Hybrid vehicle control method and apparatus, device, hybrid vehicle, and storage medium

Abstract

A hybrid vehicle control method and apparatus, a device, a hybrid vehicle, and a storage medium. The method comprises: when in an overcharge prevention mode, determining the actual SOC value of a power battery; determining a first target power corresponding to the actual SOC value, wherein there is a positive correlation between the actual SOC value and the first target power, and the first target power does not exceed the maximum charge / discharge power of the power battery; determining an actual power currently required by the hybrid vehicle, and determining a second target power on the basis of the actual power and the first target power, wherein the second target power = the actual power - the first target power; and setting the output power of a power component of the hybrid vehicle to the second target power. According to the control method, the hybrid vehicle is controlled by means of the second target power obtained after the first target power is subtracted, and thus, overcharge of the power battery can be effectively prevented.

Description

Hybrid vehicle control method, device, equipment, hybrid vehicle and storage medium Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a control method, device, equipment, hybrid vehicle, and storage medium for a hybrid vehicle. Background Art

[0002] Hybrid vehicles, also known as hybrid power vehicles, generally include an engine and a generator. Under conditions such as energy recovery, the generator will generate a large torque, which in turn will generate a large charging current to the power battery, thus posing a risk of overcharging the power battery.

[0003] Summary of the Invention

[0004] In view of this, the present application provides a control method, device, equipment, hybrid vehicle and storage medium for a hybrid vehicle to solve the problem of easy overcharging of power batteries.

[0005] In a first aspect, the present application provides a control method for a hybrid vehicle, comprising:

[0006] In the case of overcharge prevention mode, determining the actual SOC value of the power battery;

[0007] determining a first target power corresponding to the actual SOC value; wherein the actual SOC value and the first target power are positively correlated, and the first target power does not exceed the maximum charge and discharge power of the power battery;

[0008] determining an actual power currently required by the hybrid vehicle, and determining a second target power based on the actual power and the first target power; the second target power = the actual power - the first target power;

[0009] The output power of the power component of the hybrid vehicle is set to the second target power.

[0010] In some optional embodiments, when the actual SOC value is greater than a first SOC threshold, the first target power is a positive value; when the actual SOC value is less than a second SOC threshold, the first target power is a negative value; and the first SOC threshold is greater than or equal to the second SOC threshold.

[0011] In some optional embodiments, setting the output power of the power component of the hybrid vehicle to the second target power includes: determining a target speed and a target torque corresponding to the second target power; controlling the engine of the hybrid vehicle to operate in a speed control mode, and using the target speed as an adjustment target of the engine to adjust the speed of the engine; controlling the generator motor of the hybrid vehicle to operate in a torque control mode, and using the target torque as an adjustment target of the generator motor to adjust the torque of the generator motor.

[0012] In some optional embodiments, determining the target speed and target torque corresponding to the second target power includes: determining the engine speed corresponding to the second target power according to a preset correspondence between engine power and engine speed, and using the engine speed corresponding to the second target power as the target speed; determining the target torque corresponding to the second target power, wherein the target torque satisfies: T target =a*P2 / n target ;

[0013] Among them, T target represents the target torque, P2 represents the second target power, n target represents the target speed, and a is the conversion coefficient.

[0014] In some optional embodiments, determining the actual power currently required by the hybrid vehicle includes: determining the actual power of the drive motor based on the actual speed and actual torque of the drive motor of the hybrid vehicle; determining the actual power of the high-voltage auxiliary component based on the voltage and current of the high-voltage auxiliary component of the hybrid vehicle; and taking the sum of the actual power of the drive motor and the actual power of the high-voltage auxiliary component as the actual power currently required by the hybrid vehicle.

[0015] In some optional embodiments, the method further includes: determining whether the actual power currently required by the hybrid vehicle satisfies a first anti-overcharge condition, and determining whether the actual state of the power battery satisfies a second anti-overcharge condition; and entering the anti-overcharge mode if the actual power currently required by the hybrid vehicle satisfies the first anti-overcharge condition and the actual state of the power battery satisfies the second anti-overcharge condition.

[0016] In some optional embodiments, determining whether the actual power currently required by the hybrid vehicle satisfies the first anti-overcharge condition, and determining whether the actual state of the power battery satisfies the second anti-overcharge condition, includes: determining whether the actual power currently required by the hybrid vehicle is less than a first power threshold; if the actual power currently required by the hybrid vehicle is less than the first power threshold, determining that the actual power currently required by the hybrid vehicle satisfies the first anti-overcharge condition; determining whether the actual SOC value of the power battery is greater than a third SOC threshold, and / or determining whether the charging power of the power battery is less than a second power threshold; if the actual SOC value of the power battery is greater than the third SOC threshold, and / or the charging power of the power battery is less than the second power threshold, determining that the actual state of the power battery satisfies the second anti-overcharge condition.

[0017] In some optional embodiments, the method further includes: when in the overcharge prevention mode, if the actual power currently required by the hybrid vehicle does not meet the first overcharge prevention condition, or the actual state of the power battery does not meet the second overcharge prevention condition, exiting the overcharge prevention mode.

[0018] In a second aspect, the present application provides a control device for a hybrid vehicle, comprising:

[0019] An SOC value determination module is used to determine the actual SOC value of the power battery when in the overcharge prevention mode;

[0020] a first power determination module, configured to determine a first target power corresponding to the actual SOC value; the actual SOC value and the first target power are positively correlated, and the first target power does not exceed the maximum charge and discharge power of the power battery;

[0021] a second power determination module, configured to determine an actual power currently required by the hybrid vehicle, and determine a second target power according to the actual power and the first target power; wherein the second target power = the actual power - the first target power;

[0022] A control module is configured to set the output power of the power component of the hybrid vehicle to the second target power.

[0023] In some optional embodiments, when the actual SOC value is greater than a first SOC threshold, the first target power is a positive value; when the actual SOC value is less than a second SOC threshold, the first target power is a negative value; and the first SOC threshold is greater than or equal to the second SOC threshold.

[0024] In some optional embodiments, the control module includes: a determination unit for determining a target speed and a target torque corresponding to the second target power; a speed control unit for controlling the engine of the hybrid vehicle to operate in a speed control mode, and using the target speed as an adjustment target of the engine to adjust the speed of the engine; a torque control unit for controlling the generator motor of the hybrid vehicle to operate in a torque control mode, and using the target torque as an adjustment target of the generator motor to adjust the torque of the generator motor.

[0025] In some optional embodiments, the determination unit includes: a speed determination subunit, configured to determine the engine speed corresponding to the second target power based on a preset correspondence between the engine power and the engine speed, and use the engine speed corresponding to the second target power as the target speed; a torque determination subunit, configured to determine a target torque corresponding to the second target power, wherein the target torque satisfies: T target =a*P2 / n target ;

[0026] Among them, T target represents the target torque, P2 represents the second target power, n target represents the target speed, and a is the conversion coefficient.

[0027] In some optional embodiments, the second power determination module determines the actual power currently required by the hybrid vehicle, including: determining the actual power of the drive motor based on the actual speed and actual torque of the drive motor of the hybrid vehicle; determining the actual power of the high-voltage auxiliary component based on the voltage and current of the high-voltage auxiliary component of the hybrid vehicle; and taking the sum of the actual power of the drive motor and the actual power of the high-voltage auxiliary component as the actual power currently required by the hybrid vehicle.

[0028] In some optional embodiments, the device further includes: a mode control module, configured to: determine whether the actual power currently required by the hybrid vehicle satisfies a first anti-overcharge condition, and determine whether the actual state of the power battery satisfies a second anti-overcharge condition; and enter the anti-overcharge mode when the actual power currently required by the hybrid vehicle satisfies the first anti-overcharge condition and the actual state of the power battery satisfies the second anti-overcharge condition.

[0029] In some optional embodiments, the mode control module includes: a first judgment unit, used to judge whether the actual power currently required by the hybrid vehicle is less than a first power threshold; when the actual power currently required by the hybrid vehicle is less than the first power threshold, determining that the actual power currently required by the hybrid vehicle meets the first anti-overcharge condition; a second judgment unit, used to judge whether the actual SOC value of the power battery is greater than a third SOC threshold, and / or, judging whether the charging power of the power battery is less than a second power threshold; when the actual SOC value of the power battery is greater than the third SOC threshold, and / or the charging power of the power battery is less than the second power threshold, determining that the actual state of the power battery meets the second anti-overcharge condition.

[0030] In some optional embodiments, the mode control module is further configured to: when in the overcharge prevention mode, if the actual power currently required by the hybrid vehicle does not meet the first overcharge prevention condition, or the actual state of the power battery does not meet the second overcharge prevention condition, exit the overcharge prevention mode.

[0031] In a third aspect, the present application provides a computer device comprising: a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the computer instructions to thereby execute the control method for a hybrid vehicle according to the first aspect or any corresponding embodiment thereof.

[0032] In a fourth aspect, the present application provides a hybrid vehicle, comprising: a computer device according to the third aspect or any corresponding embodiment thereof.

[0033] In a fifth aspect, the present application provides a computer-readable storage medium having computer instructions stored thereon, the computer instructions being used to enable a computer to execute the control method for a hybrid vehicle according to the first aspect or any corresponding embodiment thereof.

[0034] This application determines the corresponding first target power based on the actual SOC value of the power battery, and uses the difference between the actual power actually required by the hybrid vehicle and the first target power as the second target power that the power component needs to provide. While achieving control of the hybrid vehicle, the SOC value of the power battery can be ensured to be within a reasonable range in the anti-overcharge mode, which can effectively prevent the power battery process.

[0035] When the actual SOC value is large, the first target power is the discharge power of the power battery. When the actual SOC value is small, the first target power is the charging power of the power battery. This can fully utilize the power energy of the power battery and prevent the power battery from being overcharged or over-discharged.

[0036] In the anti-overcharging mode, the engine is in speed control mode and the generator motor is in torque control mode. By controlling the engine speed and the torque of the generator motor, the corresponding second target power is provided. This control method is relatively accurate and has a fast response speed. It can accurately control the power generation of the generator motor, thereby achieving the purpose of preventing overcharging. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] In order to more clearly illustrate the specific implementation methods of this application or the technical solutions in related technologies, the following is a brief introduction to the drawings required for use in the specific implementation methods or related technical descriptions. Obviously, the drawings described below are some implementation methods of this application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0038] FIG1 is a schematic flow chart of a control method for a hybrid vehicle according to an embodiment of the present application;

[0039] FIG2 is a schematic diagram of a hybrid vehicle driving structure according to an embodiment of the present application;

[0040] FIG3 is a flow chart of another hybrid vehicle control method according to an embodiment of the present application;

[0041] FIG4 is a flow chart of another hybrid vehicle control method according to an embodiment of the present application;

[0042] FIG5 is a structural block diagram of a control device for a hybrid vehicle according to an embodiment of the present application;

[0043] FIG6 is a schematic diagram of the hardware structure of a computer device according to an embodiment of the present application. DETAILED DESCRIPTION

[0044] To make the purpose, technical solutions, and advantages of the embodiments of the present application more clear, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without making creative efforts shall fall within the scope of protection of this application.

[0045] To prevent overcharging, battery management systems (BMS) are often optimized. However, due to the complexity of hybrid vehicle control, this approach is generally ineffective. Some solutions implement overcharge protection by setting a charging power limit for the power battery. While this approach is simple to implement, it does not fundamentally solve the overcharge problem.

[0046] The present invention provides a hybrid vehicle control method that considers the power associated with the power battery when determining the power required by the power components. The power associated with the power battery is determined based on the power battery's actual current SOC (State of Charge) value. This method ensures that the power battery's SOC value remains within a reasonable range while achieving hybrid vehicle control, thereby effectively preventing battery overcharging.

[0047] According to an embodiment of the present application, an embodiment of a control method for a hybrid vehicle is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0048] In this embodiment, a hybrid vehicle control method is provided, which can be used in a vehicle controller of a hybrid vehicle, such as a hybrid power control unit (PCU). FIG1 is a flow chart of a hybrid vehicle control method according to an embodiment of the present application. As shown in FIG1 , the flow chart includes the following steps.

[0049] Step S101 : determining the actual SOC value of the power battery in the overcharge prevention mode.

[0050] In this embodiment, a hybrid vehicle operating mode is added to prevent overcharging of the power battery, namely, an anti-overcharge mode. The hybrid vehicle can operate in anti-overcharge mode throughout its operation, or it can operate in anti-overcharge mode only in certain circumstances and normally in other circumstances. For example, conditions for entering anti-overcharge mode can be set, and when the hybrid vehicle meets these conditions, it will enter anti-overcharge mode; for example, switching from traditional normal mode to this anti-overcharge mode.

[0051] When the hybrid vehicle is in overcharge prevention mode, the current state of charge (SOC) value of the power battery, i.e., the actual SOC value, can be determined in real time. For example, when the method is executed by the PCU, the PCU can obtain the actual SOC value of the power battery via the CAN (Controller Area Network) bus.

[0052] Step S102 , determining a first target power corresponding to the actual SOC value; the actual SOC value and the first target power are positively correlated, and the first target power does not exceed the maximum charge and discharge power of the power battery.

[0053] In this embodiment, for a power battery, it is possible to determine what power the power battery can provide when its SOC value is the actual SOC value. For ease of description, the power the power battery can provide at this time is referred to as the first target power. Furthermore, the first target power cannot exceed the maximum charge and discharge power of the power battery, which is also the maximum power the power battery can provide.

[0054] There is a positive correlation between the actual SOC value and the first target power, that is, the larger the actual SOC value is, the larger the first target power is determined.

[0055] For example, a correspondence between the SOC value of the power battery and the power it can provide may be preset. After determining the current actual SOC value of the power battery, the corresponding first target power may be determined based on the correspondence.

[0056] Step S103 , determining the actual power currently required by the hybrid vehicle, and determining a second target power based on the actual power and the first target power; the second target power = actual power - first target power.

[0057] In this embodiment, a hybrid vehicle also requires a certain amount of power during operation; the power currently required by the hybrid vehicle is referred to as the actual power. For example, during operation, the power required by the driver can be determined based on the driver's operation, such as the accelerator pedal position. Furthermore, some electrical devices in the hybrid vehicle also require a certain amount of power, which can also be considered part of the actual power.

[0058] After the actual power and the first target power are determined, the difference between the two is used as another required target power, ie, the second target power, where the second target power = actual power - first target power.

[0059] Step S104: setting the output power of the power component of the hybrid vehicle to a second target power.

[0060] Hybrid vehicles are equipped with corresponding power components, which drive the hybrid vehicles to operate. The power components include an engine and a generator motor.

[0061] For example, the hybrid vehicle can be a P13 configuration hybrid vehicle, and the engine of the hybrid vehicle is in series mode. The drive structure of the hybrid vehicle can be seen in Figure 2. As shown in Figure 2, the drive structure includes: an engine 201, a generator motor 202, a drive motor 203, a clutch 204 and a transmission 205. Among them, the generator motor 202 is connected in series with the engine 201. In addition to having a driving function, the generator motor 202 can also charge the power battery when there is sufficient power; specifically, the generator motor 202 can provide energy to the drive motor 203 and can also charge the power battery. The drive motor 203 can convert electrical energy into kinetic energy to drive the vehicle.

[0062] A P13 hybrid vehicle includes a P1 motor and a P3 motor. As shown in Figure 2, the generator motor 202 is the P1 motor, and the drive motor 203 is the P3 motor. P represents the motor's position. As shown in Figure 2, the generator motor 202 (the P1 motor) is located on the crankshaft of the engine 201, before the clutch 204. Generally, the P1 motor and the engine 201 rotate at the same speed. The drive motor 203 (the P3 motor) is located at the output of the transmission 205.

[0063] In this embodiment, after the second target power is determined, the output power of the power components of the hybrid vehicle can be set to the second target power, so that the power provided by the engine and the generator motor matches the second target power.

[0064] Since the second target power is the difference between the actual power and the first target power, and the first target power is positively correlated with the current actual SOC value, for the same actual power, a higher actual SOC value of the power battery corresponds to a higher first target power and, accordingly, a lower second target power. Therefore, when the power battery's SOC value is high, the hybrid vehicle's power components only need to provide a lower second target power. Even if the power provided by the power components changes, the change will not be significant, and overcharging of the power battery is unlikely to occur.

[0065] Similarly, if the actual SOC value of the power battery is small, the corresponding first target power is also small. At this time, although the second target power is large, the power battery is not likely to be overcharged because the actual SOC value of the power battery is small, thereby effectively avoiding overcharging of the power battery.

[0066] The control method for a hybrid vehicle provided in this embodiment determines a corresponding first target power according to the actual SOC value of the power battery, and uses the difference between the actual power required by the hybrid vehicle and the first target power as the second target power that the power component needs to provide. While achieving control of the hybrid vehicle, the SOC value of the power battery can be ensured to be within a reasonable range in the anti-overcharge mode, which can effectively prevent the power battery process.

[0067] In this embodiment, a hybrid vehicle control method is provided, which can be used in a vehicle controller of a hybrid vehicle, such as a hybrid control unit (PCU). FIG3 is a flow chart of the hybrid vehicle control method according to an embodiment of the present application. As shown in FIG3 , the flow chart includes the following steps.

[0068] Step S301 : in the case of being in the overcharge prevention mode, determining the actual SOC value of the power battery.

[0069] For details, please refer to step S101 of the embodiment shown in FIG1 , which will not be described again here.

[0070] Step S302 : determining a first target power corresponding to the actual SOC value; the actual SOC value and the first target power are positively correlated, and the first target power does not exceed the maximum charge and discharge power of the power battery.

[0071] In this embodiment, to ensure that the power battery can provide discharge power when the current actual SOC value of the power battery is large, so that the second target power can be smaller, the first target power corresponding to the larger actual SOC value can be a positive value.

[0072] Specifically, the above step S302 “determining the first target power corresponding to the actual SOC value” includes the following steps S3021 to S3022 .

[0073] Step S3021: When the actual SOC value is greater than the first SOC threshold, a first target power is determined to be a positive value.

[0074] Step S3022: When the actual SOC value is less than a second SOC threshold, a negative first target power is determined, wherein the first SOC threshold is greater than or equal to the second SOC threshold.

[0075] In this embodiment, when the actual SOC value is greater than the first SOC threshold, the first target power is a positive value, that is, the first target power is greater than 0; when the actual SOC value is less than the second SOC threshold, the first target power is a negative value, that is, the first target power is less than 0. It can be understood that a positive first target power represents the discharge power of the power battery, and a negative first target power represents the charging power of the power battery.

[0076] The first SOC threshold may be equal to the second SOC threshold, for example, the first SOC threshold = the second SOC threshold = 50%. Accordingly, when the actual SOC of the power battery is greater than 50%, the first target power is positive, and the power battery provides corresponding discharge power; when the actual SOC of the power battery is less than 50%, the first target power is negative, and the power battery provides corresponding charging power, meaning that the power battery can be charged at this time.

[0077] Alternatively, the first SOC threshold may be greater than the second SOC threshold. For example, the first SOC threshold is 80%, and the second SOC threshold is 30%. If the actual SOC value of the power battery is between the second SOC threshold and the first SOC value, that is, if the second SOC threshold < actual SOC value < first SOC value, the first target power provided by the power battery may be 0, and the power battery is neither charged nor discharged at this time.

[0078] The corresponding relationship between the SOC value of the power battery and the power it can provide may be preset. The corresponding relationship may be a functional relationship between the two or a corresponding relationship table.

[0079] For example, a monotonically increasing function can be used to represent the correspondence between the SOC value of a power battery and the power it can provide. If the first SOC threshold is greater than the second SOC threshold, the function can be a piecewise function. Alternatively, a correspondence table can be used to represent the correspondence between multiple SOC values ​​and corresponding power. For example, a correspondence table can be shown in Table 1 below.

[0080] Table 1

[0081] It is understood that the first target power is the power provided by the power battery, which is subject to the performance limitations of the power battery itself. In other words, the first target power is limited by the charge and discharge power of the power battery, i.e., the first target power does not exceed the maximum charge and discharge power of the power battery. For example, the power battery itself has a certain maximum charge power and maximum discharge power. If the first target power that the power battery can currently provide is discharge power, i.e., the power battery can currently discharge, then the first target power cannot exceed the maximum discharge power. Similarly, if the first target power that the power battery can currently provide is charging power, i.e., the power battery can currently charge, then the first target power cannot exceed the maximum charging power.

[0082] Step S303 , determining the actual power currently required by the hybrid vehicle, and determining a second target power based on the actual power and the first target power; the second target power = actual power - first target power.

[0083] For details, please refer to step S103 of the embodiment shown in FIG1 , which will not be described again here.

[0084] In some optional implementations, the above step S303 “determining the actual power currently required by the hybrid vehicle” includes the following steps A1 to A3.

[0085] In step A1 , the actual power of the driving motor is determined according to the actual speed and actual torque of the driving motor of the hybrid vehicle.

[0086] While the actual power of a hybrid vehicle can be determined based on driver input (e.g., accelerator pedal position), this power may differ from the actual power. For example, due to engine inertia, after the driver presses the accelerator pedal, it takes some time for the engine to reach the desired power. During this time, the actual power gradually increases. In this embodiment, the drive motor in the hybrid vehicle can be used to more accurately determine the desired actual power.

[0087] Specifically, a hybrid vehicle includes a drive motor. As shown in FIG2 , a hybrid vehicle with a P13 configuration includes a P3 motor, i.e., drive motor 203. To determine the actual power currently required by the hybrid vehicle, the actual speed and actual torque of the drive motor can be determined, and based on this, the actual power required by the drive motor can be determined.

[0088] Based on the relationship between speed, torque, and power, the actual speed and torque of the drive motor can be used as inputs to calculate the actual power of the drive motor. Specifically, the actual power of the drive motor = actual speed * actual torque / a; where a is the conversion coefficient of the relationship between speed, torque, and power. The conversion coefficient a is a constant value, typically a = 9550.

[0089] Step A2: determining the actual power of the high-voltage auxiliary component according to the voltage and current of the high-voltage auxiliary component of the hybrid vehicle.

[0090] In this embodiment, the hybrid vehicle includes a variety of electrical devices, of which high-voltage auxiliary components are the primary devices and consume the majority of the power. These high-voltage auxiliary components are components that operate at high voltage (e.g., operating voltage not less than 24V) and assist in the operation of the hybrid vehicle. For example, these high-voltage auxiliary components may include an air conditioning compressor, an electric heater, and a voltage converter (DC-DC).

[0091] Specifically, the voltage and current inputted by these high-voltage accessories in real time can be obtained, and then the actual power of each high-voltage accessory can be determined. The actual power of the high-voltage accessory = voltage * current.

[0092] In step A3, the sum of the actual power of the drive motor and the actual power of the high-voltage auxiliary components is used as the actual power currently required by the hybrid vehicle.

[0093] In this embodiment, the actual power of the drive motor is used to represent the driver's required power. This is not only simple to implement, but also can relatively accurately represent the power currently required by the hybrid vehicle. The actual power of all high-voltage auxiliary components can basically represent the power of all electrical equipment in the hybrid vehicle. Therefore, the actual power currently required by the hybrid vehicle can be the sum of the actual power of the drive motor and the actual power of all high-voltage auxiliary components.

[0094] Step S304: setting the output power of the power component of the hybrid vehicle to a second target power.

[0095] For details, please refer to step S104 of the embodiment shown in FIG1 , which will not be described again here.

[0096] The hybrid vehicle control method provided in this embodiment utilizes a second target power, which is obtained by subtracting the first target power, to control the hybrid vehicle, effectively preventing overcharging of the power battery. Furthermore, when the actual SOC value is high, the first target power serves as the power battery's discharge power; when the actual SOC value is low, the first target power serves as the power battery's charge power. This fully utilizes the power battery's electrical energy and prevents overcharging or over-discharging of the power battery.

[0097] In this embodiment, a control method for a hybrid vehicle is provided, which is applied to a hybrid control unit (PCU), etc. FIG4 is a flow chart of the control method for a hybrid vehicle according to an embodiment of the present application. As shown in FIG4 , the flow chart includes the following steps.

[0098] Step S401 : determining whether the actual power currently required by the hybrid vehicle satisfies a first overcharge prevention condition, and determining whether the actual state of the power battery satisfies a second overcharge prevention condition.

[0099] Step S402 : When the actual power currently required by the hybrid vehicle meets the first overcharge prevention condition and the actual state of the power battery meets the second overcharge prevention condition, the hybrid vehicle enters the overcharge prevention mode.

[0100] In this embodiment, the hybrid vehicle needs to enter the overcharge prevention mode only when the power battery needs to be protected from overcharge.

[0101] The first overcharge prevention condition is pre-set to correspond to the actual power currently required by the hybrid vehicle, and the second overcharge prevention condition is pre-set to correspond to the actual state of the power battery. If both overcharge prevention conditions are met, it is considered that the power battery needs to be protected against overcharge, and the overcharge prevention mode can be entered.

[0102] Optionally, the above step S401 "determining whether the actual power currently required by the hybrid vehicle meets the first overcharge prevention condition, and determining whether the actual state of the power battery meets the second overcharge prevention condition" includes the following steps B1 to B4.

[0103] Step B1: Determine whether the actual power currently required by the hybrid vehicle is less than a first power threshold.

[0104] Step B2: When the actual power currently required by the hybrid vehicle is less than the first power threshold, determine whether the actual power currently required by the hybrid vehicle meets the first overcharge prevention condition.

[0105] In this embodiment, the actual power currently required by the hybrid vehicle can be determined in real time. For example, this actual power can be determined based on the method described in steps A1 to A3 above. If this actual power is less than the first power threshold, then when the second target power is subsequently determined based on the method provided in this embodiment, the second target power will not be excessively high. Therefore, the hybrid vehicle is allowed to enter the overcharge prevention mode at this time. In other words, the actual power currently required by the hybrid vehicle meets the first overcharge prevention condition.

[0106] In order to avoid entering the overcharge prevention mode when the power demand is large, such as during acceleration, the first power threshold should not be set too large, that is, the first power threshold needs to be less than a certain value.

[0107] Step B3: determining whether the actual SOC value of the power battery is greater than a third SOC threshold, and / or determining whether the charging power of the power battery is less than a second power threshold.

[0108] Step B4: When the actual SOC value of the power battery is greater than the third SOC threshold and / or the charging power of the power battery is less than the second power threshold, determine whether the actual state of the power battery meets the second overcharge prevention condition.

[0109] In this embodiment, if it is determined based on the current actual state of the power battery that the power battery can be protected against overcharge, then the power battery may be considered to meet the corresponding second overcharge prevention condition. Whether the second overcharge prevention condition is met is determined based on the actual SOC value of the power battery and / or the charging power of the power battery.

[0110] Specifically, if the actual SOC value of the power battery is greater than a certain threshold, i.e., the third SOC threshold, it can be indicated that the current SOC value of the power battery is large and there is a risk of overcharging. Therefore, anti-overcharging protection can be performed at this time, that is, the actual state of the power battery meets the second anti-overcharging condition.

[0111] Alternatively, if the charging power of the power battery is less than the set second power threshold, the battery is likely to be overcharged. Therefore, anti-overcharge protection can also be performed at this time, that is, it is determined that the actual state of the power battery meets the second anti-overcharge condition and is allowed to enter the anti-overcharge mode.

[0112] Step S403 : When in the overcharge prevention mode, determining the actual SOC value of the power battery.

[0113] For details, please refer to step S101 of the embodiment shown in FIG1 , which will not be described again here.

[0114] It is understandable that if the actual SOC value of the power battery has been obtained when determining whether to enter the overcharge prevention mode, there is no need to obtain it again, and the obtained actual SOC value can be directly used.

[0115] Step S404 , determining a first target power corresponding to the actual SOC value; the actual SOC value and the first target power are positively correlated, and the first target power does not exceed the maximum charge and discharge power of the power battery.

[0116] For details, please refer to step S102 of the embodiment shown in FIG1 , which will not be described again here.

[0117] Step S405 , determining the actual power currently required by the hybrid vehicle, and determining a second target power based on the actual power and the first target power; the second target power = actual power - first target power.

[0118] For details, please refer to step S103 of the embodiment shown in FIG1 , which will not be described again here.

[0119] It is understandable that if the actual power currently required by the hybrid vehicle has been obtained when determining whether to enter the overcharge prevention mode, there is no need to obtain it again, and the actual power currently required by the hybrid vehicle obtained can be directly used.

[0120] Step S406: setting the output power of the power component of the hybrid vehicle to a second target power.

[0121] Specifically, the above step S406 of “setting the output power of the power component of the hybrid vehicle to the second target power” may include the following steps S4061 to S4063 .

[0122] Step S4061: Determine the target speed and target torque corresponding to the second target power.

[0123] In this embodiment, the second target power required to be provided by the power component is converted into corresponding speed and torque, ie, target speed and target torque, so as to control the power output by the power component based on the target speed and target torque.

[0124] Step S4062: Control the engine of the hybrid vehicle to operate in a speed control mode, and use the target speed as the engine adjustment target to adjust the engine speed.

[0125] Step S4063 , controlling the generator motor of the hybrid vehicle to operate in a torque control mode, and using the target torque as an adjustment target of the generator motor to adjust the torque of the generator motor.

[0126] Hybrid vehicle control is typically achieved by controlling engine torque; for example, adjustments to fuel injection and ignition angle can be made to quickly adjust the engine's torque. However, engine torque regulation requires response time and exhibits a certain degree of hysteresis. Furthermore, engine torque accuracy is significantly affected by external environments, such as low temperatures and high altitudes, resulting in certain deviations.

[0127] In this embodiment, in overcharge prevention mode, the engine speed and the generator motor torque are controlled to achieve the second target power output. Because the engine speed can be more accurately controlled, the generator motor torque is more precisely controlled, the response is faster, and the torque accuracy of the generator motor is less affected by external environmental factors. Therefore, by utilizing these characteristics of the generator motor, the generator motor power can be precisely controlled in overcharge prevention mode, thereby preventing battery overcharging.

[0128] Specifically, in overcharge prevention mode, the hybrid vehicle's engine can be controlled to operate in a speed control mode, and the hybrid vehicle's generator motor can be controlled to operate in a torque control mode. When it is determined that the hybrid vehicle currently needs to enter overcharge prevention mode, the engine can be controlled to operate in the speed control mode and the generator motor can be controlled to operate in the torque control mode. Subsequently, control can be performed directly based on the target speed and target torque.

[0129] For example, as shown in FIG2 , the operation of the engine 201 may be controlled by an engine controller 212, and the operation of the generator motor 202 and the drive motor 203 may be controlled by a motor controller 213. Specifically, the engine controller 212 may be an ECU (Electronic Control Unit), and the motor controller 213 may be a PEU (Power Electric Unit).

[0130] Among them, the hybrid controller 211 can determine in real time whether it is necessary to enter the anti-overcharging mode. When the conditions are met, the anti-overcharging mode can be entered. The hybrid controller 211 sends a speed control instruction to the engine controller 212, so that the engine controller 212 controls the engine 201 to switch to the speed control mode; and the hybrid controller 211 sends a torque control instruction to the motor controller 213, so that the motor controller 213 controls the generator motor 202 to switch to the torque control mode.

[0131] Moreover, when in the overcharge prevention mode, the hybrid controller 211 can determine the corresponding target speed and target torque in real time, and send the target speed to the engine controller 212, and send the target torque to the motor controller 213; the engine controller 212 can use the target speed as an adjustment target to adjust the speed of the engine 201 to the target speed, and the motor controller 213 can use the target torque as an adjustment target to adjust the torque of the generator motor 202 to the target torque, thereby achieving control of the engine 201 and the generator motor 202.

[0132] In some optional implementations, the target speed may be determined first, and then the target torque. Specifically, the above step S4061 "determining the target speed and target torque corresponding to the second target power" may include the following steps C1 to C2.

[0133] In step C1 , an engine speed corresponding to a second target power is determined according to a preset correspondence between engine power and engine speed, and the engine speed corresponding to the second target power is used as a target speed.

[0134] In this embodiment, the engine speed is regulated. Accordingly, a correspondence between engine power and engine speed can be pre-established. For example, to improve fuel economy, a correspondence between engine power and engine speed can be set based on an optimal fuel consumption line. For example, one such correspondence between engine power and engine speed can be shown in Table 2 below.

[0135] Table 2

[0136] It can be understood that based on the above correspondence, the engine speed corresponding to the second target power can be determined, and this engine speed can be used as the required target speed. Taking Table 2 above as an example, if the calculated second target power is 14KW, the corresponding target speed is 1500rpm.

[0137] Step C2: determine the target torque corresponding to the second target power. The target torque satisfies: Ttarget =a*P2 / n target ;

[0138] Among them, T target represents the target torque, P2 represents the second target power, n target represents the target speed, and a is the conversion coefficient.

[0139] In this embodiment, after determining the second target power and target speed, the target torque can be determined based on the relationship between speed, torque and power. Specifically, if the second target power is P2 and the target speed is n target , the target torque is T target , then P2=n target *T target / a, that is, T target =a*P2 / n target .

[0140] Optionally, the method may further include: when in the overcharge prevention mode, if the actual power currently required by the hybrid vehicle does not meet the first overcharge prevention condition, or the actual state of the power battery does not meet the second overcharge prevention condition, exiting the overcharge prevention mode.

[0141] Specifically, contrary to the process of determining to enter the overcharge prevention mode from step S401 to step S402 above, if any overcharge prevention condition is not currently met, the overcharge prevention mode may be exited.

[0142] The hybrid vehicle control method provided in this embodiment utilizes a second target power, which is obtained by removing the first target power, to control the hybrid vehicle, effectively preventing overcharging of the power battery. Furthermore, in overcharge prevention mode, the engine is in speed control mode and the generator motor is in torque control mode. The engine speed and generator motor torque are controlled to provide the corresponding second target power. This control method is relatively accurate and has a fast response speed, allowing precise control of the generator motor's power generation, thereby preventing overcharging.

[0143] This embodiment also provides a hybrid vehicle control device for implementing the above-mentioned embodiments and optional implementations. Details already described will not be repeated. As used below, the term "module" may refer to a combination of software and / or hardware that implements a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, implementation using hardware, or a combination of software and hardware, is also possible and contemplated.

[0144] This embodiment provides a control device for a hybrid vehicle, as shown in FIG5 , including: an SOC value determination module 501 , a first power determination module 502 , a second power determination module 503 and a control module 504 .

[0145] The SOC value determination module 501 is configured to determine the actual SOC value of the power battery when in the overcharge prevention mode.

[0146] The first power determination module 502 is configured to determine a first target power corresponding to the actual SOC value; the actual SOC value and the first target power are positively correlated, and the first target power does not exceed the maximum charge and discharge power of the power battery.

[0147] The second power determination module 503 is configured to determine the actual power currently required by the hybrid vehicle and determine a second target power according to the actual power and the first target power; the second target power = the actual power - the first target power.

[0148] The control module 504 is configured to set the output power of the power component of the hybrid vehicle to the second target power.

[0149] In some optional embodiments, when the actual SOC value is greater than a first SOC threshold, the first target power is a positive value; when the actual SOC value is less than a second SOC threshold, the first target power is a negative value; and the first SOC threshold is greater than or equal to the second SOC threshold.

[0150] In some optional implementations, the control module 504 includes: a determination unit, a speed control unit, and a torque control unit.

[0151] A determination unit is configured to determine a target speed and a target torque corresponding to the second target power.

[0152] The speed control unit is used to control the engine of the hybrid vehicle to operate in a speed control mode, and to adjust the speed of the engine by taking the target speed as an adjustment target of the engine.

[0153] The torque control unit is used to control the generator motor of the hybrid vehicle to operate in a torque control mode, and to use the target torque as an adjustment target of the generator motor to adjust the torque of the generator motor.

[0154] In some optional implementations, the determination unit includes: a rotational speed determination subunit and a torque determination subunit.

[0155] The speed determination subunit is used to determine the engine speed corresponding to the second target power according to the preset correspondence between the engine power and the engine speed, and use the engine speed corresponding to the second target power as the target speed.

[0156] The torque determination subunit is configured to determine a target torque corresponding to the second target power, wherein the target torque satisfies: T target =a*P2 / n target ;

[0157] Among them, T target represents the target torque, P2 represents the second target power, n target represents the target speed, and a is the conversion coefficient.

[0158] In some optional embodiments, the second power determination module determines the actual power currently required by the hybrid vehicle, including: determining the actual power of the drive motor based on the actual speed and actual torque of the drive motor of the hybrid vehicle; determining the actual power of the high-voltage auxiliary component based on the voltage and current of the high-voltage auxiliary component of the hybrid vehicle; and taking the sum of the actual power of the drive motor and the actual power of the high-voltage auxiliary component as the actual power currently required by the hybrid vehicle.

[0159] In some optional implementations, the device further includes: a mode control module.

[0160] The mode control module is used to determine whether the actual power currently required by the hybrid vehicle meets a first anti-overcharge condition, and determine whether the actual state of the power battery meets a second anti-overcharge condition; and enter the anti-overcharge mode if the actual power currently required by the hybrid vehicle meets the first anti-overcharge condition and the actual state of the power battery meets the second anti-overcharge condition.

[0161] In some optional implementations, the mode control module includes: a first judgment unit and a second judgment unit.

[0162] The first judgment unit is used to judge whether the actual power currently required by the hybrid vehicle is less than a first power threshold; when the actual power currently required by the hybrid vehicle is less than the first power threshold, determine that the actual power currently required by the hybrid vehicle meets a first overcharging prevention condition.

[0163] The second judgment unit is used to judge whether the actual SOC value of the power battery is greater than a third SOC threshold and / or whether the charging power of the power battery is less than a second power threshold; when the actual SOC value of the power battery is greater than the third SOC threshold and / or the charging power of the power battery is less than the second power threshold, determine that the actual state of the power battery meets the second overcharge prevention condition.

[0164] In some optional embodiments, the mode control module is further configured to: when in the overcharge prevention mode, if the actual power currently required by the hybrid vehicle does not meet the first overcharge prevention condition, or the actual state of the power battery does not meet the second overcharge prevention condition, exit the overcharge prevention mode.

[0165] The further functional description of each of the above modules and units is the same as that of the above corresponding embodiments and will not be repeated here.

[0166] The control device of the hybrid vehicle in this embodiment is presented in the form of a functional unit, where the unit refers to an ASIC (Application Specific Integrated Circuit) circuit, including a processor and memory that executes one or more software or fixed programs, and / or other devices that can provide the above functions.

[0167] An embodiment of the present application also provides a computer device, which may be, for example, a vehicle controller.

[0168] Please refer to Figure 6, which is a structural diagram of a computer device provided by an optional embodiment of the present application. As shown in Figure 6, the computer device includes: one or more processors 10, a memory 20, and interfaces for connecting various components, including high-speed interfaces and low-speed interfaces. The various components are connected to each other using different buses and can be installed on a common motherboard or installed in other ways as needed. The processor can process instructions executed in the computer device, including instructions stored in or on the memory to display graphical information of the GUI on an external input / output device (such as a display device coupled to the interface). In some optional embodiments, if necessary, multiple processors and / or multiple buses can be used together with multiple memories. Similarly, multiple computer devices can be connected, and each device provides some necessary operations (for example, as a server array, a group of blade servers, or a multi-processor system). Figure 6 takes a processor 10 as an example.

[0169] The processor 10 may be a central processing unit, a network processor, or a combination thereof. The processor 10 may further include a hardware chip. The hardware chip may be an application-specific integrated circuit, a programmable logic device, or a combination thereof. The programmable logic device may be a complex programmable logic device, a field programmable gate array, a general purpose array logic, or any combination thereof.

[0170] The memory 20 stores instructions that can be executed by at least one processor 10, so that the at least one processor 10 executes the method shown in the above embodiment.

[0171] The memory 20 may include a program storage area and a data storage area, wherein the program storage area may store an operating system and application programs required for at least one function; the data storage area may store data created based on the use of the computer device, etc. In addition, the memory 20 may include a high-speed random access memory, and may also include a non-transient memory, such as at least one disk storage device, a flash memory device, or other non-transient solid-state storage device. In some optional embodiments, the memory 20 may optionally include a memory remotely located relative to the processor 10, and these remote memories may be connected to the computer device via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0172] The memory 20 may include a volatile memory, such as a random access memory; the memory may also include a non-volatile memory, such as a flash memory, a hard disk or a solid-state drive; the memory 20 may also include a combination of the above types of memory.

[0173] The computer device further includes an input device 30 and an output device 40. The processor 10, the memory 20, the input device 30 and the output device 40 may be connected via a bus or other means, and FIG6 takes the bus connection as an example.

[0174] The input device 30 can receive input digital or character information and generate key signal input related to user settings and function control of the computer device, such as a touch screen, a keypad, a mouse, a trackpad, a touch pad, an indicator stick, one or more mouse buttons, a trackball, a joystick, etc. The output device 40 can include a display device, an auxiliary lighting device (e.g., an LED), and a tactile feedback device (e.g., a vibration motor). The above-mentioned display device includes but is not limited to a liquid crystal display, a light emitting diode, a display, and a plasma display. In some optional embodiments, the display device can be a touch screen.

[0175] The present application also provides a hybrid vehicle, which includes the aforementioned computer device. For example, the computer device is a vehicle controller or a hybrid controller of the hybrid vehicle.

[0176] The embodiments of the present application also provide a computer-readable storage medium. The above-mentioned method according to the embodiment of the present application can be implemented in hardware, firmware, or implemented as a computer code that can be recorded in a storage medium, or implemented as a computer code that is originally stored in a remote storage medium or a non-temporary machine-readable storage medium and downloaded through a network and will be stored in a local storage medium, so that the method described herein can be stored in such software processing on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. Among them, the storage medium can be a magnetic disk, an optical disk, a read-only storage memory, a random access memory, a flash memory, a hard disk or a solid-state drive, etc.; further, the storage medium can also include a combination of the above-mentioned types of memory. It can be understood that a computer, a processor, a microprocessor controller or programmable hardware includes a storage component that can store or receive software or computer code. When the software or computer code is accessed and executed by a computer, a processor or hardware, the method shown in the above embodiment is implemented.

[0177] Although the embodiments of the present application have been described with reference to the accompanying drawings, those skilled in the art may make various modifications and variations without departing from the spirit and scope of the present application, and such modifications and variations shall fall within the scope defined by the appended claims.

Claims

1. A control method for a hybrid vehicle, characterized in that: The method comprises: In the case of overcharge prevention mode, determining the actual SOC value of the power battery; determining a first target power corresponding to the actual SOC value; wherein the actual SOC value and the first target power are positively correlated, and the first target power does not exceed the maximum charge and discharge power of the power battery; determining an actual power currently required by the hybrid vehicle, and determining a second target power based on the actual power and the first target power; the second target power = the actual power - the first target power; The output power of the power component of the hybrid vehicle is set to the second target power.

2. The method according to claim 1, characterized in that When the actual SOC value is greater than a first SOC threshold, the first target power is a positive value; When the actual SOC value is less than a second SOC threshold, the first target power is a negative value; The first SOC threshold is greater than or equal to the second SOC threshold.

3. The method according to claim 1, characterized in that Setting the output power of the power component of the hybrid vehicle to the second target power includes: determining a target speed and a target torque corresponding to the second target power; controlling the engine of the hybrid vehicle to operate in a speed control mode, and using the target speed as an adjustment target of the engine to adjust the speed of the engine; The generator motor of the hybrid vehicle is controlled to operate in a torque control mode, and the target torque is used as an adjustment target of the generator motor to adjust the torque of the generator motor.

4. The method according to claim 3, characterized in that The determining of the target speed and target torque corresponding to the second target power includes: determining an engine speed corresponding to the second target power according to a preset correspondence between engine power and engine speed, and using the engine speed corresponding to the second target power as a target speed; A target torque corresponding to the second target power is determined, where the target torque satisfies: T target =a*P2 / n target ; Among them, T target represents the target torque, P2 represents the second target power, n target represents the target speed, and a is the conversion coefficient.

5. The method according to claim 1, wherein The determining the actual power currently required by the hybrid vehicle includes: determining an actual power of the drive motor according to an actual speed and an actual torque of the drive motor of the hybrid vehicle; determining an actual power of the high-voltage auxiliary component of the hybrid vehicle based on a voltage and a current of the high-voltage auxiliary component; The sum of the actual power of the drive motor and the actual power of the high-voltage auxiliary component is used as the actual power currently required by the hybrid vehicle.

6. The method according to claim 1, characterized in that Also includes: determining whether the actual power currently required by the hybrid vehicle satisfies a first overcharge prevention condition, and determining whether the actual state of the power battery satisfies a second overcharge prevention condition; The overcharge prevention mode is entered when the actual power currently required by the hybrid vehicle meets a first overcharge prevention condition and the actual state of the power battery meets a second overcharge prevention condition.

7. The method according to claim 6, characterized in that The determining whether the actual power currently required by the hybrid vehicle satisfies the first overcharge prevention condition, and determining whether the actual state of the power battery satisfies the second overcharge prevention condition, includes: determining whether the actual power currently required by the hybrid vehicle is less than a first power threshold; When the actual power currently required by the hybrid vehicle is less than a first power threshold, determining that the actual power currently required by the hybrid vehicle meets a first overcharging prevention condition; determining whether an actual SOC value of the power battery is greater than a third SOC threshold, and / or determining whether a charging power of the power battery is less than a second power threshold; When the actual SOC value of the power battery is greater than a third SOC threshold and / or the charging power of the power battery is less than a second power threshold, it is determined that the actual state of the power battery meets a second overcharge prevention condition.

8. The method according to claim 6, characterized in that Also includes: In the case of the overcharge prevention mode, if the actual power currently required by the hybrid vehicle does not meet the first overcharge prevention condition, or the actual state of the power battery does not meet the second overcharge prevention condition, the overcharge prevention mode is exited.

9. A control device for a hybrid vehicle, characterized in that: The device comprises: An SOC value determination module is used to determine the actual SOC value of the power battery when in the overcharge prevention mode; a first power determination module, configured to determine a first target power corresponding to the actual SOC value; the actual SOC value and the first target power are positively correlated, and the first target power does not exceed the maximum charge and discharge power of the power battery; a second power determination module, configured to determine an actual power currently required by the hybrid vehicle, and determine a second target power according to the actual power and the first target power; wherein the second target power = the actual power - the first target power; A control module is configured to set the output power of the power component of the hybrid vehicle to the second target power.

10. The device according to claim 9, characterized in that When the actual SOC value is greater than a first SOC threshold, the first target power is a positive value; When the actual SOC value is less than a second SOC threshold, the first target power is a negative value; The first SOC threshold is greater than or equal to the second SOC threshold.

11. The device according to claim 9, characterized in that The control module includes: a determining unit, configured to determine a target speed and a target torque corresponding to the second target power; a speed control unit, configured to control the engine of the hybrid vehicle to operate in a speed control mode, and to adjust the speed of the engine using the target speed as an adjustment target of the engine; The torque control unit is used to control the generator motor of the hybrid vehicle to operate in a torque control mode, and to use the target torque as an adjustment target of the generator motor to adjust the torque of the generator motor.

12. The device according to claim 11, characterized in that The determining unit includes: a speed determination subunit, configured to determine the engine speed corresponding to the second target power according to a preset correspondence between the engine power and the engine speed, and use the engine speed corresponding to the second target power as the target speed; The torque determination subunit is configured to determine a target torque corresponding to the second target power, where the target torque satisfies: T target =a*P2 / n target ; Among them, T target represents the target torque, P2 represents the second target power, n target represents the target speed, and a is the conversion coefficient.

13. The device according to claim 9, characterized in that The second power determination module determines the actual power currently required by the hybrid vehicle, including: determining an actual power of the drive motor according to an actual speed and an actual torque of the drive motor of the hybrid vehicle; determining an actual power of the high-voltage auxiliary component of the hybrid vehicle based on a voltage and a current of the high-voltage auxiliary component; The sum of the actual power of the drive motor and the actual power of the high-voltage auxiliary component is used as the actual power currently required by the hybrid vehicle.

14. The device according to claim 9, characterized in that Also includes: Mode control module, used to: determining whether the actual power currently required by the hybrid vehicle satisfies a first overcharge prevention condition, and determining whether the actual state of the power battery satisfies a second overcharge prevention condition; The overcharge prevention mode is entered when the actual power currently required by the hybrid vehicle meets a first overcharge prevention condition and the actual state of the power battery meets a second overcharge prevention condition.

15. The device according to claim 14, characterized in that The mode control module includes: a first judgment unit, configured to judge whether the actual power currently required by the hybrid vehicle is less than a first power threshold; and if the actual power currently required by the hybrid vehicle is less than the first power threshold, determining that the actual power currently required by the hybrid vehicle satisfies a first overcharging prevention condition; The second judgment unit is used to judge whether the actual SOC value of the power battery is greater than a third SOC threshold and / or whether the charging power of the power battery is less than a second power threshold; when the actual SOC value of the power battery is greater than the third SOC threshold and / or the charging power of the power battery is less than the second power threshold, determine that the actual state of the power battery meets the second overcharge prevention condition.

16. The device according to claim 14, characterized in that The mode control module is further configured to: In the case of the overcharge prevention mode, if the actual power currently required by the hybrid vehicle does not meet the first overcharge prevention condition, or the actual state of the power battery does not meet the second overcharge prevention condition, the overcharge prevention mode is exited.

17. A computer device, characterized in that: include: A memory and a processor, wherein the memory and the processor are communicatively connected to each other, the memory stores computer instructions, and the processor executes the control method of the hybrid vehicle according to any one of claims 1 to 8 by executing the computer instructions.

18. A hybrid vehicle, characterized in that: include: The computer device of claim 17.

19. A computer-readable storage medium, characterized in that The computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a computer to execute the control method for a hybrid vehicle according to any one of claims 1 to 8.

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