicle. At the same time, since the crankshafts corresponding to the power cylinders and the crankshafts corresponding to the balance cylinders are arranged 180° symmetrically, the inertial forces generated can be canceled out, realizing the self-balancing of the engine and effectively suppressing the engine vibration problem.

[0009] In some embodiments, the counterweight is a counterweight piston, which is connected to the crankshaft via a connecting rod mechanism.

[0010] Compared with related technologies, by combining the counterweight piston in the balancing cylinder with the connecting rod mechanism and crankshaft, the inertial force vector generated by the counterweight piston's reverse movement is equal in magnitude and opposite in direction to the superposition vector of the piston inertial forces in the two power cylinders. This cancels out the reciprocating inertial forces, achieving engine self-balancing and effectively suppressing engine vibration problems.

[0011] In some embodiments, the power generation branch includes a first clutch assembly disposed between the output terminal of the engine and the input terminal of the generator; The system also includes a fuel drive branch and an electric motor drive branch; The fuel drive circuit includes a second clutch assembly and a gearbox, wherein the second clutch assembly is disposed between the output end of the engine and the gearbox; The motor drive branch includes a third clutch assembly, which is disposed between the output end of the drive motor and the wheel.

[0012] Compared with related technologies, by setting up the first clutch component, the second clutch component, and the third clutch component in the hybrid drive system, the multi-path architecture of the hybrid drive system is made independently controllable, which solves the problem of rigid binding between the power source and the execution end in the traditional hybrid drive system and improves the system's energy management freedom.

[0013] In some embodiments, the power generation branch further includes a first gear set, the first clutch assembly includes a first clutch and a second clutch, the output end of the engine is sequentially connected to the first clutch, the first gear set and the second clutch, and the second clutch is connected to the input end of the generator; The fuel drive circuit includes a second gear set, a third gear set, and a fourth gear set. The second clutch assembly includes a fourth clutch and a fifth clutch. The first gear set meshes with the second gear set. The second gear set is connected to the gearbox via the fourth clutch. The gearbox is connected to the fourth gear set via the fifth clutch. The fourth gear set transmits driving force to the wheels via the third gear set. The third clutch assembly includes a third clutch, the output end of the drive motor is connected to the third clutch, and the driving force is transmitted to the wheels via the third gear set.

[0014] Compared with related technologies, the power transmission path is flexibly controlled through five electromagnetic clutches, enabling a single power system to be controlled by the electronic control system in multiple operating modes such as pure electric, series, parallel, and fuel, thereby improving the response time of operating mode switching and driving smoothness.

[0015] According to another aspect of the embodiments of this application, a control method for a hybrid power drive system is provided, applied to the hybrid power drive system as described above, the hybrid power drive system including a power generation branch, a fuel drive branch, and an electric motor drive branch, the method comprising: Obtain the vehicle's operating status; Based on the operating state, the on / off state of at least one of the power generation branch, the fuel drive branch, and the electric motor drive branch is controlled to perform the vehicle's operating mode switching according to the on / off state; wherein, the operating mode includes any one of pure electric mode, series mode, parallel mode, and fuel mode.

[0016] Compared with related technologies, combining real-time perception of vehicle operating status and power path switching enhances the energy management freedom of the vehicle's hybrid system, enabling the engine to operate in the high-efficiency zone for extended periods while promptly disengaging or being taken over by the drive motor in the low-efficiency zone. This improves power, economy, and driving smoothness across the entire vehicle speed range.

[0017] In some embodiments, the operating state includes vehicle speed state and required torque state; the method includes: The operating ranges of the pure electric mode, the series mode, the parallel mode, and the fuel mode are determined based on the vehicle speed state and the required torque state, respectively. Between adjacent operating sections, there are speed hysteresis widths and torque hysteresis widths. The on / off state of each branch is controlled based on the speed hysteresis widths and the torque hysteresis widths, so as to perform the vehicle's operating mode switching according to the on / off state.

[0018] Compared with related technologies, setting the speed hysteresis width and torque hysteresis width in adjacent operating intervals involved in different operating modes effectively avoids repeated switching between adjacent operating modes, reduces repeated triggering of clutch engagement and disengagement, reduces clutch wear and obvious shift shocks, and improves vehicle driving comfort.

[0019] In some embodiments, the hybrid drive system includes a generator and a drive motor, and the method further includes: When the vehicle is in regenerative braking mode, the drive motor and the generator are controlled to work together to generate electricity. When the vehicle is in coasting recovery mode, the drive motor is controlled to generate electricity.

[0020] Compared to related technologies, under high deceleration conditions such as emergency braking or long downhill slopes, the vehicle's instantaneous kinetic energy exceeds the peak power generation capacity of a single drive motor or the safe charging rate limit of the power battery. If recovery relies solely on the drive motor, the excess kinetic energy can only be dissipated as heat energy from hydraulic braking, resulting in energy waste. This embodiment, by incorporating a generator for combined recovery, increases the system's total power generation capacity, thereby extending the vehicle's pure electric range.

[0021] According to another aspect of the embodiments of this application, a vehicle is provided, comprising: Controller; The memory is used to store one or more programs, which, when executed by the controller, enable the controller to implement the control method of the hybrid drive system described above.

[0022] According to another aspect of the present application, a computer-readable storage medium is provided, wherein a computer program is stored therein, and when the computer program is run on a vehicle, causes the vehicle to perform the steps of the control method for a hybrid drive system as described above.

[0023] The above description is merely an overview of the technical solutions of the embodiments of this application. In order to better understand the technical means of the embodiments of this application and to implement them in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the embodiments of this application more obvious and understandable, specific implementation methods of this application are described below. Attached Figure Description

[0024] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0025] Figure 1 A schematic diagram of an embodiment of the hybrid drive system of this application is shown.

[0026] Figure 2 A cross-sectional structural schematic diagram of an embodiment of the engine in the hybrid drive system of this application is shown.

[0027] Figure 3 A flowchart illustrating an embodiment of the control method for the hybrid drive system of this application is shown.

[0028] Figure 4 A schematic diagram of the operating range MAP is shown for one embodiment of the operating mode in the control method of the hybrid drive system of this application.

[0029] Figure 5 A schematic diagram of the structure of one embodiment of the vehicle of this application is shown.

[0030] Explanation of reference numerals in the attached figures: 10-Engine; 11-Power cylinder; 12-Balance cylinder; 13-Crankshaft; 14-Counterweight piston; 15-Connecting rod mechanism; 21-Power generation branch; 211-First clutch; 212-Second clutch; 22-Fuel drive circuit; 221-Fourth clutch; 222-Fifth clutch; 23-Motor drive branch; 231-Third clutch; 30 - Generator; 40 - Power battery; 50 - Drive motor; 60 - Gearbox; 70 - Wheel; 81 - First gear set; 82 - Second gear set; 83 - Third gear set; 84 - Fourth gear set. Detailed Implementation

[0031] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0032] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0033] The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all content and operations / steps, nor do they necessarily have to be performed in the described order. For example, some operations / steps can be broken down, while others can be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.

[0034] In this application, "multiple" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. The character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0035] In current hybrid systems, for low-profile vehicles with limited vertical space in the front compartment, inline four-cylinder or V4 engines are too tall to fit in the compact front compartment. Furthermore, engine weight and displacement affect the vehicle's overall range. Alternatively, while two-cylinder or three-cylinder engines are used, the second-order reciprocating inertial forces are difficult to balance, resulting in poor noise, vibration, and harshness, thus compromising ride comfort.

[0036] Therefore, to address the aforementioned problems, this embodiment provides a hybrid power drive system that can improve the vehicle's spatial adaptability and range while effectively controlling the NVH performance of the hybrid vehicle. Please refer to... Figure 1 He Ru Figure 2 As shown, the hybrid drive system includes an engine 10, a power generation branch 21, a generator 30, a power battery 40, and a drive motor 50.

[0037] The output of engine 10 is connected to the input of generator 30 via generator branch 21. Generator 30 is electrically connected to power battery 40, and power battery 40 is electrically connected to drive motor 50. Engine 10 includes at least two power cylinders 11 and at least one balance cylinder 12. Power cylinders 11 and balance cylinder 12 are arranged radially opposite to each other along crankshaft 13 and located on two opposite sides of crankshaft 13. Balance cylinder 12 is provided with counterweight, which is configured to counteract the reciprocating inertial force generated by power cylinders 11.

[0038] In this embodiment, the balance cylinder 11 and the power cylinder 12 of the engine 10 are arranged radially opposite to each other along the crankshaft, so that the resulting horizontally opposed cylinder assembly is lower in the vertical direction than that of an inline engine or a V-type engine. This allows it to be adapted to low-profile vehicles with limited vertical space in the front compartment, improving the spatial adaptability of the engine 10 within the vehicle. The counterweight in the balance cylinder 12, as a mechanical balancing component, moves in the opposite phase to the piston movement of the power cylinder 11. By generating an inertial force vector of equal magnitude and opposite direction, it directly cancels out the reciprocating inertial force generated when the power cylinder 11 is operating, effectively suppressing the vibration problem during engine 10 operation.

[0039] In some embodiments, the number of power cylinders 11 in the engine 10 can be two, three, four, etc., and the number of balance cylinders 12 can also be one, two, three, four, etc., to satisfy the requirement of being radially arranged on two opposite sides of the crankshaft 13 and being able to achieve inertial force balance through counterweights. The number of power cylinders 11 and balance cylinders 12 is set according to the actual application scenario, and is only an example for illustration and is not specifically limited. For example, the engine 10 adopts a layout of two power cylinders and one balance cylinder.

[0040] In some embodiments, please refer to, for example, Figure 1 He Ru Figure 2 As shown, the engine 10 includes two power cylinders 11 and one balance cylinder 12. The two power cylinders 11 are arranged radially along the crankshaft 13 on one side of the crankshaft 13, and the balance cylinder 12 is arranged radially along the crankshaft 13 on the other side of the crankshaft 13. The cranks corresponding to the two power cylinders 11 and the cranks corresponding to the balance cylinder 12 are arranged 180° symmetrically. The horizontal position of the relative position relationship between the two power cylinders and the balance cylinder limits the horizontal position of the engine, making the engine a horizontally opposed layout, reducing the vertical height of the engine and improving the spatial adaptability of the engine in the vehicle.

[0041] The asymmetrical spatial arrangement of two power cylinders 11 and one balance cylinder 12 constitutes the core of the engine 10's power operation. The two power cylinders 11 are arranged side-by-side on one side of the crankshaft 13 for power output, while the balance cylinder 12 is separately arranged on the other side of the crankshaft 13 opposite to the two power cylinders 11, for inertial force balancing. In terms of phase design, the piston movements of the two power cylinders 11 are in phase, and the reciprocating inertial force vectors they generate are in the same direction and superimposed. Simultaneously, the moving parts in the balance cylinder 12 maintain a 180° phase difference with the moving parts of the power cylinders 11. When the piston of the power cylinder 11 moves upward, the counterweight in the balance cylinder 12 moves downward synchronously. The inertial force vector generated by the counter-movement of the counterweight in the balance cylinder 12 and the superimposed vector of the piston inertial forces in the two power cylinders 11 are equal in magnitude and opposite in direction in the horizontal direction, thus canceling out the inertial forces and achieving engine self-balancing, effectively suppressing engine vibration.

[0042] In the above embodiment, an engine 10, including two power cylinders 11 and one balance cylinder 12, is disposed in the front compartment area of ​​the vehicle. The engine 10 may be mounted horizontally at the bottom of the front compartment, utilizing the flattened structure of the engine 10 to fully utilize the space below the front compartment.

[0043] For example, in this embodiment, the height of the highest point of the engine 10 from the ground can be less than or equal to 900mm. For instance, the height of the highest point of the engine 10 from the ground can be, but is not limited to, 400mm, 450mm, 600mm, 900mm, etc., depending on the actual application scenario. This is only an illustrative example and is not specifically limited. If the height of the highest point of the engine 10 from the ground is set to 400mm, 430mm, 450mm, etc., the hybrid power system of this application can be adapted to low-slung coupe models with limited vertical space in the front compartment. If the height of the highest point of the engine 10 from the ground is set to 600mm, 700mm, 800mm, etc., the hybrid power system of this application can be adapted to sedan models, off-road vehicles, etc., with higher passability.

[0044] In some embodiments, the balance cylinder 12 of the engine 10 is a non-combustion cylinder, and no fuel injection or ignition device is provided in the balance cylinder 12. The counterweight in the balance cylinder 12 may be, but is not limited to, a counterweight piston 14. The counterweight piston 14 is connected to the crankshaft 13 through a connecting rod mechanism 15, and the mass configuration of the counterweight piston 14 is to balance the second-order reciprocating inertial forces generated by the two power cylinders 11. By setting the counterweight in the balance cylinder 12 as a counterweight piston 14, and the counterweight piston 14 combined with the connecting rod mechanism 15 and the crankshaft 13, the inertial force vector generated by the counter-movement of the counterweight piston 14 is equal in magnitude and opposite in direction to the superposition vector of the piston inertial forces in the two power cylinders 11 in the horizontal direction, thereby canceling out the opposite inertial forces, realizing the self-balancing of the engine, and effectively suppressing the engine vibration problem.

[0045] In this embodiment, the balance cylinder 12 of the engine 10 is a non-combustion cylinder, making it essentially a purely mechanical balancing component, serving as a power unit without heat-to-work conversion. The balance cylinder 12 internally only houses the counterweight piston 14, the connecting rod mechanism 15, and lubrication and cooling channels that enable the counterweight piston 14 and connecting rod mechanism 15 to operate normally. It omits the fuel injection device, ignition device, intake and exhaust valve components, combustion chamber, etc., thereby avoiding the risk of heat load due to mis-injection or abnormal combustion, simplifying the overall structure of the engine 10, and reducing the overall weight of the engine 10.

[0046] The mass of the counterweight piston 14 in the balancing cylinder involved in this embodiment needs to be adaptively set according to the actual application, so as to match the mass on the power cylinder side and counteract the reciprocating inertial force it generates.

[0047] In some embodiments, please refer to, for example, Figure 1 As shown, the power generation branch 21 of the hybrid drive system includes a first clutch assembly, which is disposed between the output end of the engine 10 and the input end of the generator 30; the hybrid drive system also includes a fuel drive branch 22 and an electric motor drive branch 23. The fuel drive branch 22 includes a second clutch assembly and a gearbox 60, with the second clutch assembly disposed between the output end of the engine 10 and the gearbox 60; the electric motor drive branch 23 includes a third clutch assembly, which is disposed between the output end of the drive motor 50 and the wheel 70.

[0048] In this embodiment, the power generation branch 21 achieves a controllable connection between the engine 10 and the generator 30 through the first clutch assembly, so that the power generation function is no longer dependent on the continuous rotation of the engine crankshaft; the fuel drive branch 22 achieves a controllable connection between the engine 10 and the transmission 60 through the second clutch assembly, so that the mechanical direct drive path can be switched on and off as needed; the electric motor drive branch 23 establishes an independent drive channel between the drive motor 50 and the wheels 70 through the third clutch assembly. The configuration of the first, second, and third clutch assemblies in the hybrid drive system makes the multi-path architecture of the hybrid drive system independently controllable, solving the rigid binding problem between the power source and the actuator in traditional hybrid drive systems, and improving the system's energy management freedom.

[0049] For example, in pure electric driving mode, the control system can disconnect the first and second clutch components, completely stopping the engine 10. The engine 10 is then mechanically disconnected from the generator 30 and transmission 60, eliminating the reverse torque of the engine 10 and the drag loss caused by the generator idling, thus improving the driving range in pure electric mode. In series range-extender mode, the second clutch component can be disconnected and the first clutch component engaged, allowing the engine 10 to only drive the generator 30 to generate electricity without outputting mechanical energy to the wheels 70. In this mode, the engine speed and vehicle speed are completely decoupled, allowing it to be precisely locked at the most efficient operating point with the lowest fuel consumption, unaffected by vehicle acceleration or deceleration. Through this embodiment, the optimal matching of power paths in various operating modes is achieved using a multi-path independent control power coupling architecture, solving the problem of balancing power, economy, and smoothness in a compact space.

[0050] In some embodiments, the arrangement of the motor drive branch 23 is determined according to the actual application scenario and is not specifically limited. For example, the arrangement of the motor drive branch 23 may be directly connected to the wheel 70 through the third clutch assembly to make full use of the flat space above the horizontally opposed engine; the motor drive branch 23 may also be integrated inside the gearbox 60 or arranged after the output end of the gearbox 60. In this embodiment, the motor drive branch 23 can be arranged as an independent module, which is beneficial for heat dissipation and maintenance, and can also be adapted to the front compartment layout of low-profile vehicles.

[0051] In some embodiments, please refer to, for example, Figure 2As shown, the first clutch assembly includes a first clutch 211 and a second clutch 212. The output end of the engine 10 is sequentially connected to the first clutch 211, the first gear set 81 of the power generation branch 21, and the second clutch 212. The second clutch 212 is connected to the input end of the generator 30. The fuel drive branch 22 includes a second gear set 82, a third gear set 83, and a fourth gear set 84. The second clutch assembly includes a fourth clutch 221 and a fifth clutch 222. The first gear set 81 meshes with the second gear set 82. The second gear set 82 is connected to the gearbox 60 via the fourth clutch 221. The output end of the gearbox 60 is connected to the fourth gear set 84 via the fifth clutch 222. The fourth gear set 84 transmits driving force to the wheels 70 via the third gear set 83. The third clutch assembly includes a third clutch 231. The output end of the drive motor 50 is connected to the third clutch 231 and transmits driving force to the wheels 70 via the third gear set 83.

[0052] In this embodiment, the first gear set 81 serves as a power splitting node for the engine 10 to charge the generator 30 or for the engine 10 to provide driving force to the wheels 70. The mechanical energy output by the engine 10 is first transmitted to the first gear set 81 via the first clutch 211. Here, the power is divided into two paths by the first gear set 81: a power generation branch 21 and a fuel drive branch 22. One path continues axially to the generator 30 via the second clutch 212, forming the input end of the power generation branch 21; the other path is radially transmitted to the second gear set 82 through the gear meshing relationship in the first gear set 81, and then enters the gearbox 60 via the fourth clutch 221, forming the input end of the fuel drive branch 22. Through this embodiment, the power generation function and the mechanical drive function are decoupled in physical structure. That is, by independently controlling the opening and closing of the first clutch 211 and the second clutch 212, it is possible to flexibly select only power generation, only mechanical drive, or power generation and mechanical drive to work simultaneously without mechanical interference. For example, in pure electric mode, disengaging the first clutch 211 cuts off the power input from the engine 10 to the generator 30 and the power input to the fuel drive branch 22. At this time, regardless of whether the second clutch 212 is in a coupled or decoupled state, the generator 30 will not be dragged to rotate, thereby eliminating unnecessary drag losses.

[0053] At the power output end, the third gear set 83 serves as a common power confluence node for the drive motor 50 to output driving force to the wheels 70, or for the engine 10 to output driving force to the wheels 70 via the fuel drive branch 22 and the fourth gear set 84. The power battery 40 provides electrical energy to the drive motor 50, and the power of the drive motor 50 is transmitted to the third gear set 83 via the third clutch 231, thereby outputting the power of the drive motor 50 to the wheels 70 through the third gear set 83; the power output from the gearbox 60 in the fuel drive branch 22 is transmitted to the fourth gear set 84 via the fifth clutch 222, and radially transmitted to the third gear set 83 through the gear meshing relationship in the fourth gear set 84, thereby outputting the power of the engine 10 to the wheels 70 through the third gear set 83. This embodiment enables the system to drive the vehicle independently with the drive motor 50 in pure electric mode, drive the vehicle independently with the engine 10 in fuel mode, and simultaneously drive the vehicle with the torque superposition of the engine 10 and drive motor 50 in parallel mode, meeting the high power requirements of the vehicle during rapid acceleration or hill climbing. In energy recovery mode, the kinetic energy at the wheel end can also be transferred in reverse through the junction node to the drive motor 50 to charge the power battery 40, or combined with the fuel drive branch 22 to the generator 30 to charge the power battery 40, thus realizing energy recovery of the vehicle.

[0054] In this embodiment, the specific forms of the first clutch 211, the second clutch 212, the third clutch 231, the fourth clutch 221, and the fifth clutch 222 can be set according to actual applications, and are not specifically limited here. For example, the first clutch 211, the second clutch 212, the third clutch 231, the fourth clutch 221, and the fifth clutch 222 can all be electromagnetic clutches, or they can be hydraulic wet multi-plate clutches, dry friction clutches, jaw clutch synchronizers, and other actuators with controllable engagement and disengagement functions. This is only an illustrative example.

[0055] In some embodiments, for the above-described hybrid drive system, the rated power of its engine 10 is... The peak power of drive motor 50 is Rated power in hybrid drive systems With peak power The ratio satisfies the preset ratio range: In this embodiment, when When within this preset ratio range, the system can rely on the efficient mechanical direct drive of the engine 10 during high-speed cruising, avoiding energy conversion losses and continuous discharge pressure on the power battery caused by the high-power motor; simultaneously, under transient high-load conditions such as rapid acceleration or hill climbing, the drive motor 50 can provide sufficient power compensation to ensure the vehicle's power responsiveness. A ratio below 0.6 indicates that the power proportion of the drive motor 50 is too large, which will lead to a rapid increase in the demand for the capacity and discharge rate of the power battery 40. This will cause the engine 10 to frequently engage in power generation or disengage from direct drive due to insufficient power during high-speed cruising, resulting in increased overall fuel consumption. If the ratio is higher than 0.8, the power of engine 10 is too large, which will cause insufficient power of drive motor 50 in low-speed pure electric drive or series range extender mode.

[0056] For example, when When the system reaches its optimal overall performance balance point, if the rated power of engine 10 is 70kW and the peak power of drive motor 50 is 100kW, then during high-speed cruising in the range of 80-150km / h, engine 10 can stably operate in the high-efficiency speed range of 2000-3500rpm, resulting in low fuel consumption. Furthermore, drive motor 50 can provide additional power assistance during rapid acceleration. When the system prioritizes power performance and the driving experience of the electric motor, it is suitable for sporty coupes. The high power of the 50 kW drive motor makes the top speed and acceleration in pure electric mode stronger; when At this time, the system focuses on long-distance economy and high-speed re-acceleration capability. The engine 10 has a high power redundancy and can still maintain direct drive mode when climbing hills or driving at ultra-high speeds with full load, reducing the frequency of mode switching.

[0057] In conjunction with the above embodiments, for the aforementioned hybrid drive system, the single-cylinder displacement of the engine 10 can be, but is not limited to, 550ml to 750ml, and the total displacement of the two power cylinders can be, 1.2L to 1.4L, to cover the rated power output of the engine 10 from 50kW to 90kW; the capacity of the power battery 40 can be, but is not limited to, 15kWh to 20kWh, to meet the daily short-distance pure electric commuting needs, while providing sufficient buffer energy to support the peak power output and braking energy recovery of the drive motor 50. In this embodiment, the single-cylinder displacement of the engine 10, the capacity of the power battery, and other parameters are set according to the actual application scenario; here, they are only used in conjunction with the aforementioned rated power. With peak power This is an illustrative example and is not intended to be specific.

[0058] In conjunction with the hybrid drive system provided in the foregoing embodiments, this application also proposes a control method for a hybrid drive system, applicable to a vehicle hybrid drive system including an engine, a drive motor, a power battery, and a power generation branch, a fuel drive branch, and an electric motor drive branch. The controller of the hybrid drive system can be the vehicle's overall controller.

[0059] In some embodiments, the control method for a hybrid drive system can be implemented by a processor calling computer-readable instructions stored in memory.

[0060] Please see as follows Figure 3 As shown, the control method of the hybrid drive system in this embodiment includes the following steps: S1. Obtain the vehicle's operating status.

[0061] The operating state is the fundamental input for the hybrid drive system to make energy management decisions. In this embodiment, the operating state includes at least vehicle speed and required torque. Vehicle speed can be obtained by converting wheel speed sensors or motor speed, and required torque is derived from signals such as accelerator pedal opening, brake pedal travel, and vehicle longitudinal acceleration. In some embodiments, the operating state may also include the SOC (State of Charge) of the power battery, battery temperature, ambient temperature, engine coolant temperature, etc., selected according to the actual application scenario. This is only an illustrative example and is not specifically limited. For example, in a low-temperature environment, the system may need to prioritize adjusting the engine starting strategy or limit the battery charging and discharging power to protect the power battery; while at a higher SOC, the system may need to increase the proportion of pure electric drive to reduce fuel consumption.

[0062] S2, based on the operating state, control the on / off state of at least one of the power generation branch, the fuel drive branch and the motor drive branch, so as to perform the vehicle's operating mode switching according to the on / off state.

[0063] The vehicle's operating mode includes any one of pure electric mode, series mode, parallel mode, and fuel mode. Based on the previously acquired vehicle operating status, a preset control strategy determines the optimal operating mode. This preset control strategy can be, but is not limited to, a mapping table based on preset rules, i.e., pre-defined speed-torque operating ranges for each operating mode. After acquiring the vehicle's operating status, the control system sends corresponding control commands to the corresponding clutches in the power generation and fuel drive circuits, controlling the on / off state of the corresponding clutches to complete the switching of the vehicle's operating mode and achieve the switching of the power transmission path.

[0064] For example, based on the aforementioned vehicle operating status, when it is determined that the vehicle needs to switch to pure electric mode, the first and second clutches in the power generation branch are disengaged, and the fourth and fifth clutches in the fuel drive branch are disengaged, cutting off the mechanical connection between the engine and the generator, as well as between the engine and the wheels. Only the third clutch in the electric motor drive branch is engaged, allowing the drive motor to provide power, thereby achieving zero-emission driving and eliminating the drag loss caused by engine reverse resistance torque and generator idling. When it is determined that the vehicle needs to switch to series mode, the first and second clutches in the power generation branch are engaged, the third clutch in the electric motor drive branch is engaged, and the fourth and fifth clutches in the fuel drive branch are disengaged, allowing the engine to only drive the generator to generate electricity, which is then directly driven by the drive motor to drive the wheels. At this time, the engine speed is... Vehicle speed is decoupled, locking into the most efficient operating point with the lowest fuel consumption. When it is determined that the vehicle needs to switch to parallel mode, the first and second clutches in the power generation branch, the fourth and fifth clutches in the fuel drive branch, and the third clutch in the drive branch are simultaneously engaged to achieve superimposed torque output from the engine and drive motor, meeting high power demands such as rapid acceleration, overtaking, and hill climbing. When it is determined that the vehicle needs to switch to fuel mode, the first clutch in the fuel drive branch is engaged, the fourth and fifth clutches in the fuel drive branch are engaged, while the second clutch in the fuel drive branch and the third clutch in the motor drive branch are disengaged. This causes the second clutch in the power generation branch to disengage, establishing a direct mechanical transmission path from the engine to the wheels, eliminating losses in the energy conversion process, and improving transmission efficiency under high-speed cruising conditions.

[0065] By combining real-time perception of vehicle operating status and power path switching through the embodiments of this application, the energy management freedom of the vehicle hybrid system is improved, enabling the engine to operate in the high-efficiency zone for a long time, while exiting in the low-efficiency zone in a timely manner or being taken over by the drive motor, thereby improving power, economy and driving smoothness across the entire vehicle speed range.

[0066] In some embodiments, please combine with, for example Figure 1 As shown, the vehicle's operating modes may also include coasting recovery mode, braking recovery mode, parking power generation mode, etc., depending on the actual application scenario. This is merely an illustrative example and not a specific limitation. For coasting recovery mode and braking recovery mode, this application embodiment includes at least the following steps: When the vehicle is in regenerative braking mode, the drive motor and the generator are controlled to work together to generate electricity. When the vehicle is in coasting recovery mode, the drive motor is controlled to generate electricity.

[0067] In this embodiment, in coasting recovery mode, the first, second, fourth, and fifth clutches are disengaged, and the third clutch is engaged. At this time, the kinetic energy at the wheel end is transferred in reverse via the third clutch to the drive motor, charging the power battery and achieving coasting energy recovery. In braking recovery mode, the first clutch is disengaged, and the second, third, fourth, and fifth clutches are engaged. At this time, while achieving coasting energy recovery, the kinetic energy at the wheel end can also be transferred in reverse via the fifth, fourth, and second clutches to the generator, generating electricity from the power battery and achieving braking energy recovery.

[0068] In some embodiments, the vehicle's ECU (Electronic Control Unit) can allocate the total required braking force to the back EMF braking force provided by the current drive motor, which may, but is not limited to, include multiple execution priorities. The first priority is maximum energy recovery, where the total required braking force is the back EMF braking force of the drive motor, and the hydraulic braking system is in standby but not engaged, suitable for conditions such as high-speed coasting and long downhill slopes. The second priority is electro-hydraulic coordination, where the hydraulic braking system provides coordination assistance when the back EMF braking force of the drive motor is insufficient. The third priority is braking safety; when the ECU detects at least one safety condition triggered, such as emergency braking, ABS (Anti-lock Braking System) activation, or insufficient vehicle lateral stability, it immediately switches the total required braking force to the hydraulic braking system, and the back EMF braking of the drive motor simultaneously disengages.

[0069] In this embodiment, under high deceleration conditions such as emergency braking or long downhill slopes, the vehicle's instantaneous kinetic energy exceeds the peak power generation capacity of a single drive motor or the safe charging rate limit of the power battery. If recovery relies solely on the drive motor, the excess kinetic energy can only be dissipated as heat energy from hydraulic braking, resulting in energy waste. This embodiment, by incorporating a generator for combined recovery, increases the system's total power generation capacity, thereby extending the vehicle's pure electric range.

[0070] For the above embodiments, the engagement / disengagement states of the first, second, third, fourth, and fifth clutches in the hybrid drive system under the vehicle's operating modes, such as pure electric mode, series mode, parallel mode, fuel mode, coasting recovery mode, and braking recovery mode, can be referred to in Table 1 below.

[0071] Table 1: Engagement / Disengagement Status of Each Clutch under Different Operating Modes In some embodiments, the operating state includes vehicle speed state and required torque state. Upon obtaining the vehicle speed state and required torque state, the vehicle operating mode can be determined based on these states, and the vehicle speed hysteresis width and torque hysteresis width between different modes can be set. Based on this, embodiments of this application include at least the following steps: The operating ranges of the pure electric mode, the series mode, the parallel mode, and the fuel mode are determined based on the vehicle speed state and the required torque state, respectively. Between adjacent operating sections, there are speed hysteresis widths and torque hysteresis widths. The on / off state of each branch is controlled based on the speed hysteresis widths and the torque hysteresis widths, so as to perform the vehicle's operating mode switching according to the on / off state.

[0072] In this embodiment, please refer to, for example Figure 4As shown, a MAP diagram of operating intervals with vehicle speed as the horizontal axis and required torque as the vertical axis is pre-stored in the control system. The MAP diagram divides the operating modes of the vehicle into four intervals, which correspond to pure electric mode, series mode, parallel mode and fuel mode respectively. Illustratively, when the vehicle speed V≤60km / h and the required torque T_req≤150Nm, the operating mode of the vehicle is pure electric mode, which can be applied to working conditions such as urban starting and urban overtaking. At this time, the third clutch is engaged, and the first clutch, the second clutch, the fourth clutch and the fifth clutch are disconnected, and the driving motor independently outputs driving force to drive the wheels. When the vehicle speed satisfies 0km / h<V≤60km / h and the required torque satisfies 150Nm<T_req≤250Nm, or the vehicle speed satisfies 60km / h<V≤100km / h and the required torque satisfies 0Nm<T_req≤250Nm, or the vehicle speed satisfies 100km / h<V≤140km / h and the required torque satisfies 0Nm<T_req<100Nm, the operating mode of the vehicle is series mode, which can be applied to working conditions such as suburban cruising and fast cruising. At this time, the first clutch, the second clutch and the third clutch are engaged, the fourth clutch and the fifth clutch are disconnected, the engine drives the generator to generate electricity, and the driving motor outputs driving force to drive the wheels. When the vehicle speed satisfies 100km / h<V≤150km / h and the required torque satisfies 100Nm≤T_req≤170Nm, the operating mode of the vehicle is fuel mode, which can be applied to working conditions such as high-speed cruising and high-speed overtaking. At this time, the first clutch, the fourth clutch and the fifth clutch are engaged, the second clutch and the third clutch are disconnected, the engine directly outputs driving force to drive the wheels, eliminating electric energy conversion loss. When the vehicle speed V>150km / h, or the required torque T_req>250Nm, or the vehicle speed satisfies 100km / h<V≤140km / h and the required torque satisfies 170Nm<T_req≤250Nm, the operating mode of the vehicle is parallel mode, which can be applied to working conditions such as extreme speed cruising. At this time, the first clutch, the second clutch, the third clutch, the fourth clutch and the fifth clutch are all engaged, and the engine and the driving motor jointly output driving force to drive the wheels.

[0073] In this embodiment, during the actual operation of the vehicle, due to sensor signal noise, changes in road resistance, and the driver's adjustment of the pedal, the real-time collected vehicle speed status and required torque status may cause repeated switching between adjacent operating modes. To address this problem, in this embodiment, a vehicle speed hysteresis width ΔV and a torque hysteresis width ΔT are set in adjacent operating intervals involved in different operating modes, which effectively avoids repeated switching between adjacent operating modes, reduces repeated triggering of engagement and disengagement actions of clutches, reduces clutch wear and obvious shift shock of the vehicle, and improves the comfort of vehicle driving.

[0074] In some embodiments, the speed hysteresis width ΔV and the torque hysteresis width ΔT are both set according to the actual application scenario. For example, the speed hysteresis width ΔV may be, but is not limited to, 4km / h, 5km / h, 8km / h, etc., and the torque hysteresis width ΔT may be, but is not limited to, 15Nm, 20Nm, 25Nm, etc. This is only an illustrative example and is not specifically limited.

[0075] For example, the speed hysteresis width ΔV is set to 5 km / h, and the torque hysteresis width ΔT is set to 20 Nm. If the vehicle is currently in series mode, the theoretical speed boundary for switching to fuel mode is 100 km / h. When the vehicle speed gradually increases to 100 km / h, the system will not immediately switch to fuel mode, but will continue to monitor the speed change. When the speed continues to rise to 85 km / h, the control system will issue a command to disengage the second and third clutches, and combine with the fourth and fifth clutches to complete the switch to fuel mode. If the vehicle is in fuel mode and the speed decreases, when the speed drops below 100 km / h but is still above 95 km / h, the system will remain in fuel mode to avoid repeated switching between series mode and fuel mode due to small fluctuations in speed around 100 km / h. The hysteresis logic for the torque hysteresis width ΔT is the same as that for the speed hysteresis width ΔV, and will not be repeated here.

[0076] Figure 5 The diagram illustrates the structure of an embodiment of the vehicle described in this application, and also shows the structure of a computer system suitable for implementing the vehicle in this application. The specific embodiments of this application do not limit the specific implementation of the vehicle.

[0077] Please see Figure 5 As shown, the vehicle includes: a controller; and a memory for storing one or more programs, which, when executed by the controller, perform the control method of the hybrid drive system described above.

[0078] Please continue reading. Figure 5As shown, the vehicle's computer system 500 includes a Central Processing Unit (CPU) 501, which can perform various appropriate actions and processes, such as executing the methods described in the above embodiments, based on programs stored in Read-Only Memory (ROM) 502 or programs loaded from storage portion 508 into Random Access Memory (RAM) 503. The RAM 503 also stores various programs and data required for system operation. The CPU 501, ROM 502, and RAM 503 are interconnected via a bus 504. An Input / Output (I / O) interface 505 is also connected to the bus 504.

[0079] The following components are connected to I / O interface 505: an input section 506 including a keyboard, mouse, etc.; an output section 507 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and speakers, etc.; a storage section 508 including a hard disk, etc.; and a communication section 509 including a network interface card such as a LAN (Local Area Network) card, modem, etc. The communication section 509 performs communication processing via a network such as the Internet. A drive 510 is also connected to I / O interface 505 as needed. A removable medium 511, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., is installed on drive 510 as needed so that computer programs read from it can be installed into storage section 508 as needed.

[0080] Specifically, according to embodiments of this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program including a computer program for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication section 509, and / or installed from removable medium 511. When the computer program is executed by central processing unit (CPU) 501, it performs various functions defined in the system of this application.

[0081] Another aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the control method for the hybrid drive system as described above. This computer-readable storage medium may be included in the vehicle described in the above embodiments, or it may exist independently and not be installed in the vehicle.

[0082] Another aspect of this application provides a computer program product or computer program including at least one executable instruction that, when executed on a vehicle, causes the vehicle to perform the control method of the hybrid drive system as described below: Obtain the vehicle's operating status; Based on the operating state, the on / off state of at least one of the power generation branch, the fuel drive branch, and the electric motor drive branch is controlled to perform the vehicle's operating mode switching according to the on / off state; wherein, the operating mode includes any one of pure electric mode, series mode, parallel mode, and fuel mode.

[0083] In one alternative approach, the operating state includes vehicle speed state and required torque state; Specifically, executable instructions can also be used to cause the vehicle to perform the following operations: The operating ranges of the pure electric mode, the series mode, the parallel mode, and the fuel mode are determined based on the vehicle speed state and the required torque state, respectively. Between adjacent operating sections, there are speed hysteresis widths and torque hysteresis widths. The on / off state of each branch is controlled based on the speed hysteresis widths and the torque hysteresis widths, so as to perform the vehicle's operating mode switching according to the on / off state.

[0084] In one alternative embodiment, the hybrid drive system includes a generator and a drive motor; Specifically, executable instructions can also be used to cause the vehicle to perform the following operations: When the vehicle is in regenerative braking mode, the drive motor and the generator are controlled to work together to generate electricity. When the vehicle is in coasting recovery mode, the drive motor is controlled to generate electricity.

[0085] By combining real-time perception of vehicle operating status and power path switching through the embodiments of this application, the energy management freedom of the vehicle hybrid system is improved, enabling the engine to operate in the high-efficiency zone for a long time, while exiting in the low-efficiency zone in a timely manner or being taken over by the drive motor, thereby improving power, economy and driving smoothness across the entire vehicle speed range.

[0086] It should be noted that the computer-readable medium shown in the embodiments of this application can be a computer-readable signal medium or a computer-readable storage medium, or any combination of the two. A computer-readable storage medium can be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: 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), flash memory, optical fiber, portable compact disc read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this application, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In this application, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, carrying a computer-readable computer program. The transmitted data signal can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. The computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The computer program contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to wireless, wired, etc., or any suitable combination thereof.

[0087] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. Each block in a flowchart or block diagram may represent a module, segment, or portion of code, which contains one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0088] The units described in the embodiments of this application can be implemented in software or hardware, and the described units can also be located in a processor. The names of these units do not necessarily limit the specific unit itself.

[0089] According to one aspect of the embodiments of this application, a computer system is also provided, including a Central Processing Unit (CPU), which can perform various appropriate actions and processes based on a program stored in read-only memory (ROM) or a program loaded from storage into random access memory (RAM), such as performing the methods described above. Various programs and data required for system operation are also stored in the RAM. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0090] The following components are connected to the I / O interface: input components including keyboards, mice, etc.; output components including cathode ray tubes (CRTs), liquid crystal displays (LCDs), and speakers; storage components including hard drives; and communication components including network interface cards such as LAN (Local Area Network) cards and modems. The communication components perform communication processing via networks such as the Internet. Drives are also connected to the I / O interface as needed. Removable media, such as disks, optical discs, magneto-optical discs, semiconductor memories, etc., are installed on the drive as needed so that computer programs read from them can be installed into the storage components as required.

[0091] The above description is merely a preferred exemplary embodiment of this application and is not intended to limit the implementation of this application. Those skilled in the art can easily make corresponding modifications or alterations based on the main concept and spirit of this application. Therefore, the scope of protection of this application should be determined by the scope of protection claimed in the claims.

[0092] In practice, the collection and processing of data in this application should strictly comply with the requirements of relevant national laws and regulations, obtain the informed consent or separate consent of the personal information subject, and carry out subsequent data use and processing within the scope of laws and regulations and the authorization of the personal information subject.

Claims

1. A hybrid power drive system, characterized in that, The system includes an engine, a power generation branch, a generator, a power battery, and a drive motor; The output end of the engine is connected to the input end of the generator via the power generation branch, the generator is electrically connected to the power battery, and the power battery is electrically connected to the drive motor. The engine includes at least two power cylinders and at least one balance cylinder, the power cylinders and the balance cylinders being arranged radially opposite each other along the crankshaft and located on two opposite sides of the crankshaft; The balancing cylinder is equipped with a counterweight.

2. The hybrid drive system according to claim 1, characterized in that, The engine includes two power cylinders and one balance cylinder; Two of the power cylinders are arranged radially along the crankshaft on one side of the crankshaft, and one of the balance cylinders is arranged radially along the crankshaft on the other side of the crankshaft; The cranks corresponding to the two power cylinders are arranged symmetrically at 180° to the cranks corresponding to the balance cylinder.

3. The hybrid drive system according to claim 1, characterized in that, The counterweight is a counterweight piston, which is connected to the crankshaft via a connecting rod mechanism.

4. The hybrid drive system according to claim 1, characterized in that, The power generation branch includes a first clutch assembly, which is disposed between the output end of the engine and the input end of the generator; The system also includes a fuel drive branch and an electric motor drive branch; The fuel drive circuit includes a second clutch assembly and a gearbox, wherein the second clutch assembly is disposed between the output end of the engine and the gearbox; The motor drive branch includes a third clutch assembly, which is disposed between the output end of the drive motor and the wheel.

5. The hybrid drive system according to claim 4, characterized in that, The power generation branch also includes a first gear set, the first clutch assembly includes a first clutch and a second clutch, the output end of the engine is sequentially connected to the first clutch, the first gear set and the second clutch, and the second clutch is connected to the input end of the generator; The fuel drive circuit includes a second gear set, a third gear set, and a fourth gear set. The second clutch assembly includes a fourth clutch and a fifth clutch. The first gear set meshes with the second gear set. The second gear set is connected to the gearbox via the fourth clutch. The gearbox is connected to the fourth gear set via the fifth clutch. The fourth gear set transmits driving force to the wheels via the third gear set. The third clutch assembly includes a third clutch, the output end of the drive motor is connected to the third clutch, and the driving force is transmitted to the wheels via the third gear set.

6. A control method for a hybrid power drive system, applied to the hybrid power drive system according to any one of claims 1 to 5, characterized in that, The hybrid power drive system includes a power generation branch, a fuel drive branch, and an electric motor drive branch, and the method includes: Obtain the vehicle's operating status; Based on the operating state, the on / off state of at least one of the power generation branch, the fuel drive branch, and the electric motor drive branch is controlled to perform the vehicle's operating mode switching according to the on / off state; wherein, the operating mode includes any one of pure electric mode, series mode, parallel mode, and fuel mode.

7. The control method according to claim 6, characterized in that, The operating state includes vehicle speed state and required torque state; the method includes: The operating ranges of the pure electric mode, the series mode, the parallel mode, and the fuel mode are determined based on the vehicle speed state and the required torque state, respectively. Between adjacent operating sections, there are speed hysteresis widths and torque hysteresis widths. The on / off state of each branch is controlled based on the speed hysteresis widths and the torque hysteresis widths, so as to perform the vehicle's operating mode switching according to the on / off state.

8. The control method according to claim 6, characterized in that, The hybrid drive system includes a generator and a drive motor, and the method further includes: When the vehicle is in regenerative braking mode, the drive motor and the generator are controlled to work together to generate electricity. When the vehicle is in coasting recovery mode, the drive motor is controlled to generate electricity.

9. A vehicle, characterized in that, include: Controller; A memory for storing one or more programs that, when executed by a controller, cause the controller to implement the control method of the hybrid drive system according to any one of claims 6 to 8.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when run on a vehicle, causes the vehicle to perform the steps of the control method for a hybrid drive system as described in any one of claims 6 to 8.

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