Hybrid power system, control method, vehicle-mounted controller, control system, and automobile

Abstract

The present application discloses a hybrid power system, a control method, a vehicle-mounted controller, a control system, and an automobile. The hybrid power system comprises an engine, a generator, a drive motor, a differential, a planetary gear mechanism, a brake, and a clutch. The engine is connected to the generator by means of a first transmission shaft. The drive motor is connected to the differential by means of a second transmission shaft. A planetary gear is disposed on a planetary carrier, and the planetary gear meshes with a sun gear and a gear ring. The planetary carrier is connected to the second transmission shaft. The gear ring and the sun gear are sleeved on the first transmission shaft, any one of the gear ring and the sun gear being connected to the first transmission shaft, and the other being connected to the brake. The clutch is disposed between two of the sun gear, the gear ring and the planetary carrier. When either one of the brake and the clutch is in an engaged state and the other is in a disengaged state, engine driving of different gears can be realized, and a wider speed ratio selection range can be increased, helping to improve power performance and fuel economy of the entire vehicle.

Description

Hybrid power systems, control methods, on-board controllers, control systems, and automobiles

[0001] This application claims priority to Chinese Patent Application No. 202410941816.8, filed on July 12, 2024, entitled "Hybrid Power System, Control Method, On-board Controller, Control System and Automobile", and also claims priority to Chinese Patent Application No. 202421662129.4, filed on July 12, 2024, entitled "Hybrid Power System and Automobile", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of hybrid technology, and more particularly to a hybrid system, control method, on-board controller, control system, and automobile. Background Technology

[0003] A hybrid powertrain system refers to a vehicle that uses both gasoline and electric power. Its advantages include the ability to operate solely on the electric motor during start-up and stop, with the engine remaining off until a certain speed is reached. This allows the engine to operate at its optimal condition, resulting in good power performance and very low emissions. Existing hybrid powertrain systems generally include two types: series hybrid powertrains and parallel hybrid powertrains.

[0004] In a series hybrid power system, a series power chain is formed between the engine, generator, drive motor, shaft system, and wheels. The powertrain structure is extremely simple. The combination of the engine and drive motor can be regarded as a transmission in the sense of a gearbox. When used in conjunction with energy storage devices (such as power batteries and capacitors), this transmission can act as an energy regulation device to achieve independent regulation of speed and torque. While series hybrid power systems have the advantages of simple structure and flexible layout, all power must be transmitted through the generator and drive motor, resulting in high power requirements, large size, and heavy weight for the motors. Furthermore, the power transmission process involves two electromechanical-to-electrical conversions, leading to low power transmission efficiency in series hybrid power systems.

[0005] A parallel hybrid powertrain has two parallel and independent powertrains: one consisting of a traditional mechanical transmission, and the other consisting of an electric motor-battery system. The mechanical transmission is responsible for speed regulation, while the electric motor-battery system is responsible for power or torque regulation. In a parallel hybrid powertrain, only a portion of the power is transmitted through the electric motor-battery system. Therefore, the power requirement for the electric motor is low, resulting in a small size, light weight, and high energy transmission efficiency. However, the need for two independent systems leads to higher costs. Summary of the Invention

[0006] This application provides a hybrid power system, control method, on-board controller, control system, and automobile to solve the problem that existing hybrid power systems cannot balance economy and power.

[0007] A hybrid power system includes an engine, a generator, a drive motor, a differential, a planetary gear mechanism, a brake, and a clutch;

[0008] The engine is connected to the generator via a first drive shaft;

[0009] The drive motor is connected to the differential via a second transmission shaft;

[0010] The planetary gear mechanism includes a planet carrier, a sun gear, planet gears, and a ring gear; the planet gears are mounted on the planet carrier and mesh with the sun gear and the ring gear; the planet carrier is connected to the second drive shaft.

[0011] The gear ring and the sun gear are sleeved on the first drive shaft, and either the gear ring or the sun gear is connected to the first drive shaft, while the other is connected to the brake.

[0012] The clutch is provided between two of the sun gear, the ring gear, and the planet carrier.

[0013] A control method for a hybrid power system, applicable to the aforementioned hybrid power system, includes:

[0014] When the vehicle is in its current operating mode, obtain the current vehicle data corresponding to the vehicle.

[0015] Based on the current vehicle data, determine the target operating mode;

[0016] Control the engagement / disengagement state of the brakes and clutch, and control the operating state of the engine, generator, and drive motor to bring the vehicle into the target operating mode.

[0017] An on-board controller includes a memory, a processor, and computer-readable instructions stored in the memory and executable on the processor, wherein the processor implements the control method of the hybrid power system described above when executing the computer-readable instructions.

[0018] A control system for a hybrid power system includes the aforementioned on-board controller and the aforementioned hybrid power system, wherein the on-board controller is connected to the brake, the clutch, the engine, the generator, and the drive motor.

[0019] An automobile includes a control system for the aforementioned hybrid power system.

[0020] The aforementioned hybrid power system, control method, vehicle controller, control system, and automobile, wherein a first driveshaft connects the engine and generator to achieve power transmission between them, and a second driveshaft connects the drive motor and differential to achieve power transmission between them; the planetary gear mechanism includes a planet carrier, a sun gear, planet gears, and a ring gear; either the ring gear or the sun gear is directly connected to the first driveshaft, and the other is connected to the first driveshaft via a brake; a clutch is provided between any two of the sun gear, the ring gear, and the planet carrier, while the planet carrier is connected to the second driveshaft. When both the brake and the clutch are disengaged, there is no power transmission between the first and second driveshafts; when either the brake or the clutch is engaged and the other is disengaged, engine drive at different gears can be achieved, which can improve the range of speed ratio selection, allowing the engine to operate more rationally in its optimal operating range, thus contributing to improved vehicle power and fuel economy. Attached Figure Description

[0021] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments of this application will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 is a schematic diagram of a hybrid power system according to an embodiment of this application;

[0023] Figure 2 is a schematic diagram of a hybrid power system operating in parking power generation mode in one embodiment of this application;

[0024] Figure 3 is a schematic diagram of a hybrid power system operating in pure electric drive mode in one embodiment of this application;

[0025] Figure 4 is a schematic diagram of a hybrid power system operating in series range-extended mode according to an embodiment of this application;

[0026] Figure 5 is a schematic diagram of a hybrid power system operating in direct drive first gear mode in one embodiment of this application;

[0027] Figure 6 is a schematic diagram of a hybrid power system operating in direct drive second gear mode in one embodiment of this application;

[0028] Figure 7 is a schematic diagram of a hybrid power system operating in hybrid first gear mode according to an embodiment of this application;

[0029] Figure 8 is a schematic diagram of a hybrid power system operating in hybrid second-gear mode according to an embodiment of this application;

[0030] Figure 9 is a schematic diagram of vehicle mode management in a hybrid power system operating in braking energy recovery mode according to an embodiment of this application;

[0031] Figure 10 is a schematic diagram of vehicle mode management of a hybrid power system in one embodiment of this application;

[0032] Figure 11 is a flowchart of a control method for a hybrid power system according to an embodiment of this application;

[0033] Figure 12 is another flowchart of a control method for a hybrid power system according to an embodiment of this application;

[0034] Figure 13 is another flowchart of a control method for a hybrid power system according to an embodiment of this application;

[0035] Figure 14 is another flowchart of a control method for a hybrid power system according to an embodiment of this application;

[0036] Figure 15 is another flowchart of a control method for a hybrid power system according to an embodiment of this application.

[0037] In the diagram: 1. Engine; 2. First driveshaft; 3. Brake; 4. Planetary carrier; 5. Sun gear; 6. Planetary gears; 7. Ring gear; 8. Clutch; 9. First gear; 10. Second gear; 11. Third driveshaft; 12. Generator; 13. Third gear; 14. Fourth gear; 15. Second driveshaft; 16. Fifth gear; 17. Fourth driveshaft; 18. Drive motor; 19. Sixth gear; 20. Differential; 21. Torque damper. Detailed Implementation

[0038] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0039] This application provides a hybrid power system, as shown in Figure 1. The hybrid power system includes an engine 1, a generator 12, a drive motor 18, a differential 20, a planetary gear mechanism, a brake 3, and a clutch 8. The engine 1 is connected to the generator 12 via a first drive shaft 2. The drive motor 18 is connected to the differential 20 via a second drive shaft 15. The planetary gear mechanism includes a planet carrier 4, a sun gear 5, planet gears 6, and a ring gear 7. The planet gears 6 are mounted on the planet carrier 4 and mesh with the sun gear 5 and the ring gear 7. The planet carrier 4 is connected to the second drive shaft 15. The ring gear 7 and the sun gear 5 are mounted on the first drive shaft 2. Either the ring gear 7 or the sun gear 5 is connected to the first drive shaft 2, and the other is connected to the brake 3. A clutch 8 is provided between two of the sun gear 5, the ring gear 7, and the planet carrier 4.

[0040] The first drive shaft 2 is a drive shaft disposed between the engine 1 and the generator 12. As an example, the first end of the first drive shaft 2 can be connected to the engine 1, and the second end of the first drive shaft 2 can be directly connected to the generator 12 or connected to the generator 12 through a gear.

[0041] The second drive shaft 15 is a drive shaft disposed between the drive motor 18 and the differential 20. As an example, the first end of the second drive shaft 15 can be directly connected to the drive motor 18 or connected to the drive motor 18 through a gear, and the second end of the second drive shaft 15 can be connected to the differential 20 or connected to the differential 20 through a gear.

[0042] As an example, the planetary gear mechanism includes a ring gear 7, a sun gear 5, a planet carrier 4, and planet gears 6. The ring gear 7 and the sun gear 5 have the same axis and are both mounted on the first drive shaft 2. Either the ring gear 7 or the sun gear 5 is connected to the first drive shaft 2, and the other is connected to a brake 3. The brake 3 is connected to the housing of the hybrid power system. When the brake 3 is engaged, both the ring gear 7 and the sun gear 5 are connected to the first drive shaft 2, causing them to rotate synchronously with the first drive shaft 2. When the brake 3 is disengaged, either the ring gear 7 or the sun gear 5 rotates synchronously with the first drive shaft 2, while the other rotates asynchronously with the first drive shaft 2. A clutch 8 is provided between any two of the sun gear 5, ring gear 7, and planet carrier 4. Specifically, the two ends of the clutch 8 are connected to any two of the three components. When the clutch 8 is engaged, it connects any two of the three components in the planetary gear mechanism into a single unit for power transmission. When the clutch 8 is disengaged, it prevents any two of the three components from forming a single unit for power transmission. Planet carrier 4 is equipped with planet gears 6, which can be mounted on the planet carrier 4 via sliding or rolling bearings. Planet gears 6 mesh not only with the sun gear 5 located on the inner ring of the planetary gear mechanism but also with the ring gear 7 located on the outer ring. The planet carrier 4 is connected to the second drive shaft 15, allowing the power transmitted from engine 1 to the first drive shaft 2 to be transmitted to the second drive shaft 15 via the planetary gear mechanism, thus achieving power transmission.

[0043] Both brake 3 and clutch 8 have two working states: engaged and disengaged. Specifically, the following situations exist:

[0044] When brake 3 is engaged and clutch 8 is disengaged, both the ring gear 7 and sun gear 5 of the planetary gear mechanism are connected to the first transmission shaft 2. The sun gear 5, ring gear 7, and planet carrier 4 are separated and do not form a whole for power transmission. At this time, the planetary gear mechanism is equivalent to a fixed-axis gear mechanism and can achieve constant speed ratio transmission. As shown in Figures 5 and 7, when brake 3 is engaged and clutch 8 is disengaged, brake 3 brakes the sun gear 5 or ring gear 7, causing the sun gear 5 and ring gear 7 to rotate synchronously with the first transmission shaft 2. Power is transmitted from ring gear 7 to planet gear 6, and then output to the second transmission shaft 15 via planet carrier 4. In this process, the speed ratio of the planetary gear mechanism is (k+1) / 1>1.

[0045] When the brake 3 is disengaged and the clutch 8 is engaged, either the ring gear 7 or the sun gear 5 rotates synchronously with the first transmission shaft 2, while the other rotates asynchronously with the first transmission shaft 2. Furthermore, two of the three components of the planetary gear mechanism—the sun gear 5, the ring gear 7, and the planet carrier 4—are integrated into a single unit for power transmission, enabling speed ratio switching. As shown in Figures 6 and 8, when the brake 3 is disengaged and the clutch 8 is engaged, the brake 3 does not brake the sun gear 5 or the ring gear 7, causing one of the sun gear 5 and the ring gear 7 to rotate synchronously with the first transmission shaft 2, while the other rotates asynchronously. Two of the three components of the planetary gear mechanism—the sun gear 5, the ring gear 7, and the planet carrier 4—are integrated into a single unit, causing the planetary set formed by the sun gear 5, the ring gear 7, and the planet carrier 4 to rotate together. At this time, the speed ratio of the planetary gear mechanism is 1, which is a fixed speed ratio.

[0046] When both brake 3 and clutch 8 are disengaged, the power output by engine 1 cannot be transmitted to the second drive shaft 15 through the first drive shaft 2. However, power can be transmitted between engine 1 and generator 12 through the first drive shaft 2, and between drive motor 18 and differential 20 through the second drive shaft 15, so that the vehicle can enter the corresponding working mode when both brake 3 and clutch 8 are disengaged.

[0047] When both brake 3 and clutch 8 are engaged, the ring gear 7 and sun gear 5 of the planetary gear mechanism are connected to the first transmission shaft 2, and two of the sun gear 5, ring gear 7 and planet carrier 4 form a whole. At this time, the planetary gear mechanism cannot realize the power transmission function. In order to ensure the normal operation of the hybrid power system, it is necessary to control brake 3 and clutch 8 not to be engaged at the same time.

[0048] In this embodiment, the first drive shaft 2 connects the engine 1 and the generator 12 to achieve power transmission between them, and the second drive shaft 15 connects the drive motor 18 and the differential 20 to achieve power transmission between them. The planetary gear mechanism includes a planet carrier 4, a sun gear 5, planet gears 6, and a ring gear 7. Either the ring gear 7 or the sun gear 5 is directly connected to the first drive shaft 2, and the other is connected to the brake 3. A clutch 8 is provided between two of the sun gear 5, the ring gear 7, and the planet carrier 4, and the planet carrier 4 is connected to the second drive shaft 15. When both the brake 3 and the clutch 8 are in the disengaged state, there is no power transmission between the first drive shaft 2 and the second drive shaft 15. When either the brake 3 or the clutch 8 is in the engaged state and the other is in the disengaged state, different gears of the engine 1 can be driven, which can improve the range of speed ratio selection and make the engine 1 operate more reasonably in the optimal working range, which helps to improve the overall vehicle power and fuel economy. In this solution, a single brake 3 and a single clutch 8 are used to achieve two-speed drive, and the overall axial dimension is small, which is conducive to platform layout.

[0049] In one embodiment, the gear ring 7 is connected to the first drive shaft 2, while the sun gear 5 is not connected to the first drive shaft 2; the first end of the brake 3 is connected to the housing of the hybrid power system, and the second end of the brake 3 is connected to the sun gear 5; or, the sun gear 5 is connected to the first drive shaft 2, while the gear ring 7 is not connected to the first drive shaft 2; the first end of the brake 3 is connected to the housing of the hybrid power system, and the second end of the brake 3 is connected to the gear ring 7.

[0050] As an example, in the planetary gear mechanism, the ring gear 7 is connected to the first drive shaft 2, causing the ring gear 7 to rotate synchronously with the first drive shaft 2, while the sun gear 5 is not connected to the first drive shaft 2, causing the sun gear 5 to rotate asynchronously. The first end of the brake 3 is connected to the housing of the hybrid power system, and the second end of the brake 3 is connected to the sun gear 5. When the brake 3 is engaged and the clutch 8 is disengaged, both the ring gear 7 and the sun gear 5 rotate synchronously with the first drive shaft 2, and the planetary gear mechanism is equivalent to a fixed-axis gear mechanism, which can achieve constant speed ratio transmission. When the brake 3 is disengaged and the clutch 8 is engaged, the sun gear 5 does not rotate asynchronously with the first drive shaft 2, and two of the three components of the clutch 8—the sun gear 5, the ring gear 7, and the planet carrier 4—are combined into a whole, which can achieve variable speed ratio transmission.

[0051] As another example, in the planetary gear mechanism, the sun gear 5 is connected to the first drive shaft 2, causing the sun gear 5 to rotate synchronously with the first drive shaft 2, while the ring gear 7 is not connected to the first drive shaft 2, causing the ring gear 7 to rotate asynchronously with the first drive shaft 2. The first end of the brake 3 is connected to the housing of the hybrid power system, and the second end of the brake 3 is connected to the ring gear 7. When the brake 3 is engaged and the clutch 8 is disengaged, both the ring gear 7 and the sun gear 5 rotate synchronously with the first drive shaft 2. The planetary gear mechanism is equivalent to a fixed-axis gear mechanism, which can achieve constant speed ratio transmission. When the brake 3 is disengaged and the clutch 8 is engaged, the ring gear 7 does not rotate synchronously with the first drive shaft 2, and two of the sun gear 5, the ring gear 7, and the planet carrier 4 in the clutch 8 are combined into a whole, which can achieve variable speed ratio transmission.

[0052] In one embodiment, the first end of the clutch 8 is connected to the ring gear 7, and the second end of the clutch 8 is connected to the planet carrier 4; or, the first end of the clutch 8 is connected to the ring gear 7, and the second end of the clutch 8 is connected to the sun gear 5; or, the first end of the clutch 8 is connected to the planet carrier 4, and the second end of the clutch 8 is connected to the sun gear 5.

[0053] As an example, the first end of the clutch 8 is connected to the gear ring 7, and the second end of the clutch 8 is connected to the planetary carrier 4. When the clutch 8 is engaged, the gear ring 7 and the planetary carrier 4 can be combined into a whole, so that the two rotate synchronously; conversely, when the clutch 8 is disengaged, the gear ring 7 and the planetary carrier 4 separate from each other, so that the two rotate asynchronously.

[0054] As an example, as shown in Figures 5-8, the first end of the clutch 8 is connected to the gear ring 7, and the second end of the clutch 8 is connected to the sun gear 5. When the clutch 8 is engaged, the gear ring 7 and the sun gear 5 can be combined into a whole, so that the two rotate synchronously; conversely, when the clutch 8 is disengaged, the gear ring 7 and the sun gear 5 separate from each other, so that the two rotate asynchronously.

[0055] As an example, the first end of the clutch 8 is connected to the planet carrier 4, and the second end of the clutch 8 is connected to the sun gear 5. When the clutch 8 is engaged, the planet carrier 4 and the sun gear 5 can be combined into a whole, so that the two rotate synchronously; conversely, when the clutch 8 is disengaged, the planet carrier 4 and the sun gear 5 are separated from each other, so that the two rotate asynchronously.

[0056] In this embodiment, the planetary gear mechanism includes a planet carrier 4, a sun gear 5, planet gears 6, and a ring gear 7. A clutch 8 is disposed on two of the sun gear 5, the ring gear 7, and the planet carrier 4. When the clutch 8 is engaged, the planetary gear set formed by the sun gear 5, the ring gear 7, and the planet carrier 4 rotates with the first transmission shaft 7 via the sun gear 5 or the ring gear 7 to cooperate with the brake in the engaged state, thereby achieving a fixed speed ratio transmission. At this time, the speed ratio of the planetary gear mechanism is 1. When the clutch 8 is disengaged, the sun gear 5, the ring gear 7, and the planet carrier 4 do not form a whole and rotate with the first transmission shaft, thereby achieving a variable speed ratio transmission. At this time, the speed ratio of the planetary gear mechanism is (k+1) / 1>1.

[0057] In one embodiment, the hybrid power system further includes a first gear 9, a second gear 10, and a third drive shaft 11; the first gear 9 is connected to the first drive shaft 2, and the second gear 10 is connected to the generator 12 through the third drive shaft 11, with the first gear 9 meshing with the second gear 10.

[0058] As an example, the hybrid power system also includes a first gear 9 and a second gear 10. The first gear 9 is connected to the engine 1 via a first drive shaft 2, and the second gear 10 is connected to the generator 12 via a third drive shaft 11. The first gear 9 and the second gear 10 mesh, forming a power transmission path between the engine 1, the first drive shaft 2, the first gear 9, the second gear 10, the third drive shaft 11, and the generator 12. The generator 12 is connected to the first drive shaft 2 via the meshing first gear 9 and the second gear 10. Compared to the traditional method of directly connecting the second drive shaft 2 to the generator 12, using gear meshing to achieve speed increase and torque reduction can effectively reduce the size and cost of the generator 12, making the entire hybrid power system compact and highly integrated.

[0059] In one embodiment, the hybrid power system further includes a third gear 13, a fourth gear 14, and a fifth gear 16; the third gear 13 and the fourth gear 14 are disposed on the second drive shaft 15, and the planet carrier 4 meshes with the third gear 13 or the fourth gear 14.

[0060] As an example, the hybrid system also includes a third gear 13 and a fourth gear 14, which are mounted on the second drive shaft 15. Specifically, the third gear 13 and the fourth gear 14 can be mounted at both ends of the second drive shaft 15. The planetary carrier 4 meshes with the third gear 13 or the fourth gear 14, so that the power transmitted by the engine 1 through the planetary gear mechanism can pass sequentially through the planetary carrier 4-the third gear 13 / the fourth gear 14-the second drive shaft 15, so as to be transmitted to the differential 20 through the second drive shaft 15.

[0061] In one embodiment, the hybrid power system further includes a fifth gear 16 and a fourth drive shaft 17; the fifth gear 16 is connected to a drive motor 18 via the fourth drive shaft 17, and the fifth gear 16 meshes with a third gear 13 or a fourth gear 14.

[0062] As an example, the hybrid system also includes a fifth gear 16 and a fourth driveshaft 17. The fifth gear 16 is connected to the drive motor 18 via the fourth driveshaft 17, and the fifth gear 16 meshes with the third gear 13, forming a power transmission path between the drive motor 18, the fourth driveshaft 17, the fifth gear 16, the third gear 13 / fourth gear 14, the second driveshaft 15, and the differential 20. The drive motor 18 and the second driveshaft 15 are connected by a meshing gear assembly. Compared to the traditional method where the second driveshaft 15 is directly connected to the drive motor 17, using gear meshing to achieve torque reduction and belt lifting effectively reduces the size and cost of the drive motor 18, resulting in a compact and highly integrated hybrid system.

[0063] In one embodiment, the hybrid power system further includes a sixth gear 19 disposed on the differential 20; either the planet carrier 4 or the fifth gear 16 meshes with the third gear 13, and the other meshes with the fourth gear 14.

[0064] As an example, the hybrid system also includes a sixth gear 19, which is mounted on the differential 20. Either the planetary carrier 4 or the fifth gear 16 meshes with the third gear 13, and the other meshes with the fourth gear 14. Specifically, when the planetary carrier 4 meshes with the third gear 13 and the sixth gear 19 meshes with the fourth gear 14, a power transmission path is formed between the planetary carrier 4, the third gear 13, the second drive shaft 15, the fourth gear 14, the sixth gear 19, and the differential 20. The power is then transmitted from the differential 20 to the wheel ends, allowing the power output from the engine 1 to drive the wheels. In this case, the drive motor 18 can mesh with the third gear 13 via the fifth gear 16. Alternatively, the planetary carrier 4 meshes with the fourth gear 14, and the sixth gear 19 meshes with the third gear 13; correspondingly, the drive motor 18 can mesh with the fourth gear 14 via the fifth gear 16.

[0065] As an example, the hybrid system also includes a torque damper 21 disposed on the first drive shaft 2, which can effectively reduce the torque stiffness and noise on the first drive shaft 2.

[0066] In one embodiment, the hybrid system further includes an on-board controller, which operates in conjunction with the brake 3, clutch 8, engine 1, generator 12, and drive motor 18, for controlling the vehicle to enter any one of the following modes: parking power generation mode, pure electric drive mode, series range extender mode, parallel hybrid mode, engine direct drive mode, and regenerative braking mode. The parallel hybrid mode includes hybrid first gear mode and hybrid second gear mode; the engine direct drive mode includes direct drive first gear mode and direct drive second gear mode.

[0067] The parking power generation mode is as follows: the brake 3 and clutch 8 are disengaged, the engine 1 drives the generator 12 to generate electricity, and the drive motor 18 does not work.

[0068] In pure electric drive mode, brake 3 and clutch 8 are disengaged, engine 1 and generator 12 are not working, and drive motor 18 drives the wheels.

[0069] In the series range extender mode, the brake 3 and clutch 8 are disengaged, the engine 1 drives the generator 12 to generate electricity, and the drive motor 18 drives the wheels.

[0070] The hybrid first gear mode is as follows: brake 3 is engaged, clutch 8 is disengaged, engine 1 drives generator 12 to generate electricity, and engine 1 and drive motor 18 jointly drive the wheels.

[0071] The hybrid second-gear mode is as follows: brake 3 is disengaged, clutch 8 is engaged, engine 1 drives generator 12 to generate electricity, and engine 1 and drive motor 18 jointly drive the wheels.

[0072] In the direct drive first gear mode: brake 3 is engaged, clutch 8 is disengaged, engine 1 drives the wheels, and generator 12 and drive motor 18 are not working.

[0073] In the direct drive second gear mode, the brake 3 is disengaged, the clutch 8 is engaged, the engine 1 drives the wheels, and the generator 12 and drive motor 18 are not working.

[0074] The regenerative braking mode is as follows: the brake 3 and clutch 8 are disengaged, the engine 1 and generator 12 are not working, and the drive motor 18 charges the power battery.

[0075] As an example, the hybrid system can automatically switch between multiple operating modes, such as parking power generation mode, pure electric drive mode, series range extender mode, parallel hybrid mode, engine direct drive mode, and brake energy recovery mode, in order to balance fuel economy and vehicle power performance.

[0076] As shown in Figure 2, the vehicle controller can control the vehicle to enter the parking power generation mode. Specifically, it controls the brake 3 and clutch 8 to disengage, controls the engine 1 to not work, and only controls the generator 12 to work. Specifically, it controls the generator 12 to start the engine 1 first. After the engine 1 starts, it drives the generator 12 to generate electricity, which charges the power battery connected to the generator 12 to ensure the power battery has sufficient charge.

[0077] As shown in Figure 3, the vehicle controller can control the vehicle to enter the pure electric drive mode. Specifically, it controls the brake 3 and clutch 8 to disengage, controls the engine 1 and generator 12 to stop working, and only controls the drive motor 18 to work, so that the power output by the drive motor 18 is transmitted to the wheels through the second drive shaft 15 and differential 20 to drive the wheels.

[0078] As shown in Figure 4, the vehicle controller can control the vehicle to enter the series range-extending mode. Specifically, it controls the disengagement of the brake 3 and clutch 8, and controls the operation of the engine 1, generator 12 and drive motor 18. There are two power transmission paths. One is to first control the generator 12 to start the engine 1. The engine 1 drives the generator 12 to generate electricity, which charges the power battery connected to the generator 12 and the drive motor 18. This is the power transmission path of the parking power generation mode. The other is to control the drive motor 18 to drive the wheels, so that the power output of the drive motor 18 is transmitted to the wheels through the second drive shaft 15 and differential 20 to drive the wheels. This is the power transmission path of the pure electric drive mode.

[0079] As shown in Figure 5, the vehicle controller can control the vehicle to enter the direct drive first gear mode. Specifically, the brake 3 is engaged, the clutch 8 is disengaged, the engine 1 drives the wheels, and the generator 12 and drive motor 18 are not working. At this time, the ring gear 7 and the sun gear 5 rotate synchronously with the first drive shaft 2. However, the sun gear 5, the ring gear 7, and the planetary carrier 4 are not integrated into a single structure. The planetary gear 6 meshes with the ring gear 7 and the sun gear 5. The overall rotational speed ratio of the planetary gear structure is greater than 1, specifically (k+1) / k. Therefore, the power output by the engine 1 is transmitted to the wheels through the torque damper 21 / first drive shaft 2, ring gear 7, planetary gear 6, planetary carrier 4, fourth gear 14, second drive shaft 15, third gear 14, sixth gear 19, and differential 20, so that the engine 1 drives the wheels in a higher gear within the optimal working range, allowing the engine to operate in the optimal working state and ensuring the overall vehicle power performance.

[0080] As shown in Figure 6, the vehicle controller can control the vehicle to enter the direct drive second gear mode. Specifically, it controls the brake 3 to disengage, the clutch 8 to engage, the engine 1 to drive the wheels, and the generator 12 and drive motor 18 to stop working. At this time, one of the ring gear 7 and the sun gear 5 rotates synchronously with the first drive shaft 2, while the other does not rotate synchronously with the first drive shaft 2. The sun gear 5, the ring gear 7, and the planetary carrier 4 are combined into one unit, and the overall rotational speed ratio of the planetary gear structure is 1. The power output by the engine 1 is transmitted to the wheels through the torque damper 21 / first drive shaft 2, sun gear 5, planetary gear 6, planetary carrier 4, fourth gear 14, second drive shaft 15, third gear 14, sixth gear 19, and differential 20, so that the engine 1 can drive the wheels in a higher gear within the optimal working range, allowing the engine to operate in the optimal working state and ensuring the overall vehicle power performance.

[0081] As shown in Figure 7, the vehicle controller can control the vehicle to enter hybrid mode. Specifically, it controls the brake 3 to engage, the clutch 8 to disengage, and the engine 1 to drive the generator 12 to generate electricity. The engine 1 and the drive motor 18 jointly drive the wheels. At this time, the ring gear 7 and the sun gear 5 rotate synchronously with the first drive shaft 2. However, the sun gear 5, the ring gear 7, and the planetary carrier 4 are not integrated into a single structure. The planetary gear 6 meshes with the ring gear 7 and the sun gear 5. The overall rotational speed ratio of the planetary gear structure is greater than 1, specifically (k+1) / k. The power transmission path is as follows:

[0082] Path 1: Engine 1 power is transmitted to the wheels via torque damper 21 / first drive shaft 2, gear ring 7, planetary gear 6, planetary carrier 4, fourth gear 14, second drive shaft 15, third gear 14, sixth gear 19 and differential 20.

[0083] Path 2: The power of generator 12 is transmitted to the wheels through third drive shaft 11, second gear 10, first gear 9, torque damper 21 / first drive shaft 2, gear ring 7, planetary gear 6, planetary carrier 4, fourth gear 14, second drive shaft 15, third gear 14, sixth gear 19 and differential 20.

[0084] Path 3: The power of the drive motor 18 is transmitted to the wheels through the fourth drive shaft 17, the fifth gear 16, the fourth gear 14, the second drive shaft 15, the third gear 14, the sixth gear 19 and the differential 20.

[0085] As shown in Figure 8, the vehicle controller can control the vehicle to enter the hybrid second-gear mode. Specifically, it controls the brake 3 to disengage, the clutch 8 to engage, and the engine 1 to drive the generator 12 to generate electricity. The engine 1 and the drive motor 18 jointly drive the wheels. At this time, one of the ring gear 7 and the sun gear 5 rotates synchronously with the first drive shaft 2, while the other does not rotate synchronously with the first drive shaft 2. The three components of the sun gear 5, the ring gear 7, and the planetary carrier 4 are combined into one unit, and the overall rotational speed ratio of the planetary gear structure is 1. The specific power transmission path is as follows:

[0086] Path 1: Engine 1 power is transmitted to the wheels via torque damper 21 / first driveshaft 2, sun gear 5, planet gear 6, planet carrier 4, fourth gear 14, second driveshaft 15, third gear 14, sixth gear 19 and differential 20.

[0087] Path 2: The power of generator 12 is transmitted to the wheels through third drive shaft 11, second gear 10, first gear 9, torque damper 21 / first drive shaft 2, sun gear 5, planet gear 6, planet carrier 4, fourth gear 14, second drive shaft 15, third gear 14, sixth gear 19 and differential 20.

[0088] Path 3: The power of the drive motor 18 is transmitted to the wheels through the fourth drive shaft 17, the fifth gear 16, the fourth gear 14, the second drive shaft 15, the third gear 14, the sixth gear 19 and the differential 20.

[0089] As shown in Figure 9, the vehicle controller can control the vehicle to enter the braking energy recovery mode. Specifically, it controls the brake 3 and clutch 8 to disengage, the engine 1 and generator 12 to stop working, and the drive motor 18 to charge the power battery. That is, when the car brakes and decelerates, it controls the drive motor 18 to generate braking torque, so that the car decelerates. At the same time, the induced current generated by the motor winding in the drive motor 18 charges the power battery to achieve the braking energy recovery effect.

[0090] In one embodiment, a control method for a hybrid power system is provided. Taking the application of this control method in an on-board controller as an example, as shown in FIG11, the control method for the hybrid power system includes:

[0091] S1: When the vehicle is in the current working mode, obtain the current vehicle data corresponding to the vehicle;

[0092] S2: Determine the target operating mode based on the current vehicle data;

[0093] S3: Controls the engagement / disengagement state of brake 3 and clutch 8, and controls the operating state of engine 1, generator 12 and drive motor 18, so that the vehicle enters the target operating mode.

[0094] The current operating mode refers to the vehicle's current operating mode, which can include any one of the following: pure electric drive mode, series range extender mode, parallel hybrid mode, engine direct drive mode, parking generator mode, and regenerative braking mode. Parallel hybrid mode includes hybrid mode 1 and hybrid mode 2; engine direct drive mode includes direct drive mode 1 and direct drive mode 2. The target operating mode refers to any other operating mode besides the current operating mode, specifically determined based on current vehicle data.

[0095] Here, "current vehicle data" refers to vehicle data collected at the current moment. For example, this current vehicle data may include, but is not limited to, current throttle opening, current State of Charge (SOC), and current vehicle speed. The current throttle opening refers to the throttle opening collected at the current moment. The current SOC refers to the SOC collected at the current moment, specifically the remaining capacity of the power battery collected in real time by the battery management system connected to the power battery. The current vehicle speed refers to the vehicle speed collected at the current moment.

[0096] As an example, in step S1, when the vehicle is in the current operating mode, that is, when the vehicle is in any of the following modes: pure electric drive mode, series range extender mode, parallel hybrid mode, engine direct drive mode, parking power generation mode, and regenerative braking mode, the on-board controller can acquire current vehicle data such as current SOC and current vehicle speed, so as to assess whether it is necessary to switch to other operating modes based on the current vehicle data.

[0097] As an example, in step S2, after acquiring the current vehicle data, the vehicle controller can compare the current vehicle data with the mode switching conditions corresponding to other working modes besides the current working mode. If the current vehicle data meets any mode switching condition, the working mode corresponding to that mode switching condition is determined as the target working mode.

[0098] As an example, in step S3, after determining the target operating mode, the vehicle controller needs to adjust the engagement and disengagement states of the two actuator components, brake 3 and clutch 8, according to the target operating mode. That is, it controls brake 3 and clutch 8 to enter the engaged or disengaged state. When both brake 3 and clutch 8 are disengaged, the power transmission path between engine 1 and differential 20 is cut off. When one of brake 3 and clutch 8 is engaged and the other is disengaged, there is a power transmission path between engine 1 and differential 20. That is, there is a power transmission path between engine 1 / generator 12-first drive shaft 2-planetary gear mechanism-second drive shaft 15-differential 20, so that engine 1 can directly drive the wheels (i.e., enter engine direct drive mode) or drive the wheels together with drive motor 181 (i.e., enter parallel hybrid mode). The controller controls the operating states of the three power components, engine 1, generator 12 and drive motor 18, specifically controlling engine 1, generator 12 and drive motor 18 to work or not work, so that the vehicle enters the target operating mode.

[0099] In this embodiment, based on the current vehicle data collected under the current working mode, the target working mode to be switched to is determined, and the two actuator components, brake 3 and clutch 8, are controlled to adjust their engagement and disengagement states. The three power components, engine 1, generator 12 and drive motor 18, are also controlled to work or not work, so as to achieve coordinated control of the actuator components and power components and realize rapid and smooth switching between different working modes.

[0100] In one embodiment, a control method for a hybrid power system is provided. Taking the application of this control method in an on-board controller as an example, as shown in FIG12, the control method for the hybrid power system includes:

[0101] S11: When the vehicle is in the current driving mode, obtain the vehicle's current SOC and current speed;

[0102] S12: Determine the target driving mode based on the current SOC and current vehicle speed;

[0103] S13: Controls the engagement / disengagement state of brake 3 and clutch 8, and controls engine 1, generator 12 and drive motor 18 to enter the optimal operating state so that the vehicle enters the target drive mode.

[0104] Wherein, step S11 is a specific implementation of step S1, step S12 is a specific implementation of step S2, and step S13 is a specific implementation of step S3.

[0105] The current drive mode refers to the drive mode the vehicle is currently in, which is one of the current operating modes. The target drive mode is the drive mode that the vehicle needs to switch to, which is another drive mode that is different from the current drive mode. As an example, the current drive mode can be any of the following: pure electric drive mode, series range extender mode, parallel hybrid mode, and engine direct drive mode. Parallel hybrid mode includes hybrid first gear mode and hybrid second gear mode; engine direct drive mode includes direct drive first gear mode and direct drive second gear mode; and the target drive mode is any drive mode other than the current drive mode.

[0106] As an example, in step S11, when the vehicle is in the current driving mode, that is, when the vehicle is in any of the pure electric driving mode, series range-extended mode and parallel hybrid mode, the vehicle controller can obtain current vehicle data such as current SOC and current vehicle speed, so as to evaluate whether it is necessary to switch to other driving modes based on the current vehicle data.

[0107] As an example, in step S12, after acquiring the current vehicle data, the vehicle controller can compare the current vehicle data with the mode entry conditions corresponding to other driving modes besides the current driving mode. If the current vehicle data meets any mode entry condition, the driving mode corresponding to the mode entry condition is determined as the target driving mode.

[0108] As an example, in step S13, when the current vehicle data meets the mode switching conditions corresponding to the target driving mode, the vehicle controller needs to control the vehicle to enter the target driving mode. Specifically, this is done by controlling the engagement / disengagement state of the brake 3 and clutch 8, i.e., controlling the disengagement or engagement of the brake 3 and clutch 8, to determine whether to cut off the power transmission path between the engine 1 and the differential 20. The controller also controls the engine 1, generator 12, and drive motor 18 to work together to provide driving power to the wheels 9, thus enabling the vehicle to enter the target driving mode. This allows the engine 1, generator 12, and drive motor 18 to enter their optimal operating state, achieving reasonable control of the distribution of fuel power and electric power. This ensures that all components of the hybrid system always operate within their most efficient operating range, achieving a balance between economy and power. Here, the optimal operating state refers to the optimal operating state determined based on the current vehicle data that balances economy and power. For example, it could be that the engine 1 is in its high-efficiency range or its lowest fuel consumption range.

[0109] In this example, when both brake 3 and clutch 8 are disengaged, the power transmission path between engine 1 and differential 20 is cut off. When one of brake 3 and clutch 8 is engaged and the other is disengaged, a power transmission path exists between engine 1 and differential 20, i.e., there is a power transmission path between engine 1 / generator 2 - first drive shaft 2 - planetary gear mechanism - second drive shaft 15 - differential 20. This allows engine 1 to directly drive the wheels (i.e., enter engine direct drive mode) or jointly drive the wheels with drive motor 181 (i.e., enter parallel hybrid mode). In this example, different gear switching can be achieved when one of brake 3 and clutch 8 is engaged and the other is disengaged. Specifically, when brake 3 is engaged and clutch 8 is disengaged, the vehicle can be controlled to enter direct drive first gear mode or hybrid first gear mode. When brake 3 is disengaged and clutch 8 is engaged, the vehicle can be controlled to enter direct drive second gear mode or hybrid second gear mode.

[0110] In this embodiment, based on the current vehicle data collected under the current driving mode, the target driving mode to be switched to is determined. Based on the target driving mode, the engagement / disengagement state of the brake 3 and clutch 8 is controlled to determine whether to cut off the power transmission path between the engine 1 and the differential 20. The engine 1, generator 12 and drive motor 18 are controlled to drive the wheels so that the vehicle enters the optimal working state that matches the current vehicle data, so as to achieve reasonable control of the distribution of fuel power and electric power, so that the components of the hybrid power system always operate in the most efficient working range, achieving the effect of both economy and power.

[0111] In one embodiment, step S12, namely determining the target driving mode based on the current SOC and the current vehicle speed, includes:

[0112] S121: Based on the current SOC and / or current vehicle speed, query the preset mode threshold line to obtain the target SOC threshold and target vehicle speed threshold.

[0113] S122: Determine the target driving mode based on the current SOC, the target SOC threshold, the current vehicle speed, and the target vehicle speed threshold.

[0114] The preset mode threshold line is a pre-set threshold curve corresponding to a specific driving mode, reflecting the mapping relationship between the vehicle speed threshold and the State of Charge (SOC) threshold. The target vehicle speed threshold is the vehicle speed threshold used to assess whether it is necessary to enter the driving mode corresponding to the preset mode threshold line. The target SOC threshold is the State of Charge (SOC) threshold used to assess whether it is necessary to enter the driving mode corresponding to the preset mode threshold line.

[0115] As an example, in step S121, after obtaining the current SOC and the current vehicle speed, the vehicle controller can query the preset mode threshold lines based on the current SOC and the current vehicle speed respectively, determine the vehicle speed threshold corresponding to the current SOC in the preset mode threshold lines as the target vehicle speed threshold, determine the SOC threshold corresponding to the current vehicle speed in the preset mode threshold lines as the target SOC threshold, or directly determine the lower limit of SOC as the target SOC threshold. That is, the target vehicle speed threshold here is determined by querying the preset mode threshold lines based on the current SOC, while the target SOC threshold can be determined by querying the preset mode threshold lines based on the current vehicle speed or it can be a preset default value, such as the lower limit of SOC.

[0116] As an example, in step S122, the vehicle controller determines the target vehicle speed threshold and the target SOC threshold corresponding to the current SOC. It can compare the current SOC with the target SOC threshold and compare the current vehicle speed with the target vehicle speed threshold. Based on the comparison results, it determines whether the mode entry condition corresponding to the driving mode corresponding to the preset mode threshold line is met. If the mode entry condition is met, the driving mode corresponding to the preset mode threshold line is determined as the target driving mode. If the mode entry condition is not met, the current driving mode is maintained to avoid frequent changes in the driving mode.

[0117] In this embodiment, the preset mode threshold line is queried based on the current SOC and current vehicle speed collected under the current driving mode to determine the corresponding target SOC threshold and target vehicle speed threshold. Then, based on the comparison results of the current SOC and the target SOC threshold, and the comparison results of the current vehicle speed and the target vehicle speed threshold, it is determined whether it is necessary to switch to the target driving mode corresponding to the preset mode threshold line. This achieves a comprehensive evaluation based on the current SOC and current vehicle speed to determine whether to switch the driving mode, thereby achieving reasonable control of the distribution of fuel power and electric power. This ensures that the components of the hybrid system always operate in the most efficient operating range, achieving a balance between economy and power.

[0118] In one embodiment, step S12, namely determining the target driving mode based on the current SOC and the current vehicle speed, includes:

[0119] A121: Based on the current SOC and current vehicle speed, query the pure electric drive mode threshold line, and obtain the first vehicle speed threshold corresponding to the current SOC and the first SOC threshold corresponding to the current vehicle speed.

[0120] A122: If the current SOC is greater than the first SOC threshold and the current vehicle speed is less than the first vehicle speed threshold, then the target driving mode is determined to be the pure electric driving mode.

[0121] Wherein, step A121 is a specific implementation of step S121, and step A122 is a specific implementation of step S122.

[0122] The pure electric drive mode threshold line is a threshold curve used to control the entry into pure electric drive mode. This threshold line reflects the mapping relationship between the vehicle speed threshold and the State of Charge (SOC) threshold. The SOC threshold on the curve determines the timing of entering pure electric drive mode at different vehicle speeds. It is a curve designed considering economic factors such as pure electric driving range when the power battery has sufficient charge. The first vehicle speed threshold is used to assess whether it is necessary to enter pure electric drive mode. This first SOC threshold is also used to assess whether it is necessary to enter pure electric drive mode.

[0123] As an example, after obtaining the current SOC and current vehicle speed, the vehicle controller can query the pre-set pure electric drive mode threshold lines based on the current SOC and current vehicle speed (as shown in Figure 10) to determine the first vehicle speed threshold corresponding to the current SOC and the first SOC threshold corresponding to the current vehicle speed. When the current SOC is greater than the first SOC threshold and the current vehicle speed is less than the first vehicle speed threshold, it can be determined that the power battery has sufficient charge. In order to effectively reduce fuel consumption and improve fuel economy, the vehicle can be controlled to prioritize driving in pure electric drive mode, that is, the pure electric drive mode is determined as the target drive mode.

[0124] In one embodiment, step S12, namely determining the target driving mode based on the current SOC and the current vehicle speed, includes:

[0125] B121: Based on the current SOC and current vehicle speed, query the threshold line of the series range extender mode, and obtain the second vehicle speed threshold corresponding to the current SOC and the second SOC threshold corresponding to the current vehicle speed.

[0126] B122: If the current SOC is less than the second SOC threshold and the current vehicle speed is less than the second vehicle speed threshold, or the current SOC is less than the lower limit of SOC, then the target driving mode is determined to be the series range extender mode.

[0127] The series range extender mode threshold line here is a threshold curve used to control the entry into series range extender mode. This threshold line reflects the mapping relationship between the vehicle speed threshold and the SOC threshold to determine the timing of entering series range extender mode at different vehicle speeds. The following two factors need to be considered when setting the series range extender mode threshold line: First, when the SOC threshold is high, the vehicle speed entering series range extender mode at different throttle positions is relatively close, which can avoid mode switching when frequently pressing and releasing the accelerator pedal, meeting the needs of vehicle speed comfort; Second, when the SOC threshold is low, the vehicle speed is higher under heavy throttle, which can enable the parallel hybrid mode to switch to series range extender mode, meeting the driver's overtaking and acceleration needs.

[0128] The second vehicle speed threshold is used to assess whether to enter the series range extender mode, and the second SOC threshold is used to assess whether to enter the series range extender mode. The SOC lower limit is a pre-set threshold used to distinguish between the series range extender mode and the parallel hybrid mode.

[0129] As an example, after obtaining the current SOC and current vehicle speed, the vehicle controller can query the pre-set series range extender mode threshold lines based on the current SOC and current vehicle speed (as shown in Figure 10) to obtain the second vehicle speed threshold corresponding to the current SOC and the second SOC threshold corresponding to the current vehicle speed. When the current SOC is less than the second SOC threshold and the current vehicle speed is less than the second vehicle speed threshold, the series range extender mode can be determined as the target driving mode to ensure that the vehicle driving meets the requirements of economy and power.

[0130] As another example, after acquiring the current State of Charge (SOC), the vehicle controller can compare the current SOC with a pre-set lower limit. When the current SOC is less than the lower limit, the series range extender mode can be determined as the target driving mode to ensure that the vehicle meets both economic and power requirements. In this example, when the current SOC is less than the lower limit, the vehicle controller will actively limit the output power of the power battery, forcing the vehicle into series range extender mode. While prioritizing the overall vehicle power requirements, it controls engine 1 to drive generator 12 to charge the power battery, maintaining the battery's charge balance and preventing over-discharge.

[0131] In one embodiment, step S12, namely determining the target driving mode based on the current SOC and the current vehicle speed, includes:

[0132] C121: Based on the current SOC, query the engine drive mode threshold line to obtain the third vehicle speed threshold corresponding to the current SOC;

[0133] C122: If the current SOC is greater than the lower limit of SOC and the current vehicle speed is greater than the third vehicle speed threshold, then the target driving mode is determined to be the engine driving mode.

[0134] The third vehicle speed threshold is used to assess whether to enter engine drive mode. Engine drive mode here refers to the drive mode in which engine 1 participates in driving the wheels. This engine drive mode can be either parallel hybrid mode or engine direct drive mode. Parallel hybrid mode includes hybrid first gear mode and hybrid second gear mode; engine direct drive mode includes direct drive first gear mode and direct drive second gear mode. Here, parallel hybrid mode is the drive mode in which engine 1 and drive motor 18 jointly drive the wheels, while engine direct drive mode is the drive mode in which engine 1 directly drives the wheels.

[0135] As an example, after acquiring the current State of Charge (SOC) and current vehicle speed, the vehicle controller can compare the current SOC with a pre-set lower limit value and, based on the current SOC, query a pre-set engine drive mode threshold line to determine the third vehicle speed threshold corresponding to the current SOC. When the current SOC is greater than the lower limit value and the current vehicle speed is greater than the third vehicle speed threshold, the engine drive mode can be determined as the target drive mode in order to obtain the best overall vehicle power performance. The engine drive mode threshold line here is a pre-set threshold curve used to control the entry into the engine drive mode. This threshold line reflects the mapping relationship between the vehicle speed threshold and the SOC threshold. The SOC threshold on the curve determines the timing of starting engine 1 for different vehicles. The third vehicle speed threshold for entering the engine drive mode based on the current SOC actively needs to consider the overall vehicle power performance, that is, the higher the wheel end demand and the greater the throttle, the greater the power demand of the whole vehicle. In order to obtain the best power performance, the engine drive mode is entered, so that engine 1 directly drives the wheels or drives the wheels together with drive motor 18.

[0136] As shown in Figure 10, in the vehicle mode management diagram, curve 1 is the threshold line for pure electric drive mode, curve 2 is the threshold line for series range extender mode, curve 3 is the threshold line for engine drive mode, and curve 4 is the curve corresponding to the lower limit of SOC. The area between each curve is the hysteresis interval to avoid frequent switching of working modes.

[0137] When the current State of Charge (SOC) is in the high SOC range, the vehicle can switch between pure electric drive mode and engine drive mode based on the comparison between the current vehicle speed and the first speed threshold corresponding to the pure electric drive mode threshold and the third speed threshold corresponding to the engine drive mode threshold. The high SOC range here refers to the range where the SOC threshold is relatively high, requiring switching between pure electric drive mode and engine drive mode. In this example, when the current SOC is in the high SOC range, if the current vehicle speed is low (i.e., less than the first speed threshold), considering the vehicle needs a certain pure electric driving range, the vehicle is controlled to enter pure electric drive mode. If the current vehicle speed is high (greater than the third speed threshold), the vehicle needs to enter engine drive mode, so that engine 1 and drive motor 18 jointly drive the wheels to meet the wheel-end power requirements, ensuring power performance while maintaining optimal economy.

[0138] When the current SOC is in the middle SOC range, the vehicle can switch between the three modes of pure electric drive mode, series range extender mode and engine drive mode based on the comparison results between the current vehicle speed and the first vehicle speed threshold corresponding to the pure electric drive mode threshold line, the second vehicle speed threshold corresponding to the series range extender mode threshold line and the third vehicle speed threshold corresponding to the engine drive mode threshold line. The middle SOC range here refers to the range where the SOC threshold is moderate and the switching between the three modes of pure electric drive mode, series range extender mode and engine drive mode can be realized. In this example, when the current SOC is in the middle SOC range, if the current vehicle speed is low (i.e., less than the first vehicle speed threshold), it can be determined that the current throttle opening is small, and the vehicle needs to be controlled to enter the pure electric drive mode to ensure high NVH performance. When the current vehicle speed is in the low-to-medium speed range (i.e., greater than the first vehicle speed threshold and less than the second vehicle speed threshold), it can be determined that the current throttle opening is large, and the vehicle needs to be controlled to enter the series range extender mode, using a power following strategy to ensure that the engine 1 operates along the optimal economic curve, and the electrical energy generated by the generator 12 can directly drive the drive motor 18. When the current vehicle speed is high (i.e., greater than the third vehicle speed threshold), the vehicle needs to be controlled to enter the engine drive mode, so that the engine 1 directly drives the wheels or drives the wheels together with the drive motor 18 to meet the wheel-end power requirements and ensure power performance under optimal economy.

[0139] When the current State of Charge (SOC) is in the low SOC range, the vehicle can switch between series range extender mode and engine drive mode based on the comparison between the current vehicle speed and the second vehicle speed threshold corresponding to the series range extender mode threshold and the third vehicle speed threshold corresponding to the engine drive mode threshold. Here, the low SOC range refers to the range where the SOC threshold is relatively low, requiring switching between series range extender mode and engine drive mode. In this example, when the current SOC is in the low SOC range, if the current vehicle speed is less than the second vehicle speed threshold, it can switch to series range extender mode; if the current vehicle speed is greater than the third vehicle speed threshold, it can switch to engine drive mode, allowing engine 1 to directly drive the wheels or work together with drive motor 18 to drive the wheels, thus meeting the wheel-end power requirements and ensuring power performance while maintaining optimal economy.

[0140] When the current vehicle speed is in the low speed range, the vehicle can be controlled to switch between pure electric drive mode and series range extender mode based on the comparison result between the current SOC and the first SOC threshold corresponding to the pure electric drive mode threshold line and the second SOC threshold corresponding to the series range extender mode threshold line. The low speed range here refers to the range where the vehicle speed threshold is low and the switching between pure electric drive mode and series range extender mode needs to be realized.

[0141] When the current vehicle speed is in the medium speed range, the vehicle can switch between the three modes of pure electric drive mode, series range extender mode, and engine drive mode based on the comparison results between the current SOC and the first SOC threshold corresponding to the pure electric drive mode threshold line, the second SOC threshold corresponding to the series range extender mode threshold line, and the third SOC threshold corresponding to the engine drive mode. The medium speed range here refers to the range where the vehicle speed threshold is moderate and the switching between the three modes of pure electric drive mode, series range extender mode, and engine drive mode is required.

[0142] When the current vehicle speed is in the high speed range, the vehicle can switch between the two modes of series range extender mode and engine drive mode based on the comparison results between the current vehicle speed and the second SOC threshold corresponding to the series range extender mode threshold line and the third SOC threshold corresponding to the engine drive mode. The high speed range here refers to the range where the vehicle speed threshold is high and the switching between the three modes of series range extender mode and engine drive mode needs to be realized.

[0143] When the current SOC is less than the lower limit of SOC, the vehicle can be controlled to enter the series range extender mode without considering the current vehicle speed. By decoupling the relationship between the engine speed and the vehicle speed, the engine speed is increased so that the engine can output as much power as possible to generate electricity, replenish the power battery and drive the wheels, or directly give the generated electricity to the drive motor 18 to drive the wheels.

[0144] In one embodiment, step C122, namely determining the target driving mode as the engine driving mode, includes:

[0145] C122-11: Obtain the required wheel end speed;

[0146] C122-12: If the required wheel speed is within the optimal operating range of engine 1, then the target drive mode is determined to be engine direct drive mode.

[0147] C122-13: If the required wheel speed is not within the optimal operating range of engine 1, then the target drive mode is determined to be parallel hybrid mode.

[0148] Among them, the wheel-end required speed refers to the required speed determined based on wheel feedback. The optimal operating range of engine 1 refers to the torque-speed range in which engine 1 can achieve its optimal performance indicators, that is, when engine 1 operates at speeds within this range, its efficiency, fuel consumption, and exhaust emissions can reach their most satisfactory state.

[0149] As an example, in step C122-11, when the vehicle controller determines that the current SOC is greater than the lower limit of SOC and the current vehicle speed is greater than the third vehicle speed threshold, that is, when the target driving mode of the vehicle is determined to be the engine driving mode, it needs to further obtain the wheel end demand speed. Then, the wheel end demand speed is compared with the optimal operating range of engine 1, so as to further determine the target driving mode that needs to be entered at the next moment based on the comparison result.

[0150] As an example, in steps C122-12, the vehicle controller determines that the required wheel speed is within the optimal operating range of engine 1, and therefore, direct drive of the wheels by engine 1 can satisfy the required wheel speed. Thus, the target drive mode is determined to be engine direct drive mode, allowing subsequent control of engine 1 to operate within its optimal operating range to drive the wheels, while generator 12 and drive motor 18 idle and do not participate in operation. Here, engine direct drive mode refers to the mode where engine 1 directly drives the wheels. Engine direct drive mode includes direct drive first gear mode and direct drive second gear mode. Direct drive first gear mode refers to the mode where engine 1 directly drives the wheels in a higher gear, and direct drive second gear mode refers to the mode where engine 1 directly drives the wheels in a lower gear. Here, higher gear refers to a higher speed ratio of the planetary gear mechanism, while lower gear refers to a lower speed ratio of the planetary gear mechanism.

[0151] As an example, in steps C122-13, if the required wheel speed is not within the optimal operating range of engine 1 (i.e., the required wheel speed is greater than or less than the optimal operating range of engine 1), it can be determined that directly driving the wheels with engine 1 cannot meet the required wheel speed. Both engine 1 and drive motor 18 need to drive the wheels together to meet the required wheel speed. Therefore, the target driving mode can be determined as a parallel hybrid mode, so that engine 1 can be controlled to operate within its optimal operating range, driving generator 12 to generate electricity, and controlling engine 1 and drive motor 18 to drive the wheels. In this example, the parallel hybrid mode includes hybrid first-gear mode and hybrid second-gear mode. Hybrid first-gear mode refers to the mode where engine 1 and drive motor 18 jointly drive the wheels in a higher gear, while hybrid second-gear mode refers to the mode where engine 1 and drive motor 18 jointly drive the wheels in a lower gear.

[0152] In this embodiment, based on whether the required wheel speed is within the optimal operating range of engine 1, it is evaluated whether engine 1 can drive the wheels to meet the required wheel speed when operating in the optimal operating range, so as to determine whether the engine direct drive mode or parallel hybrid mode is the target drive mode, so as to ensure that when the vehicle is subsequently controlled to enter the target drive mode, engine 1 can operate in the optimal operating range to meet the requirements of economy and power.

[0153] In one embodiment, step C122, namely determining the target driving mode as the engine driving mode, includes:

[0154] C122-21: Obtain the required power at the wheel end;

[0155] C122-22: If the power demand at the wheel end is greater than the preset power demand, then the target drive mode is determined to be the engine first gear mode;

[0156] C122-23: If the power demand at the wheel end is not greater than the preset power demand, then the target drive mode is determined to be the engine second gear mode.

[0157] Among them, wheel-end power demand refers to the power demand determined based on wheel feedback. Preset power demand is a pre-set threshold used to distinguish between high-power and low-power demands.

[0158] As an example, in steps C122-21, when the vehicle controller determines that the current SOC is greater than the lower limit of SOC and the current vehicle speed is greater than the third vehicle speed threshold, that is, when the target driving mode of the vehicle is determined to be the engine driving mode, it needs to further obtain the wheel-end power demand. Specifically, it can obtain the current throttle opening and determine its wheel-end power demand based on the current throttle opening. Then, it compares the wheel-end power demand with the preset power demand so as to further determine the target driving mode that needs to be entered at the next moment based on the comparison result.

[0159] As an example, in steps C122-22, when the vehicle controller detects that the wheel-end power demand exceeds the preset power demand, it determines that the wheel-end power demand is the maximum power demand. To ensure the overall vehicle power performance, the target drive mode can be determined as the engine first gear mode, so that the engine 1 can be controlled to drive the wheels in a higher gear in subsequent operations. Here, engine first gear mode refers to the mode in which the engine 1 drives the wheels in a higher gear. Engine first gear mode includes direct drive first gear mode and hybrid first gear mode. The direct drive first gear mode refers to the mode in which the engine 1 directly drives the wheels in a higher gear, and the hybrid first gear mode refers to the mode in which the engine 1 and the drive motor 18 jointly drive the wheels in a higher gear.

[0160] As an example, in steps C122-23, when the vehicle controller determines that the wheel-end power demand is less than the preset power demand, and to ensure fuel economy, the target drive mode can be determined as engine second-gear mode, so that the engine 1 can be controlled to drive the wheels in a lower gear. Here, engine second-gear mode refers to the mode in which the engine 1 drives the wheels in a lower gear. Engine second-gear mode includes direct-drive second-gear mode and hybrid second-gear mode. Direct-drive second-gear mode refers to the mode in which the engine 1 directly drives the wheels in a lower gear, and hybrid second-gear mode refers to the mode in which the engine 1 and drive motor 18 jointly drive the wheels in a lower gear.

[0161] In this embodiment, based on the comparison between the wheel-end power demand and the preset power demand, the engine first gear mode and engine second gear mode are determined as the target driving modes. This ensures that when the vehicle is subsequently controlled to enter the target driving mode, the engine 1 can operate within the optimal working range to drive the wheels, ensuring the vehicle's overall power performance when the gear is higher and its fuel economy when the gear is lower.

[0162] In one embodiment, step C122, namely determining the target driving mode as the engine driving mode, includes:

[0163] C122-31: Obtain the required speed and power at the wheel end;

[0164] C122-32: If the required wheel speed is within the optimal operating range of engine 1 and the required wheel power is greater than the preset required power, then the target drive mode is determined to be direct drive first gear mode.

[0165] C122-33: If the required wheel speed is within the optimal operating range of engine 1 and the required wheel power is not greater than the preset required power, then the target drive mode is determined to be direct drive second gear mode.

[0166] C122-34: If the required speed at the wheel end is not within the optimal operating range of engine 1, and the required power at the wheel end is greater than the preset required power, then the target driving mode is determined to be hybrid first gear mode.

[0167] C122-35: If the required wheel speed is not within the optimal operating range of engine 1, and the required wheel power is not greater than the preset required power, then the target drive mode is determined to be hybrid second-gear mode.

[0168] As an example, in steps C122-31, when the vehicle controller determines that the current SOC is greater than the lower limit of SOC and the current vehicle speed is greater than the third vehicle speed threshold, that is, when the target driving mode of the vehicle is determined to be the engine driving mode, it needs to further obtain the wheel end required speed and wheel end required power, compare the wheel end required speed with the optimal operating range of engine 1, and compare the wheel end required power with the preset required power, so as to determine the target driving mode that needs to be entered at the next moment based on the comparison results of the two.

[0169] As an example, in steps C122-32, the vehicle controller determines that the wheel-end speed requirement is within the optimal operating range of engine 1 and the wheel-end power requirement is greater than the preset power requirement. It can be determined that the wheel-end speed requirement can be met by directly driving the wheels with engine 1, and the wheel-end power requirement is the maximum power requirement. In order to ensure that engine 1 operates in the optimal operating range and to ensure the power performance of the whole vehicle, the target drive mode can be determined to be direct drive first gear mode.

[0170] As an example, in steps C122-33, the vehicle controller determines that the wheel-end speed requirement is within the optimal operating range of engine 1 and the wheel-end power requirement is not greater than the preset power requirement. It can be determined that the wheel-end speed requirement can be met by the engine 1 directly driving the wheels, and the wheel-end power requirement is a small power requirement. In order to ensure that engine 1 operates in the optimal operating range and ensure fuel economy, the target drive mode can be determined to be direct drive second gear mode.

[0171] As an example, in steps C122-34, if the required speed at the wheel end is not within the optimal operating range of engine 1 and the required power at the wheel end is greater than the preset required power, it can be determined that the required speed at the wheel end cannot be met by the engine 1 directly driving the wheel. The required speed at the wheel end can only be met by the engine 1 and the drive motor 18 working together to drive the wheel. In order to ensure that the engine 1 operates in the optimal operating range and to ensure the power performance of the whole vehicle, the target driving mode can be determined to be the hybrid first gear mode.

[0172] As an example, in steps C122-35, if the required speed at the wheel end is not within the optimal operating range of engine 1 and the required power at the wheel end is not greater than the preset required power, it can be determined that the required speed at the wheel end can be met by the engine 1 directly driving the wheel, and the required power at the wheel end is the low required power. In order to ensure that engine 1 operates in the optimal operating range and ensure fuel economy, the target driving mode can be determined to be hybrid second-gear mode.

[0173] In this embodiment, based on the comparison results of the wheel end required speed and the optimal operating range of engine 1, and the comparison results of the wheel end required power and the preset required power, any one of the direct drive first gear mode, direct drive second gear mode, hybrid first gear mode and hybrid second gear mode is determined as the target drive mode. This ensures that when the vehicle is subsequently controlled to enter the target drive mode, engine 1 can operate within the optimal operating range, directly driving the wheels or driving the wheels together with drive motor 18. This ensures the vehicle's overall power performance when the gear is higher and its fuel economy when the gear is lower.

[0174] In one embodiment, step S13, which controls the engagement / disengagement state of the brake 3 and the clutch 8, and controls the engine 1, generator 12, and drive motor 18 to enter the optimal operating state so that the vehicle enters the target driving mode, includes:

[0175] S131: If the target driving mode is pure electric driving mode, then control the brake 3 and clutch 8 to disengage, control the engine 1 and generator 12 to stop working, and control the drive motor 18 to drive the wheels.

[0176] S132: If the target driving mode is the series range extender mode, then control the brake 3 and clutch 8 to disengage, control the engine 1 to drive the generator 12 to generate electricity, and control the drive motor 18 to drive the wheels.

[0177] S133: If the target drive mode is engine drive mode, then control one of the brake 3 and clutch 8 to disengage and the other to engage, control the engine 1 to operate in the optimal working range to drive the wheels, and control the generator 12 and drive motor 18 to work or not work.

[0178] As an example, in step S131, when the target driving mode is pure electric driving mode, the vehicle controller needs to control the brake 3 and clutch 8 to disengage, control the engine 1 and generator 12 to not work, and only control the drive motor 18 to drive the wheels, so that the power output by the drive motor 18 is transmitted to the wheels 9 in sequence through the second transmission shaft 15 and differential 20.

[0179] As an example, in step S132, when the target driving mode is the series range extender mode, the vehicle controller controls the brake 3 and clutch 8 to disengage, and controls the engine 1, generator 12 and drive motor 18 to work. Specifically, there are two power transmission paths. The first is to control the generator 12 to start the engine 1. The engine 1 drives the generator 12 to generate electricity, which charges the power battery connected to the generator 12 and the drive motor 18. This is the same power transmission path as the parking power generation mode. The second is to control the drive motor 18 to drive the wheels, so that the power output by the drive motor 18 is transmitted to the wheels 9 in sequence through the second drive shaft 15 and the differential 20. This is the same power transmission path as the pure electric driving mode.

[0180] As an example, in step S133, when the target driving mode is parallel hybrid mode, the vehicle controller controls one of the brake 3 and the clutch 8 to disengage and the other to engage, so that the power output by the engine 1 is transmitted to the second drive shaft 15 through the planetary gear mechanism and then to the differential 20, thus ensuring that there is a power transmission path between the engine 1 and the differential 20; controlling the engine 1 to operate in the optimal working range to drive the wheels, so as to ensure that the engine 1 is in the optimal working state, and determining whether it is necessary to control the generator 12 and the drive motor 18 to work according to the actual situation. In this example, when engine 1 operates within its optimal operating range, it can directly drive the wheels. When engine 1 directly drives the wheels, generator 12 and drive motor 18 are inactive, meaning they idle without power output. When engine 1 operates within its optimal operating range, it can drive the wheels together with drive motor 18. The power transmission path is as follows: First, generator 12 is controlled to start engine 1. Engine 1 operates within its optimal operating range, and a portion of the power output from engine 1 drives generator 12 to generate electricity, charging the power battery connected to generator 12 and drive motor 18. Another portion of the power output from engine 1 is transmitted through a planetary gear mechanism to the second drive shaft 15, and then through the differential 20 to the wheels 9 to drive them. Second, drive motor 18 is controlled to drive the wheels, so that the power output from drive motor 18 is transmitted sequentially through the second drive shaft 15 and the differential 20 to the wheels 9. At this time, wheels 9 receive power not only from drive motor 18 but also from a portion of the power transmitted from engine 1 via the planetary gear mechanism, achieving a hybrid drive effect.

[0181] In this embodiment, by controlling the engagement / disengagement state of the brake 3 and clutch 8, and controlling the engine 1, generator 12 and drive motor 18 to work or not work, the vehicle is placed in the optimal working state corresponding to the current vehicle data. This achieves smooth and rapid switching between pure electric drive mode, series range-extended mode and parallel hybrid mode, so as to meet the economic and power requirements of the vehicle during driving.

[0182] In one embodiment, step S133, which controls the disengagement of one of the brake 3 and the clutch 8 and the engagement of the other, includes:

[0183] A1331: If the engine drive mode is engine first gear mode, then control brake 3 to engage and control clutch 8 to disengage.

[0184] A1332: If the engine drive mode is engine second gear mode, then control brake 3 to disengage and control clutch 8 to engage.

[0185] As an example, in step A1331, when the vehicle controller determines that the engine drive mode is engine first gear mode (i.e., when the current SOC is greater than the lower limit of SOC, the current vehicle speed is greater than the third vehicle speed threshold, and the wheel-end power demand is greater than the preset power demand), as shown in Figures 5 and 7, it needs to control the brake 3 to engage and the clutch 8 to disengage, so that the first drive shaft 2 is locked together with the sun gear 5 and the ring gear 7 in the planetary gear mechanism. The sun gear 5 and the ring gear 7 rotate synchronously with the first drive shaft 2, so that the sun gear 5, the ring gear 7 and the planet carrier 4 in the planetary gear mechanism are not integrated into a single structure. The power output by the engine 1 is transmitted to the second drive shaft 15 through the first drive shaft 2, the ring gear 7, the planet gear 6 and the planet carrier 4, so that the speed ratio of the planetary gear mechanism is relatively high, so as to enter the engine first gear mode, so that the engine 1 can be controlled to drive the wheels in a higher gear in the subsequent operation.

[0186] As an example, in step A1332, when the vehicle controller determines that the engine drive mode is engine second gear mode, and the current SOC is greater than the lower limit of SOC, the current vehicle speed is greater than the third vehicle speed threshold, and the wheel end power demand is not greater than the preset power demand, when it determines that its engine drive mode is engine first gear mode, as shown in Figures 6 and 8, it is necessary to control the brake 3 to disengage and the clutch 8 to engage, so that the first drive shaft 2 is separated from the sun gear 5 or the ring gear 7 in the planetary gear mechanism, that is, the sun gear 5 or the ring gear 7 does not rotate synchronously with the first drive shaft 2, while the sun gear 5, the ring gear 7 and the planet carrier 4 in the planetary gear mechanism are integrated into one, so that the power output by the engine 1 is transmitted to the second drive shaft 15 through the first drive shaft 2, the sun gear 5, the planet gear 6 and the planet carrier 4, so that the speed ratio of the planetary gear mechanism is low, so as to enter the engine second gear mode, so as to control the engine 1 to drive the wheels in a lower gear.

[0187] In one embodiment, step S133, which controls the engine 1 to operate within its optimal operating range and controls the generator 12 and drive motor 18 to operate or not operate, includes:

[0188] B1331: If the engine drive mode is engine direct drive mode, then control engine 1 to run in the optimal working range to drive the wheels, and control generator 12 and drive motor 18 to idle.

[0189] B1332: If the engine drive mode is parallel hybrid mode, then control the engine 1 to operate in the optimal working range to drive the generator 12 to generate electricity, and control the engine 1 and drive motor 18 to drive the wheels.

[0190] As an example, in step B1331, when the vehicle controller determines that the engine drive mode is the engine direct drive mode, that is, when the current SOC is greater than the lower limit of SOC, the current vehicle speed is greater than the third vehicle speed threshold, and the wheel end required speed is within the optimal working range of engine 1, it can control engine 1 to run in the optimal working range to drive the wheels, so as to ensure that engine 1 is in the best working state to drive the wheels to work, so that generator 12 and drive motor 18 idle and do not participate in the work, as shown in Figures 5 and 6.

[0191] As an example, when the vehicle controller determines that the engine drive mode is engine direct drive mode, that is, when the current SOC is greater than the lower limit of SOC, the current vehicle speed is greater than the third vehicle speed threshold, and the wheel end demand speed is not within the optimal operating range of engine 1 (i.e., the wheel end demand speed is greater than or less than the optimal operating range of engine 1), it can control engine 1 to operate in the optimal operating range to drive the wheels, so as to ensure that engine 1 is in the best working state to drive the wheels. At this time, when engine 1 is operating in the optimal operating range, there may be insufficient driving energy or excessive driving power. Therefore, the vehicle controller must not only control engine 1 to operate in the optimal operating range to drive generator 12 to generate electricity, but also control engine 1 and drive motor 18 to drive the wheels to achieve hybrid drive of the wheels, so as to ensure fuel economy and vehicle power, as shown in Figures 7 and 8.

[0192] In one embodiment, after controlling the engine 1 to operate within its optimal operating range to drive the generator 12 to generate electricity, and controlling the engine 1 and drive motor 18 to drive the wheels, the control method for the hybrid power system further includes:

[0193] If the required speed at the wheel end is greater than the optimal operating range of engine 1, then control the power battery to supply power to drive motor 18;

[0194] If the required speed at the wheel end is less than the optimal operating range of engine 1, then control drive motor 18 to charge the power battery.

[0195] As an example, when the engine drive mode is parallel hybrid mode, it can be determined that the required wheel speed is not within the optimal operating range of engine 1. There are two possibilities: the required wheel speed is greater than or less than the optimal operating range of engine 1. After controlling engine 1 to operate within the optimal operating range to drive generator 12 to generate electricity, and controlling engine 1 and drive motor 18 to drive the wheels, the following control should be performed according to the specific situation of both:

[0196] When the required wheel speed is greater than the optimal operating range of engine 1, the system enters parallel hybrid mode. Engine 1 is controlled to operate within its optimal operating range, driving generator 12 to generate electricity. Engine 1 and drive motor 18 work together to drive the wheels. At this time, the power output of engine 1 operating within its optimal operating range cannot meet the power required for the required wheel speed. Therefore, the power battery needs to supply power to drive motor 18 to supplement the power, so that engine 1 and drive motor 18 work together to drive the wheels, providing the power required to meet the required wheel speed. This ensures that engine 1 can operate within its optimal operating range, achieving a balance between fuel economy and overall vehicle power.

[0197] When the required wheel speed is less than the optimal operating range of engine 1, the system enters parallel hybrid mode. Engine 1 is controlled to operate within the optimal operating range to drive generator 12 to generate electricity. Engine 1 and drive motor 18 work together to drive the wheels. At this time, the power output by engine 1 operating within the optimal operating range and the power output by drive motor 18 will exceed the power required to meet the required wheel speed. Therefore, drive motor 18 can be controlled to output the excess power to the power battery to supply power to the power battery, thereby storing excess energy and ensuring that engine 1 can operate within the optimal operating range, avoiding energy waste.

[0198] As an example, step S133, i.e., if the target driving mode is engine driving mode, involves disengaging one of the brakes 3 and clutch 8 and engaging the other, controlling the engine 1 to operate within its optimal operating range to drive the wheels, and controlling the generator 12 and drive motor 18 to operate or not operate, includes:

[0199] C1331: If the target drive mode is direct drive first gear mode, then control the brake 3 to engage, control the clutch 8 to disengage, control the engine 1 to run in the optimal working range to drive the wheels, and control the generator 12 and drive motor 18 to idle.

[0200] C1332: If the target drive mode is direct drive second gear mode, then control the brake 3 to disengage, control the clutch 8 to engage, control the engine 1 to run in the optimal working range to drive the wheels, and control the generator 12 and drive motor 18 to idle.

[0201] C1333: If the target driving mode is hybrid first gear mode, then control the brake 3 to engage, control the clutch 8 to disengage, control the engine 1 to run in the optimal operating range to drive the generator 12 to generate electricity, and control the engine 1 and drive motor 18 to drive the wheels.

[0202] C1334: If the target driving mode is hybrid second gear mode, then control the brake 3 to disengage, control the clutch 8 to engage, control the engine 1 to operate in the optimal working range to drive the generator 12 to generate electricity, and control the engine 1 and drive motor 18 to drive the wheels.

[0203] As an example, in step C1331, when the vehicle controller determines that the target drive mode is direct drive first gear mode, as shown in Figure 5, it needs to control the brake 3 to engage and the clutch 8 to disengage, so that the first drive shaft 2 is locked together with the sun gear 5 and the ring gear 7 in the planetary gear mechanism. The sun gear 5 and the ring gear 7 rotate synchronously with the first drive shaft 2, so that the sun gear 5, the ring gear 7 and the planet carrier 4 in the planetary gear mechanism are not integrated into a single structure. The power output by the engine 1 is transmitted to the second drive shaft 15 through the first drive shaft 2, the ring gear 7, the planet gear 6 and the planet carrier 4, so that the speed ratio of the planetary gear mechanism is high. The engine 1 is controlled to run in the optimal working range to drive the wheels, so as to ensure that the engine 1 is in the best working state to drive the wheels, so that the generator 12 and the drive motor 18 idle and do not participate in the work.

[0204] As an example, in step C1332, when the vehicle controller determines that the target drive mode is direct drive second gear mode, as shown in Figure 6, it needs to control the brake 3 to disengage and the clutch 8 to engage, so that the first drive shaft 2 is separated from the sun gear 5 or the ring gear 7 in the planetary gear mechanism. That is, the sun gear 5 or the ring gear 7 does not rotate synchronously with the first drive shaft 2, while the sun gear 5, the ring gear 7 and the planet carrier 4 in the planetary gear mechanism are integrated, so that the power output by the engine 1 is transmitted to the second drive shaft 15 through the first drive shaft 2, the sun gear 5, the planet gear 6 and the planet carrier 4, so that the speed ratio of the planetary gear mechanism is low; and control the engine 1 to run in the optimal working range to drive the wheels, so as to ensure that the engine 1 is in the best working state to drive the wheels, so that the generator 12 and the drive motor 18 idle and do not participate in the work.

[0205] As an example, in step C1333, when the vehicle controller determines that the target driving mode is hybrid first gear mode, as shown in Figure 7, it needs to control the brake 3 to engage and the clutch 8 to disengage, so that the first drive shaft 2 is locked together with the sun gear 5 and the ring gear 7 in the planetary gear mechanism. The sun gear 5 and the ring gear 7 rotate synchronously with the first drive shaft 2, so that the sun gear 5, the ring gear 7 and the planet carrier 4 in the planetary gear mechanism are not integrated into a single structure. The power output by the engine 1 is transmitted to the second drive shaft 15 through the first drive shaft 2, the ring gear 7, the planet gear 6 and the planet carrier 4, so that the speed ratio of the planetary gear mechanism is high. It also controls the engine 1 to operate in the optimal working range to drive the wheels, so as to ensure that the engine 1 is in the best working state to drive the wheels. At this time, when the engine 1 is operating in the optimal working range, there may be insufficient driving energy or excessive driving power. Therefore, the vehicle controller not only needs to control the engine 1 to operate in the optimal working range to drive the generator 12 to generate electricity, but also needs to control the engine 1 and the drive motor 18 to drive the wheels to achieve hybrid drive of the wheels, ensuring fuel economy and overall vehicle power.

[0206] As an example, in step C1332, when the vehicle controller determines that the target driving mode is hybrid second-gear mode, as shown in Figure 8, it needs to control the brake 3 to disengage and the clutch 8 to engage, so that the first drive shaft 2 is separated from the sun gear 5 or the ring gear 7 in the planetary gear mechanism. That is, the sun gear 5 or the ring gear 7 does not rotate synchronously with the first drive shaft 2, while the sun gear 5, the ring gear 7 and the planet carrier 4 in the planetary gear mechanism are integrated, so that the power output by the engine 1 is transmitted to the second drive shaft 15 through the first drive shaft 2, the sun gear 5, the planet gear 6 and the planet carrier 4, so that the speed ratio of the planetary gear mechanism is low; and control the engine 1 to operate in the optimal working range to drive the wheels, so as to ensure that the engine 1 is in the best working state to drive the wheels. At this time, when the engine 1 is operating in the optimal working range, there may be insufficient driving energy or excessive driving power. Therefore, the vehicle controller not only needs to control the engine 1 to operate in the optimal working range to drive the generator 12 to generate electricity, but also needs to control the engine 1 and the drive motor 18 to drive the wheels to achieve hybrid drive of the wheels, ensuring fuel economy and overall vehicle power.

[0207] In one embodiment, a control method for a hybrid power system is provided. Taking the application of this control method in an on-board controller as an example, as shown in FIG13, the control method for the hybrid power system includes:

[0208] S21: When the vehicle is in parking preparation mode, obtain the vehicle's current SOC;

[0209] S22: If the current SOC is less than the third SOC threshold, then the target working mode is determined to be the parking power generation mode;

[0210] S23: Control the brake 3 and clutch 8 to disengage, control the engine 1 to drive the generator 12 to generate electricity, and control the drive motor 18 to stop working, so that the vehicle enters the parking power generation mode.

[0211] Wherein, step S21 is a specific implementation of step S1, step S22 is a specific implementation of step S2, and step S23 is a specific implementation of step S3.

[0212] Among them, the parking preparation mode refers to the working mode in which the vehicle is in a parked state and has completed the start-up preparation. Specifically, it can be understood as the vehicle being in P gear and the READY indicator light being on, indicating that the vehicle has completed all preparations, has started successfully, and is ready to depart at any time. The parking generator mode refers to the working mode in which the vehicle is in a parked state and the engine 1 drives the generator 12 to generate electricity.

[0213] The third SOC threshold is a pre-set threshold used to assess whether the conditions for entering the parking generator mode are met. The minimum fuel consumption range refers to a pre-set range where engine 1 has the lowest fuel consumption.

[0214] As an example, in step S21, when the vehicle is in parking preparation mode, the vehicle controller can receive the current SOC of the power battery sent by the battery management system, and then compare the current SOC with the third SOC threshold corresponding to the pre-set parking power generation mode, so as to evaluate whether it is necessary to switch to parking power generation mode based on the comparison result.

[0215] As an example, in step S22, when the current SOC is less than the third SOC threshold, the vehicle controller can determine that the remaining capacity of the power battery in the vehicle is small. In order to ensure the normal operation of the vehicle, the power battery needs to be charged, and the target working mode can be determined as the parking power generation mode.

[0216] As an example, in step S22, if the vehicle controller is in the target operating mode of parking power generation mode, it needs to control the brake 3 and clutch 8 to disengage, so as to cut off the transmission path between the first drive shaft 2 and the second drive shaft 15; control the engine 1 to drive the generator 12 to generate electricity, that is, control the generator 12 to start the engine 1, so that the engine 1 runs in the lowest fuel consumption range, drive the generator 12 to charge the power battery, and control the drive motor 18 to stop working, so that the vehicle enters the parking power generation mode.

[0217] In this embodiment, when the current SOC collected in the parking preparation mode is less than the third SOC threshold corresponding to the parking power generation mode, it is determined that the access conditions for switching from the parking preparation mode to the parking power generation mode are met. By controlling the brake 3 and clutch 8 to disengage, the path of the engine 1 providing power to the wheels 9 is cut off. The drive motor 18 is controlled to stop working so that the drive motor 18 does not provide power to the wheels 9, thus maintaining the parking state. The generator 12 is controlled to start the engine 1, and the engine 1 is controlled to run within the lowest fuel consumption range, driving the generator 12 to charge the power battery. This can reduce the fuel consumption of the engine 1 and control the generator 12 to charge the power battery, thereby ensuring the power battery's charge level.

[0218] In one embodiment, a control method for a hybrid power system is provided. Taking the application of this control method in an on-board controller as an example, as shown in FIG14, the control method for the hybrid power system includes:

[0219] S31: When the vehicle is in parking power generation mode, obtain the vehicle's current SOC;

[0220] S32: If the current SOC is greater than the fourth SOC threshold, then the target working mode is determined to be the parking preparation mode.

[0221] S33: Controls the disengagement of brake 3 and clutch 8, and controls the deactivation of engine 1, generator 12 and drive motor 18, so that the vehicle enters parking preparation mode.

[0222] Wherein, step S31 is a specific implementation of step S1, step S32 is a specific implementation of step S2, and step S33 is a specific implementation of step S3.

[0223] The fourth SOC threshold is a pre-set threshold used to assess whether the SOC condition for entering the parking preparation mode is met; it can also be understood as the SOC threshold for exiting the parking power generation mode. This fourth SOC threshold is greater than the third SOC threshold, and the difference between the fourth and third SOC thresholds is greater than a preset difference, creating a hysteresis interval between the parking preparation mode and the parking power generation mode to avoid frequent switching between the two operating modes.

[0224] As an example, in step S31, when the vehicle is in the parking power generation mode, that is, when the brake 3 and clutch 8 are disengaged, the vehicle controller controls the generator 12 to start the engine 1, controls the engine 1 to run within the lowest fuel consumption range, drives the generator 12 to charge the power battery, and controls the drive motor 18 to not work, and obtains the current SOC of the vehicle; then, the current SOC is compared with the preset fourth SOC threshold, so as to evaluate whether it is necessary to exit the parking power generation mode based on the comparison result.

[0225] As an example, in step S32, when the current SOC is greater than the fourth SOC threshold, the vehicle controller can determine that the remaining capacity of the power battery in the vehicle is large, that is, the power battery has sufficient charge and there is no need to continue charging the power battery. It can be determined that the conditions for exiting the parking power generation mode and re-entering the parking preparation mode are met. Therefore, the target working mode can be determined as the parking preparation mode.

[0226] As an example, in step S33, when the vehicle controller determines that the target operating mode is the parking preparation mode, it can maintain the brake 3 and clutch 8 disengaged, so that the engine 1, generator 12 and drive motor 18 do not work, so that the vehicle exits the parking power generation mode and enters the parking preparation mode.

[0227] In this embodiment, if the current SOC is greater than the fourth SOC threshold corresponding to the parking power generation mode, it can be determined that the exit condition for exiting the parking power generation mode is met. The control brake 3 and clutch 8 can be kept disengaged to cut off the path of the engine 1 to provide power to the wheels 9. The drive motor 18 is controlled to stop working so that the drive motor 18 does not provide power to the wheels 9, thus maintaining the parking state. The engine 1 and generator 12 are also controlled to stop working so that the generator 12 stops charging the power battery.

[0228] In one embodiment, a control method for a hybrid power system is provided. Taking the application of this control method in an on-board controller as an example, as shown in FIG15, the control method for the hybrid power system includes:

[0229] S41: When the vehicle is in the current driving mode, obtain the current control signal of the vehicle;

[0230] S42: If the current control signal is a braking signal, then the target operating mode is determined to be the braking energy recovery mode;

[0231] S43: Controls the disengagement of brake 3 and clutch 8, controls the deactivation of engine 1 and generator 12, controls drive motor 18 to generate braking torque and charge the power battery, so that the vehicle enters the regenerative braking mode.

[0232] Wherein, step S41 is a specific implementation of step S1, step S42 is a specific implementation of step S2, and step S43 is a specific implementation of step S3.

[0233] As an example, in step S41, when the vehicle is in the current driving mode, the on-board controller can acquire the current control signal used to control the vehicle's driving or braking via the CAN bus or other buses. This current control signal can be a braking signal triggered by the driver pressing the brake pedal, or a driving signal triggered by the driver pressing the accelerator pedal. Understandably, when the vehicle is in the current driving mode, if the acquired current control signal is a braking signal, it can be determined that the driver has released the accelerator pedal and pressed the brake pedal; if the acquired current control signal is a driving signal, it can be determined that the driver has been pressing the accelerator pedal continuously.

[0234] As an example, in S42, when the on-board controller collects the current control signal as a braking signal in the current driving mode, it can determine that the driver releases the accelerator pedal and presses the brake pedal, and braking deceleration is required. The target operating mode can be determined to be the braking energy recovery mode.

[0235] As an example, in step S42, when the vehicle controller determines that the target operating mode is the regenerative braking mode, it needs to control the brake 3 and clutch 8 to disengage, control the engine 1 and generator 12 to stop working, control the drive motor 18 to generate braking torque and generate induced current in the coil winding of the drive motor 18, and use this induced current to charge the power battery so that the vehicle enters the regenerative braking mode, thereby realizing regenerative braking.

[0236] In this embodiment, when a braking signal is received while the vehicle is in the current driving mode, the brake 3 and clutch 8 can be disengaged, and the power transmission path of the two clutches 8 can be switched; the engine 1 and generator 12 can be controlled to stop working, and the drive motor 18 can be controlled to perform braking operation and charge the power battery, so as to realize braking energy recovery and improve economy.

[0237] The hybrid system in this embodiment can achieve multiple operating modes, including two-speed engine direct drive mode, one-speed pure electric drive mode, one series range extender mode, two parallel hybrid modes, as well as regenerative braking mode and parking power generation mode. It can automatically switch between different modes based on the battery SOC value and the current vehicle speed. The execution actions of the actuators and elements corresponding to the above different modes are shown in Table 1 below:

[0238] Table 1: Mapping of Execution Actions for Different Modes

[0239] The table below lists the executor actions required for each mode switching process, mainly including the following types of actions:

[0240] 1) Gear shifting: Engage a single brake 3 or clutch 8;

[0241] 2) Disengage: Disengage one brake 3 or clutch 8 separately;

[0242] 3) Gear shifting: Simultaneously engage both clutches B and C1, disengaging one and engaging the other;

[0243] 4) Start the engine: Control the engine to participate in the operation;

[0244] 5) Turn off the engine: Control the engine to stop working.

[0245] Since each of the above actions occurs in different mode switching scenarios and involves different components, the relevant power components and actuator components need to be coordinated and controlled accordingly to achieve smooth and rapid mode switching, as shown in the table below.

[0246] Table 2. Drive Mode Jump Actuator Action Types

[0247] By comparing the state of the hybrid system before and after mode switching, the mode switching process can be divided into two categories:

[0248] The first type is mode switching that does not require the actuation of brakes 3 and clutches 8. During this type of mode switching, the operating states of the system's brakes 3 and clutches 8 do not need to change; only the operating state of the power source needs to be altered to achieve the system mode switch. For example, when switching from pure electric drive mode to series range extender mode, the engagement states of each brake 3 and clutch 8 remain unchanged before and after the mode switch; only the engine switches from a stopped state to torque mode, and the generator switches from a de-energized state to speed mode.

[0249] The second type is mode switching involving the operation of brake 3 and clutch 8. In this type of mode switching, only brake 3 and clutch 8 may be activated, or the engine 1, generator 12, and drive motor 18 may be controlled to operate in addition to the operation of brake 3 and clutch 8. For example, the mode switching between hybrid first gear mode and hybrid second gear mode only requires controlling the engagement and disengagement of brake 3 and clutch 8.

[0250] After summarizing, the changes in the state of each component before and after switching between different modes are summarized in the table below. In the table, OFF indicates the engine is off, ST indicates the motor is idling, TQ indicates the torque mode of the engine or motor, SPD indicates the speed mode of the motor, OP indicates the clutch is disengaged, and LK indicates the clutch is engaged.

[0251] Table 3. Changes in component status before and after mode switching in the hybrid system.

[0252] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0253] In one embodiment, an on-board controller is provided, including a memory, a processor, and computer-readable instructions stored in the memory and executable on the processor. When the processor executes the computer-readable instructions, it implements the control method of the hybrid power system in the above embodiment, such as S1-S3 shown in FIG11, or as shown in FIG12 to FIG15. To avoid repetition, it will not be described again here.

[0254] In one embodiment, a control system for a hybrid power system is provided, including the vehicle controller and the hybrid power system described in the above embodiments. The vehicle controller is connected to the brake 3, clutch 8, engine 1, generator 12, and drive motor 18. The vehicle controller can determine the target operating mode to be switched to based on the current vehicle data collected under the current operating mode, control the two actuator components, brake 3 and clutch 8, to adjust their engagement and disengagement states, and control the three power components, engine 1, generator 12, and drive motor 18, to operate or not operate, so as to achieve coordinated control of the actuator components and power components, and to achieve rapid and smooth switching between different operating modes. The control process is described in detail in the above embodiments, and will not be repeated here to avoid repetition.

[0255] In one embodiment, a vehicle is provided that includes a control system for the hybrid power system described in the above embodiments.

[0256] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by instructing related hardware with computer-readable instructions. These computer-readable instructions can be stored in a non-volatile computer-readable storage medium. When executed, these computer-readable instructions can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), RAMbus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).

[0257] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is used as an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0258] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A hybrid power system, wherein, This includes the engine, generator, drive motor, differential, planetary gear mechanism, brake, and clutch; The engine is connected to the generator via a first drive shaft; The drive motor is connected to the differential via a second transmission shaft; The planetary gear mechanism includes a planet carrier, a sun gear, planet gears, and a ring gear; the planet gears are mounted on the planet carrier and mesh with the sun gear and the ring gear; the planet carrier is connected to the second drive shaft. The gear ring and the sun gear are sleeved on the first drive shaft, and either the gear ring or the sun gear is connected to the first drive shaft, while the other is connected to the brake. The clutch is provided between two of the sun gear, the ring gear, and the planet carrier.

2. The hybrid power system as claimed in claim 1, wherein, The gear ring is connected to the first drive shaft, while the sun gear is not connected to the first drive shaft; the first end of the brake is connected to the housing of the hybrid power system, and the second end of the brake is connected to the sun gear; or, the sun gear is connected to the first drive shaft, while the gear ring is not connected to the first drive shaft. The first end of the brake is connected to the housing of the hybrid power system, and the second end of the brake is connected to the gear ring.

3. The hybrid power system as described in claim 1, wherein, The first end of the clutch is connected to the gear ring, and the second end of the clutch is connected to the planetary carrier; Alternatively, the first end of the clutch is connected to the ring gear, and the second end of the clutch is connected to the sun gear; Alternatively, the first end of the clutch is connected to the planet carrier, and the second end of the clutch is connected to the sun gear.

4. The hybrid power system as claimed in claim 1, wherein, The hybrid power system further includes a first gear, a second gear, and a third drive shaft; the first gear is connected to the first drive shaft, the second gear is connected to the generator through the third drive shaft, and the first gear meshes with the second gear.

5. The hybrid power system as claimed in claim 1, wherein, The hybrid power system further includes a third gear, a fourth gear, and a fifth gear; the third gear and the fourth gear are disposed on the second drive shaft, and the planetary carrier meshes with the third gear or the fourth gear.

6. The hybrid power system as claimed in claim 5, wherein, The hybrid power system also includes a fifth gear and a fourth drive shaft; The fifth gear is connected to the drive motor via the fourth transmission shaft, and the fifth gear meshes with either the third gear or the fourth gear.

7. The hybrid power system as claimed in claim 5, wherein, The hybrid power system also includes a sixth gear, which is mounted on the differential; either the planetary carrier or the fifth gear meshes with the third gear, and the other meshes with the fourth gear.

8. The hybrid power system according to any one of claims 1-7, wherein, The hybrid system includes multiple operating modes, which are any one of the following: parking power generation mode, pure electric drive mode, series range extender mode, parallel hybrid mode, engine direct drive mode, and brake energy recovery mode. The parallel hybrid mode includes hybrid first gear mode and hybrid second gear mode; the engine direct drive mode includes direct drive first gear mode and direct drive second gear mode. The parking power generation mode is as follows: the brake and the clutch are disengaged, the engine drives the generator to generate electricity, and the drive motor does not work; The pure electric drive mode is as follows: the brake and the clutch are disengaged, the engine and the generator are not working, and the drive motor drives the wheels; The series range extender mode is as follows: the brake and the clutch are disengaged, the engine drives the generator to generate electricity, and the drive motor drives the wheels; The hybrid first-gear mode is as follows: the brake is engaged, the clutch is disengaged, the engine drives the generator to generate electricity, and the engine and the drive motor jointly drive the wheels; The hybrid two-speed mode is as follows: the brake is disengaged, the clutch is engaged, the engine drives the generator to generate electricity, and the engine and the drive motor jointly drive the wheels; The direct drive first gear mode is as follows: the brake is engaged, the clutch is disengaged, the engine drives the wheels, and the generator and drive motor are not working. The direct drive two-speed mode is as follows: the brake is disengaged, the clutch is engaged, the engine drives the wheels, and the generator and drive motor are not working. The braking energy recovery mode is as follows: the brake and the clutch are disengaged, the engine and the generator are not working, and the drive motor charges the power battery.

9. A control method for a hybrid power system, wherein, Applicable to the hybrid power system according to any one of claims 1-8, comprising: When the vehicle is in its current operating mode, obtain the current vehicle data corresponding to the vehicle. Based on the current vehicle data, determine the target operating mode; Control the engagement / disengagement state of the brakes and clutch, and control the operating state of the engine, generator, and drive motor to bring the vehicle into the target operating mode.

10. The control method for a hybrid power system as described in claim 9, wherein, The step of acquiring the current vehicle data corresponding to the vehicle when the vehicle is in the current operating mode includes: When the vehicle is in the current driving mode, obtain the vehicle's current SOC and current speed; The step of determining the target operating mode based on the current vehicle data includes: Determine the target driving mode based on the current SOC and the current vehicle speed; The control of the engagement and disengagement states of the brakes and clutches, and the control of the operating states of the engine, generator, and drive motor to enable the vehicle to enter the target operating mode, includes: controlling the engagement and disengagement states of the brakes and clutches, and controlling the engine, generator, and drive motor to enter the optimal operating states to enable the vehicle to enter the target driving mode.

11. The control method for a hybrid power system as described in claim 10, wherein, The step of determining the target driving mode based on the current SOC and the current vehicle speed includes: Based on the current SOC and / or the current vehicle speed, query the preset mode threshold line to obtain the target SOC threshold and the target vehicle speed threshold. The target driving mode is determined based on the current SOC, the target SOC threshold, the current vehicle speed, and the target vehicle speed threshold.

12. The control method for a hybrid power system as described in claim 10, wherein, The step of querying a preset mode threshold line based on the current SOC and / or the current vehicle speed to obtain the target SOC threshold and the target vehicle speed threshold includes: Based on the current SOC and the current vehicle speed, query the pure electric drive mode threshold line, and obtain the first vehicle speed threshold corresponding to the current SOC and the first SOC threshold corresponding to the current vehicle speed; The step of determining the target driving mode based on the current SOC, the target SOC threshold, the current vehicle speed, and the target vehicle speed threshold includes: If the current SOC is greater than the first SOC threshold and the current vehicle speed is less than the first vehicle speed threshold, then the target driving mode is determined to be a pure electric driving mode.

13. The control method for a hybrid power system as described in claim 10, wherein, The step of querying a preset mode threshold line based on the current SOC and / or the current vehicle speed to obtain the target SOC threshold and the target vehicle speed threshold includes: Based on the current SOC and the current vehicle speed, query the threshold line of the series range extender mode, and obtain the second vehicle speed threshold corresponding to the current SOC and the second SOC threshold corresponding to the current vehicle speed; The step of determining the target driving mode based on the current SOC, the target SOC threshold, the current vehicle speed, and the target vehicle speed threshold includes: If the current SOC is less than the second SOC threshold and the current vehicle speed is less than the second vehicle speed threshold, or the current SOC is less than the lower limit of SOC, then the target driving mode is determined to be the series range extender mode.

14. The control method for a hybrid power system as described in claim 10, wherein, The step of querying a preset mode threshold line based on the current SOC and / or the current vehicle speed to obtain the target SOC threshold and the target vehicle speed threshold includes: Based on the current SOC, query the engine drive mode threshold line to obtain the third vehicle speed threshold corresponding to the current SOC; The step of determining the target driving mode based on the current SOC, the target SOC threshold, the current vehicle speed, and the target vehicle speed threshold includes: If the current SOC is greater than the lower limit of SOC and the current vehicle speed is greater than the third vehicle speed threshold, then the target driving mode is determined to be the engine driving mode.

15. The control method for a hybrid power system as described in claim 14, wherein, Determining the target driving mode as an engine driving mode includes: Obtain the required rotational speed at the wheel end; If the required wheel speed is within the optimal operating range of the engine, then the target drive mode is determined to be the engine direct drive mode. If the required wheel speed is not within the optimal operating range of the engine, then the target drive mode is determined to be a parallel hybrid mode.

16. The control method for a hybrid power system as described in claim 14, wherein, Determining the target driving mode as an engine driving mode includes: Obtain the required power at the wheel end; If the required power at the wheel end is greater than the preset required power, then the target drive mode is determined to be the engine first gear mode; If the required power at the wheel end is not greater than the preset required power, then the target drive mode is determined to be the engine second gear mode.

17. The control method for a hybrid power system as described in claim 14, wherein, Determining the target driving mode as an engine driving mode includes: Obtain the required speed and power at the wheel end; If the required wheel speed is within the optimal operating range of the engine and the required wheel power is greater than the preset required power, then the target drive mode is determined to be direct drive first gear mode. If the required wheel speed is within the optimal operating range of the engine and the required wheel power is not greater than the preset required power, then the target drive mode is determined to be direct drive second gear mode. If the required wheel speed is not within the optimal operating range of the engine, and the required wheel power is greater than the preset required power, then the target drive mode is determined to be hybrid first gear mode. If the required wheel speed is not within the optimal operating range of the engine, and the required wheel power is not greater than the preset required power, then the target drive mode is determined to be hybrid second-gear mode.

18. The control method for a hybrid power system as described in claim 10, wherein, The control of the engagement / disengagement states of the brakes and clutch, and the control of the engine, generator, and drive motor to enter optimal operating states so that the vehicle enters the target drive mode, include: If the target driving mode is pure electric driving mode, then the brake and clutch are disengaged, the engine and generator are not operated, and the drive motor drives the wheels. If the target drive mode is series range extender mode, then the brake and clutch are disengaged, the engine is controlled to drive the generator to generate electricity, and the drive motor is controlled to drive the wheels. If the target drive mode is engine drive mode, then control the disengagement of one of the brakes and clutches and the engagement of the other, control the engine to operate within the optimal working range to drive the wheels, and control the operation of the generator and drive motor.

19. The control method for a hybrid power system as described in claim 18, wherein, The control brake and clutch are disengaged when one is engaged and the other is disengaged, including: If the engine drive mode is the first gear mode, then the brake is engaged and the clutch is disengaged. If the engine drive mode is the second gear mode, then the brake is disengaged and the clutch is engaged.

20. The control method for a hybrid power system as described in claim 18, wherein, The control of the engine to operate within its optimal operating range, and the control of the generator and drive motor to operate or not operate, include: If the engine drive mode is engine direct drive mode, then the engine is controlled to operate in the optimal working range to drive the wheels, and the generator and the drive motor are controlled to idle. If the engine drive mode is a parallel hybrid mode, then the engine is controlled to operate in the optimal working range to drive the generator to generate electricity, and the engine and the drive motor are controlled to drive the wheels.

21. The control method for a hybrid power system as described in claim 20, wherein, After controlling the engine to operate within its optimal operating range to drive the generator to generate electricity, and controlling the engine and the drive motor to drive the wheels, the control method for the hybrid power system further includes: If the required speed at the wheel end is greater than the optimal operating range of the engine, then the power battery is controlled to supply power to the drive motor. If the required speed at the wheel end is less than the optimal operating range of the engine, then the drive motor is controlled to charge the power battery.

22. The control method for a hybrid power system as described in claim 18, wherein, The control of the engine to operate within its optimal operating range, and the control of the generator and drive motor to operate or not operate, include: If the target driving mode is direct drive first gear mode, then control the brake to engage, control the clutch to disengage, control the engine to operate in the optimal working range to drive the wheels, and control the generator and the drive motor to idle. If the target driving mode is direct drive second gear mode, then control the brake to disengage, control the clutch to engage, control the engine to run in the optimal working range to drive the wheels, and control the generator and the drive motor to idle. If the target driving mode is hybrid first gear mode, then control the brake to engage, control the clutch to disengage, control the engine to operate in the optimal working range to drive the generator to generate electricity, and control the engine and the drive motor to drive the wheels. If the target driving mode is hybrid second-gear mode, then the brake is disengaged, the clutch is engaged, the engine is operated in the optimal operating range to drive the generator to generate electricity, and the engine and the drive motor are controlled to drive the wheels.

23. The control method for a hybrid power system as described in claim 18, wherein, The step of acquiring the current vehicle data corresponding to the vehicle when the vehicle is in the current operating mode includes: When the vehicle is in parking preparation mode, obtain the vehicle's current SOC; The step of determining the target operating mode based on the current vehicle data includes: If the current SOC is less than the third SOC threshold, the target operating mode is determined to be the parking power generation mode; The control of the engagement / disengagement state of the brake and clutch, and the control of the operating states of the engine, generator, and drive motor to enable the vehicle to enter the target operating mode, includes: controlling the disengagement of the brake and clutch, controlling the engine to drive the generator to generate electricity, and controlling the drive motor to stop working, so as to enable the vehicle to enter a parking power generation mode.

24. The control method for a hybrid power system as described in claim 9, wherein, The step of acquiring the current vehicle data corresponding to the vehicle when the vehicle is in the current operating mode includes: When the vehicle is in parking power generation mode, obtain the vehicle's current SOC; The step of determining the target operating mode based on the current vehicle data includes: If the current SOC is greater than the fourth SOC threshold, then the target working mode is determined to be the parking preparation mode. The control of the engagement / disengagement states of the brakes and clutch, and the control of the operating states of the engine, generator, and drive motor, to bring the vehicle into the target operating mode, include: The brakes and clutches are disengaged, and the engine, generator, and drive motor are deactivated to put the vehicle into parking preparation mode.

25. The control method for a hybrid power system as described in claim 9, wherein, The step of acquiring the current vehicle data corresponding to the vehicle when the vehicle is in the current operating mode includes: When the vehicle is in the current driving mode, obtain the vehicle's current control signals; The step of determining the target operating mode based on the current vehicle data includes: If the current control signal is a braking signal, then the target operating mode is determined to be the braking energy recovery mode; The control of the engagement / disengagement states of the brakes and clutch, and the control of the operating states of the engine, generator, and drive motor, to bring the vehicle into the target operating mode, include: The system controls the disengagement of the brakes and clutch, disables the engine and generator, and controls the drive motor to generate braking torque and charge the power battery, thereby putting the vehicle into regenerative braking mode.

26. An onboard controller, comprising a memory, a processor, and computer-readable instructions stored in the memory and executable on the processor, wherein, When the processor executes the computer-readable instructions, it implements the control method of the hybrid power system as described in any one of claims 9 to 25.

27. A control system for a hybrid power system, wherein, The system includes the vehicle controller as described in claim 26 and the hybrid power system as described in any one of claims 1-8, wherein the vehicle controller is connected to the brake, the clutch, the engine, the generator and the drive motor.

28. A type of automobile, wherein, The control system of the hybrid power system as described in claim 27.

Images