Control methods, control devices, and storage media for hybrid vehicles

Abstract

This invention discloses control methods, control devices, devices, and storage media for hybrid vehicles, which belong to the field of vehicle control. [Solution] The method includes: obtaining a gradient coefficient while the vehicle is in motion, which is used to indicate the road surface gradient while the vehicle is in motion; obtaining the vehicle's target SOC and actual SOC, the target SOC being determined based on the vehicle's operating mode; determining a first charge / discharge coefficient based on the target SOC and actual SOC; obtaining a second charge / discharge coefficient by correcting the first charge / discharge coefficient based on the gradient coefficient, where, if the gradient coefficient indicates the vehicle is in an uphill state, the charging intention indicated by the second charge / discharge coefficient is higher than the charging intention indicated by the first charge / discharge coefficient; and controlling the vehicle's dynamic system based on the second charge / discharge coefficient. This method makes it possible to keep the actual SOC of the hybrid vehicle's power battery close to the target SOC in the case of special road surface conditions.

Description

Technical Field

[0001] The present application relates to the field of vehicle control, and particularly to a control method, a control device, a device, and a storage medium for a hybrid vehicle.

Background Art

[0002] Currently, a hybrid vehicle usually includes an engine, a motor corresponding to the engine, a power battery, and an electric motor. The engine supplies energy to the motor corresponding to the engine, and the power battery supplies energy to the electric motor. Usually, the electric motor is used to drive the vehicle as much as possible, and it is necessary to avoid the motor corresponding to the engine driving the vehicle directly. This is because when the motor corresponding to the engine directly drives the vehicle, the operating cost of the hybrid vehicle increases because the price of fuel oil is much higher than the price of electricity.

Summary of the Invention

Means for Solving the Problems

[0003] The present application provides a control method, a control device, a device, and a storage medium for a hybrid vehicle that can keep the actual SOC of the power battery of the hybrid vehicle close to the target SOC when going uphill or downhill. The technical solution includes at least the following.

[0004] In a first embodiment, the present invention relates to a method for controlling a hybrid vehicle, comprising: obtaining a gradient coefficient while the vehicle is in motion, the gradient coefficient being used to indicate the road surface gradient while the vehicle is in motion; obtaining a target SOC and an actual SOC for the vehicle, the target SOC being determined based on the operating mode of the vehicle; determining a first charge / discharge coefficient based on the target SOC and the actual SOC, the first charge / discharge coefficient being used to indicate the vehicle's charge / discharge intention; obtaining a second charge / discharge coefficient by correcting the first charge / discharge coefficient based on the gradient coefficient, wherein if the gradient coefficient indicates the vehicle is in an uphill state, the charge intention indicated by the second charge / discharge coefficient is higher than the charge intention indicated by the first charge / discharge coefficient; and controlling the vehicle's dynamics system based on the second charge / discharge coefficient.

[0005] As one option, If the gradient coefficient is greater than the first gradient threshold, The aforementioned gradient coefficient teeth This indicates that the vehicle is on an uphill slope. death The first gradient threshold is 0 or greater, and obtaining a second charge / discharge coefficient by correcting the first charge / discharge coefficient based on the gradient coefficient includes determining a first correction amount based on the difference between the gradient coefficient and the first gradient threshold and a first correction relationship, the first correction amount being a negative number, the first correction relationship being a correspondence between the difference and the correction amount, the larger the difference between the gradient coefficient and the first gradient threshold in the first correction relationship, the smaller the corresponding correction amount, the sum of the first correction amount and the first charge / discharge coefficient being the second charge / discharge coefficient, and the smaller the first charge / discharge coefficient being, the stronger the vehicle's intention to charge. If the gradient coefficient is less than the second gradient threshold, The aforementioned gradient coefficient teeth This indicates that the vehicle is on a downhill slope. deathThe second gradient threshold is 0 or less, and obtaining a second charge / discharge coefficient by correcting the first charge / discharge coefficient based on the gradient coefficient includes determining a second correction amount based on the difference between the gradient coefficient and the second gradient threshold and a second correction relationship, the second correction amount being a positive number, the second correction relationship being a correspondence between the difference and the correction amount, the smaller the difference between the gradient coefficient and the second gradient threshold in the second gradient correspondence relationship, the larger the corresponding correction amount, the sum of the second correction amount and the first charge / discharge coefficient being the second charge / discharge coefficient, and the smaller the first charge / discharge coefficient being, the stronger the vehicle's intention to charge.

[0006] As one option, determining a first charge-discharge coefficient based on the target SOC and the actual SOC includes obtaining a first difference between the target SOC and the actual SOC, and determining the first charge-discharge coefficient based on the correspondence between the first difference and the charge-discharge coefficient, wherein the charge-discharge coefficient correspondence is the correspondence between the difference and the charge-discharge coefficient, and in the charge-discharge coefficient correspondence, the larger the difference, the larger the charge-discharge coefficient.

[0007] As one option, controlling the vehicle's dynamic system based on the second charge-discharge coefficient includes determining a desired charge-discharge power based on the vehicle's power demand, obtaining the vehicle's maximum charge-discharge power, determining a target charge power and a target discharge power based on the second charge-discharge coefficient, the desired charge-discharge power, and the maximum charge-discharge power, and controlling the vehicle's dynamic system using the target charge power and target discharge power.

[0008] As one option, determining the target charging power and target discharging power based on the second charge-discharge coefficient, the desired charge-discharge power, and the maximum charge-discharge power includes, if the second charge-discharge coefficient is greater than 0, setting the desired charging power as the target charging power, and obtaining the target discharging power by performing interpolation calculations on the desired discharging power and the maximum discharging power using the second charge-discharge coefficient, where the desired discharging power is the power corresponding to the case where the charge-discharge coefficient is 0, and the maximum discharging power is the power corresponding to the case where the charge-discharge coefficient is 1; or, if the second charge-discharge coefficient is less than 0, setting the desired discharging power as the target discharging power, and obtaining the target discharging power by performing interpolation calculations on the desired charging power and the maximum discharging power using the second charge-discharge coefficient, where the desired charging power is the power corresponding to the case where the charge-discharge coefficient is 0, and the maximum discharging power is the power corresponding to the case where the charge-discharge coefficient is -1.

[0009] In a second embodiment, a control device for a hybrid vehicle is further provided, the control device for a hybrid vehicle includes a first acquisition module, a second acquisition module, a decision module, a correction module, and a control module.

[0010] A first acquisition module is used to acquire the gradient coefficient while the vehicle is in motion, and the gradient coefficient is used to indicate the road surface gradient while the vehicle is in motion. A second acquisition module is used to acquire the target SOC and actual SOC of the vehicle, the target SOC being determined based on the vehicle's operating mode. A determination module is used to determine a first charge / discharge coefficient based on the target SOC and the actual SOC, and the first charge / discharge coefficient is used to indicate the vehicle's charge / discharge intention. A correction module is used to obtain a second charge / discharge coefficient by correcting the first charge / discharge coefficient based on the gradient coefficient, where the charge intention indicated by the second charge / discharge coefficient is higher than the charge intention indicated by the first charge / discharge coefficient if the gradient coefficient indicates the vehicle is in an uphill state. A control module is used to control the vehicle's dynamics system based on the second charge / discharge coefficient.

[0011] In a third embodiment, a computer device is further provided, the computer device comprising memory and a processor, wherein at least one computer program is stored in the memory, and the at least one computer program is loaded and executed by the processor to perform the control method of the hybrid vehicle described in the above embodiment.

[0012] In a fourth embodiment, a computer-readable storage medium is further provided, wherein at least one computer program is stored in the computer-readable storage medium, and the control method for the hybrid vehicle described in the above embodiment is performed by loading and executing the at least one computer program by a processor. [Brief explanation of the drawing]

[0013] [Figure 1] This is a flowchart of a control method for a hybrid vehicle according to one exemplary embodiment of this application. [Figure 2]This is a flowchart of a control method for a hybrid vehicle according to one exemplary embodiment of this application. [Figure 3] A schematic diagram of the configuration of a control device for a hybrid vehicle according to one exemplary embodiment of this application. [Figure 4] This is a schematic diagram of the configuration of a computer device according to an embodiment of this application. [Modes for carrying out the invention]

[0014] Technical or scientific terms used in this application should have the ordinary meaning understood by those skilled in the art unless otherwise defined. Terms such as “first,” “second,” “third,” and similar terms used in the specification and claims of this application are not intended to indicate any order, number, or importance, but merely to distinguish different components. Similarly, similar terms such as “one” and “one” are not intended to indicate a limit on number, but to indicate the presence of at least one. Similar terms such as “contains” or “includes” mean that the element or object appearing before the term “contains” or “includes” covers the elements or objects and their equivalents listed after the term “contains” or “includes” without excluding other elements or objects. Terms such as “up,” “down,” “left,” and “right” are used solely to describe relative positional relationships, and if the absolute position of the described object changes, the relative positional relationship may change accordingly.

[0015] To further clarify the purpose, technical proposal, and advantages of the embodiments of this application, the embodiments of this application will be described in more detail below with reference to the drawings.

[0016] The nouns in this embodiment are interpreted as follows:

[0017] State of Charge (SOC), or charge level, is expressed as the ratio of the remaining battery capacity to the total battery capacity. Its value can range from 0 to 1 and is usually expressed as a percentage. Generally, SOC can also be considered to represent the battery's energy capacity.

[0018] While driving a hybrid vehicle, encountering special road conditions can cause the State of Charge (SOC) in the power battery to be rapidly depleted. If the SOC in the power battery is too low, the electric motor may not be able to output sufficient torque, and in such cases, the motor corresponding to the engine may need to directly drive the vehicle. Therefore, under special road conditions, the hybrid vehicle needs to be controlled to avoid the motor corresponding to the engine directly driving the vehicle.

[0019] Figure 1 is a flowchart of a control method for a hybrid vehicle according to an exemplary embodiment of the present application. The method can be executed by an in-vehicle device of the vehicle, and the in-vehicle device may be a drive computer, a main control unit (MCU), or a functional module integrated on a motherboard, etc. Referring to Figure 1, the method includes the following steps.

[0020] In step 101, the gradient coefficient during the vehicle's travel is obtained.

[0021] As one option, the gradient coefficient is used to indicate the road gradient during the vehicle's travel

[0022] In step 102, the target SOC and the actual SOC of the vehicle are obtained.

[0023] As one option, the target SOC is determined based on the operating mode of the vehicle.

[0024] In step 103, based on the target SOC and the actual SOC, a first charge-discharge coefficient is determined.

[0025] As one option, the first charge-discharge coefficient is used to indicate the charge-discharge intention of the vehicle, and the charge-discharge intention refers to the necessity of charging or discharging required for the actual SOC of the vehicle to reach the target SOC. For example, the smaller the charge-discharge coefficient, the stronger the charging intention of the vehicle, that is, the higher the necessity of charging required for the actual SOC of the vehicle to reach the target SOC, or the larger the charge-discharge coefficient, the release stronger the discharging intention of the vehicle, that is, the higher the necessity of discharging required for the actual SOC of the vehicle to reach the target SOC.

[0026] In step 104, based on the gradient coefficient, the first charge-discharge coefficient is corrected to obtain a second charge-discharge coefficient.

[0027] As one option, if the gradient coefficient indicates that the vehicle is on an uphill slope, the charging intention indicated by the second charge / discharge coefficient is higher than the charging intention indicated by the first charge / discharge coefficient.

[0028] In step 105, the vehicle's dynamics system is controlled based on the second charge-discharge coefficient.

[0029] In the embodiments of this application, a second charge-discharge coefficient is obtained by correcting the first charge-discharge coefficient using a gradient coefficient, and the vehicle's dynamic system is controlled based on the second charge-discharge coefficient, thereby effectively controlling the hybrid vehicle on uphill slopes, avoiding excessive consumption of the actual state of charge (SOC) of the power battery on uphill slopes, keeping the actual SOC of the hybrid vehicle close to the target SOC at all times, and thus effectively extending the driving range of the hybrid vehicle when driven solely by the electric motor, reducing the operating costs of the hybrid vehicle, and ultimately improving the vehicle's economics.

[0030] Figure 2 is a flowchart of a control method for a hybrid vehicle according to one exemplary embodiment of the present application. The method can be performed by an in-vehicle device, which may be a drive computer, a main control unit (MCU), or a single functional module integrated into a motherboard. Referring to Figure 2, the method includes the following steps:

[0031] Step 201 is used to obtain the gradient coefficient while the vehicle is traveling. The gradient coefficient is used to represent the magnitude of the gradient of the road surface on which the vehicle is located while traveling. One option is that the gradient coefficient is a function of the road surface gradient angle, such as a sine or tangent value, or the gradient coefficient is an angular value of the road surface gradient angle.

[0032] For example, if the gradient coefficient is greater than the first gradient threshold, it indicates that the vehicle is going uphill, and if the gradient coefficient is less than the second gradient threshold, it indicates that the vehicle is going downhill.

[0033] In one possible embodiment, the gradient coefficient is obtained through a network map. The network map is a map connected to the network in real time, and generally contains road surface conditions and detailed data for each road, such as the road surface gradient angle. By connecting to the network in real time, the hybrid vehicle can obtain the road surface gradient angle from the network map, and further use the angular value of the road surface gradient angle as the gradient coefficient, or convert the road surface gradient angle into a function value of the road surface gradient angle, and further use the function value of the road surface gradient angle as the gradient coefficient.

[0034] In another possible embodiment, the gradient coefficient is obtained using the following three steps.

[0035] In the first step, we obtain the vehicle's acceleration and longitudinal acceleration.

[0036] The acceleration of a vehicle, that is, the acceleration of a vehicle while it is in motion, is in the same direction as the direction of travel. The acceleration of a vehicle can be determined by calculating the vehicle speed at two adjacent points in time and the length of time between those two points in time. For example, the change in vehicle speed can be calculated by calculating the difference between the vehicle speed 2 seconds ago and the current vehicle speed. By dividing this change in vehicle speed by the time, i.e., 2 seconds, the acceleration of the vehicle can be obtained.

[0037] Vehicle speed can be obtained by rotational speed sensors on the wheels, for example, by a rotational speed sensor attached to the front wheel, or by a rotational speed sensor attached to the rear wheel. The vehicle speed can then be obtained by converting the rotational speed obtained by the rotational speed sensors.

[0038] In the embodiments of this application, in special weather conditions (e.g., rain or snow), the drive wheels may slip, and therefore the rotational speed of the drive wheels may not accurately reflect the vehicle speed. Consequently, the vehicle speed is determined by a rotational speed sensor attached to a driven wheel. For example, if the drive wheels are the front wheels and the driven wheels are the rear wheels, the vehicle speed is determined by a rotational speed sensor attached to a rear wheel. If the drive wheels are the rear wheels and the driven wheels are the front wheels, the vehicle speed is determined by a rotational speed sensor attached to a front wheel.

[0039] In some examples, since a vehicle has two front wheels and two rear wheels, the average rotational speed of the two front wheels is used instead of the front wheel speed, or the average rotational speed of the two rear wheels is used instead of the rear wheel speed.

[0040] The direction of a vehicle's longitudinal acceleration is perpendicular to the ground plane and can be obtained by a longitudinal acceleration sensor mounted on the vehicle. A positive measured longitudinal acceleration indicates that the vehicle is going uphill, in which case the direction of the vehicle's longitudinal acceleration is upward. A negative measured longitudinal acceleration indicates that the vehicle is going downhill, in which case the direction of the vehicle's longitudinal acceleration is downward. On a flat slope, the vehicle's longitudinal acceleration is extremely small and can be ignored.

[0041] In some embodiments, it is necessary to determine the vehicle's longitudinal acceleration by comprehensively considering the output value of the longitudinal acceleration sensor and the vehicle's lateral acceleration. The vehicle's lateral acceleration is perpendicular to both the vehicle's acceleration and longitudinal acceleration and is obtained by a lateral acceleration sensor mounted on the vehicle. The lateral acceleration affects the measurement accuracy of the vehicle's longitudinal acceleration sensor to a certain extent; that is, if the vehicle's lateral acceleration is too large, the output value of the vehicle's longitudinal acceleration may not be the actual longitudinal acceleration of the vehicle. Therefore, in such cases, it is necessary to compensate for the value output from the vehicle's longitudinal acceleration sensor, and the first step in this case should further include obtaining the lateral acceleration.

[0042] One option for obtaining the longitudinal acceleration is to obtain a first longitudinal acceleration, where the first longitudinal acceleration is the longitudinal acceleration obtained by a longitudinal acceleration sensor; to determine a longitudinal acceleration compensation value based on the lateral acceleration if the lateral acceleration is greater than or equal to an acceleration threshold; and to obtain the longitudinal acceleration by compensating the first longitudinal acceleration using the longitudinal acceleration compensation value. Here, if the lateral acceleration is less than or equal to the acceleration threshold, the first longitudinal acceleration is that longitudinal acceleration. Here, the possible range of the acceleration threshold is 5 to 7 meters per second squared (m / s²). 2 ) and for example, 5 m / s 2 , 6 m / s 2 or 7 m / s 2 That's fine.

[0043] Here, determining the longitudinal acceleration compensation value based on the lateral acceleration can be achieved by a first correspondence, which is the correspondence between the lateral acceleration and the longitudinal acceleration compensation value. When the lateral acceleration is greater than the acceleration threshold, the corresponding longitudinal acceleration compensation value can be determined from the numerical value of the lateral acceleration based on the first correspondence. This first correspondence can be stored in advance in the memory of an in-vehicle device. For example, by storing this first correspondence in the memory of an in-vehicle device before the vehicle is shipped or before the method in the embodiment of this application is performed, it is possible to determine the longitudinal acceleration compensation value based on the lateral acceleration.

[0044] The first correspondence can be obtained by measuring the difference between the output value of the longitudinal acceleration sensor and the actual longitudinal acceleration multiple times at different lateral accelerations, where the difference between the output value of the longitudinal acceleration sensor and the actual longitudinal acceleration is the longitudinal acceleration compensation value, and the embodiment of this application does not limit the specific method for obtaining the first correspondence.

[0045] In the second step, the first acceleration is determined based on the vehicle's acceleration and longitudinal acceleration.

[0046] When a vehicle is traveling on a slope, taking an uphill slope as an example, the vehicle's acceleration is parallel to the slope and its direction coincides with the direction of travel. The vehicle's acceleration can be decomposed into a horizontal acceleration component parallel to the ground plane and a vertical acceleration component perpendicular to the ground plane. The horizontal acceleration component, the vertical acceleration component, and the vehicle's acceleration form a right triangle, meaning that the horizontal acceleration component, the vertical acceleration component, and the vehicle's acceleration satisfy the Pythagorean theorem. Here, the measured longitudinal acceleration is the vertical acceleration component, and the first acceleration calculated based on the longitudinal acceleration and the vehicle's acceleration is the horizontal acceleration component.

[0047] Therefore, based on the Pythagorean theorem, the first acceleration can be calculated from the vehicle's acceleration and longitudinal acceleration.

[0048] In the third step, the gradient coefficient is determined based on at least two of the vehicle's acceleration, longitudinal acceleration, and first acceleration.

[0049] The angle between the vehicle's acceleration and the first acceleration is the road surface gradient angle. Given the magnitudes of the vehicle's acceleration, longitudinal acceleration, and the first acceleration, the gradient coefficient corresponding to the road surface gradient angle can be calculated in several ways.

[0050] One option is to calculate the sine value of the road surface gradient angle from the vehicle's acceleration and longitudinal acceleration if the gradient coefficient is the tangent value of the road surface gradient angle, or to calculate the tangent value of the road surface gradient angle from the longitudinal acceleration and the first acceleration if the gradient coefficient is the tangent value of the road surface gradient angle, or furthermore, the gradient coefficient is simply the angular value of the road surface gradient angle. The gradient coefficient needs to reflect the relationship between uphill and downhill slopes in terms of positive or negative, but between -90 degrees and 90 degrees, all cosine values ​​are positive, so the gradient coefficient is not the cosine value calculated from the vehicle's acceleration and the first acceleration.

[0051] Here, the angular value of the road surface gradient angle can be obtained by performing an arcsine transform on the sine value of the road surface gradient angle, or by performing an arctangent transform on the tangent value of the road surface gradient angle.

[0052] For example, the gradient coefficient is the tangent value of the road surface gradient angle. Based on the principle of the tangent function, the tangent value is obtained by dividing the longitudinal acceleration by the first acceleration, and this tangent value is the gradient coefficient. Here, the first acceleration is always a positive number, and the sign of the longitudinal acceleration correlates with whether it is uphill or downhill. In the case of an uphill slope, the longitudinal acceleration is a positive number, so the calculated gradient coefficient is a positive number, and in the case of a downhill slope, the longitudinal acceleration is a negative number, so the calculated gradient coefficient is a negative number.

[0053] A road surface gradient coefficient determined based on at least two of the vehicle's acceleration, longitudinal acceleration, and first acceleration can accurately reflect the magnitude of the road surface gradient while the vehicle is traveling and is not affected by fluctuations in network signals or the amount of data recorded on the network map. Because network maps cannot accurately reflect gradient problems when network signals are poor, and not all road gradients are recorded on the network map, determining the gradient coefficient using the vehicle's own acceleration, longitudinal acceleration, and first acceleration is more accurate and stable than determining the road surface gradient using the network map.

[0054] Step 202 determines whether the gradient coefficient is greater than or equal to the second gradient threshold and less than or equal to the first gradient threshold.

[0055] If the gradient coefficient is greater than or equal to the second gradient threshold and less than or equal to the first gradient threshold, it indicates that the road surface the vehicle is traveling on is a flat slope, and the system exits the current flow.

[0056] If the gradient coefficient is greater than the first gradient threshold, or if the gradient coefficient is less than the second gradient threshold, step 203 is continued. If the gradient coefficient is greater than the first gradient threshold, it indicates that the vehicle is going uphill, and if the gradient coefficient is less than the second gradient threshold, it indicates that the vehicle is going downhill, so step 203 can be continued.

[0057] Here, if the gradient coefficient is the tangent value of the road surface gradient angle, the possible range of the first gradient threshold is tan4° to tan6°, and may be, for example, tan4°, tan5°, or tan6°. The possible range of the second gradient threshold is tan-4° to tan-6°, and may be, for example, tan-4°, tan-5°, or tan-6°.

[0058] If the gradient coefficient is the sine value of the road surface gradient angle, the possible range of the first gradient threshold is sin4° to sin6°, and may be, for example, sin4°, sin5°, or sin6°.

[0059] If the gradient coefficient is the angular value of the road surface gradient angle, the possible range for the first gradient threshold is 4° to 6°, and may be, for example, 4°, 5°, or 6°. The possible range for the second gradient threshold is -4° to -6°, and may be, for example, -4°, -5°, or -6°.

[0060] In some embodiments, the method indicates that the road surface on which the vehicle is traveling is a flat slope and exits the current flow when a time threshold is reached during which the gradient coefficient is greater than or equal to a second gradient threshold and less than or equal to a first gradient threshold. If a time threshold is reached during which the gradient coefficient is greater than the first gradient threshold, or if a time threshold is reached during which the gradient coefficient is less than the second gradient threshold, step 203 is continued. In embodiments of the present application, the possible range of the time threshold is 2s to 6s, and may be, for example, 2s, 3s, 5s, or 6s.

[0061] While the vehicle is in motion, it may encounter a situation where the road surface is not flat even on a flat slope. In this case, the longitudinal acceleration may change suddenly, potentially leading to an inaccurate road surface gradient coefficient. Therefore, step 203 is continued only when the time for which the gradient coefficient is greater than the first gradient threshold reaches a time threshold, or when the time for which the gradient coefficient is less than the second gradient threshold reaches a time threshold. This improves the accuracy of the acquired gradient coefficient.

[0062] Step 203 involves obtaining the target SOC and actual SOC for the hybrid vehicle.

[0063] The target State of Charge (SOC) for a hybrid vehicle is determined based on the operating modes of the hybrid vehicle, which include the driving mode and the power-saving mode.

[0064] The drive modes include Eco mode, Standard mode, and Sport mode. Different driving modes correspond to different SOCs, and the SOCs corresponding to different driving modes may differ for different vehicles. By default, the driving mode is Standard mode, and the user can freely select a driving mode, for example, changing from Standard mode to Eco mode, or from Standard mode to Sport mode.

[0065] The power retention modes include intelligent power retention mode and forced power retention mode. In power retention mode, the SOC is configured by the user, and different SOCs may be corresponding to different power retention modes.

[0066] In the embodiments of this application, the operating mode and the power supply mode can be turned on simultaneously, or only the operating mode can be turned on and the power supply mode can be turned off. Here, when only the operating mode is turned on, the SOC corresponding to that operating mode is set as the target SOC. When the operating mode and the power supply mode are turned on simultaneously, if the power supply mode is an intelligent power supply mode, the SOC corresponding to the operating mode and the SOC corresponding to the intelligent power supply mode are compared and the relatively larger SOC is set as the target SOC. If the power supply mode is a forced power supply mode, regardless of the SOC corresponding to that operating mode, the SOC corresponding to the forced power supply mode is set as the target SOC.

[0067] When a user turns on the forced power reserve mode, the user's strongest current expectation is to maintain the amount of energy at the target SOC corresponding to the forced power reserve mode. Therefore, when the power reserve mode is turned on and the system is in forced power reserve mode, the target SOC will be the SOC corresponding to the forced power reserve mode, regardless of the SOC corresponding to the operating mode.

[0068] The actual State of Charge (SOC) of a hybrid vehicle can be derived from the current energy level of the power battery, which is the actual SOC. For example, if the current energy level of the hybrid battery is 30%, then the actual SOC in this case is 30%.

[0069] In step 204, the first charge-discharge coefficient is determined based on the target SOC and the actual SOC.

[0070] The first charge-discharge coefficient is used to characterize the charging and discharging intentions of a rechargeable hybrid vehicle, and its possible range is [-1, 1].

[0071] In one possible embodiment, it is shown that when the first charge-discharge coefficient is positive, the hybrid vehicle's intention to discharge increases, and when the first charge-discharge coefficient is negative, the hybrid vehicle's intention to charge increases. In other words, the smaller the first charge-discharge coefficient, the stronger the vehicle's intention to charge, and the larger the first charge-discharge coefficient, the stronger the vehicle's intention to discharge.

[0072] In another possible embodiment, it is shown that when the first charge-discharge coefficient is negative, the hybrid vehicle's intention to discharge is stronger, and when the first charge-discharge coefficient is positive, the hybrid vehicle's intention to charge is stronger. In other words, the smaller the first charge-discharge coefficient, the stronger the vehicle's intention to discharge, and the larger the first charge-discharge coefficient, the stronger the vehicle's intention to charge.

[0073] The following explains why a smaller first charge / discharge coefficient indicates a stronger desire to charge the vehicle. For cases where a larger first charge / discharge coefficient indicates a stronger desire to charge the vehicle, simply change the range [-1, 0] to [0, 1] and the range [0, 1] to [-1, 0] in the explanation of the first charge / discharge coefficient described later, and then modify the relevant content accordingly.

[0074] In fact, when the SOC is equal to the target SOC, the charging intention of the hybrid vehicle is equal to the discharging intention, the first charge-discharge coefficient becomes 0, and this corresponds to the case where the charging power is equal to the discharging power.

[0075] In fact, when the SOC is smaller than the target SOC, the hybrid vehicle's charging intention is stronger than its discharging intention, and the first charge-discharge coefficient is at [-1, 0], which corresponds to the case where the charging power is greater than the discharging power. Here, as the first charge-discharge coefficient decreases from 0, the corresponding discharging power does not change, the charging power gradually increases, and when the first charge-discharge coefficient is -1, the corresponding charging power is the maximum charging power.

[0076] In fact, when the SOC is greater than the target SOC, the hybrid vehicle's charging intention is weaker than its discharging intention, and the first charge-discharge coefficient is at [0, 1], which corresponds to the case where the charging power is less than the discharging power. Here, as the first charge-discharge coefficient increases from 0, the corresponding charging power does not change, the discharging power gradually increases, and when the first charge-discharge coefficient is 1, the corresponding discharging power is the maximum discharging power.

[0077] As one option, step 204 includes the following two steps:

[0078] In the first step, we obtain the first difference between the target SOC and the actual SOC.

[0079] One option is to obtain the first difference by subtracting the target SOC from the actual SOC. If the actual SOC is greater than the target SOC, the first difference is greater than 0; if the actual SOC is less than the target SOC, the first difference is less than 0.

[0080] In the second step, the first charge-discharge coefficient is determined based on the correspondence between the first difference and the charge-discharge coefficient.

[0081] One option is the charge-discharge coefficient correspondence, which is the correspondence between the difference between the target SOC and the actual SOC and the first charge-discharge coefficient. In this relationship, the larger the difference, the larger the first charge-discharge coefficient, and the smaller the difference, the smaller the first charge-discharge coefficient. If the first difference is greater than or equal to the first threshold, the actual SOC in this case is much larger than the target SOC, indicating the strongest discharge intention in this case. The battery can be discharged at maximum discharge power, so the first charge-discharge coefficient in this case is 1. If the first difference is less than or equal to the second threshold, the actual SOC in this case is much smaller than the target SOC, indicating the strongest charge intention in this case. The power battery needs to be charged at maximum charge power to ensure that the actual SOC of the power battery quickly reaches the target SOC, so the first charge-discharge coefficient in this case is -1.

[0082] In the embodiments of this application, the possible range of the first threshold is 20% to 40%, and may be, for example, 20%, 30%, 35%, or 40%. The possible range of the second threshold is -20% to -40%, and may be, for example, -20%, -30%, -35%, or -40%.

[0083] As an example, when the first threshold is 20% and the second threshold is -20%, the relationship between the charge and discharge coefficients is shown in Table 1.

[0084] [Table 1]

[0085] One option is that the first difference is two differenceIf the difference is between two values, the first charge-discharge coefficient corresponding to the first difference is selected as the first charge-discharge coefficient with the larger absolute value. For example, if the first difference is 6% and is between 5% and 10%, the first charge-discharge coefficient corresponding to the larger absolute value of 10% (0.5) is selected as the first charge-discharge coefficient corresponding to 6%. Alternatively, if the first difference is -6% and is between -5% and -10%, the first charge-discharge coefficient corresponding to the larger absolute value of -10% (-0.5) is selected as the first charge-discharge coefficient corresponding to -6%.

[0086] Alternatively, the first difference is two difference If the difference is between two values, the first charge-discharge coefficient with the smaller absolute value is selected as the first charge-discharge coefficient corresponding to the first difference. For example, if the first difference is 6% and is between 5% and 10%, the first charge-discharge coefficient of 0.25 corresponding to the smaller absolute value of 5% is selected as the first charge-discharge coefficient corresponding to 6%. Or, if the first difference is -6% and is between -5% and -10%, the first charge-discharge coefficient of -0.25 corresponding to the smaller absolute value of -5% is selected as the first charge-discharge coefficient corresponding to -6%.

[0087] The first charge-discharge coefficient, determined based on the first difference between the target SOC and the actual SOC, can accurately reflect the current charging and discharging intentions of the hybrid vehicle.

[0088] In step 205, a second charge-discharge coefficient is obtained by correcting the first charge-discharge coefficient based on the gradient coefficient.

[0089] In the embodiments of this application, obtaining a second charge-discharge coefficient by correcting a first charge-discharge coefficient based on a gradient coefficient means that when the gradient coefficient is greater than a first gradient threshold, i.e., when the vehicle is on an uphill slope, the second charge-discharge coefficient is obtained by correcting the first charge-discharge coefficient based on the difference between the gradient coefficient and the first gradient threshold, wherein the charging intention indicated by the second charge-discharge coefficient is higher than the charging intention indicated by the first charge-discharge coefficient.

[0090] If the gradient coefficient is less than the second gradient threshold, i.e., the vehicle is on a downhill slope, the first charge / discharge coefficient is corrected based on the difference between the gradient coefficient and the second gradient threshold. Here, the discharge intention indicated by the second charge / discharge coefficient is higher than the discharge intention indicated by the first charge / discharge coefficient. In this way, the charge / discharge coefficient can be corrected whether the vehicle is on an uphill or downhill slope.

[0091] Here, if the gradient coefficient is greater than the first gradient threshold, correcting the first charge / discharge coefficient based on the difference between the gradient coefficient and the first gradient threshold includes determining a first correction amount based on the difference between the gradient coefficient and the first gradient threshold and the first correction relationship, and setting the sum of the first correction amount and the first charge / discharge coefficient as the second charge / discharge coefficient.

[0092] Here, the first correction quantity is a negative number, and the first gradient threshold is a positive number. The difference between the gradient coefficient and the first gradient threshold is the gradient coefficient minus the first gradient threshold.

[0093] The first correction relationship is the correspondence between the correction amount and the difference between the gradient coefficient and the first gradient threshold. In the first correction relationship, the larger the difference between the gradient coefficient and the first gradient threshold, the smaller the correction amount. For example, the gradient coefficient is an angle value, and in the first correction relationship, for every X degrees (where X can take values ​​from 1 to 3, e.g., 1, 2, or 3) the difference between the gradient coefficient and the first gradient threshold increases from 0, the correction amount decreases by Y (where Y can take values ​​from 0.03 to 0.05, e.g., 0.03, 0.04, or 0.05).

[0094] Table 2 below shows an example where the gradient coefficient is an angular value, and the first correction relationship is such that the correction amount decreases by 0.03 for every 1 degree increase in the difference between the gradient coefficient and the first gradient threshold.

[0095] [Table 2]

[0096] Here, if the gradient coefficient is less than the second gradient threshold, correcting the first charge / discharge coefficient based on the difference between the gradient coefficient and the second gradient threshold includes determining a second correction amount based on the difference between the gradient coefficient and the second gradient threshold and the second correction relationship, and setting the sum of the second correction amount and the first charge / discharge coefficient as the second charge / discharge coefficient.

[0097] Here, the second correction quantity is a positive number, and the second gradient threshold is a negative number. The difference between the gradient coefficient and the first gradient threshold is the gradient coefficient minus the first gradient threshold.

[0098] The second correction relationship is the correspondence between the difference between the gradient coefficient and the second gradient threshold and the correction amount. In this second correction relationship, the smaller the difference between the gradient coefficient and the second gradient threshold, the larger the correction amount. For example, if the gradient coefficient is an angle value, in this second correction relationship, for every X degrees (where X can take values ​​from 1 to 3, e.g., 1, 2, or 3) the difference between the gradient coefficient and the second gradient threshold decreases from 0, the correction amount increases by Y (where Y can take values ​​from 0.03 to 0.05, e.g., 0.03, 0.04, or 0.05).

[0099] Table 3 below shows an example where the gradient coefficient is an angular value, and as a second correction relationship, the correction amount increases from 0 to 0.03 for every 1 degree decrease in the difference between the gradient coefficient and the second gradient threshold.

[0100] [Table 3]

[0101] When correcting the first charge / discharge coefficient using the first or second correction amount, the resulting second charge / discharge coefficient must not be greater than the boundary value of the first charge / discharge coefficient (e.g., 1 or -1). If it exceeds the boundary value of the first charge / discharge coefficient, the corresponding boundary value of the first charge / discharge coefficient is set as the second charge / discharge coefficient.

[0102] For example, if the first charge / discharge coefficient is -0.1 and the first correction amount is -1, then the second charge / discharge coefficient will be -1.1. However, since -1.1 exceeds the boundary value of the first charge / discharge coefficient of -1, the final second charge / discharge coefficient obtained will be -1.

[0103] In the embodiments of this application, the first charge-discharge coefficient can be reduced by correcting it using a first correction amount with a negative sign in the case of an uphill slope. A smaller first charge-discharge coefficient means an increased desire to charge. When a hybrid vehicle traveling uphill is controlled using a second charge-discharge coefficient, the consumption of the power battery's SOC due to the uphill slope can be compensated for, thereby keeping the actual SOC of the power battery close to the target SOC at all times.

[0104] When going downhill, the first charge-discharge coefficient can be increased by correcting it with a second correction amount that has a positive sign. A larger first charge-discharge coefficient means a higher discharge intention. When a vehicle is going downhill, the required torque decreases, and accordingly, the state of charge (SOC) of the depleted power battery decreases. If the vehicle is controlled using the original first charge-discharge coefficient, the actual SOC of the power battery will be greater than the target SOC, and as a result, it will not be possible to keep the actual SOC of the power battery close to the target SOC. When a hybrid vehicle traveling downhill is controlled using the second charge-discharge coefficient, the discharge power increases, so the actual SOC of the power battery can always be kept close to the target SOC.

[0105] Alternatively, step 205 can be implemented as follows: If the gradient coefficient is greater than the first gradient threshold and the first charge / discharge coefficient is negative, i.e., the vehicle is on an uphill slope and the charging intention indicated by the first charge / discharge coefficient is high, a first correction coefficient is determined based on the ratio of the gradient coefficient to the first gradient threshold, and a second charge / discharge coefficient is determined based on the first correction coefficient and the first charge / discharge coefficient.

[0106] Here, the first gradient threshold is a positive number, the ratio of the gradient coefficient to the first gradient threshold is greater than 1, and the second charge / discharge coefficient may be the product of the first correction coefficient and the first charge / discharge coefficient. Therefore, in the case of an uphill slope, by correcting the first charge / discharge coefficient, which is a negative number, the first charge / discharge coefficient can be reduced, which means that the charging intention of the second charge / discharge coefficient increases, that is, the charging intention indicated by the second charge / discharge coefficient is higher than the charging intention indicated by the first charge / discharge coefficient.

[0107] If the gradient coefficient is greater than the first gradient threshold and the first charge / discharge coefficient is a positive number, that is, if the vehicle is on an uphill slope and the discharge intention indicated by the first charge / discharge coefficient is high, a second correction coefficient is determined based on the ratio of the first gradient threshold to the gradient coefficient, and a second charge / discharge coefficient is determined based on the second correction coefficient and the first charge / discharge coefficient.

[0108] Here, the first gradient threshold is a positive number, the ratio of the first gradient threshold to the gradient coefficient is less than 1, and the second charge / discharge coefficient may be the product of the second correction coefficient and the first charge / discharge coefficient. Therefore, in the case of an uphill slope, by correcting the positive first charge / discharge coefficient using a second correction coefficient less than 1, the first charge / discharge coefficient can be reduced, which means that the charging intention of the second charge / discharge coefficient increases, that is, the charging intention indicated by the second charge / discharge coefficient is higher than the charging intention indicated by the first charge / discharge coefficient.

[0109] If the gradient coefficient is smaller than the second gradient threshold and the first charge / discharge coefficient is a positive number, that is, if the vehicle is on a downhill slope and the discharge intention indicated by the first charge / discharge coefficient is high, a third correction coefficient is determined based on the ratio of the gradient coefficient to the second gradient threshold, and a second charge / discharge coefficient is determined based on the third correction coefficient and the first charge / discharge coefficient.

[0110] Here, the first gradient threshold is a negative number, the ratio of the gradient coefficient to the second gradient threshold is greater than 1, and the second charge-discharge coefficient may be the product of the third correction coefficient and the first charge-discharge coefficient. Therefore, in the case of a downhill slope, by correcting the first charge-discharge coefficient, which is a positive number, the first charge-discharge coefficient can be increased, which means that the discharge intention of the second charge-discharge coefficient increases, that is, the discharge intention indicated by the second charge-discharge coefficient is higher than the discharge intention indicated by the first charge-discharge coefficient.

[0111] If the gradient coefficient is smaller than the second gradient threshold and the first charge / discharge coefficient is negative, that is, if the vehicle is on a downhill slope and the charging intention indicated by the first charge / discharge coefficient is high, a fourth correction coefficient is determined based on the ratio of the second gradient threshold to the gradient coefficient, and the second charge / discharge coefficient is determined based on the fourth correction coefficient and the first charge / discharge coefficient.

[0112] Here, the first gradient threshold is a negative number, the ratio of the second gradient threshold to the gradient coefficient is less than 1, and the second charge-discharge coefficient may be the product of the fourth correction coefficient and the first charge-discharge coefficient. Therefore, in the case of a downhill slope, by correcting the negative first charge-discharge coefficient using a third correction coefficient less than 1, the first charge-discharge coefficient can be increased, which means that the discharge intention of the second charge-discharge coefficient increases, that is, the discharge intention indicated by the second charge-discharge coefficient is higher than the discharge intention indicated by the first charge-discharge coefficient.

[0113] Similar to the method described above for correcting the first charge-discharge coefficient using the first or second correction amount, when correcting the first charge-discharge coefficient using the first correction coefficient, the second correction coefficient, the third correction coefficient, or the fourth correction coefficient, the resulting second charge-discharge coefficient must not be greater than the boundary value of the first charge-discharge coefficient (e.g., 1 or -1). If it exceeds the boundary value of the first charge-discharge coefficient, the corresponding boundary value of the first charge-discharge coefficient is set as the second charge-discharge coefficient.

[0114] In step 206, the dynamics system of the hybrid vehicle is controlled based on the second charge-discharge coefficient.

[0115] As one option, Step 206 includes the following four steps:

[0116] In the first step, the desired charge and discharge power is determined based on the hybrid vehicle's power requirements.

[0117] The power requirements for a hybrid vehicle, that is, the power needed to drive a hybrid vehicle, include the power required by the driver and the power required by the load.

[0118] Driver power requirements can be calculated based on the required torque and motor rotational speed. A detailed explanation of the specific formula for calculating driver power requirements based on the required torque and engine rotational speed is omitted here, as there are many related technologies. The required torque, i.e., the engine output torque, is obtained based on the driver's accelerator pedal stroke, for example, through a second correspondence between the accelerator pedal stroke and a specific relationship. Here, the second correspondence is the relationship between the accelerator pedal stroke and the required torque, and this second correspondence can be obtained by measuring the engine output torque corresponding to different accelerator pedal strokes. Motor rotational speed can be obtained by a rotational speed sensor located near the motor.

[0119] Load power requirements include the operating power of high-power loads in a vehicle, which include, but are not limited to, DC-DC converters, air conditioning compressors, and PTC (Positive Temperature Coefficient) resistors (PTC resistors, i.e., thermistors). Generally, load power requirements relate to the ON state of these loads; when a load is OFF, its operating power is not included in the load's power requirements. For example, when the air conditioner is OFF, the air conditioner compressor power is not included in the load's power requirements.

[0120] The desired charging power is equal to the desired discharge power, and after the desired discharge power is determined, the desired charging power can be determined based on the desired discharge power value.

[0121] The second step involves obtaining the maximum charge and discharge power of the hybrid vehicle.

[0122] The maximum charging power and maximum discharging power of a hybrid vehicle are parameters of the vehicle itself, and different vehicles have different maximum charging power and maximum discharging power, which can be obtained from the owner's manual that comes with the vehicle at the factory, and the embodiments of this application do not limit the method for obtaining the maximum charging power and the maximum discharging power.

[0123] One option is to obtain the maximum charge power and maximum discharge power from the owner's manual provided with the vehicle at the factory, and then adjust the maximum charge power and maximum discharge power based on the vehicle's years of service, or based on the ambient temperature of the power battery.

[0124] Adjusting the maximum charging power and maximum discharging power based on the vehicle's years of service involves adjusting the maximum charging power and maximum discharging power by B% (B can be in the range of 4 to 7, for example, 4, 5, or 7) for every A year (A can be in the range of 1 to 2, e.g., 1, 1.5, or 2) in years of service.

[0125] Compensating for the maximum charge and discharge power of a power battery based on the ambient temperature may include reducing the maximum charge and discharge power by B% for every C degree Celsius increase in temperature (C can range from 15 to 30, for example, 15, 20, or 30) after the ambient temperature has risen above a first temperature threshold, where the first temperature threshold may be 40 to 50 degrees Celsius, for example, 40°C, 45°C, or 50°C. The second temperature threshold may be -10 to -20 degrees Celsius, for example, -10°C, -15°C, or -20 degrees Celsius.

[0126] After a vehicle's use, its components may deteriorate, potentially affecting (e.g., reducing) its maximum charge and discharge power. The vehicle's ambient temperature also affects these powers; for example, in low-temperature environments, the carrier movement speed in the power battery slows down, reducing both power. Therefore, correcting the vehicle's maximum charge and discharge power based on its age or the ambient temperature of the power battery can make the resulting values ​​more accurate.

[0127] In the third step, the target charging power and target discharge power are determined based on the second charge / discharge coefficient, desired charging power, desired discharge power, maximum charging power, and maximum discharge power.

[0128] If the second charge-discharge coefficient is greater than 0, the desired charging power is set as the target charging power. The target discharge power is obtained by performing interpolation calculations between the desired discharge power and the maximum discharge power using the second charge-discharge coefficient. Here, the desired discharge power is the value corresponding to the case where the charge-discharge coefficient is 0, and the maximum discharge power is the value corresponding to the case where the charge-discharge coefficient is 1.

[0129] The interpolation calculation method for determining the target discharge power can be summarized in the following equation (2.1), and the target discharge power can be obtained by performing calculations using (2.1). (P 1max -P1)*(K / (1-0))+P1(2.1) Here, P 1max is the maximum discharge power, P1 is the desired discharge power, and K is the second charge-discharge coefficient.

[0130] For example, if the second charge-discharge coefficient is 0.5, the desired discharge power is 3kW, and the maximum discharge power is 5kW, then interpolation calculations based on the value of the second charge-discharge coefficient for the desired and maximum discharge powers would result in (5kW - 3kW)*0.5 + 3kW = 4kW.

[0131] If the second charge-discharge coefficient is less than 0, the desired discharge power is set as the target discharge power. The target charging power is obtained by performing interpolation calculations between the desired charging power and the maximum charging power using the second charge-discharge coefficient. Here, the desired charging power is the value corresponding to the case where the charge-discharge coefficient is 0, and the maximum charging power is the value corresponding to the case where the charge-discharge coefficient is -1.

[0132] The interpolation method for determining the target charging power can be summarized in the following equation (2.2), and the target charging power can be obtained by performing calculations using (2.2). (P 2max -P2)*(K / (-1-0))+P2(2. 2 ) Here, P 2max P2 is the maximum charging power, P2 is the desired charging power, and K is the second charge / discharge coefficient.

[0133] For example, if the second charge / discharge coefficient is -0.5, the desired charging power is 3kW, and the maximum charging power is 5kW, then interpolation calculations based on the value of the second charge / discharge coefficient for the desired charging power and maximum charging power yield (5kW - 3kW) * (-0.5 / (-1 - 0)) + 3kW = 4kW.

[0134] Regarding the target charging power and target discharging power determined using interpolation calculations, since the vehicle's maximum charge / discharge power and the desired charge / discharge power are considered during the interpolation calculations, the target charge / discharge power obtained from the second charge / discharge coefficient better matches the actual conditions of the vehicle.

[0135] In the fourth step, the hybrid vehicle's dynamics system is controlled using the target charging power and target discharging power.

[0136] Controlling a hybrid vehicle using target charging power and target discharging power includes calculating the motor torque corresponding to the target charging power and the motor torque corresponding to the target discharging power, respectively, based on the power modes of both vehicles in the hybrid vehicle, and controlling the operation of the vehicle's motor using the motor torque corresponding to the target charging power and the motor torque corresponding to the target discharging power.

[0137] The power modes of a hybrid vehicle include series mode, parallel mode, and hybrid mode. In series mode, the engine does not directly drive the vehicle, but rather powers the battery by driving a motor corresponding to the engine, which in turn powers the electric motor, driving the vehicle. In parallel mode, the engine may be involved in driving the vehicle simultaneously with the electric motor, and otherwise it is the same as a series mode vehicle. Hybrid mode includes both series mode and parallel mode.

[0138] Taking series mode as an example, there are two cases when controlling a hybrid vehicle using target charging power and target discharging power.

[0139] In the first case, if the charge-discharge coefficient is greater than 0, the calculated target charging power is the desired charging power, meaning the charging power does not change. The calculated target discharge power is greater than the original desired discharge power. The calculated target discharge power is then distributed to the dynamics system according to the actual demand, and the increased discharge power ensures that the dynamics system operates in the most optimal state possible, thereby improving the operating efficiency of the vehicle.

[0140] In the second case, when the charge-discharge coefficient is less than 0, the calculated target discharge power is the desired discharge power, meaning the discharge power does not change. The calculated target charge power is greater than the original desired charge power. The calculated target charge power is converted from electrical power to mechanical power, and the resulting mechanical power is converted into a target charge torque. The motor corresponding to the engine is then controlled to operate at the target charge torque. As the charge power increases, the torque of the motor corresponding to the engine also increases accordingly, meaning the charging speed to the power battery increases, which ensures that the actual state of charge (SOC) of the power battery reaches the target SOC quickly.

[0141] Regarding parallel mode or hybrid mode, the difference from series mode is that in the second case, after the target charging torque is obtained, the motor corresponding to the engine does not operate solely on the target charging torque, but rather on the sum of the target charging torque and the original driving torque used to drive the vehicle.

[0142] By correcting the charge / discharge coefficient on uphill slopes, the charge / discharge coefficient is reduced, meaning the vehicle's charging intention is strengthened. When the vehicle is controlled using the corrected charge / discharge coefficient, the target charging power corresponding to the corrected charge / discharge coefficient becomes greater than the target charging power corresponding to the original charge / discharge coefficient. This compensates for the consumption of SOC due to uphill slopes and allows the actual SOC of the power battery to be kept close to the target SOC on uphill slopes. By correcting the charge / discharge coefficient on downhill slopes, the charge / discharge coefficient is increased, meaning the vehicle's discharging intention is strengthened. When the vehicle is controlled using the corrected charge / discharge coefficient, the target discharging power corresponding to the corrected charge / discharge coefficient becomes greater than the target discharging power corresponding to the original charge / discharge coefficient. Since SOC consumption decreases and energy recovery also occurs on downhill slopes, the increased discharging power allows the actual SOC to be kept close to the target SOC. The increased discharging power can be used for the dynamics system, allowing the dynamics system to operate optimally on downhill slopes, which is advantageous for improving vehicle performance and extending the vehicle's service life.

[0143] In the embodiments of this application, a second charge-discharge coefficient is obtained by correcting the first charge-discharge coefficient using a gradient coefficient, the target charge-discharge power is determined based on the second charge-discharge coefficient, and the dynamic system of the hybrid vehicle is controlled based on the target charge-discharge power. On the other hand, the actual SOC can be kept close to the target SOC in both uphill and downhill driving conditions, thereby effectively extending the driving range of the hybrid vehicle when driven solely by the electric motor, reducing the operating costs of the hybrid vehicle, and ultimately improving the vehicle's economics. On the other hand, if the target SOC is the SOC corresponding to the power-saving mode, the SOC corresponding to the power-saving mode is set by the user, so by keeping the actual SOC close to the target SOC, the user experience can be effectively improved, and ultimately, user satisfaction can be increased.

[0144] Figure 3 is a schematic diagram of the configuration of a control device for a hybrid vehicle according to one exemplary embodiment of the present application, and referring to Figure 3, the control device 300 of the hybrid vehicle includes a first acquisition module 301, a second acquisition module 302, a determination module 303, a correction module 304, and a control module 305.

[0145] The first acquisition module 301 is used to acquire the gradient coefficient while the vehicle is in motion, and the gradient coefficient is used to indicate the road surface gradient while the vehicle is in motion.

[0146] A second acquisition module 302 is used to acquire the target SOC and actual SOC of the vehicle, the target SOC being determined based on the vehicle's operating mode.

[0147] The determination module 303 is used to determine a first charge-discharge coefficient based on the target SOC and the actual SOC, and the first charge-discharge coefficient is used to indicate the vehicle's charge-discharge intention.

[0148] The correction module 304 is used to obtain a second charge-discharge coefficient by correcting the first charge-discharge coefficient based on the gradient coefficient, where, if the gradient coefficient indicates that the vehicle is on an uphill slope, the charging intention indicated by the second charge-discharge coefficient is higher than the charging intention indicated by the first charge-discharge coefficient.

[0149] The control module 305 is used to control the vehicle's dynamics system based on the second charge-discharge coefficient.

[0150] As one option, If the gradient coefficient is greater than the first gradient threshold, The aforementioned gradient coefficient teeth This indicates that the vehicle is on an uphill slope. death The first gradient threshold is 0 or greater, the correction module 304 is also used to determine a first correction amount based on the difference between the gradient coefficient and the first gradient threshold and a first correction relationship, the first correction amount is a negative number, the first correction relationship is a correspondence between the difference and the correction amount, in the first correction relationship, the larger the difference between the gradient coefficient and the first gradient threshold, the smaller the corresponding correction amount, the sum of the first correction amount and the first charge / discharge coefficient is the second charge / discharge coefficient, the smaller the first charge / discharge coefficient, the stronger the vehicle's intention to charge, or If the gradient coefficient is less than the second gradient threshold, The aforementioned gradient coefficient teeth This indicates that the vehicle is on a downhill slope. death The second gradient threshold is 0 or less, and the correction module 304 is also used to determine a second correction amount based on the difference between the gradient coefficient and the second gradient threshold and a second correction relationship, the second correction amount is a positive number, the second correction relationship is a correspondence between the difference and the correction amount, in the second gradient correspondence relationship, the smaller the difference between the gradient coefficient and the second gradient threshold, the larger the corresponding correction amount, the sum of the second correction amount and the first charge / discharge coefficient is the second charge / discharge coefficient, and the smaller the first charge / discharge coefficient, the stronger the vehicle's intention to charge.

[0151] As one option, the determination module 303 is also used to obtain a first difference between the target SOC and the actual SOC, and to determine the first charge-discharge coefficient based on the correspondence between the first difference and the charge-discharge coefficient, where the charge-discharge coefficient correspondence is the correspondence between the difference and the charge-discharge coefficient, and in the charge-discharge coefficient correspondence, the larger the difference, the larger the charge-discharge coefficient.

[0152] As an option, the control module 305 may also be used to determine a desired charge / discharge power based on the vehicle's power requirements, obtain the vehicle's maximum charge / discharge power, determine a target charge power and a target discharge power based on the second charge / discharge coefficient, the desired charge / discharge power, and the maximum charge / discharge power, and control the vehicle's dynamics system using the target charge power and target discharge power.

[0153] As one option, the control module 305 is also used to obtain the target discharge power when the second charge / discharge coefficient is greater than 0, by using the desired charge power as the target charge power and performing interpolation calculations between the desired discharge power and the maximum discharge power using the second charge / discharge coefficient, where the desired discharge power is the power corresponding to the case where the charge / discharge coefficient is 0 and the maximum discharge power is the power corresponding to the case where the charge / discharge coefficient is 1. Alternatively, the control module 305 is also used to obtain the target charge power when the second charge / discharge coefficient is less than 0, by using the desired discharge power as the target discharge power and performing interpolation calculations between the desired charge power and the maximum charge power using the second charge / discharge coefficient, where the desired charge power is the power corresponding to the case where the charge / discharge coefficient is 0 and the maximum charge power is the power corresponding to the case where the charge / discharge coefficient is -1.

[0154] As one option, the first acquisition module 301 acquires the vehicle's acceleration and longitudinal acceleration, determines a first acceleration based on the vehicle's acceleration and longitudinal acceleration, and is also used to determine the gradient coefficient based on at least two of the vehicle's acceleration, longitudinal acceleration, and first acceleration, where the direction of the vehicle's acceleration is the same as the direction of travel of the vehicle, the direction of the longitudinal acceleration is perpendicular to the ground plane, and the vehicle's acceleration, longitudinal acceleration, and first acceleration form a right triangle.

[0155] In the above embodiment, when the control device for a hybrid vehicle controls the hybrid vehicle, the division of each functional module described above is explained as an example. In actual applications, the above functions can be achieved by different functional modules as needed; that is, all or part of the above functions can be achieved by dividing the internal structure of the device into different functional modules. The above embodiment of the control device for a hybrid vehicle and the embodiment of the control method for a hybrid vehicle are based on the same concept, and the specific implementation process is explained by referring to the embodiment of the method, and is omitted here.

[0156] The module division in the embodiments of this application is schematic and merely a division of logical functions; other division methods may be used in actual implementation. Furthermore, each functional module in each embodiment of this application may be integrated into a single processor, exist individually in physical form, or two or more modules may be integrated into a single module. The integrated module may be implemented in hardware form or in the form of a software functional module.

[0157] Figure 4 is a schematic diagram of the configuration of a computer device according to an embodiment of the present application. As shown in Figure 4, the computer device 400 includes a processor 401 and memory 402.

[0158] The processor 401 may include one or more processing cores, such as a 4-core processor or an 8-core processor. The processor 401 can be implemented by at least one of the following hardware components: DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), or PLA (Programmable Logic Array). The processor 401 may also include a main processor and a coprocessor, the main processor being a processor for processing data in the startup state and also called a CPU (Central Processing Unit), and the coprocessor being a low-power processor for processing data in the standby state. In some embodiments, the processor 401 may integrate a GPU (Graphics Processing Unit), which is configured to render and draw content that needs to be displayed on a display. In some embodiments, the processor 401 may further include an AI (Artificial Intelligence) processor, which is used to process computational operations related to machine learning.

[0159] The memory 402 may include one or more computer-readable storage media, which may be non-temporary. The memory 402 may also include one or more high-speed random-access memories, such as disk storage devices or flash storage devices, and non-volatile memories. In some embodiments, the non-temporary computer-readable storage media in the memory 402 are used to store at least one instruction, which is executed by the processor 401 to realize the hybrid vehicle control method according to the embodiments of this application.

[0160] Those skilled in the art will understand that the structure shown in Figure 4 is not limiting to the computer device 400 and may include more or fewer components than shown, and that several components can be combined or different component arrangements can be adopted.

[0161] In embodiments of this application, a non-temporary computer-readable storage medium is further provided, which, when instructions stored in the storage medium are executed by the processor of the computer device, can cause the computer device to execute the hybrid vehicle control method according to embodiments of this application.

[0162] The embodiments of this application further provide a computer program product including a computer program / instructions, and when the computer program / instructions are executed by a processor, the hybrid vehicle control method according to the embodiments of this application is realized.

[0163] The foregoing are merely selectable embodiments of this application and do not limit it; any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application are included within the scope of this application.

[0164] This application claims priority to the Chinese patent application filed on November 2, 2023, with application number 202311462043.7, and the title of the invention is "Method for controlling a hybrid vehicle, control device, device and storage medium," all of which are incorporated herein by reference.

Claims

1. A method for controlling a hybrid vehicle, wherein the method is The gradient coefficient during the vehicle's journey is obtained, and the gradient coefficient is used to indicate the road surface gradient during the vehicle's journey. The target SOC and actual SOC of the vehicle are obtained, and the target SOC is determined based on the operating mode of the vehicle. Based on the target SOC and the actual SOC, a first charge-discharge coefficient is determined, and the first charge-discharge coefficient is used to indicate the vehicle's charge-discharge intention. Based on the gradient coefficient, the first charge / discharge coefficient is corrected to obtain a second charge / discharge coefficient, and if the gradient coefficient indicates that the vehicle is on an uphill slope, the charging intention indicated by the second charge / discharge coefficient is higher than the charging intention indicated by the first charge / discharge coefficient. Based on the second charge-discharge coefficient, the dynamic system of the vehicle is controlled, Methods that include...

2. If the gradient coefficient indicates that the vehicle is on an uphill slope, the gradient coefficient is greater than the first gradient threshold, and the first gradient threshold is 0 or greater. By correcting the first charge-discharge coefficient based on the aforementioned gradient coefficient, a second charge-discharge coefficient can be obtained. A first correction amount is determined based on the difference between the gradient coefficient and the first gradient threshold, and the first correction relationship, wherein the first correction amount is a negative number, the first correction relationship is a correspondence between the difference and the correction amount, and in the first correction relationship, the larger the difference between the gradient coefficient and the first gradient threshold, the smaller the corresponding correction amount. The sum of the first correction amount and the first charge / discharge coefficient is defined as the second charge / discharge coefficient, and the smaller the first charge / discharge coefficient, the stronger the vehicle's desire to charge. including, The method according to claim 1.

3. If the gradient coefficient indicates that the vehicle is in a downhill state, then the gradient coefficient is less than the second gradient threshold, and the second gradient threshold is 0 or less. By correcting the first charge-discharge coefficient based on the aforementioned gradient coefficient, a second charge-discharge coefficient can be obtained. A second correction amount is determined based on the difference between the gradient coefficient and the second gradient threshold, and the second correction relationship, wherein the second correction amount is a positive number, the second correction relationship is a correspondence between the difference and the correction amount, and in the second gradient correspondence relationship, the smaller the difference between the gradient coefficient and the second gradient threshold, the larger the corresponding correction amount. The sum of the second correction amount and the first charge / discharge coefficient is defined as the second charge / discharge coefficient, and the smaller the first charge / discharge coefficient, the stronger the vehicle's desire to charge. including, The method according to claim 1.

4. Determining the first charge-discharge coefficient based on the target SOC and the actual SOC is as follows: To obtain the first difference between the target SOC and the actual SOC, Based on the relationship between the difference and the charge / discharge coefficient in the first step, the first charge / discharge coefficient is determined, and the charge / discharge coefficient relationship is the relationship between the difference and the charge / discharge coefficient, and in the charge / discharge coefficient relationship, the larger the difference, the larger the charge / discharge coefficient. including, The method according to claim 1.

5. Controlling the vehicle's dynamics system based on the second charge-discharge coefficient is: The desired charging and discharging power is determined based on the power demand of the aforementioned vehicle, To obtain the maximum charging and discharging power of the aforementioned vehicle, Based on the second charge / discharge coefficient, the desired charge / discharge power, and the maximum charge / discharge power, the target charging power and target discharging power are determined. Controlling the vehicle's dynamics system using the aforementioned target charging power and target discharging power, including, The method according to claim 1.

6. Determining the target charging power and target discharging power based on the second charge / discharge coefficient, the desired charge / discharge power, and the maximum charge / discharge power is: If the second charge-discharge coefficient is greater than 0, the desired charging power is set as the target charging power, and the target discharge power is obtained by performing interpolation calculations between the desired discharge power and the maximum discharge power using the second charge-discharge coefficient, where the desired discharge power is the power corresponding to the case where the charge-discharge coefficient is 0, and the maximum discharge power is the power corresponding to the case where the charge-discharge coefficient is 1, or If the second charge-discharge coefficient is less than 0, the desired discharge power is set as the target discharge power, and the target charge power is obtained by performing interpolation calculations between the desired charge power and the maximum charge power using the second charge-discharge coefficient, where the desired charge power is the power corresponding to the case where the charge-discharge coefficient is 0, and the maximum charge power is the power corresponding to the case where the charge-discharge coefficient is -1. including, The method according to claim 5.

7. Obtaining the gradient coefficient while the vehicle is in motion is: The vehicle's acceleration and longitudinal acceleration are obtained, and the direction of the vehicle's acceleration is the same as the direction of the vehicle's travel, and the direction of the longitudinal acceleration is perpendicular to the ground plane. A first acceleration is determined based on the acceleration of the vehicle and the longitudinal acceleration, and the acceleration of the vehicle, the longitudinal acceleration, and the first acceleration form a right triangle. The gradient coefficient is determined based on at least two of the vehicle's acceleration, longitudinal acceleration, and first acceleration. including, The method according to any one of claims 1 to 6.

8. A control device for a hybrid vehicle, The device includes a first acquisition module, a second acquisition module, a determination module, a correction module, and a control module. The first acquisition module is used to acquire the gradient coefficient while the vehicle is traveling, and the gradient coefficient is used to indicate the road surface gradient while the vehicle is traveling. The second acquisition module described above is used to acquire the target SOC and actual SOC of the vehicle, the target SOC being determined based on the operating mode of the vehicle. The determination module is used to determine a first charge-discharge coefficient based on the target SOC and the actual SOC, and the first charge-discharge coefficient is used to indicate the vehicle's charge-discharge intention. The correction module is used to obtain a second charge-discharge coefficient by correcting the first charge-discharge coefficient based on the gradient coefficient, and when the gradient coefficient indicates that the vehicle is on an uphill slope, the charging intention indicated by the second charge-discharge coefficient is higher than the charging intention indicated by the first charge-discharge coefficient. The control module is a device used to control the vehicle's dynamics system based on the second charge-discharge coefficient.

9. A computer device comprising memory and a processor, wherein at least one computer program is stored in the memory, and the at least one computer program is loaded and executed by the processor, thereby realizing the method according to any one of claims 1 to 7.

10. A computer-readable storage medium having at least one computer program stored in it, wherein the method according to any one of claims 1 to 7 is realized by loading and executing the at least one computer program by a processor.

11. A computer program product comprising a computer program / instruction, wherein the method according to any one of claims 1 to 7 is implemented when the computer program / instruction is executed by a processor.

Images