Energy management control method and device for hybrid vehicle, storage medium, and vehicle

Abstract

An energy management control method and device for a hybrid vehicle, a storage medium, and a vehicle, relating to the technical field of vehicles. The method comprises: on the basis of historical running data of a vehicle, determining whether the vehicle activates a ramp energy management mode; when the vehicle activates the ramp energy management mode, acquiring working condition information of the vehicle; on the basis of the working condition information, determining motor torque and engine torque; then controlling a motor to output torque on the basis of the motor torque, and controlling an engine to output torque on the basis of the engine torque. On the basis of historical running data of a vehicle, a ramp energy management mode can be automatically activated, and on the basis of working condition information, reasonable distribution of motor torque and engine torque is achieved, so that the fuel and electricity consumption of the vehicle in a multi-ramp area is effectively reduced, and the phenomenon of overheating caused when an engine separately drives the vehicle to climb a slope is avoided while the climbing performance of the vehicle is ensured.

Description

Energy management control method, device, storage medium and vehicle for hybrid vehicle

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This disclosure claims priority to Chinese patent application number CN202311176257.8, filed with the China Patent Office on September 12, 2023, entitled “Energy Management Control Method, Device, Storage Medium and Vehicle for Hybrid Vehicles,” the entire contents of which are incorporated by reference into this disclosure. Technical Field

[0003] The present application relates to the field of vehicle technology, and in particular to an energy management control method, device, storage medium, and vehicle for a hybrid vehicle. Background Art

[0004] New energy vehicles offer significant advantages in energy conservation and environmental protection, and therefore have become a key development direction for the automotive industry. Compared to pure electric vehicles, hybrid vehicles (HEVs) utilize a combination of electric motors and engines, offering greater adaptability to various operating conditions. However, how to effectively adapt HEVs to various operating conditions and achieve optimal energy management remains a key challenge for the industry.

[0005] Currently, hybrid vehicle energy management is typically tied to map navigation, achieving optimal energy management under typical driving conditions, such as on highways and urban expressways. However, hybrid vehicles lack appropriate energy management control strategies for challenging road conditions, such as those with multiple slopes. This can lead to excessive fuel and power consumption and poor climbing performance, impacting the user experience in these areas.

[0006] Summary of the Invention

[0007] The present application provides an energy management control method, device, storage medium and vehicle for a hybrid vehicle to solve the problem that current hybrid vehicles lack energy management control strategies for multi-slope areas, resulting in excessive vehicle fuel and power consumption and poor climbing performance.

[0008] In order to solve the above problems, this application adopts the following technical solutions:

[0009] In a first aspect, an embodiment of the present application provides an energy management control method for a hybrid vehicle, the method comprising:

[0010] Determining whether to activate a hill start energy management mode for the vehicle based on historical driving data of the vehicle;

[0011] When the vehicle activates the hill hold energy management mode, obtaining the vehicle's operating condition information;

[0012] Determine motor torque and engine torque based on operating condition information;

[0013] The motor is controlled to output torque according to the motor torque, and the engine is controlled to output torque according to the engine torque.

[0014] In one embodiment of the present application, the historical driving data includes a historical slope driving time ratio and / or a historical slope driving mileage ratio;

[0015] The step of determining whether to activate a hill start energy management mode for the vehicle based on historical driving data of the vehicle comprises:

[0016] When the proportion of historical slope driving time is greater than a first proportion threshold and / or the proportion of historical slope driving mileage is greater than a second proportion threshold, it is determined that the vehicle activates the slope energy management mode.

[0017] In one embodiment of the present application, when the historical slope driving time ratio is greater than a first ratio threshold and / or the historical slope driving mileage ratio is greater than a second ratio threshold, before determining that the vehicle activates the hill energy management mode, the method further includes:

[0018] Determine the current grade of the slope on which the vehicle is located;

[0019] When the current slope is greater than the first slope threshold and the current moment belongs to the current self-learning cycle, the accumulated timing of the slope driving time in this round is triggered;

[0020] Based on the ratio of the ramp driving time in this round to the first value of the self-learning cycle in this round, the historical ramp driving time ratio is determined.

[0021] In one embodiment of the present application, when the historical slope driving time ratio is greater than a first ratio threshold and / or the historical slope driving mileage ratio is greater than a second ratio threshold, before determining that the vehicle activates the hill energy management mode, the method further includes:

[0022] When the vehicle is detected to be started, the current slope of the slope on which the vehicle is located is determined, and the cumulative timing of the current total driving time is triggered;

[0023] When the current slope is greater than the second slope threshold, the accumulated time for the current slope driving time is triggered;

[0024] When a vehicle stall is detected, determining a second ratio of the current slope driving time to the current total driving time;

[0025] When the second ratio is greater than the first ratio threshold, the effective number of driving times on the first slope is increased by one;

[0026] The historical slope driving time ratio is determined based on a third ratio of the effective driving times on the first slope to the total historical driving times.

[0027] In one embodiment of the present application, when the historical slope driving time ratio is greater than a first ratio threshold and / or the historical slope driving mileage ratio is greater than a second ratio threshold, before determining that the vehicle activates the hill energy management mode, the method further includes:

[0028] Determine the current grade of the slope on which the vehicle is located;

[0029] When the current slope is greater than the third slope threshold and the current moment is within the current mileage self-learning cycle, the cumulative recording of the mileage on the first slope is triggered;

[0030] The historical slope mileage ratio is determined based on a fourth ratio of the first slope mileage to the first historical total mileage; the first historical total mileage represents the total mileage of the vehicle in this round of mileage self-learning cycle.

[0031] In one embodiment of the present application, when the historical slope driving time ratio is greater than a first ratio threshold and / or the historical slope driving mileage ratio is greater than a second ratio threshold, before determining that the vehicle activates the hill energy management mode, the method further includes:

[0032] When detecting that the vehicle is started, determining the current slope of the slope on which the vehicle is located, and triggering the accumulation record of the second historical total mileage;

[0033] When the current slope is greater than a fourth slope threshold, triggering the cumulative recording of the mileage on the second slope;

[0034] determining a fifth ratio of the second slope driving mileage to the second historical total driving mileage when a vehicle stall is detected;

[0035] When the fifth ratio is greater than the second ratio threshold, the effective number of driving times on the second slope is increased by one;

[0036] The historical slope driving mileage ratio is determined based on a sixth ratio of the effective driving times on the second slope to the total historical driving times.

[0037] In one embodiment of the present application, the operating condition information includes the current slope, the remaining power of the power battery, and the driver's required torque;

[0038] The steps of determining the motor torque and the engine torque based on the operating condition information include:

[0039] Determine the motor torque based on the current slope and remaining power;

[0040] The engine torque is determined based on the driver demand torque and the electric motor torque.

[0041] In one embodiment of the present application, the method further includes:

[0042] In response to a user-triggered mode activation command, the vehicle is controlled to activate a hill hold energy management mode.

[0043] In a second aspect, based on the same inventive concept, an embodiment of the present application provides an energy management control device for a hybrid vehicle, the device comprising:

[0044] a mode determination module, configured to determine whether the vehicle activates a hill start energy management mode based on historical driving data of the vehicle;

[0045] An information acquisition module, used to obtain vehicle operating condition information when the vehicle activates the hill energy management mode;

[0046] a torque determination module, for determining motor torque and engine torque based on operating condition information;

[0047] The torque control module is used to control the motor to output torque according to the motor torque and control the engine to output torque according to the engine torque.

[0048] In one embodiment of the present application, the historical driving data includes a historical slope driving time ratio and / or a historical slope driving mileage ratio; and the mode determination module includes:

[0049] The mode activation submodule is used to determine that the vehicle activates the hill energy management mode when the proportion of historical hill driving time is greater than a first proportion threshold and / or the proportion of historical hill driving mileage is greater than a second proportion threshold.

[0050] In one embodiment of the present application, the energy management control device for a hybrid vehicle further includes:

[0051] a first slope determination module, configured to determine a current slope of a slope on which the vehicle is located;

[0052] A duration accumulation module is used to trigger the accumulation of the duration of the slope driving in this round when the current slope is greater than the first slope threshold and the current moment belongs to the current self-learning cycle;

[0053] The duration ratio determination module is used to determine the historical slope driving duration ratio based on the first ratio of the slope driving duration of this round and the self-learning cycle of this round.

[0054] In one embodiment of the present application, the energy management control device for a hybrid vehicle further includes:

[0055] A total driving time accumulation module is used to determine the current slope of the slope on which the vehicle is located and trigger the accumulation of the current total driving time when the vehicle is detected to be started;

[0056] A second duration accumulation module is used to trigger the accumulation of the current slope driving time when the current slope is greater than the second slope threshold;

[0057] A second duration ratio determination module is used to determine a second ratio of the current slope driving time to the current total driving time when the vehicle is detected to be stalled;

[0058] A second number accumulation module is used to increase the effective number of driving times on the first slope by one when the second ratio is greater than the first ratio threshold;

[0059] The second duration ratio determination module is used to determine the historical slope driving duration ratio based on a third ratio of the effective driving times on the first slope to the total historical driving times.

[0060] In one embodiment of the present application, the energy management control device for a hybrid vehicle further includes:

[0061] a second slope determination module, configured to determine a current slope of the slope on which the vehicle is located;

[0062] A first mileage accumulation module is configured to trigger the accumulation of the mileage on the first slope when the current slope is greater than a third slope threshold and the current moment falls within the current mileage self-learning cycle;

[0063] The first mileage ratio determination module is used to determine the historical slope mileage ratio based on a fourth ratio of the first slope mileage to the first historical total mileage; the first historical total mileage represents the total mileage of the vehicle in this round of mileage self-learning cycle.

[0064] In one embodiment of the present application, the energy management control device for a hybrid vehicle further includes:

[0065] a total mileage accumulation module, configured to determine the current slope of the slope on which the vehicle is located and trigger the accumulation record of the second historical total mileage when detecting that the vehicle is started;

[0066] A second mileage accumulation module is used to trigger the accumulation and recording of the mileage traveled on the second slope when the current slope is greater than a fourth slope threshold;

[0067] a ratio determination module, configured to determine a fifth ratio of the second slope mileage to the second historical total mileage when a vehicle stall is detected;

[0068] a times accumulation module, configured to increase the effective driving times on the second slope by one when the fifth ratio is greater than the second ratio threshold;

[0069] The second mileage ratio determination module is used to determine the historical slope driving mileage ratio based on a sixth ratio of the second slope effective driving times to the historical total driving times.

[0070] In one embodiment of the present application, the operating condition information includes the current slope, the remaining power of the power battery, and the driver's required torque; the torque determination module includes:

[0071] The motor torque determination submodule is used to determine the motor torque based on the current slope and the remaining power;

[0072] The engine torque determination submodule is configured to determine the engine torque based on the driver's demand torque and the motor torque.

[0073] In one embodiment of the present application, the energy management control device for a hybrid vehicle further includes:

[0074] The activation module is configured to control the vehicle to activate the hill start energy management mode in response to a mode activation instruction triggered by a user.

[0075] On the third aspect, based on the same inventive concept, an embodiment of the present application provides a storage medium, which stores machine-executable instructions. When the machine-executable instructions are executed by a processor, the energy management control method for a hybrid vehicle proposed in the first aspect of the present application is implemented.

[0076] In the fourth aspect, based on the same inventive concept, an embodiment of the present application provides a vehicle, including a processor and a memory, the memory storing machine-executable instructions that can be executed by the processor, and the processor being used to execute the machine-executable instructions to implement the energy management control method for a hybrid vehicle proposed in the first aspect of the present application.

[0077] In the fifth aspect, based on the same inventive concept, an embodiment of the present application provides a computer program, including computer-readable code. When the computer-readable code runs on a computing processing device, it causes the computing processing device to execute the energy management control method for a hybrid vehicle proposed in the first aspect of the present application.

[0078] Compared with the prior art, this application has the following advantages:

[0079] An embodiment of the present application provides an energy management control method for a hybrid vehicle. This method determines whether a hill energy management mode is activated based on the vehicle's historical driving data. When the hill energy management mode is activated, the method obtains the vehicle's operating condition information. Based on the operating condition information, the method determines the motor torque and engine torque, and then controls the motor to output torque according to the motor torque and the engine to output torque according to the engine torque. This embodiment of the present application automatically activates the hill energy management mode based on the vehicle's historical driving data and, based on the operating condition information, achieves a reasonable distribution of motor torque and engine torque, effectively reducing fuel and electricity consumption in multi-slope areas. This method ensures the vehicle's climbing performance while preventing overheating that can occur when the engine alone drives the vehicle uphill.

[0080] The above description is only an overview of the technical solution of the present disclosure. In order to more clearly understand the technical means of the present disclosure, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present disclosure more obvious and easy to understand, the specific implementation methods of the present disclosure are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0081] FIG1 is a schematic diagram of the steps of an energy management control method for a hybrid vehicle according to an embodiment of the present application;

[0082] FIG2 is a schematic diagram of functional modules of an energy management control device for a hybrid vehicle according to an embodiment of the present application;

[0083] FIG3 is a schematic structural diagram of a vehicle in one embodiment of the present application;

[0084] FIG4 schematically shows a block diagram of a computing processing device for executing the method according to the present disclosure; and

[0085] FIG5 schematically shows a storage unit for holding or carrying program codes for implementing the method according to the present disclosure. Specific embodiments

[0086] It's important to note that energy management for hybrid vehicles is currently typically tied to map navigation. This involves matching energy management strategies, such as prioritizing electricity, fuel, or dual fuel and electricity consumption, based on the road conditions provided by the map navigation function. However, due to regulatory restrictions, the map navigation function can only provide slope information for highways and urban expressways, and cannot fully transmit topographic information for mountainous or desert areas with multiple slopes to the vehicle for energy management control.

[0087] Because current hybrid vehicles lack energy management and control strategies for multi-slope areas, when the vehicle is driving in multi-slope areas such as Chongqing or the desert, the vehicle has strong power and can climb smoothly only in the initial stage of driving when the power battery is charging. However, after driving a certain distance, the energy management and control strategy cannot be adjusted in a targeted manner. If the vehicle is driven in pure electric mode for a long time, the battery power will be quickly depleted. At this time, climbing the slope can only rely on the engine alone, which not only results in poor climbing performance, but also causes the engine output power to be too high, leading to a series of problems such as engine overheating and increased fuel consumption.

[0088] In response to the problem that current hybrid vehicles lack energy management control strategies for multi-slope areas, resulting in excessive fuel and power consumption and poor climbing performance, the present application aims to provide an energy management control method for hybrid vehicles. The method can automatically activate the slope energy management mode based on the vehicle's historical driving data, and then automatically allocate reasonable torque to the motor and engine based on the vehicle's operating condition information, effectively reducing the vehicle's fuel and power consumption in multi-slope areas, while ensuring the vehicle's climbing performance, avoiding overheating caused by the engine driving the vehicle alone to climb the slope.

[0089] In a first aspect, referring to FIG1 , a method for controlling energy management of a hybrid vehicle according to the present application is shown. The method may include the following steps:

[0090] S101: Determine whether the vehicle activates a hill start energy management mode based on historical driving data of the vehicle.

[0091] It should be noted that the execution entity of this embodiment can be a computing service device with data processing, network communication, and program execution functions, or an electronic device with these functions, such as a vehicle computer or onboard computer. This embodiment will be described using the VCU (Vehicle Control Unit) as the execution entity. It should be noted that this embodiment does not impose specific restrictions on the execution entity of the vehicle.

[0092] In this embodiment, the VCU stores historical driving data during vehicle use and uses this data to determine whether to activate Hill Drift Energy Management. It should be noted that this historical driving data indicates the probability of the vehicle traveling on a hill. If the VCU detects frequent hill driving based on this historical data, it automatically activates Hill Drift Energy Management. In Hill Drift Energy Management Mode, the VCU flexibly adjusts the output torque of the motor and engine based on the vehicle's current operating conditions to optimize fuel and power consumption.

[0093] It should be noted that users can also manually activate the vehicle's Hill Hold Energy Management mode. For example, after starting the vehicle, the user can send a mode activation command to the VCU to activate Hill Hold Energy Management mode by directly issuing a voice command, triggering a pre-configured physical button, or triggering a virtual button on the display. The VCU then controls the vehicle to activate Hill Hold Energy Management mode in response to the user-triggered mode activation command.

[0094] In this implementation, for users who frequently drive in areas with multiple slopes, the VCU can automatically activate the Hill Energy Management mode by learning slope conditions based on historical driving data. For users who only occasionally drive in areas with multiple slopes, Hill Energy Management mode can be manually activated to reduce fuel and power consumption during the trip. By providing both automatic and manual activation modes, the hill driving needs of different user groups can be effectively met.

[0095] S102: When the vehicle activates the hill energy management mode, obtain the vehicle's operating condition information.

[0096] In this embodiment, after the vehicle activates hill hold energy management mode, the VCU acquires real-time vehicle operating condition information and, based on this information, matches the vehicle with a corresponding torque distribution strategy. Different torque distribution strategies allocate different target torques to the vehicle's motor and engine, corresponding to different motor and engine torques.

[0097] S103: Determine the motor torque and the engine torque based on the operating condition information.

[0098] In this embodiment, the VCU will adaptively adjust the torque distribution strategy based on the operating condition information, thereby distributing motor torque to the motor while distributing engine torque to the engine. This allows the vehicle to achieve optimal energy management under multi-slope operating conditions through the coordination of the motor and engine.

[0099] It should be noted that to prevent the vehicle from driving uphill for a long time in pure electric mode, which would cause the power battery to be quickly depleted, the motor and engine will be controlled to jointly drive the vehicle. In special circumstances, such as when the battery charge is low, the engine will drive the vehicle alone and charge the power battery. In other words, when the vehicle has a power demand, the engine torque is a torque value greater than zero, while the motor torque can be positive or negative. Specifically, when the motor torque is positive, the motor and engine jointly drive the vehicle; when the motor torque is negative, the vehicle is in braking or downhill conditions. At this time, the motor will use the brake energy recovery function to charge the power battery, or the engine will drive the motor to rotate to charge the power battery.

[0100] S104: Control the motor to output torque according to the motor torque, and control the engine to output torque according to the engine torque.

[0101] In this embodiment, after determining the motor torque and the engine torque, the VCU will generate a first torque control instruction including the motor torque and a second torque control instruction including the engine torque; and send the first torque control instruction to the motor controller so that the motor controller responds to the first torque control instruction and controls the motor to output torque according to the motor torque. At the same time, the second torque control instruction is sent to the engine controller so that the engine controller responds to the second torque control instruction and controls the engine controller to output torque according to the engine torque.

[0102] In this embodiment, the VCU can adaptively adjust the motor and engine torque based on the vehicle's operating conditions in multi-slope areas. On the one hand, by jointly driving the vehicle with the motor and engine, the vehicle's climbing performance is effectively enhanced, improving the user's driving experience in multi-slope areas. On the other hand, by controlling the motor for power assist or recharging, the engine can be controlled to operate within an economic range, effectively reducing fuel and electricity consumption in multi-slope areas. This not only prevents the vehicle from rapidly depleting the battery when operating purely on electric power, but also effectively avoids engine overheating caused by the engine alone driving the vehicle uphill.

[0103] In one embodiment of the present application, the historical driving data includes a historical percentage of ramp driving time and / or a historical percentage of ramp driving mileage; S101 may specifically include the following sub-steps:

[0104] S101 - 1 : When the proportion of historical slope driving time is greater than a first proportion threshold and / or the proportion of historical slope driving mileage is greater than a second proportion threshold, determining that the vehicle activates a slope energy management mode.

[0105] It should be noted that the historical slope driving time ratio represents the ratio of the vehicle's slope driving time in the past period of time to the total vehicle driving time, and is used to reflect the ratio of the vehicle's driving on slopes in the time dimension; while the historical slope driving mileage ratio represents the ratio of the vehicle's slope driving mileage in the past period of time to the total historical driving mileage, and is used to reflect the ratio of the vehicle's driving on slopes in the mileage dimension.

[0106] In a specific implementation, the historical proportion of ramp driving time and the historical proportion of ramp driving mileage can be comprehensively considered to determine whether the vehicle's hill energy management mode needs to be activated. That is, if the VCU detects that the historical proportion of ramp driving time is greater than a first ratio threshold and the historical proportion of ramp driving mileage is greater than a second ratio threshold, it determines that the vehicle is traveling in a multi-ramp area and activates the vehicle's hill energy management mode. If it detects that the historical proportion of ramp driving time is less than or equal to the first ratio threshold, or the historical proportion of ramp driving mileage is less than or equal to the second ratio threshold, the hill energy management mode is not activated, and the historical driving data is updated as the vehicle travels.

[0107] In this embodiment, by comprehensively considering the historical proportion of slope driving time and the historical proportion of slope driving mileage, the slope operating conditions can be self-learned in the time dimension and mileage dimension respectively, and then more accurately determine whether the vehicle is driving in a multi-slope area such as a mountain or desert, thereby realizing the automatic activation of the slope energy management mode.

[0108] In one embodiment of the present application, to accurately calculate the historical slope driving time ratio, before S101-1, the energy management control method for the hybrid vehicle may further include the following steps:

[0109] S201-A1: Determine the current slope of the slope on which the vehicle is located.

[0110] In a specific implementation, the VCU can obtain the current slope through the slope sensor, and can also solve the current slope according to the vehicle's acceleration information and speed information through the built-in slope calculation module.

[0111] S202-A2: When the current slope is greater than the first slope threshold and the current moment belongs to the current self-learning cycle, trigger the cumulative timing of the slope driving time of the current round.

[0112] In this embodiment, when self-learning the ramp working condition in the time dimension, a self-learning cycle will be set, and the self-learning cycle can be set to one week, one month or other preset time lengths.

[0113] It should be noted that every two self-learning cycles are consecutive, that is, after the current moment exceeds the last moment of this round of self-learning cycle, the vehicle will be controlled to enter the next round of self-learning cycle.

[0114] In practice, whenever the VCU detects that the current slope is greater than the first slope threshold, it triggers a cumulative count of the current round of hill driving duration. This means that even if the vehicle is turned off during the current self-learning cycle, the current round of hill driving duration is saved. If the vehicle is restarted and drives on a slope with a slope greater than the first slope threshold, the count will continue based on the current round of hill driving duration.

[0115] It should be noted that the user can customize the self-learning cycle and the first slope threshold according to his or her driving habits, and this embodiment does not impose any specific restrictions on them.

[0116] S203-A3: Determine a historical slope driving duration ratio based on the ratio of the slope driving duration in this round to the first ratio of the self-learning cycle in this round.

[0117] In this embodiment, the VCU will update the ramp driving time of this round in real time, and synchronously update the historical ramp driving time ratio based on the first ratio of the ramp driving time of this round and the self-learning cycle of this round.

[0118] Exemplarily, the self-learning cycle of this round is set to 30 days, corresponding to the dates from August 1st to August 30th, and the first proportion threshold is set to 0.5. From August 1st, every time the current slope is detected to be greater than the first slope threshold, the timing of the slope driving time of this round will be triggered, and the time of driving on this slope will be accumulated to the last recorded slope driving time of this round. Through continuous accumulation, on August 20th, it is detected that the slope driving time of this round exceeds 15 days, that is, the proportion of historical slope driving time exceeds 0.5. Then, during the period from August 20th to August 30th, it will be determined that the proportion of historical slope driving time is greater than the first proportion threshold, until August 31st, the slope driving time of this round will be reset to zero, the slope driving time of this round will be accumulated again, and the proportion of historical slope driving time will be recalculated.

[0119] In this embodiment, by setting a self-learning cycle, it can ensure that the user can effectively judge whether to activate the slope energy management mode when driving in different areas at different time periods. For example, when the user works and lives in City A, a non-mountainous area, slope self-learning can prevent the vehicle from mistakenly triggering the slope energy management mode; and when the user moves to City B with many slopes, slope self-learning can automatically activate the slope energy management mode, effectively meeting the user's slope driving needs in City B.

[0120] In one embodiment of the present application, to accurately calculate the historical slope driving time ratio, before S101-1, the energy management control method for a hybrid vehicle may further include the following steps:

[0121] S201-B1: When the vehicle is detected to be started, the current slope of the slope on which the vehicle is located is determined, and the accumulation timing of the current total driving time is triggered.

[0122] S201-B2: When the current slope is greater than a second slope threshold, triggering the accumulation of the current slope driving time.

[0123] In this embodiment, a driving cycle is defined as vehicle startup to vehicle shutdown, and within the driving cycle, the current total driving time and the current slope driving time are accumulated and recorded.

[0124] It should be noted that the current total driving time is recorded in real time during the vehicle's current drive cycle, i.e., recording begins when the vehicle is started and ends when the vehicle is shut down. The current slope driving time, on the other hand, is recorded when the vehicle is detected to be driving on a slope with a current gradient greater than the second gradient threshold. In other words, real-time recording begins when the current gradient exceeds the second gradient threshold and stops when the current gradient is less than or equal to the second gradient threshold.

[0125] S201-B3: When it is detected that the vehicle is turned off, determine a second ratio of the current slope driving time to the current total driving time.

[0126] In this embodiment, after the vehicle is detected to be turned off, the current driving cycle ends, and the VCU will determine whether the vehicle is traveling in a mountainous and sloped area based on the second ratio.

[0127] S201-B4: When the second ratio is greater than the first ratio threshold, the effective number of driving times on the first slope is increased by one.

[0128] In this embodiment, the first ratio threshold can be set to 0.6, that is, in this driving cycle, the current slope driving time exceeds 60% of the current total driving time, and it is considered that the vehicle is driving in a mountainous slope area. At this time, the first counter is used to increase the number of effective driving times on the first slope by one.

[0129] S201-B5: Determine a historical slope driving duration ratio based on a third ratio of the effective driving times on the first slope to the total historical driving times.

[0130] It should be noted that the total number of historical driving times will be counted by the second counter. Whenever it is detected that the vehicle is started and then shut down, the second counter increases the total number of historical driving times by one.

[0131] In a specific implementation, the VCU can calculate the third ratio of the effective number of driving times on the first slope to the total number of historical driving times by reading the values ​​stored in the first counter and the second counter respectively. The third ratio is the proportion of historical slope driving time.

[0132] In this embodiment, by taking vehicle start-up and vehicle shutdown as a driving cycle, the slope driving conditions of the vehicle during each driving process can be accurately obtained in the time dimension, thereby quickly and accurately achieving slope self-learning.

[0133] It should be noted that continuous self-learning cycles can also be set. Each time a new self-learning cycle begins, steps S201-B1 to S201-B5 are re-executed to prevent the learning results of the previous self-learning cycle from affecting the learning results of the current self-learning cycle. In other words, after the previous self-learning cycle ends, the current total driving time, the current ramp driving time, the number of valid driving times on the first ramp, and the total number of historical driving times are all reset to zero, and ramp self-learning is repeated during the current self-learning cycle.

[0134] In one embodiment of the present application, to accurately calculate the historical slope mileage ratio, before S101-1, the energy management control method for a hybrid vehicle may further include the following steps:

[0135] S301-A1: Determine the current slope of the slope on which the vehicle is located.

[0136] In a specific implementation, the VCU can obtain the current slope through the slope sensor, and can also solve the current slope according to the vehicle's acceleration information and speed information through the built-in slope calculation module.

[0137] S301-A2: When the current slope is greater than the third slope threshold and the current moment belongs to the current round of mileage self-learning cycle, trigger the cumulative recording of the mileage traveled on the first slope.

[0138] In this embodiment, when self-learning the slope working condition in the mileage dimension, a mileage self-learning cycle will be set, and the mileage self-learning cycle can be set to one week, one month or other preset time lengths.

[0139] It should be noted that every two mileage self-learning cycles are non-continuous, and there is a preset interval between every two self-learning cycles. That is to say, after the current moment exceeds the last moment of this round of self-learning cycle, the vehicle will not immediately enter the next round of mileage self-learning cycle. Instead, the vehicle will be controlled to enter the next round of mileage self-learning cycle after the current moment exceeds the last moment of the interval.

[0140] In practice, whenever the VCU detects that the current slope is greater than the third slope threshold, it triggers the accumulation of mileage on the first slope. During this round of mileage self-learning, even if the vehicle is turned off, the mileage on the first slope is saved. When the vehicle resumes driving on a slope with a slope greater than the third slope threshold, the mileage accumulated will continue based on the most recently stored mileage on the first slope.

[0141] It should be noted that users can customize the mileage self-learning cycle and the third slope threshold based on their driving habits, and this embodiment does not impose specific restrictions on this. For example, the self-learning cycle and the mileage self-learning cycle can be set to the same period, thereby performing synchronous self-learning of slope conditions in both the time and mileage dimensions.

[0142] S301-A3: Determine a historical ramp driving mileage ratio based on a fourth ratio of the first ramp driving mileage to the first historical total driving mileage.

[0143] It should be noted that the first historical total mileage represents the total mileage of the vehicle in this round of mileage self-learning cycle.

[0144] In this embodiment, the VCU will update the first slope mileage in real time, and synchronously update the historical slope mileage ratio based on the first ratio of the first slope mileage to the first historical total mileage.

[0145] For example, the mileage self-learning cycle of this round is set to 10 days, corresponding to the dates from August 1st to August 10th, and the preset interval is set to 20 days. The second ratio threshold is set to 0.6. From August 1st, every time the current slope is detected to be greater than the third slope threshold, the cumulative recording of the mileage on the first slope will be triggered, until the mileage on the first slope is detected to be more than 320km on August 10th, and the first historical total mileage is 500km, that is, the proportion of historical slope mileage is 320 / 500=0.64>0.6. Then, during the period from August 11th to August 30th, it will be determined that the proportion of historical slope mileage is greater than the second ratio threshold, until the mileage on the first slope is reset to zero on August 31st, and the mileage on the first slope is accumulated and recorded again. After the next round of mileage self-learning cycle, that is, on September 9th, the proportion of historical slope mileage is re-determined.

[0146] In this embodiment, it is also considered that users in different regions may have different driving needs and driving experiences when driving vehicles. By setting a mileage self-learning cycle, it is possible to effectively adapt to changes in driving areas.

[0147] In one embodiment of the present application, to accurately calculate the historical slope mileage ratio, before S101-1, the energy management control method for a hybrid vehicle may further include the following steps:

[0148] S301 - B1 : When it is detected that the vehicle is started, the current slope of the slope on which the vehicle is located is determined, and the cumulative recording of the second historical total mileage is triggered.

[0149] S301 - B2 : When the current slope is greater than a fourth slope threshold, triggering the accumulation and recording of the mileage traveled on the second slope.

[0150] In this embodiment, a driving cycle is defined as vehicle startup-vehicle shutdown, and within the driving cycle, the second historical total mileage and the second slope mileage are accumulated and recorded.

[0151] It should be noted that the second historical total mileage is recorded in real time during the vehicle's current driving cycle, that is, recording starts when the vehicle is started and stops when the vehicle is shut down; while the second slope mileage is recorded when it is detected that the vehicle is driving on a slope with a current slope greater than the fourth slope threshold. Recording starts in real time when the current slope is greater than the fourth slope threshold and stops when the current slope is less than or equal to the fourth slope threshold.

[0152] S301 -B3: When it is detected that the vehicle is turned off, determine a fifth ratio of the second slope driving mileage to the second historical total driving mileage.

[0153] In this embodiment, after the vehicle is detected to be turned off, the current driving cycle ends, and the VCU calculates the fifth ratio to determine whether the vehicle is traveling in a mountainous and sloped area.

[0154] S301-B4: When the fifth ratio is greater than the second ratio threshold, the effective number of driving times on the second slope is increased by one.

[0155] In this embodiment, the second ratio threshold can be set to 0.6, that is, in this driving cycle, the second slope mileage exceeds 60% of the second historical total mileage, and it is considered that the vehicle is driving in a mountainous slope area. At this time, the number of effective driving times on the second slope is increased by one through the third counter.

[0156] S301-B5: Determine a historical slope driving mileage ratio based on a sixth ratio of the effective driving times on the second slope to the total historical driving times.

[0157] It should be noted that the total number of historical driving times can also be counted by the second counter. Whenever it is detected that the vehicle is started and then shut down, the second counter increases the total number of historical driving times by one.

[0158] In a specific implementation, the VCU can calculate the sixth ratio of the effective number of driving on the second slope to the total number of historical driving by reading the values ​​stored in the third counter and the second counter respectively. The sixth ratio is the proportion of historical slope driving mileage.

[0159] In this embodiment, by taking vehicle start-up and vehicle shutdown as a driving cycle, the slope driving conditions of the vehicle during each driving process can be accurately obtained in the mileage dimension, thereby quickly and accurately achieving slope self-learning.

[0160] It should be noted that continuous second mileage self-learning cycles can also be set. Each time a new second mileage self-learning cycle begins, steps S301-B1 to S301-B5 are re-executed to prevent the learning results of the previous second mileage self-learning cycle from affecting the learning results of the current second mileage self-learning cycle. In other words, after the previous second mileage self-learning cycle ends, the second slope mileage, the second historical total mileage, the second slope valid driving times, and the historical total driving times are all reset to zero, and the slope self-learning is repeated in the current second mileage self-learning cycle.

[0161] In one embodiment of the present application, the operating condition information includes the current slope, the remaining power of the power battery, and the driver's required torque; S103 may specifically include the following sub-steps:

[0162] S103-1: Determine the motor torque based on the current slope and the remaining power.

[0163] In this embodiment, taking into account the different current slopes and remaining power, the corresponding power consumption trends of the power batteries are different. Therefore, the current slope and remaining power are comprehensively considered to match the motor with a suitable motor torque, which represents the maximum auxiliary torque that the motor can output.

[0164] In a specific implementation, a mapping relationship table of the current slope, remaining power and motor torque can be pre-built, and then the VCU can determine the motor torque that uniquely corresponds to the current slope and remaining power by looking up the table.

[0165] It should be noted that, when the current slope is constant, the motor torque increases with the increase of the remaining power; when the remaining power is constant, the motor torque increases with the increase of the current slope.

[0166] S103 - 2 : Determine the engine torque based on the driver's demand torque and the motor torque.

[0167] It should be noted that the driver's required torque represents the torque required by the driver to drive on the current slope, and can be specifically determined based on the accelerator pedal opening triggered by the driver.

[0168] In the specific implementation, the VCU determines the difference between the driver's required torque and the motor torque as the engine torque, and then determines the corresponding target fuel injection amount and target air intake amount based on the engine torque, and controls the engine controller to perform fuel injection operations and air intake operations according to the target fuel injection amount and target air intake amount, so that the engine outputs the engine torque.

[0169] In this embodiment, by comprehensively considering the current slope, the remaining power of the power battery and the torque required by the driver, it is possible to allocate appropriate torque to the motor and engine while meeting the driver's slope driving needs and ensuring the vehicle's climbing performance, thereby fully leveraging the energy-saving advantages of hybrid vehicles under slope conditions.

[0170] In this embodiment, to further reduce fuel consumption, the optimal operating point of the engine can also be comprehensively considered. It should be noted that the engine generally corresponds to different optimal operating points in different gears. Therefore, when calculating the engine torque, the target optimal operating point and the target engine torque corresponding to the target optimal operating point will be determined based on the current gear of the vehicle. If it is detected that the engine torque is less than the target engine torque, the engine torque is corrected to the target engine torque, and the engine is controlled to output torque according to the target engine torque. At the same time, the torque difference between the target engine torque and the engine torque is determined, and the difference between the motor torque and the torque difference is determined as the target motor torque, and the motor is then controlled to output torque according to the target motor torque. If it is detected that the engine torque is greater than or equal to the target engine torque, the engine torque is maintained unchanged to avoid excessive corrected motor torque, which would cause the power battery to be rapidly consumed.

[0171] In this embodiment, by further considering the optimal operating point of the engine, the engine can be made to operate at the optimal operating point as much as possible while avoiding rapid consumption of power in the power battery, thereby further improving the energy-saving effect of the entire vehicle.

[0172] In a second aspect, based on the same inventive concept, with reference to FIG. 2 , an embodiment of the present application provides an energy management control device 200 for a hybrid vehicle. The energy management control device 200 for a hybrid vehicle includes:

[0173] The mode determination module 201 is configured to determine whether the vehicle activates the hill start energy management mode based on historical driving data of the vehicle.

[0174] The information acquisition module 202 is used to acquire the vehicle's operating condition information when the vehicle activates the hill energy management mode.

[0175] The torque determination module 203 is configured to determine the motor torque and the engine torque based on the operating condition information.

[0176] The torque control module 204 is configured to control the motor to output torque according to the motor torque, and to control the engine to output torque according to the engine torque.

[0177] In one embodiment of the present application, the historical driving data includes a historical slope driving time ratio and / or a historical slope driving mileage ratio; the mode determination module 201 includes:

[0178] The mode activation submodule is used to determine that the vehicle activates the hill energy management mode when the proportion of historical hill driving time is greater than a first proportion threshold and / or the proportion of historical hill driving mileage is greater than a second proportion threshold.

[0179] In one embodiment of the present application, the energy management control device 200 of the hybrid vehicle further includes:

[0180] The first slope determination module is configured to determine a current slope of a slope on which the vehicle is located.

[0181] The duration accumulation module is used to trigger the accumulation timing of the slope driving duration of this round when the current slope is greater than the first slope threshold and the current moment belongs to the current self-learning cycle.

[0182] The duration ratio determination module is used to determine the historical slope driving duration ratio based on the first ratio of the slope driving duration of this round and the self-learning cycle of this round.

[0183] In one embodiment of the present application, the energy management control device 200 of the hybrid vehicle further includes:

[0184] The total time accumulation module is used to determine the current slope of the slope on which the vehicle is located and trigger the accumulation timing of the current total driving time when the vehicle is detected to be started.

[0185] The second duration accumulation module is used to trigger the accumulation timing of the current slope driving duration when the current slope is greater than the second slope threshold.

[0186] The second duration ratio determination module is used to determine a second ratio of the current slope driving duration to the current total driving duration when the vehicle is detected to be stalled.

[0187] The second number accumulation module is used to increase the effective number of driving times on the first slope by one when the second ratio is greater than the first ratio threshold.

[0188] The second duration ratio determination module is used to determine the historical slope driving duration ratio based on a third ratio of the effective driving times on the first slope to the total historical driving times.

[0189] In one embodiment of the present application, the energy management control device 200 of the hybrid vehicle further includes:

[0190] The second slope determination module is configured to determine a current slope of the slope on which the vehicle is located.

[0191] The first mileage accumulation module is used to trigger the accumulation record of the mileage traveled on the first slope when the current slope is greater than the third slope threshold and the current moment belongs to the current round of mileage self-learning cycle.

[0192] The first mileage ratio determination module is used to determine the historical slope mileage ratio based on a fourth ratio of the first slope mileage to the first historical total mileage; the first historical total mileage represents the total mileage of the vehicle in this round of mileage self-learning cycle.

[0193] In one embodiment of the present application, the energy management control device 200 of the hybrid vehicle further includes:

[0194] The total mileage accumulation module is used to determine the current slope of the slope on which the vehicle is located and trigger the accumulation record of the second historical total mileage when detecting that the vehicle is started.

[0195] The second mileage accumulation module is used to trigger the accumulation record of the mileage traveled on the second slope when the current slope is greater than a fourth slope threshold.

[0196] The ratio determination module is configured to determine a fifth ratio of the second slope mileage to the second historical total mileage when it is detected that the vehicle is stalled.

[0197] The number accumulation module is used to increase the effective number of driving times on the second slope by one when the fifth ratio is greater than the second ratio threshold.

[0198] The second mileage ratio determination module is used to determine the historical slope driving mileage ratio based on a sixth ratio of the second slope effective driving times to the historical total driving times.

[0199] In one embodiment of the present application, the operating condition information includes the current slope, the remaining power of the power battery, and the driver's required torque; the torque determination module 203 includes:

[0200] The motor torque determination submodule is used to determine the motor torque based on the current slope and the remaining power.

[0201] The engine torque determination submodule is configured to determine the engine torque based on the driver's demand torque and the motor torque.

[0202] In one embodiment of the present application, the energy management control device 200 of the hybrid vehicle further includes:

[0203] The activation module is configured to control the vehicle to activate the hill start energy management mode in response to a mode activation instruction triggered by a user.

[0204] It should be noted that the specific implementation of the energy management control device 200 of the hybrid vehicle in the embodiment of the present application refers to the specific implementation of the energy management control method of the hybrid vehicle proposed in the first aspect of the embodiment of the present application, and will not be repeated here.

[0205] On the third aspect, based on the same inventive concept, an embodiment of the present application provides a storage medium, which stores machine-executable instructions. When the machine-executable instructions are executed by a processor, the energy management control method for a hybrid vehicle proposed in the first aspect of the present application is implemented.

[0206] It should be noted that the specific implementation of the storage medium in the embodiment of the present application refers to the specific implementation of the energy management control method for the hybrid vehicle proposed in the first aspect of the present application, and will not be repeated here.

[0207] In the fourth aspect, based on the same inventive concept, referring to Figure 3, an embodiment of the present application provides a vehicle 300, including a processor 301 and a memory 302; the memory 302 stores machine-executable instructions that can be executed by the processor 301, and the processor 301 is used to execute the machine-executable instructions to implement the energy management control method of the hybrid vehicle proposed in the first aspect of the present application.

[0208] It should be noted that the specific implementation of the vehicle 300 in the embodiment of the present application refers to the specific implementation of the energy management control method for the hybrid vehicle proposed in the first aspect of the present application, and will not be repeated here.

[0209] In the fifth aspect, based on the same inventive concept, an embodiment of the present application provides a computer program, including computer-readable code. When the computer-readable code runs on a computing processing device, it causes the computing processing device to execute the energy management control method for a hybrid vehicle proposed in the first aspect of the present application.

[0210] It should be noted that the specific implementation of the computer program of the embodiment of the present application refers to the specific implementation of the energy management control method for the hybrid vehicle proposed in the first aspect of the present application, and will not be repeated here.

[0211] Those skilled in the art will appreciate that the embodiments of the present application can be provided as methods, devices, or computer program products. Therefore, the present application can adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present application can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0212] The present application embodiment is described with reference to the flow chart and / or block diagram of the method, terminal device (system), and computer program product according to the embodiment of the present application. It should be understood that each process and / or box in the flow chart and / or block diagram and the combination of the process and / or box in the flow chart and / or block diagram can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor or other programmable data processing terminal device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing terminal device produce a device for realizing the function specified in one process or multiple processes and / or one box or multiple boxes of the flow chart.

[0213] These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing terminal device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce a manufactured product including an instruction device that implements the functions specified in one or more processes in the flowchart and / or one or more boxes in the block diagram.

[0214] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal device so that a series of operating steps are executed on the computer or other programmable terminal device to produce computer-implemented processing, so that the instructions executed on the computer or other programmable terminal device provide steps for implementing the functions specified in one or more processes in the flowchart and / or one or more boxes in the block diagram.

[0215] The various component embodiments of the present disclosure can be implemented in hardware, or in software modules running on one or more processors, or in a combination thereof. It should be understood by those skilled in the art that a microprocessor or digital signal processor (DSP) can be used in practice to implement some or all of the functions of some or all of the components in the computing processing equipment according to the embodiments of the present disclosure. The present disclosure can also be implemented as a device or apparatus program (e.g., computer program and computer program product) for executing part or all of the methods described herein. Such a program implementing the present disclosure can be stored on a computer-readable medium, or can have the form of one or more signals. Such a signal can be downloaded from an Internet website, or provided on a carrier signal, or provided in any other form.

[0216] For example, FIG4 illustrates a computing and processing device that can implement the methods of the present disclosure. The computing and processing device conventionally includes a processor 301 and a computer program product or computer-readable medium in the form of a memory 302. The memory 302 can be an electronic memory such as flash memory, EEPROM (Electrically Erasable Programmable Read-Only Memory), EPROM, hard disk, or ROM. The memory 302 has a storage space 1030 for program code 1031 for executing any of the method steps described above. For example, the storage space 1030 for program code can include individual program codes 1031 for implementing various steps in the above method. These program codes can be read from or written to one or more computer program products. These computer program products include program code carriers such as hard disks, compact disks (CDs), memory cards, or floppy disks. Such computer program products are typically portable or fixed storage units, as shown in FIG5 . The storage unit can have storage segments, storage space, etc. arranged similarly to the memory 302 in the computing and processing device of FIG4 . The program code can, for example, be compressed in a suitable form. Typically, the storage unit includes computer-readable codes 1031 ′, ie, codes that can be read by a processor such as 301 , which, when executed by a computing processing device, cause the computing processing device to perform the steps of the method described above.

[0217] Although preferred embodiments of the present invention have been described, those skilled in the art may make additional changes and modifications to these embodiments once they become aware of the basic inventive concepts. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the embodiments of the present invention.

Claims

1. A method for controlling energy management of a hybrid vehicle, characterized in that: The method comprises: determining whether the vehicle activates a hill start energy management mode based on historical driving data of the vehicle; When the vehicle activates the hill energy management mode, obtaining operating condition information of the vehicle; Based on the operating condition information, determining the motor torque and the engine torque; The motor is controlled to output torque according to the motor torque, and the engine is controlled to output torque according to the engine torque.

2. The energy management control method for a hybrid vehicle according to claim 1, wherein: The historical driving data includes historical slope driving time ratio and / or historical slope driving mileage ratio; The step of determining whether the vehicle activates the hill start energy management mode based on the historical driving data of the vehicle comprises: When the proportion of the historical ramp driving time is greater than a first proportion threshold and / or the proportion of the historical ramp driving mileage is greater than a second proportion threshold, it is determined that the vehicle activates the ramp energy management mode.

3. The energy management control method for a hybrid vehicle according to claim 2, wherein: When the proportion of the historical ramp driving time is greater than the first ratio threshold and / or the proportion of the historical ramp driving mileage is greater than the second ratio threshold, before determining that the vehicle activates the ramp energy management mode, the method further includes: determining a current slope of a ramp on which the vehicle is located; When the current slope is greater than the first slope threshold and the current moment belongs to the current self-learning cycle, triggering the cumulative timing of the current slope driving time; Based on the first ratio of the ramp driving time in this round to the self-learning cycle in this round, the proportion of the historical ramp driving time is determined.

4. The energy management control method for a hybrid vehicle according to claim 2, wherein: When the proportion of the historical ramp driving time is greater than the first ratio threshold and / or the proportion of the historical ramp driving mileage is greater than the second ratio threshold, before determining that the vehicle activates the ramp energy management mode, the method further includes: When the vehicle is detected to be started, determining the current slope of the slope on which the vehicle is located, and Trigger the cumulative timing for the current total driving time; When the current slope is greater than a second slope threshold, triggering the accumulation of time for the current slope driving duration; In the case where the vehicle is detected to be turned off, determining a second ratio of the current ramp driving time to the current total driving time; When the second ratio is greater than the first ratio threshold, the effective number of driving times on the first slope is increased by one; The historical ramp driving time ratio is determined based on a third ratio of the first ramp effective driving times to the historical total driving times.

5. The energy management control method for a hybrid vehicle according to claim 2, wherein: When the proportion of the historical ramp driving time is greater than the first ratio threshold and / or the proportion of the historical ramp driving mileage is greater than the second ratio threshold, before determining that the vehicle activates the ramp energy management mode, the method further includes: determining a current slope of a ramp on which the vehicle is located; When the current slope is greater than the third slope threshold and the current moment belongs to the current round of mileage self-learning cycle, triggering the cumulative recording of the first slope mileage; The historical ramp mileage ratio is determined based on a fourth ratio of the first ramp mileage to the first historical total mileage; the first historical total mileage represents the total mileage of the vehicle in the current round of mileage self-learning cycle.

6. The energy management control method for a hybrid vehicle according to claim 2, wherein: When the proportion of the historical ramp driving time is greater than the first ratio threshold and / or the proportion of the historical ramp driving mileage is greater than the second ratio threshold, before determining that the vehicle activates the ramp energy management mode, the method further includes: When detecting that the vehicle is started, determining a current slope of the slope on which the vehicle is located, and triggering a cumulative record of a second historical total mileage; When the current slope is greater than a fourth slope threshold, triggering the cumulative recording of the second slope mileage; In the case where the vehicle is detected to be turned off, determining a fifth ratio of the second slope mileage to the second total historical mileage; When the fifth ratio is greater than the second ratio threshold, the effective number of driving times on the second slope is increased by one; The historical ramp driving mileage ratio is determined based on a sixth ratio of the second ramp effective driving times to the historical total driving times.

7. The energy management control method for a hybrid vehicle according to claim 1, wherein: The operating condition information includes the current slope, the remaining power of the power battery and the torque required by the driver; The step of determining the motor torque and the engine torque based on the operating condition information comprises: Determining the motor torque based on the current slope and the remaining power; The engine torque is determined based on the driver demand torque and the motor torque.

8. An energy management control device for a hybrid vehicle, characterized in that: The device comprises: A mode determination module, configured to determine whether the vehicle activates a hill start energy management mode based on historical driving data of the vehicle; An information acquisition module, used for acquiring the operating condition information of the vehicle when the vehicle activates the hill energy management mode; A torque determination module, configured to determine the motor torque and the engine torque based on the operating condition information; The torque control module is used to control the motor to output torque according to the motor torque, and to control the engine to output torque according to the engine torque.

9. A storage medium, characterized in that: The storage medium stores machine executable instructions, and when the machine executable instructions are executed by the processor, the energy management control method for the hybrid vehicle according to any one of claims 1 to 7 is implemented.

10. A vehicle, characterized in that: It comprises a processor and a memory, wherein the memory stores machine executable instructions that can be executed by the processor, and the processor is used to execute the machine executable instructions to implement the energy management control method of a hybrid vehicle as described in any one of claims 1 to 7.

11. A computer program, comprising computer readable codes, which, when executed on a computing processing device, cause the computing processing device to execute the energy management control method for a hybrid vehicle according to any one of claims 1 to 7.

Images