Method and apparatus for controlling hybrid vehicle, and device and storage medium

Abstract

A method and apparatus for controlling a hybrid vehicle, and a device and a storage medium. The method comprises: acquiring a slope coefficient during the traveling of a vehicle (101), wherein the slope coefficient is used for indicating a road-surface slope during the traveling of the vehicle; acquiring a target SOC and an actual SOC of the vehicle (102), wherein the target SOC is determined on the basis of an operating mode of the vehicle; determining a first charging and discharging coefficient on the basis of the target SOC and the actual SOC (103); correcting the first charging and discharging coefficient on the basis of the slope coefficient, so as to obtain a second charging and discharging coefficient (104), wherein when the slope coefficient indicates that the vehicle is in an uphill state, a charging intention indicated by the second charging and discharging coefficient is higher than a charging intention indicated by the first charging and discharging coefficient; and controlling a power system of the vehicle on the basis of the second charging and discharging coefficient (105). By means of the method, an actual SOC of a power battery of a hybrid vehicle can be kept close to a target SOC under special road conditions.

Description

Control method, device, equipment and storage medium for hybrid vehicle

[0001] This application claims priority to Chinese patent application No. 202311462043.7 filed on November 2, 2023, entitled “Control method, device, equipment and storage medium for hybrid vehicle”, the entire contents of which are incorporated herein by reference. Technical Field

[0002] The present disclosure relates to the field of vehicle control, and in particular to a hybrid vehicle control method, device, equipment, and storage medium. Background Art

[0003] Currently, hybrid vehicles typically consist of an engine, a corresponding motor, a power battery, and an electric motor. The engine powers the corresponding motor, and the power battery powers the electric motor. It's generally desirable to use the electric motor as much as possible to propel the vehicle, avoiding direct propulsion from the engine's corresponding motor. This is because the price of fuel is much higher than the price of electricity, so using the engine's corresponding motor to directly propel the vehicle increases the cost of operating a hybrid vehicle.

[0004] However, hybrid vehicles may encounter unusual road conditions during driving, causing the power battery's SOC (State of Charge) to rapidly deplete. If the power battery's SOC is too low, the electric motor's output torque may be insufficient. In this case, the engine's corresponding motor may still be needed to directly drive the vehicle. Therefore, under unusual road conditions, hybrid vehicles need to be controlled to prevent the engine's corresponding motor from directly driving the vehicle.

[0005] Summary of the Invention

[0006] The present disclosure provides a control method, apparatus, device, and storage medium for a hybrid vehicle, capable of maintaining the actual SOC of the power battery of the hybrid vehicle near the target SOC when driving uphill or downhill. The technical solution includes at least the following solutions:

[0007] In a first aspect, a control method for a hybrid vehicle is provided, comprising:

[0008] Obtain a slope coefficient during the vehicle's travel, the slope coefficient being used to indicate the slope of the road surface during the vehicle's travel; obtain a target SOC and an actual SOC of the vehicle, the target SOC being determined according to an operating mode of the vehicle; determine a first charge and discharge coefficient based on the target SOC and the actual SOC, the first charge and discharge coefficient being used to indicate the vehicle's charge and discharge intention; correct the first charge and discharge coefficient based on the slope coefficient to obtain a second charge and discharge coefficient, wherein, when the slope coefficient indicates that the vehicle is in an uphill state, the charging intention indicated by the second charge and discharge coefficient is higher than the charging intention indicated by the first charge and discharge coefficient; and control the vehicle's power system based on the second charge and discharge coefficient.

[0009] Optionally, when the slope coefficient indicates that the vehicle is in an uphill state, the slope coefficient is greater than a first slope threshold, and the first slope threshold is greater than or equal to 0; the first charge and discharge coefficient is corrected according to the slope coefficient to obtain a second charge and discharge coefficient, including: determining a first correction amount according to a difference between the slope coefficient and the first slope threshold and a first correction relationship, the first correction amount is a negative number, and the first correction relationship is a corresponding relationship between the difference and the correction amount. In the first correction relationship, the greater the difference between the slope coefficient and the first slope threshold, the smaller the corresponding correction amount; the sum of the first correction amount and the first charge and discharge coefficient is used as the second charge and discharge coefficient, and the smaller the first charge and discharge coefficient is, the stronger the vehicle's willingness to charge is; or When the slope coefficient indicates that the vehicle is in a downhill state, the slope coefficient is less than a second slope threshold, and the second slope threshold is less than or equal to 0; the first charge and discharge coefficient is corrected according to the slope coefficient to obtain the second charge and discharge coefficient, including: determining a second correction amount according to the difference between the slope coefficient and the second slope 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, and in the second slope correspondence relationship, the smaller the difference between the slope coefficient and the second slope threshold, the larger the corresponding correction amount; the sum of the second correction amount and the first charge and discharge coefficient is used as the second charge and discharge coefficient, the smaller the first charge and discharge coefficient is, the stronger the vehicle's willingness to charge is.

[0010] Optionally, determining the first charge and discharge coefficient based on the target SOC and the actual SOC includes: obtaining a first difference between the target SOC and the actual SOC; determining the first charge and discharge coefficient based on a correspondence between the first difference and the charge and discharge coefficient, the charge and discharge coefficient correspondence being a correspondence between the difference and the charge and discharge coefficient, and in the charge and discharge coefficient correspondence, the greater the difference, the greater the charge and discharge coefficient.

[0011] Optionally, controlling the power system of the vehicle according to the second charge and discharge coefficient includes: determining the expected charge and discharge power according to the required power of the vehicle; obtaining the maximum charge and discharge power of the vehicle; determining the target charge power and target discharge power according to the second charge and discharge coefficient, the expected charge and discharge power and the maximum charge and discharge power; and controlling the power system of the vehicle using the target charge power and target discharge power.

[0012] Optionally, determining the target charging power and the target discharging power based on the second charge and discharge coefficient, the expected charge and discharge power, and the maximum charge and discharge power includes: when the second charge and discharge coefficient is greater than 0, using the expected charging power as the target charging power, and interpolating the expected discharge power and the maximum discharge power through the second charge and discharge coefficient to obtain the target discharge power, wherein the expected discharge power is the power corresponding to the charge and discharge coefficient being 0, and the maximum discharge power is the power corresponding to the charge and discharge coefficient being 1; or, when the second charge and discharge coefficient is less than 0, using the expected discharge power as the target discharge power, and interpolating the expected charging power and the maximum charging power through the second charge and discharge coefficient to obtain the target charging power, wherein the expected charging power is the power corresponding to the charge and discharge coefficient being 0, and the maximum charging power is the power corresponding to the charge and discharge coefficient being -1.

[0013] Optionally, obtaining the slope coefficient during the vehicle's driving process includes: obtaining vehicle acceleration and longitudinal acceleration, the direction of the vehicle acceleration is the same as the vehicle's driving direction, and the direction of the longitudinal acceleration is perpendicular to the ground plane; determining a first acceleration based on the vehicle acceleration and the longitudinal acceleration, the vehicle acceleration, the longitudinal acceleration and the first acceleration forming a right triangle; determining the slope coefficient based on at least two of the vehicle acceleration, the longitudinal acceleration and the first acceleration.

[0014] In a second aspect, a control device for a hybrid vehicle is provided, comprising: a first acquisition module, a second acquisition module, a determination module, a correction module and a control module.

[0015] The first acquisition module is used to obtain the slope coefficient during the vehicle's driving process, and the slope coefficient is used to indicate the slope of the road surface during the vehicle's driving process. The second acquisition module is used to obtain the target SOC and actual SOC of the vehicle, and the target SOC is determined according to the operating mode of the vehicle. The determination module is used to determine a first charge and discharge coefficient based on the target SOC and the actual SOC, and the first charge and discharge coefficient is used to indicate the charge and discharge intention of the vehicle. The correction module is used to correct the first charge and discharge coefficient based on the slope coefficient to obtain a second charge and discharge coefficient, wherein, when the slope coefficient indicates that the vehicle is in an uphill state, the charging intention indicated by the second charge and discharge coefficient is higher than the charging intention indicated by the first charge and discharge coefficient. The control module is used to control the power system of the vehicle based on the second charge and discharge coefficient.

[0016] Optionally, when the slope coefficient indicates that the vehicle is in an uphill state, the slope coefficient is greater than a first slope threshold, and the first slope threshold is greater than or equal to 0; the correction module is further used to determine a first correction amount based on a difference between the slope coefficient and the first slope threshold and a first correction relationship, the first correction amount is a negative number, and the first correction relationship is a correspondence between the difference and the correction amount. In the first correction relationship, the greater the difference between the slope coefficient and the first slope threshold, the smaller the corresponding correction amount; the sum of the first correction amount and the first charge and discharge coefficient is used as the second charge and discharge coefficient, the smaller the first charge and discharge coefficient is, the stronger the vehicle's willingness to charge is; or When the slope coefficient indicates that the vehicle is in a downhill state, the slope coefficient is less than a second slope threshold, and the second slope threshold is less than or equal to 0; the correction module is further used to determine a second correction amount according to the difference between the slope coefficient and the second slope 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, and in the second slope correspondence relationship, the smaller the difference between the slope coefficient and the second slope threshold, the larger the corresponding correction amount; the sum of the second correction amount and the first charge and discharge coefficient is used as the second charge and discharge coefficient, the smaller the first charge and discharge coefficient is, the stronger the vehicle's willingness to charge is.

[0017] Optionally, the determination module is also used to obtain a first difference between the target SOC and the actual SOC; determine the first charge and discharge coefficient based on the correspondence between the first difference and the charge and discharge coefficient, the charge and discharge coefficient correspondence is the correspondence between the difference and the charge and discharge coefficient, and in the charge and discharge coefficient correspondence, the larger the difference, the larger the charge and discharge coefficient.

[0018] Optionally, the control module is also used to determine the expected charging and discharging power based on the required power of the vehicle; obtain the maximum charging and discharging power of the vehicle; determine the target charging power and target discharging power based on the second charging and discharging coefficient, the expected charging and discharging power and the maximum charging and discharging power; and use the target charging power and target discharging power to control the power system of the vehicle.

[0019] Optionally, the control module is also used to, when the second charge and discharge coefficient is greater than 0, use the expected charging power as the target charging power, and interpolate the expected discharge power and the maximum discharge power through the second charge and discharge coefficient to obtain the target discharge power, wherein the expected discharge power is the power corresponding to the charge and discharge coefficient of 0, and the maximum discharge power is the power corresponding to the charge and discharge coefficient of 1; or, when the second charge and discharge coefficient is less than 0, use the expected discharge power as the target discharge power, and interpolate the expected charging power and the maximum charging power through the second charge and discharge coefficient to obtain the target charging power, wherein the expected charging power is the power corresponding to the charge and discharge coefficient of 0, and the maximum charging power is the power corresponding to the charge and discharge coefficient of -1.

[0020] Optionally, the first acquisition module is further used to obtain vehicle acceleration and longitudinal acceleration, where the direction of the vehicle acceleration is the same as the vehicle's driving direction, and the direction of the longitudinal acceleration is perpendicular to the ground plane; determine a first acceleration based on the vehicle acceleration and the longitudinal acceleration, and the vehicle acceleration, the longitudinal acceleration and the first acceleration form a right triangle; and determine the slope coefficient based on at least two of the vehicle acceleration, the longitudinal acceleration and the first acceleration.

[0021] In a third aspect, a computer device is also provided, comprising: a memory and a processor, wherein the memory stores at least one computer program, and the at least one computer program is loaded and executed by the processor, thereby executing the control method of the hybrid vehicle described in the above embodiment.

[0022] In a fourth aspect, a computer-readable storage medium is further provided, wherein at least one computer program is stored in the computer-readable storage medium, and the at least one computer program is loaded and executed by a processor, thereby executing the control method of the hybrid vehicle described in the above embodiment.

[0023] In a fifth aspect, a computer program product is provided, comprising a computer program / instruction, which implements the method described in the first aspect when executed by a processor.

[0024] The beneficial effects of the technical solutions provided by the embodiments of the present disclosure include at least:

[0025] By using the slope coefficient to correct the first charge and discharge coefficient to obtain the second charge and discharge coefficient, and controlling the vehicle's power system according to the second charge and discharge coefficient, the hybrid vehicle can be effectively controlled when going uphill, avoiding the situation where the actual SOC of the power battery is consumed too quickly due to the uphill, so that the actual SOC of the hybrid vehicle is always kept near the target SOC. Therefore, the mileage of the hybrid vehicle when driven only by the electric motor can be effectively extended, the driving cost of the hybrid vehicle is reduced, and the economy of the vehicle is improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] FIG1 shows a flow chart of a control method for a hybrid vehicle provided by an exemplary embodiment of the present disclosure;

[0027] FIG2 shows a flow chart of a method for controlling a hybrid vehicle according to an exemplary embodiment of the present disclosure;

[0028] FIG3 shows a schematic structural diagram of a control device for a hybrid vehicle provided by an exemplary embodiment of the present disclosure;

[0029] FIG4 is a schematic diagram of the structure of a computer device provided by an embodiment of the present disclosure. DETAILED DESCRIPTION

[0030] Unless otherwise defined, the technical or scientific terms used herein shall have the usual meanings understood by persons of ordinary skill in the field to which the present disclosure belongs. The words “first”, “second”, “third” and similar terms used in the patent application specification and claims of the present disclosure do not indicate any order, quantity or importance, but are only used to distinguish different components. Similarly, words such as “one” or “a” do not indicate a quantity limitation, but rather indicate the existence of at least one. Words such as “include” or “comprising” mean that the elements or objects appearing before “include” or “comprising” cover the elements or objects listed after “include” or “comprising” and their equivalents, and do not exclude other elements or objects. “Up”, “down”, “left”, “right” and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0031] In order to make the objectives, technical solutions and advantages of the present disclosure more clear, the embodiments of the present disclosure will be further described in detail below with reference to the accompanying drawings.

[0032] The terms involved in this embodiment are explained as follows:

[0033] SOC, or state of charge, is expressed as the ratio of a battery's remaining capacity to its total capacity. Its value range is between 0 and 1, and it's often expressed as a percentage. In a general sense, SOC can also be considered to refer to the battery's charge level.

[0034] FIG1 shows a flow chart of a hybrid vehicle control method according to an exemplary embodiment of the present disclosure. The method can be executed by an onboard device of the vehicle, which can be a trip computer, a main control unit (MCU), or a functional module integrated on a system motherboard. Referring to FIG1 , the method includes the following steps:

[0035] In step 101, the slope coefficient of the vehicle during driving is obtained.

[0036] Optionally, the slope coefficient is used to indicate the slope of the road during vehicle driving.

[0037] In step 102 , the target SOC and actual SOC of the vehicle are obtained.

[0038] Optionally, the target SOC is determined according to the operating mode of the vehicle.

[0039] In step 103 , a first charge-discharge coefficient is determined according to the target SOC and the actual SOC.

[0040] Optionally, the first charge / discharge coefficient is used to indicate the vehicle's charge / discharge willingness, which refers to the degree of charge or discharge required for the vehicle's actual SOC to reach a target SOC. For example, a smaller charge / discharge coefficient indicates a stronger charge willingness of the vehicle, i.e., a higher degree of charge requirement required for the vehicle's actual SOC to reach the target SOC; or, a larger charge / discharge coefficient indicates a stronger charge willingness of the vehicle, i.e., a higher degree of discharge requirement required for the vehicle's actual SOC to reach the target SOC.

[0041] In step 104, the first charge and discharge coefficient is corrected according to the slope coefficient to obtain a second charge and discharge coefficient.

[0042] Optionally, when the slope coefficient indicates that the vehicle is in an uphill state, the charging intention indicated by the second charge and discharge coefficient is higher than the charging intention indicated by the first charge and discharge coefficient.

[0043] In step 105 , a power system of the vehicle is controlled according to the second charge and discharge coefficient.

[0044] In the embodiment of the present disclosure, the first charge and discharge coefficient is corrected by using the slope coefficient to obtain the second charge and discharge coefficient, and the power system of the vehicle is controlled according to the second charge and discharge coefficient. It is possible to effectively control the hybrid vehicle when going uphill, avoid the situation where the actual SOC of the power battery is consumed too quickly due to the uphill, and keep the actual SOC of the hybrid vehicle close to the target SOC at all times. Therefore, it is possible to effectively extend the mileage of the hybrid vehicle when driven only by an electric motor, reduce the driving cost of the hybrid vehicle, and thus improve the economy of the vehicle.

[0045] FIG2 shows a flow chart of a hybrid vehicle control method according to an exemplary embodiment of the present disclosure. The method can be executed by an onboard device of the vehicle, which can be a trip computer, a main control unit (MCU), or a functional module integrated on a system motherboard. Referring to FIG2 , the method includes the following steps:

[0046] In step 201, the slope coefficient of the vehicle during driving is obtained.

[0047] The slope coefficient is used to indicate the magnitude of the road slope on which the vehicle is traveling. Optionally, the slope coefficient is a function value of the road slope angle, such as a sine value or a tangent value, or the slope coefficient is an angular value of the road slope angle.

[0048] Exemplarily, when the slope coefficient is greater than the first slope threshold, it indicates that the vehicle is in an uphill state; when the slope coefficient is less than the second slope threshold, it indicates that the vehicle is in a downhill state.

[0049] In one possible implementation, the slope coefficient is obtained through a network map. A network map is a real-time, networked map that generally records road conditions and detailed data for each road, such as the road slope angle. By connecting to the network in real time, a hybrid vehicle can obtain the road slope angle from the network map and use the road slope angle as the slope coefficient. Alternatively, the road slope angle can be converted into a function value of the road slope angle, which can then be used as the slope coefficient.

[0050] In another possible implementation, the slope coefficient is obtained using the following three steps.

[0051] The first step is to obtain the vehicle acceleration and longitudinal acceleration.

[0052] Vehicle acceleration refers to the acceleration of a vehicle during travel, and its direction is the same as the vehicle's travel direction. Vehicle acceleration can be calculated by calculating the vehicle speed at two consecutive moments and the time between them. For example, the speed change can be calculated by calculating the difference between the vehicle speed two seconds (s) ago and the current speed. Dividing the speed change by the time, or 2s, yields the vehicle acceleration.

[0053] The vehicle speed can be obtained through a speed sensor on the wheel, for example, through a speed sensor installed on the front wheel, or through a speed sensor installed on the rear wheel. The vehicle speed can be obtained by converting the speed obtained by the speed sensor.

[0054] In the disclosed embodiment, because the drive wheels may slip in unusual weather conditions (e.g., rain or snow), the speed of the drive wheels may not accurately reflect the vehicle speed. Therefore, the vehicle speed is determined using a speed sensor installed on a driven wheel. For example, when the drive wheels are front wheels and the driven wheels are rear wheels, the vehicle speed is determined using a speed sensor installed on a rear wheel. When the drive wheels are rear wheels and the driven wheels are front wheels, the vehicle speed is determined using a speed sensor installed on a front wheel.

[0055] In some examples, since a vehicle has two front wheels and two rear wheels, the average rotation speed of the two front wheels is used to replace the front wheel speed, or the average rotation speed of the two rear wheels is used to replace the rear wheel speed.

[0056] The vehicle's longitudinal acceleration is perpendicular to the ground and can be measured using a longitudinal acceleration sensor installed on the vehicle. A positive longitudinal acceleration indicates the vehicle is traveling uphill, with the longitudinal acceleration pointing upward. A negative longitudinal acceleration indicates the vehicle is traveling downhill, with the longitudinal acceleration pointing downward. On flat slopes, the longitudinal acceleration is negligible.

[0057] In some embodiments, the vehicle's longitudinal acceleration is determined by combining the output of a longitudinal acceleration sensor and the vehicle's lateral acceleration. The vehicle's lateral acceleration is perpendicular to both the vehicle acceleration and the longitudinal acceleration and is acquired by a lateral acceleration sensor mounted on the vehicle. Lateral acceleration can affect the measurement accuracy of the vehicle's longitudinal acceleration sensor to a certain extent. Specifically, when the vehicle's lateral acceleration is excessive, the output of the vehicle's longitudinal acceleration may not reflect the vehicle's true longitudinal acceleration. Therefore, in this case, the output of the vehicle's longitudinal acceleration sensor must be compensated, and the first step should also include acquiring the lateral acceleration.

[0058] Optionally, the method for obtaining the longitudinal acceleration includes: obtaining a first longitudinal acceleration, wherein the first longitudinal acceleration is the longitudinal acceleration obtained by the longitudinal acceleration sensor; when the lateral acceleration is greater than or equal to the acceleration threshold, determining a longitudinal acceleration compensation value according to the lateral acceleration; and compensating the first longitudinal acceleration with the longitudinal acceleration compensation value to obtain the longitudinal acceleration. When the lateral acceleration is less than the acceleration threshold, the first longitudinal acceleration is the longitudinal acceleration. The acceleration threshold is in the range of 5 to 7 meters per second squared (m / s 2 ), for example, it can be 5m / s 2 , 6m / s 2 or 7m / s 2 .

[0059] Determining the longitudinal acceleration compensation value based on the lateral acceleration can be achieved through a first correspondence relationship, namely, a correspondence relationship between the lateral acceleration and the longitudinal acceleration compensation value. When the lateral acceleration is greater than an acceleration threshold, the corresponding longitudinal acceleration compensation value can be determined based on the lateral acceleration value based on this first correspondence relationship. This first correspondence relationship can be pre-stored in the memory of the on-board device. For example, before the vehicle leaves the factory or before executing the method in the embodiments of the present disclosure, this first correspondence relationship can be stored in the memory of the on-board device, thereby enabling the longitudinal acceleration compensation value to be determined based on the lateral acceleration.

[0060] The first corresponding relationship can be obtained by repeatedly measuring the difference between the output value of the longitudinal acceleration sensor and the actual longitudinal acceleration under different lateral accelerations, wherein the difference between the output value of the longitudinal acceleration sensor and the actual longitudinal acceleration is the longitudinal acceleration compensation value. The embodiment of the present disclosure does not limit the specific method of obtaining the first corresponding relationship.

[0061] The second step is to determine the first acceleration according to the vehicle acceleration and the longitudinal acceleration.

[0062] If a vehicle is traveling on a slope, such as an uphill slope, the vehicle's acceleration is parallel to the slope and in the same direction as the vehicle's 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. The measured longitudinal acceleration is the vertical acceleration component, and the first acceleration calculated from the longitudinal acceleration and the vehicle's acceleration is the horizontal acceleration component.

[0063] Therefore, according to the Pythagorean theorem, the first acceleration can be calculated through the vehicle acceleration and longitudinal acceleration.

[0064] The third step is to determine the slope coefficient according to at least two of the vehicle acceleration, the longitudinal acceleration and the first acceleration.

[0065] The angle between the vehicle acceleration and the first acceleration is the road slope angle. When the vehicle acceleration, longitudinal acceleration, and first acceleration are all known, a variety of methods can be used to calculate the slope coefficient corresponding to the road slope angle.

[0066] Alternatively, when the slope coefficient is the sine of the road surface slope angle, the sine of the road surface slope angle is calculated based on the vehicle acceleration and the longitudinal acceleration; alternatively, when the slope coefficient is the tangent of the road surface slope angle, the tangent of the road surface slope angle is calculated based on the longitudinal acceleration and the first acceleration; alternatively, the slope coefficient is directly the angular value of the road surface slope angle. Because the slope coefficient needs to be positive or negative to reflect the relationship between uphill and downhill, and the cosine value is always positive between -90 degrees and 90 degrees, the slope coefficient cannot be the cosine value calculated based on the vehicle acceleration and the first acceleration.

[0067] The angle value of the road surface slope angle can be obtained by performing an arc sine transformation on the sine value of the road surface slope angle, or the angle value of the road surface slope angle can be obtained by performing an arc tangent transformation on the tangent value of the road surface slope angle.

[0068] For example, the slope coefficient is the tangent of the road surface slope angle. Based on the principle of the tangent function, the longitudinal acceleration is divided by the first acceleration to obtain the tangent value, which is the slope coefficient. The first acceleration is always positive, and the sign of the longitudinal acceleration is related to uphill or downhill travel. When traveling uphill, the calculated slope coefficient is positive because the longitudinal acceleration is positive; when traveling downhill, the calculated slope coefficient is negative because the longitudinal acceleration is negative.

[0069] The road slope coefficient, determined based on at least two of the vehicle acceleration, longitudinal acceleration, and first acceleration, can accurately reflect the road slope during driving without being affected by network signal fluctuations or the amount of information recorded on online maps. Because online maps cannot accurately reflect slopes when the network signal is poor and do not record the slopes of all roads, determining the slope coefficient based on the vehicle's own acceleration, longitudinal acceleration, and first acceleration is more accurate and stable than determining road slope using online maps.

[0070] In step 202 , it is determined whether the slope coefficient is greater than or equal to a second slope threshold and less than or equal to a first slope threshold.

[0071] When the slope coefficient is greater than or equal to the second slope threshold and less than or equal to the first slope threshold, it indicates that the road surface on which the vehicle is traveling is a flat slope, and the current process is exited.

[0072] When the slope coefficient is greater than the first slope threshold, or when the slope coefficient is less than the second slope threshold, step 203 is continued. If the slope coefficient is greater than the first slope threshold, it indicates that the vehicle is in an uphill state. If the slope coefficient is less than the second slope threshold, it indicates that the vehicle is in a downhill state, so step 203 can be continued.

[0073] When the slope coefficient is the tangent of the road slope angle, the first slope threshold is in the range of tan4° to tan6°, for example, tan4°, tan5°, or tan6°. The second slope threshold is in the range of tan-4° to tan-6°, for example, tan-4°, tan-5°, or tan-6°.

[0074] When the slope coefficient is the sine value of the road surface slope angle, the value range of the first slope threshold is correspondingly sin4° to sin6°, for example, sin4°, sin5° or sin6°.

[0075] When the slope coefficient is the angle value of the road slope angle, the first slope threshold value ranges from 4° to 6°, for example, 4°, 5°, or 6°. The second slope threshold value ranges from -4° to -6°, for example, -4°, -5°, or -6°.

[0076] In some embodiments, the method further includes: when the time during which the slope coefficient is greater than or equal to the second slope threshold and less than or equal to the first slope threshold reaches a time threshold, indicating that the road surface on which the vehicle is traveling is a flat slope, and exiting the current process. When the time during which the slope coefficient is greater than the first slope threshold reaches the time threshold, or when the time during which the slope coefficient is less than the second slope threshold reaches the time threshold, continuing to execute step 203. In the disclosed embodiment, the time threshold ranges from 2s to 6s, for example, 2s, 3s, 5s, or 6s.

[0077] Since the vehicle may encounter a situation where the road surface is uneven even though it is a flat slope during driving, this may cause a sudden change in longitudinal acceleration and lead to inaccurate road slope coefficient. Therefore, step 203 is not continued until the time when the slope coefficient is greater than the first slope threshold reaches a time threshold, or when the slope coefficient is less than the second slope threshold reaches a time threshold, thereby improving the accuracy of the obtained slope coefficient.

[0078] In step 203 , the target SOC and actual SOC of the hybrid vehicle are acquired.

[0079] The target SOC of the hybrid vehicle is determined by the operating mode of the hybrid vehicle, wherein the operating mode of the hybrid vehicle includes a driving mode and a power conservation mode.

[0080] Driving modes include Economy, Standard, and Sport. Different driving modes correspond to different SOCs, and the corresponding SOCs for different vehicles may vary. By default, the driving mode is Standard. Users can freely select the driving mode, such as changing it from Standard to Economy, or from Standard to Sport, etc.

[0081] The power conservation mode includes intelligent power conservation mode and forced power conservation mode. In the power conservation mode, the SOC is set by the user, and different power conservation modes may correspond to different SOCs.

[0082] In the disclosed embodiment, driving mode and battery conservation mode can be enabled simultaneously, or only driving mode can be enabled while battery conservation mode is disabled. When only driving mode is enabled, the SOC corresponding to the driving mode is used as the target SOC. When both driving mode and battery conservation mode are enabled, if the battery conservation mode is the intelligent battery conservation mode, the SOCs corresponding to the driving mode and the intelligent battery conservation mode are compared, and the larger SOC is selected as the target SOC. If the battery conservation mode is the forced battery conservation mode, the SOC corresponding to the forced battery conservation mode is used as the target SOC, regardless of the SOC corresponding to the driving mode.

[0083] If the user turns on the forced power conservation mode, it means that the user's current strongest desire is to keep the battery power at the target SOC corresponding to the forced power conservation mode. Therefore, if the power conservation mode is turned on and it is the forced power conservation mode, no matter what the SOC corresponding to the driving mode is, the SOC corresponding to the forced power conservation mode will be the target SOC.

[0084] The actual SOC of a hybrid vehicle can be obtained from the current charge of the power battery, which is the actual SOC. For example, if the current charge of the hybrid battery is 30%, the actual SOC is 30%.

[0085] In step 204 , a first charge-discharge coefficient is determined according to the target SOC and the actual SOC.

[0086] The first charge-discharge coefficient is used to characterize the charging willingness and discharging willingness of the rechargeable hybrid vehicle, and its value range is between [-1, 1].

[0087] In one possible implementation, if the first charge-discharge coefficient is a positive number, it indicates that the hybrid vehicle's discharge intention is increasing, and if the first charge-discharge coefficient is a negative number, it indicates that the hybrid vehicle's charge intention is increasing. In other words, the smaller the first charge-discharge coefficient, the stronger the vehicle's charge intention, and the larger the first charge-discharge coefficient, the stronger the vehicle's discharge intention.

[0088] In another possible implementation, if the first charge-discharge coefficient is negative, it indicates that the hybrid vehicle's discharge intention is increasing, and if the first charge-discharge coefficient is positive, it indicates that the hybrid vehicle's charge intention is increasing. In other words, the smaller the first charge-discharge coefficient, the stronger the vehicle's discharge intention, and the larger the first charge-discharge coefficient, the stronger the vehicle's charge intention.

[0089] The following explanation assumes that a smaller first charge / discharge coefficient indicates a stronger vehicle charging intention. To explain the situation where a larger first charge / discharge coefficient indicates a stronger vehicle charging intention, simply modify the range of [-1, 0] in the description of the first charge / discharge coefficient to [0, 1] and the range of [0, 1] to [-1, 0], and then make corresponding modifications to the relevant content.

[0090] When the actual SOC is equal to the target SOC, the charging willingness of the hybrid vehicle is equal to the discharging willingness, and the first charge-discharge coefficient is equal to 0, which is equivalent to the case where the charging power is equal to the discharging power.

[0091] When the actual SOC is less than the target SOC, the hybrid vehicle's willingness to charge is greater than its willingness to discharge, and the first charge-discharge coefficient is between -1 and 0, equivalent to a situation where the charging power is greater than the discharging power. As the first charge-discharge coefficient decreases from 0, the corresponding discharge power remains unchanged, while the charging power gradually increases. When the first charge-discharge coefficient is -1, the corresponding charging power is the maximum charging power.

[0092] When the actual SOC is greater than the target SOC, the hybrid vehicle's willingness to charge is less than its willingness to discharge, and the first charge-discharge coefficient is greater than [0, 1], equivalent to a situation where the charging power is less than the discharging power. As the first charge-discharge coefficient increases from 0, the corresponding charging power remains unchanged, while the discharging power gradually increases. When the first charge-discharge coefficient is 1, the corresponding discharging power is the maximum discharging power.

[0093] Optionally, step 204 includes the following two steps:

[0094] The first step is to obtain a first difference between the target SOC and the actual SOC.

[0095] Optionally, the first difference is obtained by subtracting the target SOC from the actual SOC. When the actual SOC is greater than the target SOC, the first difference is greater than 0; when the actual SOC is less than the target SOC, the first difference is less than 0.

[0096] The second step is to determine the first charge-discharge coefficient according to the corresponding relationship between the first difference and the charge-discharge coefficient.

[0097] Optionally, the charge-discharge coefficient correspondence is a correspondence between the difference between the target SOC and the actual SOC and a first charge-discharge coefficient. In the charge-discharge coefficient correspondence, the larger the difference, the larger the first charge-discharge coefficient, and the smaller the difference, the smaller the first charge-discharge coefficient. When the first difference is greater than or equal to a first threshold, it indicates that the actual SOC is much greater than the target SOC, the discharge intention is the strongest, and the battery can be discharged at maximum discharge power. Therefore, the first charge-discharge coefficient is 1. When the first difference is less than or equal to a second threshold, it indicates that the actual SOC is much less than the target SOC, the charging intention is the strongest, and the power battery needs to be charged at maximum charging power to ensure that the actual SOC of the power battery quickly reaches the target SOC. Therefore, the first charge-discharge coefficient is -1.

[0098] In the embodiment of the present disclosure, the first threshold value ranges from 20% to 40%, for example, 20%, 30%, 35%, or 40%. The second threshold value ranges from -20% to -40%, for example, -20%, -30%, -35%, or -40%.

[0099] For example, when the first threshold is 20% and the second threshold is -20%, the corresponding relationship of the charge and discharge coefficients is shown in Table 1 below:

[0100] Table 1

[0101] Optionally, if the first difference is between two first charge-discharge coefficients, the first charge-discharge coefficient with the larger 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 0.5 corresponding to the larger absolute value of 10% 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 of -0.5 corresponding to the larger absolute value of -10% is selected as the first charge-discharge coefficient corresponding to -6%.

[0102] Alternatively, if the first difference is between two first charge-discharge coefficients, 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%, which is between 5% and 10%, the first charge-discharge coefficient of 0.25 corresponding to 5% with the smaller absolute value is selected as the first charge-discharge coefficient corresponding to 6%. Alternatively, if the first difference is -6%, which is between -5% and -10%, the first charge-discharge coefficient of -0.25 corresponding to -5% with the smaller absolute value is selected as the first charge-discharge coefficient corresponding to -6%.

[0103] The first charge and discharge coefficient determined according to the first difference between the target SOC and the implementation SOC can well reflect the current charging intention and discharging intention of the hybrid vehicle.

[0104] In step 205, the first charge and discharge coefficient is corrected according to the slope coefficient to obtain a second charge and discharge coefficient.

[0105] In an embodiment of the present disclosure, the first charge and discharge coefficient is corrected according to the slope coefficient to obtain the second charge and discharge coefficient, including: when the slope coefficient is greater than the first slope threshold, that is, when the vehicle is in an uphill state, the first charge and discharge coefficient is corrected according to the difference between the slope coefficient and the first slope threshold to obtain the second charge and discharge coefficient, wherein the charging intention indicated by the second charge and discharge coefficient is higher than the charging intention indicated by the first charge and discharge coefficient.

[0106] When the slope coefficient is less than the second slope threshold, meaning the vehicle is traveling downhill, the first charge / discharge coefficient is modified based on the difference between the slope coefficient and the second slope threshold. The second charge / discharge coefficient indicates a higher discharge intention than the first charge / discharge coefficient. This allows the charge / discharge coefficient to be modified regardless of whether the vehicle is traveling uphill or downhill.

[0107] Among them, when the slope coefficient is greater than the first slope threshold, the first charge and discharge coefficient is corrected according to the difference between the slope coefficient and the first slope threshold, including: determining a first correction amount according to the difference between the slope coefficient and the first slope threshold and a first correction relationship; and taking the sum of the first correction amount and the first charge and discharge coefficient as the second charge and discharge coefficient.

[0108] The first correction value is a negative number, and the first slope threshold is a positive number. The difference between the slope coefficient and the first slope threshold is the slope coefficient minus the first slope threshold.

[0109] The first correction relationship is a correspondence between the correction amount and the difference between the slope coefficient and the first slope threshold. In the first correction relationship, the greater the difference between the slope coefficient and the first slope threshold, the smaller the correction amount. For example, the slope coefficient is an angle value. In this first correction relationship, for every increase in the difference between the slope coefficient and the first slope threshold from 0 by X degrees (X is in the range of 1 to 3, e.g., 1, 2, or 3), the correction amount decreases from 0 by Y (Y is in the range of 0.03 to 0.05, e.g., 0.03, 0.04, or 0.05).

[0110] Table 2 below provides an exemplary example where the slope coefficient is an angle value and the first correction relationship is that the correction amount decreases by 0.03 starting from 0 for every 1 degree increase in the difference between the slope coefficient and the first slope threshold starting from 0.

[0111] Table 2

[0112] Among them, when the slope coefficient is less than the second slope threshold, the first charge and discharge coefficient is corrected according to the difference between the slope coefficient and the second slope threshold, including: determining the second correction amount according to the difference between the slope coefficient and the second slope threshold and the second correction relationship; and taking the sum of the second correction amount and the first charge and discharge coefficient as the second charge and discharge coefficient.

[0113] The second correction value is a positive number, and the second slope threshold is a negative number. The difference between the slope coefficient and the first slope threshold is the slope coefficient minus the first slope threshold.

[0114] The second correction relationship is a correspondence between the difference between the slope coefficient and the second slope threshold and the correction amount. In this second correction relationship, the smaller the difference between the slope coefficient and the second slope threshold, the larger the correction amount. For example, if the slope coefficient is an angle value, in this second correction relationship, for every decrease in the difference between the slope coefficient and the second slope threshold from 0 by X degrees (X ranges from 1 to 3, such as 1, 2, or 3), the correction amount increases from 0 by Y degrees (Y ranges from 0.03 to 0.05, such as 0.03, 0.04, or 0.05).

[0115] Table 3 below provides an exemplary example where the slope coefficient is an angle value and the second correction relationship is that the correction amount increases by 0.03 starting from 0 for every 1 degree decrease in the difference between the slope coefficient and the second slope threshold starting from 0.

[0116] Table 3

[0117] It should be noted that when the first correction amount or the second correction amount is used to correct the first charge and discharge coefficient, the second charge and discharge coefficient obtained shall not be greater than the boundary value of the first charge and discharge coefficient (for example, 1 or -1). If it exceeds the boundary value of the first charge and discharge coefficient, the corresponding boundary value of the first charge and discharge coefficient shall be used as the second charge and discharge coefficient.

[0118] For example, the first charge and discharge coefficient is -0.1, and the first correction value is -1. Then the second charge and discharge coefficient is -1.1. However, since -1.1 exceeds the boundary of the first charge and discharge coefficient -1, the final second charge and discharge coefficient is -1.

[0119] In the embodiment of the present disclosure, the first charge and discharge coefficient is corrected by using a first correction amount with a negative sign when going uphill, so that the first charge and discharge coefficient can be reduced. The reduction of the first charge and discharge coefficient indicates an increase in the willingness to charge. When the second charge and discharge coefficient is used to control the hybrid vehicle going uphill, the power battery SOC consumption caused by the uphill can be compensated, so that the actual SOC of the power battery is always maintained near the target SOC.

[0120] When driving downhill, the first charge / discharge coefficient is corrected using a second, positively signed correction value, thereby increasing the first charge / discharge coefficient. An increase in the first charge / discharge coefficient indicates an increased willingness to discharge. Because the torque required by the vehicle decreases when driving downhill, the power battery's SOC is correspondingly reduced. When controlling the vehicle using the original first charge / discharge coefficient, the actual power battery SOC will be greater than the target SOC, preventing the actual power battery SOC from being maintained near the target SOC. However, using the second discharge coefficient to control a hybrid vehicle driving downhill increases the discharge power, thereby maintaining the actual power battery SOC near the target SOC.

[0121] Alternatively, step 205 may be implemented as follows: when the slope coefficient is greater than the first slope threshold and the first charge-discharge coefficient is negative, that is, when the vehicle is in an uphill state and the first charge-discharge coefficient indicates an increasing willingness to charge, a first correction coefficient is determined based on the ratio of the slope coefficient to the first slope threshold; and a second charge-discharge coefficient is determined based on the first correction coefficient and the first charge-discharge coefficient.

[0122] The first slope threshold is a positive number, the ratio of the slope coefficient to the first slope threshold is greater than 1, and the second charge-discharge coefficient can be the product of the first correction coefficient and the first charge-discharge coefficient. Therefore, by correcting the negative first charge-discharge coefficient using the first correction coefficient greater than 1 when going uphill, the first charge-discharge coefficient can be reduced, indicating that the charging intention of the second charge-discharge coefficient has increased, 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.

[0123] When the slope coefficient is greater than the first slope threshold and the first charge and discharge coefficient is a positive number, that is, when the vehicle is in an uphill state and the first charge and discharge coefficient indicates an increase in discharge willingness, the second correction coefficient is determined according to the ratio of the first slope threshold to the slope coefficient; and the second charge and discharge coefficient is determined based on the second correction coefficient and the first charge and discharge coefficient.

[0124] The first slope threshold is a positive number, the ratio of the first slope threshold to the slope 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, by correcting the positive first charge-discharge coefficient using the second correction coefficient less than 1 when going uphill, the first charge-discharge coefficient can be reduced, indicating an increase in the charging willingness of the second charge-discharge coefficient, i.e., the charging willingness indicated by the second charge-discharge coefficient is higher than the charging willingness indicated by the first charge-discharge coefficient.

[0125] When the slope coefficient is less than the second slope threshold and the first charge and discharge coefficient is a positive number, that is, when the vehicle is in a downhill state and the first charge and discharge coefficient indicates an increase in discharge willingness, the third correction coefficient is determined according to the ratio of the slope coefficient to the second slope threshold; the second charge and discharge coefficient is determined based on the third correction coefficient and the first charge and discharge coefficient.

[0126] The first slope threshold is a negative number, the ratio of the slope coefficient to the second slope threshold is greater than 1, and the second charge-discharge coefficient can be the product of the third correction coefficient and the first charge-discharge coefficient. Therefore, by correcting the positive first charge-discharge coefficient using the third correction coefficient greater than 1 when going downhill, the first charge-discharge coefficient can be increased, indicating that the discharge intention of the second charge-discharge coefficient has increased, 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.

[0127] When the slope coefficient is less than the second slope threshold and the first charge and discharge coefficient is negative, that is, when the vehicle is in a downhill state and the first charge and discharge coefficient indicates an increased willingness to charge, the fourth correction coefficient is determined based on the ratio of the second slope threshold to the slope coefficient; the second charge and discharge coefficient is determined based on the fourth correction coefficient and the first charge and discharge coefficient.

[0128] The first slope threshold is a negative number, the ratio of the second slope threshold to the slope 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, by correcting the negative first charge-discharge coefficient using the third correction coefficient, which is less than 1, when traveling downhill, the first charge-discharge coefficient can be increased, indicating that the discharge intention of the second charge-discharge coefficient has increased, i.e., the discharge intention indicated by the second charge-discharge coefficient is higher than the discharge intention indicated by the first charge-discharge coefficient.

[0129] Similar to the above-mentioned method of using the first correction amount or the second correction amount to correct the first charge and discharge coefficient, when the first correction coefficient, the second correction coefficient, the third correction coefficient or the fourth correction coefficient is used to correct the first charge and discharge coefficient, the obtained second charge and discharge coefficient shall not be greater than the boundary value of the first charge and discharge coefficient (for example, 1 or -1). If it exceeds the boundary value of the first charge and discharge coefficient, the corresponding boundary value of the first charge and discharge coefficient shall be used as the second charge and discharge coefficient.

[0130] In step 206 , the power system of the hybrid vehicle is controlled according to the second charge and discharge coefficient.

[0131] Optionally, step 206 includes the following four steps:

[0132] The first step is to determine the expected charging and discharging power according to the required power of the hybrid vehicle.

[0133] The power demand of a hybrid vehicle is the power required for the hybrid vehicle to travel, including the driver's power demand and the load's power demand.

[0134] The driver's power demand can be calculated based on the required torque and the motor speed. The specific formula for calculating the driver's power demand based on the required torque and engine speed is extensive, so a detailed description is omitted here. The required torque, i.e., the engine's output torque, can be obtained based on the driver's accelerator pedal travel, for example, by using the accelerator pedal travel and a second correspondence. The second correspondence is the relationship between accelerator pedal travel and the required torque, which can be obtained by measuring the engine output torque corresponding to different accelerator pedal travels. The motor speed can be obtained using a speed sensor located near the motor.

[0135] The load power demand includes the operating power of high-power loads in the vehicle, including but not limited to DC-DC (Direct Current-Direct Current) converters, air conditioning compressors, and PTC (Positive Temperature Coefficient) resistors (PTC resistors, also known as thermistors). Generally speaking, the load power demand depends on the on / off state of these loads. If a load is off, the load power demand does not include the load's operating power. For example, if the air conditioner is off, the load power demand does not include the air conditioner compressor power.

[0136] The expected charging power is equal to the expected discharging power. Once the expected discharging power is determined, the expected charging power can be determined based on the value of the expected discharging power.

[0137] The second step is to obtain the maximum charging and discharging power of the hybrid vehicle.

[0138] The maximum charging power and maximum discharging power of a hybrid vehicle are the vehicle's own parameters. Different vehicles have different maximum charging power and maximum discharging power, which can be obtained according to the manual that comes with the vehicle when it leaves the factory. The embodiment of the present disclosure does not limit the method of obtaining the maximum charging power and the maximum discharging power.

[0139] Optionally, after obtaining the maximum charging power and maximum discharging power according to the manual that comes with the vehicle when it leaves the factory, the maximum charging power and maximum discharging power can be corrected according to the age of the vehicle, or according to the ambient temperature of the power battery.

[0140] The maximum charging power and the maximum discharging power are corrected according to the age of the vehicle, which may include: for every additional A years of service (the value range of A is 1 to 2, for example, 1, 1.5 or 2), the maximum charging power and the maximum discharging power are correspondingly reduced by B% (the value range of B is 4 to 7, for example, 4, 5 or 7).

[0141] Correcting the maximum charging power and maximum discharging power based on the ambient temperature of the power battery may include: after the ambient temperature is greater than a first temperature threshold, the maximum charging power and maximum discharging power are reduced by B% for every C degree increase in temperature (C ranges from 15 to 30, for example, 15, 20, or 30); after the ambient temperature is less than a second temperature threshold, the maximum charging power and maximum discharging power are reduced by B% for every C degree decrease in temperature. 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°C.

[0142] After use, the vehicle's devices may age, which may affect (e.g., decrease) the vehicle's maximum charging and discharging powers. The vehicle's ambient temperature also affects the vehicle's maximum charging and discharging powers. For example, low temperatures can slow the migration of charge carriers in the power battery, resulting in a decrease in the maximum charging and discharging powers. Therefore, correcting the vehicle's maximum charging and discharging powers based on the vehicle's age or the power battery's ambient temperature can make the obtained maximum charging and discharging powers more accurate.

[0143] Step 3: Determine the target charging power and the target discharging power according to the second charge and discharge coefficient, the expected charging power, the expected discharging power, the maximum charging power, and the maximum discharging power.

[0144] When the second charge / discharge coefficient is greater than 0, the expected charging power is used as the target charging power. The target discharge power is obtained by interpolating the expected discharge power and the maximum discharge power using the second charge / discharge coefficient. The expected discharge power is the value corresponding to a charge / discharge coefficient of 0, and the maximum discharge power is the value corresponding to a charge / discharge coefficient of 1.

[0145] The interpolation method for calculating the target discharge power can be summarized as the following formula (2.1). The target discharge power can be obtained by calculation using (2.1). 1max -P1)*(K / (1-0))+P1 (2.1)

[0146] Among them, P 1maxis the maximum discharge power, P1 is the expected discharge power, and K is the second charge and discharge coefficient.

[0147] For example, the second charge and discharge coefficient is 0.5, the expected discharge power is 3 kW, and the maximum discharge power is 5 kW. Then, according to the value of the second charge and discharge coefficient, the expected discharge power and the maximum discharge power are interpolated and calculated, that is, (5 kW - 3 kW) * 0.5 + 3 kW = 4 kW.

[0148] When the second charge / discharge coefficient is less than 0, the expected discharge power is used as the target discharge power. The target charging power is obtained by interpolating the expected charging power and the maximum charging power using the second charge / discharge coefficient. The expected charging power is the value corresponding to a charge / discharge coefficient of 0, and the maximum charging power is the value corresponding to a charge / discharge coefficient of -1.

[0149] The interpolation method for calculating the target charging power can be summarized as the following formula (2.2). The target charging power can be obtained by using (2.2). 2max -P2)*(K / (-1-0))+P2 (2.2)

[0150] Among them, P 2max is the maximum charging power, P2 is the expected charging power, and K is the second charging and discharging coefficient.

[0151] For example, if the second charge and discharge coefficient is -0.5, the expected charging power is 3 kW, and the maximum charging power is 5 kW, then the expected charging power and the maximum charging power are interpolated based on the value of the second charge and discharge coefficient, that is, (5 kW - 3 kW) * (-0.5 / (-1 - 0)) + 3 kW = 4 kW.

[0152] The target charging power and target discharging power are determined by interpolation calculation. Since the maximum charging and discharging power and the expected charging and discharging power of the vehicle are taken into account during the interpolation calculation, the target charging and discharging power obtained according to the second charging and discharging coefficient will be more in line with the actual situation of the vehicle.

[0153] In the fourth step, the target charging power and the target discharging power are used to control the power system of the hybrid vehicle.

[0154] Using target charging power and target discharging power to control a hybrid vehicle includes: calculating motor torques corresponding to the target charging power and target discharging power, respectively, based on a power mode of the hybrid vehicle; and controlling vehicle motor operation using the motor torques corresponding to the target charging power and the motor torques corresponding to the target discharging power.

[0155] Hybrid vehicles have three power modes: series, parallel, and hybrid. In series mode, the engine doesn't directly drive the vehicle. Instead, it powers the corresponding electric motor, which in turn powers the battery. The battery then powers the electric motor, which in turn drives the vehicle. In parallel mode, the engine and the electric motor may both drive the vehicle simultaneously, but the rest of the operation is the same as for series-connected vehicles. Hybrid mode includes both series and parallel drive modes.

[0156] Taking the series mode as an example, there are two cases in which the target charging power and target discharging power are used to control a hybrid vehicle:

[0157] In the first case, the charge and discharge coefficient is greater than 0, then the calculated target charging power is the expected charging power, that is, the charging power does not change; the calculated target discharge power is greater than the original expected discharge power, and the calculated target discharge power is allocated to the power system according to actual demand. Due to the increase in discharge power, the increased discharge power can ensure that the power system can operate as best as possible according to the optimal operating conditions, thereby improving the vehicle operation efficiency.

[0158] In the second case, if the charge / discharge coefficient is less than 0, the calculated target discharge power is the expected discharge power, meaning the discharge power remains unchanged. If the calculated target charging power is greater than the original expected charging power, the calculated target charging power is converted from electrical power to mechanical power, and the resulting mechanical power is converted into the target charging torque. The motor corresponding to the engine is then controlled to operate at the target charging torque. As the charging power increases, the torque of the motor corresponding to the engine also increases, meaning the power battery is charged faster, ensuring that the actual SOC of the power battery quickly reaches the target SOC.

[0159] The difference between the parallel mode or the hybrid mode and the series mode is that in the second case, after the target charging torque is obtained, the motor corresponding to the engine does not only operate at the target charging torque, but operates at the sum of the target charging torque and the original driving torque used to drive the vehicle.

[0160] Because the charge / discharge coefficient is corrected during uphill driving, reducing the coefficient and thus increasing the vehicle's willingness to charge, the target charging power corresponding to the corrected coefficient is higher than the target charging power corresponding to the original coefficient when controlling the vehicle. This compensates for the SOC loss caused by the uphill climb, maintaining the actual SOC of the power battery near the target SOC during uphill driving. The charge / discharge coefficient is corrected during downhill driving, increasing the coefficient and thus increasing the vehicle's willingness to discharge. When controlling the vehicle using the corrected coefficient, the target discharge power corresponding to the corrected coefficient is higher than the target discharge power corresponding to the original coefficient. Because SOC loss is reduced during downhill driving and energy recovery occurs during downhill driving, the increased discharge power also helps maintain the actual SOC near the target SOC. This increased discharge power can be used in the powertrain, ensuring optimal operation during downhill driving, improving vehicle performance and extending vehicle life.

[0161] In the disclosed embodiment, a first charge / discharge coefficient is modified using a slope factor to obtain a second charge / discharge coefficient. A target charge / discharge power is determined based on the second charge / discharge coefficient, and the hybrid vehicle's powertrain is controlled based on the target charge / discharge power. This allows the actual SOC to be maintained near the target SOC, both uphill and downhill. This effectively extends the hybrid vehicle's range when driven solely by the electric motor, reduces driving costs, and improves vehicle economy. Furthermore, if the target SOC corresponds to the battery-preservation mode, since the SOC for battery-preservation mode is user-set, maintaining the actual SOC near the target SOC effectively improves user experience and, in turn, increases user satisfaction.

[0162] Figure 3 shows a structural schematic diagram of a hybrid vehicle control device provided by an exemplary embodiment of the present disclosure. Referring to Figure 3, the hybrid vehicle control device 300 includes: a first acquisition module 301, a second acquisition module 302, a determination module 303, a correction module 304 and a control module 305.

[0163] The first acquisition module 301 is used to acquire a slope coefficient during the vehicle's travel, where the slope coefficient is used to indicate the road slope during the vehicle's travel.

[0164] The second acquisition module 302 is used to acquire the target SOC and actual SOC of the vehicle, where the target SOC is determined according to the working mode of the vehicle.

[0165] The determination module 303 is configured to determine a first charge-discharge coefficient according to the target SOC and the actual SOC, where the first charge-discharge coefficient is used to indicate the charge-discharge intention of the vehicle.

[0166] The correction module 304 is used to correct the first charge and discharge coefficient according to the slope coefficient to obtain a second charge and discharge coefficient, wherein when the slope coefficient indicates that the vehicle is in an uphill state, the charging intention indicated by the second charge and discharge coefficient is higher than the charging intention indicated by the first charge and discharge coefficient.

[0167] The control module 305 is configured to control the power system of the vehicle according to the second charge and discharge coefficient.

[0168] Optionally, when the slope coefficient indicates that the vehicle is in an uphill state, the slope coefficient is greater than a first slope threshold, and the first slope threshold is greater than or equal to 0; the correction module 304 is further used to determine a first correction amount based on the difference between the slope coefficient and the first slope threshold and a first correction relationship, the first correction amount is a negative number, and the first correction relationship is a correspondence between the difference and the correction amount. In the first correction relationship, the greater the difference between the slope coefficient and the first slope threshold, the smaller the corresponding correction amount; the sum of the first correction amount and the first charge and discharge coefficient is used as the second charge and discharge coefficient, and the smaller the first charge and discharge coefficient is, the stronger the vehicle's willingness to charge is; or When the slope coefficient indicates that the vehicle is in a downhill state, the slope coefficient is less than a second slope threshold, and the second slope threshold is less than or equal to 0; the correction module 304 is further used to determine a second correction amount according to the difference between the slope coefficient and the second slope 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, and in the second slope correspondence relationship, the smaller the difference between the slope coefficient and the second slope threshold, the larger the corresponding correction amount; the sum of the second correction amount and the first charge and discharge coefficient is used as the second charge and discharge coefficient, the smaller the first charge and discharge coefficient is, the stronger the vehicle's willingness to charge is.

[0169] Optionally, the determination module 303 is further used to obtain a first difference between the target SOC and the actual SOC; determine the first charge and discharge coefficient based on the correspondence between the first difference and the charge and discharge coefficient, the charge and discharge coefficient correspondence is the correspondence between the difference and the charge and discharge coefficient, and in the charge and discharge coefficient correspondence, the larger the difference, the larger the charge and discharge coefficient.

[0170] Optionally, the control module 305 is also used to determine the expected charging and discharging power based on the required power of the vehicle; obtain the maximum charging and discharging power of the vehicle; determine the target charging power and target discharging power based on the second charging and discharging coefficient, the expected charging and discharging power and the maximum charging and discharging power; and use the target charging power and target discharging power to control the power system of the vehicle.

[0171] Optionally, the control module 305 is also used to, when the second charge and discharge coefficient is greater than 0, use the expected charging power as the target charging power, and interpolate the expected discharge power and the maximum discharge power through the second charge and discharge coefficient to obtain the target discharge power, wherein the expected discharge power is the power corresponding to the charge and discharge coefficient of 0, and the maximum discharge power is the power corresponding to the charge and discharge coefficient of 1; or, when the second charge and discharge coefficient is less than 0, use the expected discharge power as the target discharge power, and interpolate the expected charging power and the maximum charging power through the second charge and discharge coefficient to obtain the target charging power, wherein the expected charging power is the power corresponding to the charge and discharge coefficient of 0, and the maximum charging power is the power corresponding to the charge and discharge coefficient of -1.

[0172] Optionally, the first acquisition module 301 is further used to obtain vehicle acceleration and longitudinal acceleration, where the direction of the vehicle acceleration is the same as the vehicle's driving direction, and the direction of the longitudinal acceleration is perpendicular to the ground plane; determine a first acceleration based on the vehicle acceleration and the longitudinal acceleration, and the vehicle acceleration, the longitudinal acceleration and the first acceleration form a right triangle; and determine the slope coefficient based on at least two of the vehicle acceleration, the longitudinal acceleration and the first acceleration.

[0173] It should be noted that the hybrid vehicle control device provided in the above embodiments is merely an example of the division of the aforementioned functional modules when controlling a hybrid vehicle. In actual applications, the aforementioned functions can be assigned to different functional modules as needed, i.e., the internal structure of the device can be divided into different functional modules to perform all or part of the functions described above. Furthermore, the hybrid vehicle control device provided in the above embodiments and the hybrid vehicle control method embodiment are based on the same concept. The specific implementation process is detailed in the method embodiment and will not be further described here.

[0174] The division of modules in the embodiments of the present disclosure is illustrative and represents only a logical functional division. In actual implementation, other division methods may be used. Furthermore, the functional modules in the various embodiments of the present disclosure may be integrated into a single processor, exist physically as separate modules, or be integrated into a single module. The integrated modules may be implemented in either hardware or software functional modules.

[0175] FIG4 is a schematic diagram of the structure of a computer device provided by an embodiment of the present disclosure. As shown in FIG4 , the computer device 400 includes: a processor 401 and a memory 402 .

[0176] The processor 401 may include one or more processing cores, such as a 4-core processor, an 8-core processor, etc. The processor 401 may be implemented in at least one hardware form of 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 is a processor for processing data in the awake state, also known as a CPU (Central Processing Unit); the coprocessor is a low-power processor for processing data in the standby state. In some embodiments, the processor 401 may be integrated with a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the display screen. In some embodiments, the processor 401 may also include an AI (Artificial Intelligence) processor, which is used to process computing operations related to machine learning.

[0177] Memory 402 may include one or more computer-readable storage media, which may be non-transitory. Memory 402 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory storage devices. In some embodiments, the non-transitory computer-readable storage medium in memory 402 is used to store at least one instruction, which is executed by processor 401 to implement the hybrid vehicle control method provided in the embodiments of the present disclosure.

[0178] Those skilled in the art will appreciate that the structure shown in FIG. 4 does not limit the computer device 400 , and may include more or fewer components than shown, or combine certain components, or adopt a different component arrangement.

[0179] The embodiments of the present disclosure also provide a non-transitory computer-readable storage medium. When the instructions in the storage medium are executed by a processor of a computer device, the computer device can execute the control method of the hybrid vehicle provided in the embodiments of the present disclosure.

[0180] The embodiments of the present disclosure further provide a computer program product, including a computer program / instruction, which, when executed by a processor, implements the control method for the hybrid vehicle provided in the embodiments of the present disclosure.

[0181] The above description is merely an optional embodiment of the present disclosure and is not intended to limit the present disclosure. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present disclosure shall be included in the scope of protection of the present disclosure.

Claims

1. A control method for a hybrid vehicle, wherein: The method comprises: Acquiring a slope coefficient during the driving of the vehicle, wherein the slope coefficient is used to indicate the slope of a road surface during the driving of the vehicle; Acquire a target SOC and an actual SOC of the vehicle, wherein the target SOC is determined according to an operating mode of the vehicle; determining a first charge and discharge coefficient according to the target SOC and the actual SOC, wherein the first charge and discharge coefficient is used to indicate a charge and discharge intention of the vehicle; According to the slope coefficient, the first charge-discharge coefficient is corrected to obtain a second charge-discharge coefficient, wherein when the slope coefficient indicates that 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; A power system of the vehicle is controlled according to the second charge and discharge coefficient.

2. The method according to claim 1, wherein: When the slope coefficient indicates that the vehicle is in an uphill state, the slope coefficient is greater than a first slope threshold, and the first slope threshold is greater than or equal to 0; The step of correcting the first charge-discharge coefficient according to the slope coefficient to obtain a second charge-discharge coefficient includes: determining a first correction amount according to a difference between the slope coefficient and the first slope threshold and a first correction relationship, wherein the first correction amount is a negative number, and the first correction relationship is a corresponding relationship between the difference and the correction amount, and in the first correction relationship, the greater the difference between the slope coefficient and the first slope threshold, the smaller the corresponding correction amount; The sum of the first correction amount and the first charge-discharge coefficient is used as the second charge-discharge coefficient. The smaller the first charge-discharge coefficient is, the stronger the charging intention of the vehicle is.

3. The method according to claim 1, wherein: When the slope coefficient indicates that the vehicle is in a downhill state, the slope coefficient is less than a second slope threshold, and the second slope threshold is less than or equal to 0; The step of correcting the first charge-discharge coefficient according to the slope coefficient to obtain a second charge-discharge coefficient includes: A second correction amount is determined according to the difference between the slope coefficient and the second slope threshold and a second correction relationship, wherein the second correction amount is a positive number and the second correction relationship is a corresponding relationship between the difference and the correction amount. And in the second slope correspondence relationship, the smaller the difference between the slope coefficient and the second slope threshold, the larger the corresponding correction amount; The sum of the second correction amount and the first charge and discharge coefficient is used as the second charge and discharge coefficient. The smaller the first charge and discharge coefficient is, the stronger the charging intention of the vehicle is.

4. The method according to claim 1, wherein: The determining a first charge-discharge coefficient according to the target SOC and the actual SOC includes: acquiring a first difference between the target SOC and the actual SOC; The first charge and discharge coefficient is determined according to the correspondence between the first difference and the charge and discharge coefficient. The charge and discharge coefficient correspondence is the correspondence between the difference and the charge and discharge coefficient. In the charge and discharge coefficient correspondence, the larger the difference, the larger the charge and discharge coefficient.

5. The method according to claim 1, wherein: The controlling the power system of the vehicle according to the second charge and discharge coefficient includes: Determining the expected charging and discharging power according to the required power of the vehicle; Obtaining the maximum charging and discharging power of the vehicle; Determining a target charging power and a target discharging power according to the second charging and discharging coefficient, the expected charging and discharging power, and the maximum charging and discharging power; The target charging power and the target discharging power are used to control a power system of the vehicle.

6. The method according to claim 5, wherein: The determining a target charging power and a target discharging power according to the second charging and discharging coefficient, the expected charging and discharging power, and the maximum charging and discharging power includes: When the second charge and discharge coefficient is greater than 0, the expected charging power is used as the target charging power, and the target discharge power is obtained by interpolating the expected discharge power and the maximum discharge power through the second charge and discharge coefficient, wherein the expected discharge power is the power corresponding to the charge and discharge coefficient of 0, and the maximum discharge power is the power corresponding to the charge and discharge coefficient of 1; or When the second charge and discharge coefficient is less than 0, the expected discharge power is used as the target discharge power, and the expected charging power and the maximum charging power are interpolated and calculated by the second charge and discharge coefficient to obtain the target charging power, wherein the expected charging power is the maximum charging power when the charge and discharge coefficient is 0. The maximum charging power is the power corresponding to the charging and discharging coefficient of -1.

7. The method according to any one of claims 1 to 6, wherein: The step of obtaining the slope coefficient of the vehicle during its travel comprises: Acquire the vehicle acceleration and longitudinal acceleration, wherein the direction of the vehicle acceleration is the same as the vehicle travel direction, and the direction of the longitudinal acceleration is perpendicular to the ground plane; determining a first acceleration according to the vehicle acceleration and the longitudinal acceleration, the vehicle acceleration, the longitudinal acceleration and the first acceleration forming a right triangle; The grade factor is determined based on at least two of the vehicle acceleration, the longitudinal acceleration, and the first acceleration.

8. A hybrid vehicle control device, wherein: The device comprises: A first acquisition module, used for acquiring a slope coefficient during the driving of the vehicle, wherein the slope coefficient is used for indicating the road slope during the driving of the vehicle; A second acquisition module, used for acquiring a target SOC and an actual SOC of the vehicle, wherein the target SOC is determined according to an operating mode of the vehicle; a determination module, configured to determine a first charge and discharge coefficient according to the target SOC and the actual SOC, wherein the first charge and discharge coefficient is used to indicate a charge and discharge intention of the vehicle; a correction module, configured to correct the first charge-discharge coefficient according to the slope coefficient to obtain a second charge-discharge coefficient, wherein when the slope coefficient indicates that 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; A control module is used to control a power system of the vehicle according to the second charge and discharge coefficient.

9. A computer device, wherein: The computer device comprises: a 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 implement the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, wherein: The computer-readable storage medium stores at least one computer program, and the at least one computer program is loaded and executed by a processor to implement the method according to any one of claims 1 to 7.

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

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