CN113829864A

CN113829864A - Hybrid power system, hybrid power vehicle, control method of hybrid power vehicle and vehicle control unit

Info

Publication number: CN113829864A
Application number: CN202110231482.1A
Authority: CN
Inventors: 王春生; 许伯良; 王吉全; 陈志乐; 张磊
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2021-03-02
Filing date: 2021-03-02
Publication date: 2021-12-24
Anticipated expiration: 2041-03-02
Also published as: CN113829864B

Abstract

The invention discloses a hybrid power system, a hybrid power vehicle, a control method thereof and a vehicle controller, wherein the system comprises: an engine; a drive motor; a generator; the capacity of the power battery is larger than or equal to a first preset capacity so as to improve the SOC balance point adjusting range of the power battery; and the controller is configured to determine the power demand of the hybrid vehicle, adjust the SOC balance point of the power battery according to the power demand, and control the engine, the driving motor and the generator according to the SOC balance point and the driving parameters of the hybrid vehicle so as to respond to the power demand while enabling the engine to work in an economic area by performing charge-discharge control on the power battery. Therefore, the requirement for actively managing energy of the hybrid vehicle can be met, and the hybrid vehicle can be ensured to have higher economy.

Description

Hybrid power system, hybrid power vehicle, control method of hybrid power vehicle and vehicle control unit

Technical Field

The invention relates to the technical field of vehicles, in particular to a hybrid power system, a hybrid power vehicle, a control method of the hybrid power vehicle and a vehicle control unit.

Background

With the development and popularization of the dual-mode vehicle, more functions specific to the dual-mode vehicle are released, wherein one typical representative function is the operation of a State of Charge (SOC) balance point, namely the interaction function of the user target demand electric quantity and the vehicle. If the health state of the vehicle is simply represented by the SOC, in general, the higher the SOC is, the healthier the vehicle is, and the vehicle is reflected in the aspects of fast power response (fast reaction), strong continuous power (strong endurance), higher smoothness (fine movement) and the like, and the dual-mode vehicle brings a more general experience to users.

However, in the current plug-in hybrid electric vehicle, some vehicle models are only provided with one high-power driving motor or one low-power generator. For the former, the driving and power generation functions cannot be compatible at the same time, so that the hybrid electric vehicle can realize active energy management only in an in-situ state, and for the latter, the power generation efficiency is poor due to the small power generation power of the generator, and the time for the power battery to reach the SOC balance point is long, so that the active energy management of the hybrid electric vehicle cannot be well performed. The active energy management means that a user actively manages the SOC of the power battery, for example, when the hybrid electric vehicle arrives at a destination, the power battery is guaranteed to have a high SOC, or the hybrid electric vehicle is guaranteed to have high economy.

Disclosure of Invention

The present invention is directed to solving, at least to some extent, one of the technical problems in the related art. Therefore, a first objective of the present invention is to provide a hybrid system, which not only can satisfy the requirement of active energy management for the hybrid vehicle, but also can ensure high economy of the hybrid vehicle.

A second object of the invention is to propose a hybrid vehicle.

A third object of the invention is to propose a control method of a hybrid vehicle.

A fourth object of the invention is to propose a computer-readable storage medium.

The fifth purpose of the invention is to provide a vehicle control unit.

In order to achieve the above object, an embodiment of a first aspect of the present invention provides a hybrid system, including: an engine to selectively output power to a wheel end; a drive motor to output power to the wheel end; the generator is connected with the engine to generate electricity under the driving of the engine; the power battery is used for supplying power to the driving motor and charging according to alternating current output by the generator or the driving motor, and the capacity of the power battery is larger than or equal to a first preset capacity so as to improve the SOC balance point adjusting range of the power battery; a controller configured to determine a power demand of a hybrid vehicle, adjust an SOC balance point of the power battery according to the power demand, and control the engine, the driving motor, and the generator according to the SOC balance point and driving parameters of the hybrid vehicle to respond to the power demand while operating the engine in an economic zone by performing charge and discharge control on the power battery, wherein the driving parameters include at least one of a wheel end demand torque, an SOC of the power battery, and a vehicle speed of the hybrid vehicle.

According to the hybrid power system provided by the embodiment of the invention, the engine can selectively output power to the wheel end, the capacity of the power battery is larger than or equal to the first preset capacity, namely the power battery with large capacity is provided, the controller determines the power consumption requirement of the hybrid power vehicle, adjusts the SOC balance point of the power battery according to the power consumption requirement, and controls the engine, the driving motor and the generator according to the SOC balance point and the driving parameters of the hybrid power vehicle, so that the engine can work in an economic area and respond to the power consumption requirement by performing charge-discharge control on the power battery. The system firstly realizes the power form of mainly using electricity and using fuel oil as auxiliary, and has high-capacity power batteries, longer EV mode driving time and shorter engine driving time, so that the comprehensive oil consumption is lower and the economical efficiency is higher; meanwhile, the engine can always work in an economic area when in a working state through a high-capacity power battery, and the high-capacity power battery has high economy; meanwhile, the power battery can have a large SOC balance point adjusting range through the high-capacity power battery, the SOC balance points are adjusted according to power consumption requirements, different mode intervals of the hybrid vehicle are changed, and the requirement for active management of the hybrid vehicle can be greatly improved. In short, the system not only can meet the requirement of actively managing energy of the hybrid vehicle, but also can ensure that the hybrid vehicle has higher economical efficiency.

In order to achieve the above object, an embodiment of a second aspect of the present invention provides a hybrid vehicle including the hybrid system described above.

According to the hybrid power vehicle disclosed by the embodiment of the invention, through the hybrid power system, the requirement for actively managing energy of the hybrid power vehicle can be met, and the hybrid power vehicle can be ensured to have higher economy.

In order to achieve the above object, a third aspect of the present invention provides a control method of a hybrid vehicle, the hybrid vehicle including an engine, a driving motor, a generator and a power battery, the engine being configured to selectively output power to a wheel end, the driving motor being configured to output power to the wheel end, the generator being connected to the engine to generate power under driving of the engine, the power battery being configured to supply power to the driving motor and to be charged according to alternating current output by the generator or the driving motor, and a capacity of the power battery being greater than or equal to a first preset capacity to increase an SOC balance point adjustment range of the power battery, the control method including: determining the power consumption requirement of a hybrid vehicle, and adjusting the SOC balance point of the power battery according to the power consumption requirement; and controlling the engine, the driving motor and the generator according to the SOC balance point and driving parameters of the hybrid vehicle so as to respond to the power demand while enabling the engine to work in an economic zone by performing charge-discharge control on the power battery, wherein the driving parameters comprise at least one of wheel end demand torque, the SOC of the power battery and the vehicle speed of the hybrid vehicle.

According to the control method of the hybrid vehicle, the power consumption requirement of the hybrid vehicle is determined, the SOC balance point of the power battery is adjusted according to the power consumption requirement, the engine, the driving motor and the generator are controlled according to the SOC balance point and the driving parameters of the hybrid vehicle, so that the power battery is subjected to charge and discharge control, the engine works in an economic area, and meanwhile, the power consumption requirement is responded, so that the requirement for actively managing energy of the hybrid vehicle can be met, and the hybrid vehicle can be guaranteed to have high economy.

To achieve the above object, a fourth aspect embodiment of the invention proposes a computer-readable storage medium having stored thereon a control program of a hybrid vehicle, which when executed by a processor, implements the aforementioned control method of the hybrid vehicle.

According to the computer-readable storage medium of the embodiment of the invention, through the control method of the hybrid vehicle, the requirement for actively managing energy of the hybrid vehicle can be met, and the hybrid vehicle can be ensured to have higher economy.

In order to achieve the above object, a fifth embodiment of the present invention provides a vehicle control unit, which includes a memory, a processor, and a control program of a hybrid vehicle stored in the memory and operable on the processor, wherein the processor implements the aforementioned control method of the hybrid vehicle when executing the control program of the hybrid vehicle.

According to the vehicle control unit provided by the embodiment of the invention, through the control method of the hybrid vehicle, the requirement for actively managing energy of the hybrid vehicle can be met, and the hybrid vehicle can be ensured to have higher economical efficiency.

Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.

Drawings

FIG. 1a is a schematic block diagram of a hybrid powertrain system according to a first embodiment of the present invention;

FIG. 1b is a schematic illustration of a hybrid powertrain according to a second embodiment of the present invention;

FIG. 2 is a schematic diagram of SOC balance point adjustment and series region variation according to one embodiment of the present invention;

FIG. 3 is a schematic diagram of SOC balance point adjustment and series economic line variation according to one embodiment of the present invention;

FIG. 4 is a schematic diagram of SOC balance point adjustment and parallel region variation according to one embodiment of the present invention;

FIG. 5 is a schematic diagram of SOC balance point adjustment and parallel economic line variation according to one embodiment of the present invention;

6 a-6 b are control flowcharts of the hybrid system according to the first embodiment of the invention;

fig. 7 is a schematic configuration diagram of a hybrid system according to a third embodiment of the invention;

FIG. 8 is a schematic illustration of a hybrid vehicle according to an embodiment of the present invention;

fig. 9 is a flowchart of a control method of a hybrid vehicle according to an embodiment of the invention;

fig. 10 is a schematic diagram of a vehicle control unit according to an embodiment of the present invention.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.

The hybrid system, the hybrid vehicle, the control method thereof, and the vehicle control unit according to the embodiments of the present invention will be described below with reference to the drawings.

Fig. 1a is a schematic configuration diagram of a hybrid system according to an embodiment of the present invention. Referring to fig. 1a, the hybrid system may include: the engine 10, the driving motor 20, the generator 30, the power battery 40 and the controller 50.

Wherein the engine 10 is configured to selectively output power to the wheel end. The driving motor 20 is used for outputting power to the wheel end. The generator 30 is connected to the engine 10 to generate electricity by the engine 10. The power battery 40 is used for supplying power to the driving motor 20 and charging according to the alternating current output by the generator 30 or the driving motor 20, and the capacity of the power battery 40 is greater than or equal to a first preset capacity, so as to improve the SOC balance point adjustment range of the power battery 40. The controller 50 is configured to determine a power demand of the hybrid vehicle, and adjust an SOC balance point of the power battery 40 according to the power demand, and control the engine 10, the driving motor 20, and the generator 30 according to the SOC balance point and driving parameters of the hybrid vehicle, including at least one of a wheel-end required torque, an SOC of the power battery, and a vehicle speed of the hybrid vehicle, to respond to the power demand while operating the engine 10 in an economy zone by performing charge and discharge control on the power battery 40.

Specifically, the engine 10 may be an atkinson cycle engine, the clutch C1 is disposed between the engine 10 and the wheel end, and the controller 50 controls the connection and disconnection of the engine 10 and the wheel end by controlling the separation and connection of the clutch C1, so that the engine 10 can selectively output power to the wheel end, which may realize direct drive of the engine 10, that is, direct power output from the engine 10 to the wheel end. For example, when the controller 50 controls the clutch C1 to be disengaged, the engine 10 is disconnected from the wheel end, and the engine 10 does not directly output power to the wheel end, whereas when the controller 50 controls the clutch C1 to be engaged, the engine 10 is connected to the wheel end, and the engine 10 directly outputs power to the wheel end, so that the direct drive of the engine 10 is realized. Compared with the traditional pure extended range type hybrid electric vehicle, the structure has an engine direct-drive path, so that the energy conversion loss caused by the fact that the traditional pure extended range type hybrid electric vehicle is short of the engine direct-drive path and the engine is only capable of generating power through the generator and then providing the power to the driving motor to drive even if the engine is very efficient (the rotating speed and the torque of the engine are both efficient), and the energy conversion loss is further caused by the fact that the power battery can frequently work in a charging and discharging state, and the economical efficiency of the whole vehicle is effectively improved.

The driving motor 20 can be a flat wire motor, a stator winding of the flat wire motor adopts a rectangular coil, the slot filling rate of a stator slot is improved, the size of the motor is reduced, the power density of the motor is greatly improved, the driving motor 20 is directly connected with a wheel end through a gear, and the controller 50 controls the driving motor 20 to work to output power to the wheel end. Optionally, the motor shafts of the driving motor 20 and the generator 30 are arranged in parallel, and compared with other arrangement modes, such as coaxial arrangement of the driving motor 20 and the generator 30, the parallel arrangement mode of the embodiment has low requirement on the design of the motor, so that the high-power generator is easier to arrange and has low cost.

The generator 30 may be a flat wire motor, the generator 30 is connected between the clutch C1 and the engine 10, the generator 30 is directly connected to the engine 10 through a gear, the controller 50 may drive the generator 30 to generate electricity by controlling the engine 10 to work, and the generated electricity may be controlled by the controller 50 to charge the power battery 40 or supply power to the driving motor 20.

Alternatively, as shown with reference to FIG. 1a, the hybrid powertrain may also include a transmission 70 and a final drive 80. Referring to fig. 1b, the transmission 70 may further include gears Z1, Z2, Z3, and Z4, wherein a central shaft of the gear Z1 is connected to one end of the clutch C1, a gear Z1 is engaged with the gear Z2, a gear Z2 is engaged with the gear Z3, a central shaft of the gear Z3 is connected to the driving motor 20, a central shaft of the gear Z2 is connected to a central shaft of the gear Z4, and a gear Z4 is engaged with a main reduction gear of the main reduction gear 80. Of course, the transmission 70 may take other configurations as well, and is not limited thereto.

The power battery 40 may be a blade battery, the power battery 40 is electrically connected to the driving motor 20 and the generator 30, respectively, and under the control of the controller 50, the power battery 40 may supply power to the driving motor 20, or convert ac output by the generator 30 or the driving motor 20 into dc and then charge the power battery 40, that is, the power battery 40 may be charged by the generator 30 or the driving motor 20. Moreover, the capacity of the power battery 40 is greater than or equal to a first preset capacity, for example, the first preset capacity is 5 kWh-25 kWh, and the power battery 40 has a larger capacity, so that the power battery 40 has a larger SOC balance point adjusting range, which is beneficial to the active management of the energy of the whole vehicle, for example, a higher SOC is reserved by setting the higher SOC balance point, so that the hybrid vehicle can be used as a mobile energy storage power station to supply power after reaching a destination, or a sufficient SOC is reserved for a congestion working condition with a predictable and longer distance in front, so that an EV (pure electric) mode is adopted in the congestion working condition, so that the vehicle is more comfortable to run, and more energy-saving, and a lower SOC can be reserved by setting the lower SOC balance point, so that higher economy is achieved; meanwhile, the power battery 40 has a large capacity, so that the power battery 40 has a good buffering effect through charging and discharging of the power battery 40, and the working efficiency of the engine 10 can be adjusted, so that the engine 10 can always work in an economic area when in a working state, otherwise, the engine 10 is in an inoperative state when in a low working efficiency state, wherein the working of the engine 10 in the economic area means that the engine 10 always works in a high-efficiency state, for example, the engine 10 works in a state with more than 38% of thermal efficiency, and the hybrid power system can realize long-time EV mode driving by the large-capacity power battery, so that the working time of the engine 10 is shorter, and the fuel consumption is reduced.

The controller 50 is connected to the engine 10, the driving motor 20, the generator 30, the power battery 40 and the clutch C1, and the controller 50 can send control signals to the engine 10, the driving motor 20, the generator 30, the power battery 40 and the clutch C1 to control the engine 10, the driving motor 20, the generator 30, the power battery 40 and the clutch C1.

The controller 50 determines the power demand of the hybrid vehicle and adjusts the SOC balance point of the power battery 40 according to the power demand to meet the demand for actively managing energy of the hybrid vehicle. The controller 50 may determine the power demand of the hybrid vehicle according to a user instruction or by itself, for example, when the following demands are met, the SOC balance point of the power battery 40 is increased: 1) the method has definite target electric quantity keeping requirements, and can be used for supplying power to a hybrid vehicle as a mobile energy storage power station (which can be determined according to a user instruction) after the hybrid vehicle reaches a destination, or congestion working conditions with a predictable and long distance ahead (electricity utilization requirements can be determined by acquiring information of a congestion road section ahead through a map or navigation information, and EV mode running of the congestion road section ahead is ensured), and the like; 2) the priority fuel demand, such as the driving range corresponding to the EV mode failing to satisfy the user demand, the SOC of the power battery 40 dropping too fast in the HEV (hybrid electric) mode and the desire to slow the SOC dropping speed, or the reserved electric quantity improving the driving experience. The SOC balance point of the power cell 40 is then lowered when there is a demand for: it is desirable to have higher economy, or to have priority over power demand and not want to retain too much SOC (e.g., destination has charging conditions).

The controller 50 further obtains driving parameters of the hybrid vehicle, optionally, the driving parameters include at least one of a wheel end required torque, an SOC of the power battery 40, and a vehicle speed of the hybrid vehicle, where the wheel end required torque is also a vehicle required torque. The controller 50 controls the engine 10, the driving motor 20, and the generator 30 according to the SOC balance point and the driving parameters of the hybrid vehicle to respond to the power demand while operating the engine 10 in the economy zone by performing charge and discharge control of the power battery 40. That is, the controller 50 may comprehensively determine driving parameters of the hybrid vehicle, such as a wheel end required torque, the SOC of the power battery 40, the vehicle speed of the hybrid vehicle, and the SOC balance point of the power battery 40 adjusted according to the power demand, so that the engine 10 operates in an economic area under the condition of satisfying the power demand, which not only can satisfy the demand of actively managing energy of the hybrid vehicle, but also can ensure that the hybrid vehicle has high economy.

In some embodiments of the present invention, when the engine 10 is operating in the economy zone and responding to the demand for electricity, the controller 50 is further configured to select the operation mode with the lowest equivalent fuel consumption as the current operation mode of the hybrid vehicle by comparing the equivalent fuel consumption of the hybrid vehicle in the series mode, the parallel mode, and the EV mode.

Specifically, the controller 50 may control the engine 10, the driving motor 20, and the generator 30 according to the SOC balance point and the driving parameters, so as to respond to the power demand while the engine 10 operates in the economic region by performing charge and discharge control on the power battery 40, and select an operating mode with the lowest equivalent fuel consumption as the current operating mode of the hybrid vehicle by comparing the equivalent fuel consumption of the hybrid vehicle in the series mode, the parallel mode, and the EV mode. It should be noted that, when performing the equivalent fuel consumption comparison, the comparison is based on the comparison when the engine 10 operates in the economy zone, for example, the engine 10 operates at the economic point with the optimal efficiency, and outputs 25kW, but in combination with the driving parameters such as the wheel end required torque, the fuel consumption in the parallel mode may be lower than the fuel consumption in the series mode and also lower than the fuel consumption in the EV mode, and at this time, the hybrid vehicle is controlled to operate in the parallel mode, and if the fuel consumption in the EV mode is lower than the fuel consumption in the parallel mode and also lower than the fuel consumption in the series mode, the hybrid vehicle is controlled to operate in the EV mode. The equivalent fuel consumption is the sum of the oil consumed by the engine 10 itself and the electrically equivalent oil consumed by the power battery 40, wherein the electric quantity consumed by the power battery 40 can be converted into oil according to an empirical value to obtain the electrically equivalent oil consumed by the power battery 40, the electrically equivalent oil consumed by the power battery 40 is a negative value when the power battery 40 is charged, and the electrically equivalent oil consumed by the power battery 40 is a positive value when the power battery 40 is discharged.

That is to say, the controller 50 can comprehensively determine the driving parameters of the hybrid vehicle, the SOC balance point adjusted according to the power demand, and the equivalent fuel consumption of the hybrid vehicle in different operating modes, so that the hybrid vehicle is in the operating mode with the lowest equivalent fuel consumption under the conditions of meeting the power demand, NVH (Noise, Vibration, Harshness, Noise, Vibration, and sound Vibration roughness), and the like, thereby minimizing the equivalent fuel consumption of the hybrid vehicle in all operating conditions and providing the hybrid vehicle with higher economy. Wherein, the series mode refers to the power output between the engine 10 and the wheel end is cut off (i.e. the clutch C1 is in the disengaged state), and the engine 10 drives the generator 30 to generate power and provide the power to the driving motor 20, and in some cases, the engine 10 also charges the power battery 40 with the surplus energy through the generator 30; parallel mode refers to power coupling between the engine 10 and the wheel end (i.e., clutch C1 is engaged), and in some cases, the engine 10 also charges the power battery 40 with excess energy through the driving motor 20 or the generator 30; the EV mode is a mode in which neither the engine 10 nor the generator 30 is operated and the power battery 40 supplies power to the drive motor 20. When the hybrid vehicle operates in the series mode, the parallel mode or the EV mode, the engine 10 is always operated in the economy area by performing charge and discharge control on the power battery 40, and when the equivalent fuel consumption comparison is performed, the comparison is also based on the comparison that the engine 10 is in the economy area, so that the engine 10 is always operated in the economy area in the full operating condition range, the equivalent fuel consumption of the hybrid vehicle is minimized, and the economy of the hybrid vehicle is effectively improved.

In the embodiment, through comprehensive control and cooperation of the high-capacity power battery, the engine, the driving motor and the generator, the hybrid power vehicle is enabled to work in an energy-saving mode while the requirement for active energy management of the hybrid power vehicle is met, and high economical efficiency is guaranteed.

In some embodiments of the present invention, in adjusting the SOC balance point of the power battery 40 according to the demand for electricity, the controller 50 is further configured to control the charge consumption of the power battery 40 by adjusting the EV operating region of the hybrid vehicle and the series operating region of the hybrid vehicle if the hybrid vehicle is operated in the series mode; if the hybrid vehicle is operated in the parallel mode, the power consumption of the power battery 40 is controlled by adjusting the parallel power generation operation region of the hybrid vehicle and the parallel boosting operation region of the hybrid vehicle.

It should be noted that adjusting the EV operating region of the hybrid vehicle refers to adjusting the probability that the power battery 40 alone provides the wheel end requirement, adjusting the series operating region of the hybrid vehicle refers to adjusting the probability that the generator 30 is driven by the engine 10 to generate power and is provided for driving the driving motor 20, adjusting the parallel power generating operating region of the hybrid vehicle refers to adjusting the probability that the engine 10 directly drives and the power battery 40 drives the driving motor 20, and adjusting the parallel power assisting operating region of the hybrid vehicle refers to adjusting the probability that the engine 10 directly drives and the engine 10 drives the generator 30 to generate power and charge the power battery 40.

Specifically, when the SOC balance point needs to be increased, the power consumption of the power battery 40 can be reduced with less power consumption. Referring to fig. 2, in the series mode, in order to reduce the power consumption, the EV operating region may be reduced, and the series operating region may be expanded such that more driving power is directly generated by the engine 10 and the generator 30, and when the series operating region is increased, the operating time of the engine 10 is increased, and the amount of power output from the power battery 40 is reduced and even the SOC is increased.

Referring to fig. 4, in the parallel mode, in order to reduce power consumption, the parallel power generation operating region may be increased, and the parallel boost operating region may be decreased, on one hand, the engine 10 directly replaces the original EV operating region, on the other hand, the engine 10 bears more wheel-end required torque, the torque range corresponding to the operation of the engine 10 is expanded, and when the parallel boost operating region is decreased, the amount of power output by the power battery 40 is decreased, and even the SOC is increased. Specifically, referring to fig. 4A, in the parallel mode, when the SOC balance point needs to be increased, the original EV working area may be directly replaced by the engine 10, and at this time, the parallel boost working area is expanded; with the further increase of the SOC balance point, as shown in fig. 4B, the engine 10 can be made to bear more wheel-end required torque, and at this time, the parallel boost working area is reduced, and the parallel power generation working area is increased; as the SOC balance point is further raised, the engine 10 can be made to bear more wheel-end required torque, all of which are in the parallel power generation operation region, as shown in fig. 4C.

Therefore, the SOC balance point of the power battery 40 can be increased from the aspect of low power consumption, so that the power battery can meet the power consumption requirement.

In other embodiments of the present invention, the controller 50 is further configured to control the amount of power generated by the engine 10 by adjusting an economy line of the engine 10 if the hybrid vehicle is operated in a series mode or a parallel mode when adjusting the SOC balance point of the power battery 40 according to the demand for power.

Specifically, when the SOC balance point needs to be raised, it can be realized from the viewpoint of multiple power generation, that is, control of the engine 10 to generate more power. In the series mode, for multiple power generation, the economy line and the rotational speed limit of the engine 10 may be adjusted so that the power of the series power generation is allowed to be larger for the same wheel-end required power and vehicle speed, and as shown with reference to fig. 3, by switching the fourth economy line Q4 to the fifth economy line Q5, a higher power generation power can be obtained so as to charge the power battery 40 so that the SOC rises.

In the parallel mode, in order to generate more power, the economy line of the engine 10 may be adjusted, so that the probability and power of the parallel power generation of the engine 10 are increased, and as shown in fig. 5, the first economy line Q1 may be switched to the third economy line Q3, so that the engine 10 has a larger economy zone, and the economy zone of the engine 10 is enlarged (it should be noted that the engine 10 still operates on the economy line during operation, and the economy zone is enlarged so that the economy zone includes more economy lines, thereby enlarging the economy line in which the engine 10 can operate, and further increasing the probability of the parallel power generation of the engine 10), and the probability and power of the parallel power generation are increased, so that the power battery 40 is charged to increase the SOC.

Therefore, the SOC balance point of the power battery 40 can be increased from the perspective of multi-power generation, so that the power battery can meet the power consumption requirement.

In some embodiments of the present invention, the controller 50 is further configured to determine a relationship between the SOC balance point and the SOC of the power battery 40 when a vehicle speed of the hybrid vehicle is equal to or greater than a preset vehicle speed threshold value, and determine a first wheel end torque threshold value at which the hybrid vehicle enters the parallel mode and a second wheel end torque threshold value at which the hybrid vehicle exits the parallel mode according to the relationship between the SOC balance point and the SOC of the power battery 40 and the vehicle speed of the hybrid vehicle, and control the hybrid vehicle to enter the parallel mode when the wheel end demand torque is equal to or greater than the first wheel end torque threshold value and equal to or less than the second wheel end torque threshold value.

Further, the controller 50 is configured to control the engine 10 to operate on the first economy line Q1 and control the power battery 40 to supply power to the driving motor 20 when the SOC of the power battery 40 is greater than or equal to the SOC balance point, and the engine 10 and the power battery 40 jointly respond to the wheel end required torque; controlling the engine 10 to operate on a second economy line Q2 when a difference between the SOC balance point and the SOC of the power battery 40 is greater than or equal to a first preset difference and less than a second preset difference, wherein if the wheel-end demand torque is greater than an output torque of the engine 10 operating on the second economy line Q2, the power battery 40 is also controlled to supply power to the driving motor 20, and the engine 10 and the power battery 40 jointly respond to the wheel-end demand torque; if the wheel-end required torque is smaller than the output torque of the engine 10 when the engine 10 operates on the second economy line Q2, the engine 10 is also controlled to drive the driving motor 20 to generate electricity when the engine 10 responds to the wheel-end required torque, so that the surplus energy output by the engine 10 is charged to the power battery 40 through the driving motor 20; if the wheel-end demand torque is equal to the output torque of the engine 10 operating on the second economy line Q2, the wheel-end demand torque is responded to by the engine 10 alone; when the difference between the SOC balance point and the SOC of the power battery 40 is greater than or equal to a second preset difference, controlling the engine 10 to work on a third economic line Q3, and controlling the engine 10 to drive the driving motor 20 to generate power when the engine 10 responds to the wheel end required torque, so that the redundant energy output by the engine 10 is used for charging the power battery 40 through the driving motor 20; the first economy line Q1 is an optimum economy line for the parallel mode, the third economy line Q3 substantially coincides with the external characteristic line of the engine 10, and the second economy line Q2 is located between the first economy line Q1 and the third economy line Q3.

In some embodiments of the invention, the controller 50 is further configured to control the hybrid vehicle to enter the series mode when the wheel-end required torque is greater than a second wheel-end torque threshold T2; determining wheel end required power according to the wheel end required torque and the vehicle speed; controlling the engine 10 to operate at the optimum economy point at a preset power so as to drive the generator 30 to generate power and output power to the wheel end through the driving motor 20 according to the preset power when the engine 10 operates at the optimum economy point; when the generated power of the generator 30 is larger than the power required by the wheel end, the surplus power is used for charging the power battery 40 through the generator 30; confirming whether the SOC of the current power battery 40 is smaller than a first preset value, if so, controlling the output power of the engine 10 to increase so as to control the output power of the engine 10 to respond to the power required by the wheel end, and simultaneously charging the power battery 40 through the generator 30; when the SOC of the current power battery 40 is greater than or equal to a first preset value, the power battery 40 is also controlled to supply power to the driving motor 20, and the engine 10 and the power battery 40 jointly respond to the power demand of the wheel end; it is determined whether the sum of the generated power of the generator 30 and the output power of the power battery 40 is greater than the wheel-end required power, if so, the engine 10 is controlled to operate at the preset power at the optimum economy point, otherwise, the output power of the engine 10 is controlled to increase, and the engine 10 is operated on the economy line of the engine 10 in response to the wheel-end required power.

In some embodiments of the present invention, the controller 50 is further configured to control the engine 10 to stop operating and the power battery 40 to supply power to the driving motor 20 when the wheel-end required torque is less than the first wheel-end torque threshold T1, and to respond to the wheel-end required torque by the driving motor 20.

That is to say, the working mode of the hybrid vehicle can be determined according to the vehicle speed of the hybrid vehicle, the SOC of the power battery 40, the SOC balance point and the wheel end required torque of the hybrid vehicle, so as to ensure that the hybrid vehicle works in the mode with the lowest equivalent fuel consumption, and achieve the purpose of energy conservation.

Specifically, when the vehicle speed of the hybrid vehicle is equal to or greater than a preset vehicle speed threshold (e.g., 65km/h), if the SOC of the power battery 40 is equal to or greater than the SOC balance point, the engine 10 is controlled to operate on the first economy line Q1, at which time a first wheel end torque threshold T1 at which the hybrid vehicle enters the parallel mode and a second wheel end torque threshold T2 at which the hybrid vehicle exits the parallel mode can be obtained by table lookup according to the vehicle speed of the hybrid vehicle and the first economy line Q1, as shown in fig. 4A, the first wheel end torque threshold T1 is the same as the output torque QT1 at which the engine 10 operates on the first economy line Q1, and the second wheel end torque threshold T2 is greater than the output torque QT1 at which the engine 10 operates on the first economy line Q1. And, as shown in fig. 4A, when the wheel end required torque is greater than or equal to the first wheel end torque threshold T1 and less than or equal to the second wheel end torque threshold T2, the power battery 40 is controlled to supply power to the driving motor 20, the engine 10 and the power battery 40 jointly respond to the wheel end required torque, and at this time, the hybrid vehicle operates in the parallel boost mode; controlling the hybrid vehicle to enter a series mode (details will be described later) when the wheel-end required torque is greater than a second wheel-end torque threshold T2; when the wheel-end required torque is less than the first wheel-end torque threshold T1, the engine 10 is controlled to stop operating, and the drive motor 20 is controlled to be powered by the power battery 40, and the hybrid vehicle enters the EV mode in response to the wheel-end required torque by the drive motor 20.

If the difference between the SOC balance point and the SOC of the power battery 40 is greater than or equal to the first preset difference Δ S1 and less than the second preset difference Δ S2, the engine 10 is controlled to operate on the second economy line Q2, at which time the first wheel end torque threshold T1 at which the hybrid vehicle enters the parallel mode and the second wheel end torque threshold T2 at which the hybrid vehicle exits the parallel mode can be obtained by table lookup according to the vehicle speed of the hybrid vehicle and the second economy line Q2, as shown in fig. 4B, the first wheel end torque threshold T1 is less than the output torque QT2 at which the engine 10 operates on the second economy line Q2, and the second wheel end torque threshold T2 is greater than the output torque QT2 at which the engine 10 operates on the second economy line Q2. And, as shown in fig. 4B, when the wheel end required torque is equal to or greater than the first wheel end torque threshold T1 and equal to or less than the second wheel end torque threshold T2, and the wheel end required torque is greater than the output torque QT2 when the engine 10 operates on the second economy line Q2, the power battery 40 is controlled to supply power to the driving motor 20, the engine 10 and the power battery 40 respond to the wheel end required torque together, and at this time, the hybrid vehicle operates in the parallel boost mode; when the wheel end required torque is greater than or equal to a first wheel end torque threshold value T1 and less than or equal to a second wheel end torque threshold value T2 and the wheel end required torque is less than an output torque QT2 when the engine 10 works on a second economic line Q2, the engine 10 is also controlled to drive the driving motor 20 to generate power when the engine 10 responds to the wheel end required torque, so that redundant energy output by the engine 10 is charged to the power battery 40 through the driving motor 20, and at the moment, the hybrid vehicle works in a parallel power generation mode; when the wheel end required torque is equal to or greater than the first wheel end torque threshold T1 and equal to or less than the second wheel end torque threshold T2, and the wheel end required torque is equal to the output torque QT2 of the engine 10 operating on the second economy line Q2, the engine 10 alone provides the wheel end required torque, and at this time, the hybrid vehicle operates in the parallel direct drive mode. When the wheel-end required torque is greater than the second wheel-end torque threshold T2, the hybrid vehicle is controlled to enter the series mode. When the wheel end required torque is smaller than the first wheel end torque threshold value T1, the hybrid vehicle is controlled to enter the EV mode.

If the difference between the SOC balance point and the SOC of the power battery 40 is greater than or equal to the second preset difference Δ S2, the engine 10 is controlled to operate on the third economy line Q3, at which time the first wheel end torque threshold T1 for the hybrid vehicle to enter the parallel mode and the second wheel end torque threshold T2 for the hybrid vehicle to exit the parallel mode can be obtained by looking up a table according to the vehicle speed of the hybrid vehicle and the third economy line Q3, as shown in fig. 4C, the first wheel end torque threshold T1 is smaller than the output torque QT3 for the engine 10 operating on the third economy line Q3, and the second wheel end torque threshold T2 is the same as the output torque QT3 for the engine 10 operating on the third economy line Q3. As shown in fig. 4C, when the wheel-end required torque is greater than or equal to the first wheel-end torque threshold T1 and less than or equal to the second wheel-end torque threshold T2, the engine 10 is further controlled to drive the driving motor 20 to generate power when the engine 10 responds to the wheel-end required torque, so that the excess energy output by the engine 10 is charged to the power battery 40 through the driving motor 20, and at this time, the hybrid vehicle operates in the parallel power generation mode; controlling the hybrid vehicle to enter a series mode when the wheel end required torque is greater than a second wheel end torque threshold T2; when the wheel end required torque is smaller than the first wheel end torque threshold value T1, the hybrid vehicle is controlled to enter the EV mode.

It should be noted that if the difference between the SOC balance point and the SOC of the power battery 40 is greater than or equal to a fourth preset difference Δ S4, the parallel mode is exited, and the series mode is entered, where the first preset difference < the second preset difference < the fourth preset difference. It should be noted that when the direct-drive torque allocated to the engine 10 is smaller than the output torque of the engine 10 when operating in the economy zone, it indicates that the direct-drive non-high-efficiency zone of the engine 10 is entered, and at this time, the parallel mode exits, as shown in fig. 5, and when the direct-drive torque allocated to the engine 10 is smaller than the output torque corresponding to the direct-drive exit line, the parallel mode exits, so as to ensure that the engine is always in the high-efficiency zone when the engine is in the operating state.

Therefore, the hybrid vehicle is controlled to enter a parallel mode, a series mode or an EV mode according to the wheel end required torque of the hybrid vehicle, the SOC of the power battery, the SOC balance point and the vehicle speed of the hybrid vehicle, and different modes are adopted in the parallel mode, so that the engine always works in an economic area, the energy-saving purpose is realized, and the hybrid vehicle is ensured to have higher economy. Meanwhile, the hybrid vehicle can work in a parallel direct-drive mode, and a traditional pure extended-range hybrid vehicle is lack of an engine direct-drive path, so that the engine directly drives high-efficiency medium-high-speed working condition, and can only be driven by a driving motor after power generation, energy conversion must be carried out through a generator, so that energy conversion loss is caused, and a power battery can frequently work in a charge-discharge state, so that energy conversion loss is further caused. It can be understood that, in the present embodiment, in the parallel mode, the large-capacity power battery 40 may supplement torque or absorb excessive torque, that is, the power battery 40 plays a role in buffering, so that the engine 10 can operate in a high-efficiency economic zone for a long time, so that the equivalent fuel consumption of the hybrid vehicle in the parallel mode is the lowest, and further the hybrid vehicle has higher economy. And, when the hybrid vehicle is operated in the EV mode, the engine 10 is not required to be involved in the work, the fuel consumption rate is zero at this time, the efficiency of the hybrid vehicle can reach more than 90%, and high economy is achieved.

In some embodiments of the present invention, the controller 50 is further configured to determine a relationship between the SOC balance point and the SOC of the power battery 40 when the vehicle speed of the hybrid vehicle is less than a preset vehicle speed threshold, and determine a third wheel end torque threshold T3 for the hybrid vehicle to enter the series mode according to the relationship between the SOC balance point and the SOC of the power battery 40 and the vehicle speed of the hybrid vehicle, and to control the hybrid vehicle to enter the series mode when the wheel end demand torque is equal to or greater than the third wheel end torque threshold T3; determining wheel end required power according to the wheel end required torque and the vehicle speed; controlling the engine 10 to operate at the optimum economy point at a preset power so as to drive the generator 30 to generate power and output power to the wheel end through the driving motor 20 according to the preset power when the engine 10 operates at the optimum economy point; when the generated power of the generator 30 is larger than the power required by the wheel end, the surplus power is used for charging the power battery 40 through the generator 30; when the generated power of the generator 30 is less than or equal to the wheel end required power, determining whether the SOC of the current power battery 40 is less than a first preset value, if so, controlling the output power of the engine 10 to increase so as to control the output power of the engine 10 to respond to the wheel end required power, and simultaneously charging the power battery 40 through the generator 30; when the SOC of the current power battery 40 is greater than or equal to a first preset value, the power battery 40 is also controlled to supply power to the driving motor 20, and the engine 10 and the power battery 40 jointly respond to the power demand of the wheel end; it is determined whether the sum of the generated power of the generator 30 and the output power of the power battery 40 is greater than the wheel-end required power, if so, the engine 10 is controlled to operate at the preset power at the optimum economy point, otherwise, the output power of the engine 10 is controlled to increase, and the engine 10 is operated on the economy line of the engine 10 in response to the wheel-end required power.

Further, the controller 50 is configured to control the engine 10 to stop operating and control the power battery 40 to supply power to the driving motor 20 when the wheel-end required torque is smaller than the third wheel-end torque threshold T3, and to respond to the wheel-end required torque through the driving motor 20.

Specifically, when the vehicle speed of the hybrid vehicle is less than a preset vehicle speed threshold (e.g. 65km/h), if the SOC of the power battery 40 is greater than or equal to the SOC balance point, according to the vehicle speed of the hybrid vehicle, a third wheel end torque threshold T3 of the hybrid vehicle entering the series mode is obtained through table lookup, for example, a corresponding torque in a vehicle speed-torque comparison table corresponding to a curve T3-3 in fig. 2 is looked up according to the vehicle speed as a third wheel end torque threshold T3; if the difference between the SOC balance point and the SOC of the power battery 40 is greater than or equal to a fifth preset difference delta S5 and smaller than a sixth preset difference delta S6, obtaining a third wheel end torque threshold value T3 when the hybrid vehicle enters a series mode through table lookup according to the vehicle speed of the hybrid vehicle, and finding a corresponding torque in a vehicle speed-torque comparison table corresponding to a curve T3-2 in the graph 2 as a third wheel end torque threshold value T3 according to the vehicle speed; if the difference between the SOC balance point and the SOC of the power battery 40 is greater than or equal to a sixth preset difference deltaS 6, according to the vehicle speed of the hybrid vehicle, a third wheel end torque threshold value T3 of the hybrid vehicle entering the series mode is obtained through table lookup, and the corresponding torque in the vehicle speed-torque comparison table corresponding to the curve T3-1 in the graph in FIG. 2 is looked up according to the vehicle speed to serve as the third wheel end torque threshold value T3.

When the wheel end torque demand is equal to or greater than the third wheel end torque threshold T3, the controller 50 controls the hybrid vehicle to enter the series mode. In the series mode, the controller 50 controls the engine 10 to operate at a predetermined power (e.g., 25kW) at an optimum economy point, and simultaneously obtains the wheel-end required torque and the vehicle speed, determines the wheel-end required power according to the wheel-end required torque and the vehicle speed (which can be implemented by the prior art, but is not limited thereto), and compares it with the generated power of the generator 30. If the generated power of the generator 30 is greater than the wheel-end required power, the controller 50 charges the power battery 40 with the surplus power through the generator 30.

If the generated power of the generator 30 is less than or equal to the wheel end required power, further determining whether the SOC of the current power battery 40 is less than a first preset value (and determining whether the SOC is extremely low), if so, controlling the output power of the engine 10 to increase, but still working on the economy line, so as to control the output power of the engine 10 to respond to the wheel end required power, and simultaneously charging the power battery 40 through the generator 30, that is, under the condition that the SOC of the power battery 40 is extremely low, the engine 10 increases the output power on the premise of meeting the driving requirement, that is, the working point of the engine moves towards the direction of increasing the output torque on the economy line, and transmits a part of energy to the power battery 40 to charge the power battery 40, so that the power battery can be recharged while the engine is driven in the energy-saving mode. When the current SOC of the power battery 40 is greater than or equal to the first preset value, the power battery 40 is also controlled to supply power to the driving motor 20 according to the current SOC, the engine 10 and the power battery 40 respond to the wheel end required power together, whether the sum of the power generation power of the generator 30 and the output power of the power battery 40 is greater than the wheel end required power is further determined, if yes, the engine 10 is controlled to work at the optimal economic point with preset power, otherwise, the output power of the engine 10 is controlled to increase, and the engine 10 is made to work on the economic line of the engine 10 to respond to the wheel end required power.

When the wheel-end required torque is less than the third wheel-end torque threshold T3, the controller 50 controls the engine 10 to stop operating and controls the power battery 40 to supply power to the driving motor 20, and the hybrid vehicle enters the EV mode in response to the wheel-end required torque by the driving motor 20.

Therefore, the hybrid vehicle is controlled to enter a series mode or an EV mode according to the wheel end required torque of the hybrid vehicle, the SOC of the power battery, the SOC balance point and the vehicle speed of the hybrid vehicle, and different modes are adopted in the series mode, so that the engine always works in an economic area, the energy-saving purpose is achieved, and the hybrid vehicle is guaranteed to have higher economy. It is understood that, in the present embodiment, in the series mode, the power can be supplemented or the surplus power can be absorbed by the large-capacity power battery 40, that is, the power battery 40 plays a role of buffering, so that the engine 10 can operate in a high-efficiency economy zone for a long time, so that the hybrid vehicle has high economy, and the hybrid vehicle can operate in the series mode more energy-saving at the current wheel-end required torque, the current SOC, the SOC balance point and the current vehicle speed, so that the operating mode of the vehicle is switched from the parallel mode to the series mode, and the engine always operates on the economy line, specifically, the parallel mode economy line is switched to the series mode economy line. And, when the hybrid vehicle is operated in the EV mode, the engine 10 is not required to be involved in the work, the fuel consumption rate is zero at this time, the efficiency of the hybrid vehicle can reach more than 90%, and high economy is achieved.

It should be noted that the power comparison is performed in the series mode, so that it is possible to avoid control deviation caused by the fact that the generated power and the driving power cannot be completely and efficiently followed when the torque comparison is used.

Further, the controller 50 is configured to control the engine 10 to operate on the fourth economy line Q4 when the SOC of the power battery 40 is equal to or greater than the SOC balance point; when the difference between the SOC balance point and the SOC of the power battery 40 is equal to or greater than a third preset difference, controlling the engine 10 to operate on a fifth economy line Q5; the fourth economy line Q4 and the fifth economy line Q5 are operating curves with the best efficiency and the second best efficiency in the full speed range of the engine 10, and the output torque of the engine 10 working on the fifth economy line Q5 is equal to or greater than the output torque of the engine 10 working on the fourth economy line Q4 at the same speed.

Specifically, when the vehicle speed of the hybrid vehicle is less than a preset vehicle speed threshold (e.g., 65km/h), if the SOC of the power battery 40 is equal to or greater than the SOC balance point, the engine 10 is controlled to operate on the fourth economy line Q4; if the difference between the SOC balance point and the SOC of the power battery 40 is equal to or greater than the third preset difference Δ S3, the engine 10 is controlled to operate on the fifth economy line Q5. In the present embodiment, the fifth economy line Q5 may substantially coincide with the external characteristic line of the engine 10, or may be provided between the fourth economy line Q4 and the external characteristic line of the engine 10.

As a specific example, the controller 50 may be configured to control the hybrid vehicle according to the control logic shown in fig. 6 a-6 b, and may specifically include the following steps:

in step S101, whether to enter the EV or HEV mode (hybrid mode) is manually selected. If yes, executing step S102, otherwise, continuing to operate according to the current mode.

Step S102 is executed to determine whether or not the EV mode is selected. If so, step S103 is performed, otherwise step S105 is performed.

In step S103, the EV mode operation is entered.

And step S104, judging whether the SOC of the current power battery is in a power-shortage working condition or not. If yes, step S105 is executed, otherwise, step S103 is returned to.

Step S105, the HEV mode operation is entered.

And S106, judging whether the vehicle speed is larger than or equal to a preset vehicle speed threshold value, such as 65 km/h. If so, step S107 is performed, otherwise step S123 is performed.

And step S107, obtaining a first wheel end torque threshold T1 entering the parallel mode and a second wheel end torque threshold T2 exiting the parallel mode according to the SOC, the SOC balance point and the vehicle speed.

In step S108, it is determined whether the wheel end required torque T is smaller than T1. If so, step S109 is performed, otherwise step S110 is performed.

In step S109, the EV mode operation is entered.

In step S110, it is determined whether the wheel end required torque T is greater than T2. If so, step S111 is performed, otherwise step S119 is performed.

And step S111, entering a series mode to work.

In step S112, the engine is operated at a fixed output power to maintain high efficiency.

And step S113, judging whether the power of the generator is larger than the power required by the wheel end or not. If so, step S114 is performed, otherwise step S115 is performed.

And step S114, controlling the generator to charge the power battery with the surplus power.

In step S115, it is determined whether the SOC is extremely low (e.g., the SOC is lower than the first preset value). If so, step S116 is performed, otherwise step S117 is performed.

And step S116, increasing the output power of the engine, still operating on the economic line, and generating more electricity to supplement electricity for the power battery.

And step S117, the power battery supplements a part of wheel end requirements according to the current SOC.

And step S118, judging whether the sum of the generated power of the generator and the output power of the power battery is larger than the wheel end required power. If so, step S119 is performed, otherwise step S120 is performed.

In step S119, the engine is operated at the optimum economy point.

And step S120, increasing the output power of the engine, and outputting the power according to the wheel end demand, wherein the engine works on an economic line.

And step S121, entering a parallel mode to work.

And step S122, judging whether the wheel end required torque T is larger than the output torque of the engine economic line or not. If so, step S123 is performed, otherwise step S124 is performed.

And S123, boosting is conducted in parallel, the engine always works on an economic line, and insufficient energy is boosted by a driving motor driven by a power battery.

And step S124, parallel power generation is carried out, the engine always works on an economic line, and redundant energy charges the power battery through the driving motor.

And step S125, looking up a table to obtain a third wheel end torque threshold T3 entering the series mode according to the SOC, the SOC balance point and the vehicle speed.

In step S126, it is determined whether the wheel end required torque T is smaller than T3. If so, step S127 is performed, otherwise, step S128 is performed.

In step S127, the EV mode operation is entered.

And step S128, entering the serial mode to work.

In brief, when the vehicle speed is less than the preset vehicle speed threshold, the actual working mode is only the EV mode and the series mode, the third wheel end torque threshold T3 of the series mode is determined according to the SOC, the SOC balance point and the vehicle speed condition, if the wheel end required torque is less than T3, the pure electric mode is entered, otherwise, the series mode is entered.

When the vehicle speed is greater than or equal to a preset vehicle speed threshold value, the actual working modes comprise an EV mode, a series mode and a parallel mode, a first wheel end torque threshold value T1 entering the parallel mode and a second wheel end torque threshold value T2 exiting the parallel mode are judged according to the SOC, the SOC balance point and the vehicle speed condition, and if the wheel end required torque is less than T1, the EV mode is entered; if the wheel end required torque is larger than T2, entering a series mode; and if the wheel end required torque is less than or equal to T2 and less than or equal to T1, entering a parallel mode. And in the parallel mode state, if the wheel end required torque is larger than the economic line torque of the engine, the engine works in the parallel power-assisted state, otherwise, the engine works in the parallel power generation state.

It will be appreciated that to avoid frequent mode switching, there is a range of backlash for each of the first, second and third wheel end torque thresholds T1, T2 and T3.

Therefore, in the whole vehicle running process, when the vehicle runs at a medium and low speed, the hybrid vehicle mainly adopts an EV mode and a series mode, and when the vehicle runs at a high speed, the hybrid vehicle mainly adopts direct drive of an engine; and when the power battery is in an extremely low SOC state, the engine works on the economy line but the torque can be increased so as to improve the electricity conservation property. Therefore, the energy consumption, the dynamic performance and the NVH of the hybrid electric vehicle can better meet the requirements of users.

It should be noted that the control core of the present application is: the electric drive is used as a main part, the high-efficiency working area of the drive motor almost covers the whole rotating speed and torque area, the direct drive of the engine is used as an auxiliary part, and the engine always works on the optimal economic line, so that the fuel economy of the whole vehicle can be improved. Through tests, the area occupation ratio of the driving motor with the efficiency exceeding 90% exceeds 90.7%, the motor driving is in a high-efficiency area for a long time, 70% of the time when the engine works is in a high-efficiency area above 38%, the capacity of the power battery is not lower than 5kWh, the occupation ratio of the EV driving working condition can be guaranteed under the non-full-power condition, the engine can be kept in the high-efficiency area to work, when the engine works in an economic area, the output power is higher than the requirement of the whole vehicle, the extra energy can be absorbed by the battery, and the vehicle can work in an electric driving mode more.

In some embodiments of the present invention, referring to fig. 1a and 7, the hybrid power system further includes a dual electronic control module 60, where the dual electronic control module 60 is respectively connected to the driving motor 20 and the generator 30, and the dual electronic control module 60 supplies power to the driving motor 20 according to the ac power output by the generator 30; the power battery 40 is connected with the dual electronic control module 60, the power battery 40 supplies power to the driving motor 20 through the dual electronic control module 60, or is charged according to the alternating current output by the generator 30 or the driving motor 20 through the dual electronic control module 60, the dual electronic control module 60 comprises a first inverter 61, a second inverter 62 and a DC/DC63, the alternating current terminal of the first inverter 61 is connected to the driving motor 20, the direct current terminal of the first inverter 61 is respectively connected with the direct current terminal of the second inverter 62 and the first direct current terminal of the DC/DC63, the alternating current terminal of the second inverter 62 is connected to the generator 30, and the second direct current terminal of the DC/DC63 is connected to the power battery 40.

The operation of the dual electric control module 60 when the hybrid vehicle is in different operation modes will be described with reference to fig. 7. Specifically, in some embodiments of the present invention, referring to fig. 7, when the power output between the engine 10 and the wheel end is cut off and the generator 10 is driven to generate power, the hybrid system enters a series mode in which the ac power output from the generator 30 is converted into dc power by the second inverter 62 and the dc power is converted into ac power by the first inverter 61 and supplied to the driving motor 20, so as to drive the driving motor 20; or the alternating current output by the generator 30 is converted into direct current by the second inverter 62 and converted into alternating current by the first inverter 61 to be supplied to the driving motor 20, and the direct current output by the power battery 40 is converted into alternating current by the first inverter 61 after being converted by the DC/DC63 to be supplied to the driving motor 20, so that the driving motor 20 can be driven; or the alternating current output by the generator 30 is converted into direct current by the second inverter 62, and the direct current is converted into alternating current by the first inverter 61 and is supplied to the driving motor 20, so that the driving motor 20 performs driving operation, and the direct current is converted by the DC/DC63 and is charged to the power battery 40.

In some embodiments of the present invention, when the engine 10 and the generator 30 are not operated, and the power battery 40 supplies power to the driving motor 20, the hybrid system enters an EV mode, in which the DC power output from the power battery 40 is converted into ac power by the first inverter 61 after passing through the DC/DC63, and then is supplied to the driving motor 20, so as to drive the driving motor 20.

In some embodiments of the present invention, when the engine 10 is coupled with the wheel end in a power mode, and the generator 30 is idle, and the engine 10 drives the driving motor 20 to generate power, the hybrid system enters a parallel power generation mode, and ac power output by the driving motor 20 is converted into DC power by the first inverter 61, and the DC power is converted by the DC/DC to charge the power battery 40.

Therefore, the power can be generated through the driving motor during parallel power generation, because the driving motor has higher power, the power supplement is quicker, and the idle loss of the generator is smaller than the idle loss of the driving motor, so that the energy is saved.

In some embodiments of the present invention, when the engine 10 is coupled to the wheel end in a power mode, the generator 30 is idle, and the power battery 40 supplies power to the driving motor 20, the hybrid system enters a parallel boost mode, in which the DC power output by the power battery 40 is converted by the DC/DC63 and then converted into ac power by the first inverter 61 to be supplied to the driving motor 20, so as to drive the driving motor 20 to perform driving operation, and the engine 10 outputs power to the wheel end to participate in the driving operation.

According to the hybrid power system disclosed by the embodiment of the invention, the requirement of a user for actively managing the electric quantity of the whole vehicle can be met, the corresponding EV, series and parallel working areas are changed by adjusting the SOC balance point, the working economic line of series power generation and the working range of the engine during parallel driving are adjusted, the participation of the user in energy management of the whole vehicle is greatly improved, and the great energy management control authority is released for the user. Meanwhile, the hybrid electric vehicle can be driven mainly by electric drive and assisted by oil drive, the current vehicle speed, the actual required torque, the SOC of a power battery, the SOC balance point, the efficient interval of an engine and a driving motor are comprehensively considered, the hybrid electric vehicle is driven in an efficient mode preferentially, and the mode switching is carried out by combining the power performance and the electricity-preserving performance of the whole hybrid electric vehicle, so that the energy consumption, the dynamic performance and the NVH of the hybrid electric vehicle can better meet the user requirements.

Fig. 8 is a schematic structural diagram of a hybrid vehicle according to an embodiment of the invention, and referring to fig. 8, the hybrid vehicle 1000 includes the hybrid system 100 described above.

Fig. 9 is a flowchart of a control method of a hybrid vehicle according to an embodiment of the invention. As shown in fig. 1a, the hybrid vehicle includes an engine, a driving motor, a generator, and a power battery, wherein the engine is configured to selectively output power to a wheel end, the driving motor is configured to output power to the wheel end, the generator is connected to the engine to generate power under the driving of the engine, the power battery is configured to supply power to the driving motor and charge the driving motor according to alternating current output by the generator or the driving motor, and a capacity of the power battery is greater than or equal to a first preset capacity to improve an SOC balance point adjustment range of the power battery.

Referring to fig. 9, the control method of the hybrid vehicle includes:

step S201, determining the power consumption requirement of the hybrid vehicle, and adjusting the SOC balance point of the power battery according to the power consumption requirement.

And S202, controlling the engine, the driving motor and the generator according to the SOC balance point and driving parameters of the hybrid vehicle so as to respond to the power consumption requirement while enabling the engine to work in an economic zone by performing charge and discharge control on the power battery, wherein the driving parameters comprise at least one of wheel end required torque, the SOC of the power battery and the vehicle speed of the hybrid vehicle.

In some embodiments of the invention, when the engine operates in the economic region and responds to the electricity demand, the operation mode with the lowest equivalent oil consumption is selected as the current operation mode of the hybrid vehicle by comparing the equivalent oil consumption of the hybrid vehicle in the series mode, the parallel mode and the EV mode.

In some embodiments of the present invention, when the SOC balance point of the power battery is adjusted according to the demand for electricity, if the hybrid vehicle is operated in the series mode, the amount of electricity consumed by the power battery is controlled by adjusting the EV operation region of the hybrid vehicle and the series operation region of the hybrid vehicle; if the hybrid vehicle is operated in the parallel mode, the power consumption of the power battery is controlled by adjusting the parallel power generation operation region of the hybrid vehicle and the parallel boosting operation region of the hybrid vehicle.

In some embodiments of the present invention, when the SOC balance point of the power battery is adjusted according to the demand for electricity, if the hybrid vehicle is operated in the series mode or the parallel mode, the amount of electricity generated by the engine is controlled by adjusting the economy line of the engine.

In some embodiments of the present invention, controlling the engine, the driving motor, and the generator according to the SOC balance point and the driving parameters of the hybrid vehicle includes: when the vehicle speed of the hybrid vehicle is greater than or equal to a preset vehicle speed threshold value, determining the relation between an SOC balance point and the SOC of a power battery, determining a first wheel end torque threshold value when the hybrid vehicle enters a parallel mode and a second wheel end torque threshold value when the hybrid vehicle exits the parallel mode according to the relation between the SOC balance point and the SOC of the power battery and the vehicle speed of the hybrid vehicle, and controlling the hybrid vehicle to enter the parallel mode when the wheel end required torque is greater than or equal to the first wheel end torque threshold value and less than or equal to the adjusted second wheel end torque threshold value, wherein when the SOC of the power battery is greater than or equal to the SOC balance point, an engine is controlled to work on a first economic line, the power battery is controlled to supply power to a driving motor, and the engine and the power battery respond to the wheel end required torque together; when the difference value between the SOC balance point and the SOC of the power battery is larger than or equal to a first preset difference value and smaller than a second preset difference value, controlling the engine to work on a second economic line, wherein if the wheel end required torque is larger than the output torque of the engine working on the second economic line, the power battery is also controlled to supply power to the driving motor, and the engine and the power battery jointly respond to the wheel end required torque; if the wheel end required torque is smaller than the output torque of the engine when the engine works on the second economic line, the engine is controlled to drive the driving motor to generate electricity when the engine responds to the wheel end required torque, so that redundant energy output by the engine is charged to the power battery through the driving motor; responding to the wheel-end required torque by the engine alone if the wheel-end required torque is equal to the output torque of the engine when the engine works on the second economy line; when the difference value between the SOC balance point and the SOC of the power battery is larger than or equal to a second preset difference value, controlling the engine to work on a third economic line, and controlling the engine to drive a driving motor to generate power when the engine responds to the wheel end required torque so as to charge the power battery with redundant energy output by the engine through the driving motor; the first economy line is an optimum economy line for the parallel mode, the third economy line is substantially coincident with an external characteristic line of the engine, and the second economy line is located between the first economy line and the third economy line.

In some embodiments of the present invention, controlling the engine, the driving motor, and the generator according to the SOC balance point and the driving parameters of the hybrid vehicle includes: when the vehicle speed of the hybrid vehicle is smaller than a preset vehicle speed threshold value, determining the relation between an SOC balance point and the SOC of the power battery, determining a third wheel end torque threshold value when the hybrid vehicle enters a series mode according to the relation between the SOC balance point and the SOC of the power battery and the vehicle speed of the hybrid vehicle, and controlling the hybrid vehicle to enter the series mode when the wheel end required torque is larger than or equal to the third wheel end torque threshold value; determining wheel end required power according to the wheel end required torque and the vehicle speed; controlling the engine to work at the optimal economic point at preset power so as to drive the generator to generate power according to the preset power when the engine works at the optimal economic point and output power to a wheel end through the driving motor; when the generated power of the generator is greater than the power required by the wheel end, charging the power battery with the redundant power through the generator; when the generated power of the generator is smaller than or equal to the wheel end required power, determining whether the SOC of the current power battery is smaller than a first preset value, if so, controlling the output power of the engine to increase so as to control the output power of the engine to respond to the wheel end required power and charge the power battery through the generator; when the SOC of the current power battery is larger than or equal to a first preset value, the power battery is also controlled to supply power to the driving motor, and the engine and the power battery respond to the power demand of the wheel end together; and determining whether the sum of the generated power of the generator and the output power of the power battery is greater than the wheel end required power, if so, controlling the engine to work at the optimal economic point with preset power, otherwise, controlling the output power of the engine to increase, and enabling the engine to work on an engine economic line to respond to the wheel end required power.

In some embodiments of the invention, when the SOC of the power battery is more than or equal to the SOC balance point, the engine is controlled to work on a fourth economic line; when the difference value between the SOC balance point and the SOC of the power battery is larger than or equal to a third preset difference value, controlling the engine to work on a fifth economic line; the fourth economy line and the fifth economy line are working curves with optimal efficiency and sub-optimal efficiency in the full-speed range of the engine, and the output torque of the engine working in the fifth economy line at the same speed is larger than or equal to the output torque of the engine working in the fourth economy line.

In some embodiments of the present invention, controlling the engine, the driving motor, and the generator according to the SOC balance point and the driving parameters of the hybrid vehicle includes: and when the wheel end required torque is smaller than the first wheel end torque threshold value, controlling the engine to stop working, controlling the power battery to supply power to the driving motor, and responding to the wheel end required torque through the driving motor.

In some embodiments of the present invention, controlling the engine, the driving motor, and the generator according to the SOC balance point and the driving parameters of the hybrid vehicle includes: controlling the hybrid vehicle to enter a series mode when the wheel end required torque is greater than a second wheel end torque threshold; determining wheel end required power according to the wheel end required torque and the vehicle speed; controlling the engine to work at the optimal economic point at preset power so as to drive the generator to generate power according to the preset power when the engine works at the optimal economic point and output power to a wheel end through the driving motor; when the generated power of the generator is greater than the power required by the wheel end, charging the power battery with the redundant power through the generator; when the generated power of the generator is smaller than or equal to the wheel end required power, determining whether the SOC of the current power battery is smaller than a first preset value, if so, controlling the output power of the engine to increase so as to control the output power of the engine to respond to the wheel end required power and charge the power battery through the generator; when the SOC of the current power battery is larger than or equal to a first preset value, the power battery is also controlled to supply power to the driving motor, and the engine and the power battery respond to the power demand of the wheel end together; and determining whether the sum of the generated power of the generator and the output power of the power battery is greater than the wheel end required power, if so, controlling the engine to work at the optimal economic point with preset power, otherwise, controlling the output power of the engine to increase, and enabling the engine to work on an engine economic line to respond to the wheel end required power.

In some embodiments of the present invention, controlling the engine, the driving motor, and the generator according to the SOC balance point and the driving parameters of the hybrid vehicle includes: and when the wheel end required torque is smaller than the third wheel end torque threshold value, controlling the engine to stop working, controlling the power battery to supply power to the driving motor, and responding to the wheel end required torque through the driving motor.

It should be noted that, for the description of the control method of the hybrid vehicle in the present application, please refer to the description of the hybrid system in the present application, and detailed description thereof is omitted here.

In some embodiments, there is also provided a computer-readable storage medium having stored thereon a control program of a hybrid vehicle, which when executed by a processor, implements the aforementioned control method of the hybrid vehicle.

Fig. 10 is a schematic structural diagram of a vehicle control unit according to an embodiment of the present invention, and referring to fig. 10, the vehicle control unit 2000 includes a memory 2100, a processor 2200, and a control program of a hybrid vehicle stored in the memory 2100 and operable on the processor, and when the processor 2200 executes the control program of the hybrid vehicle, the control method of the hybrid vehicle is implemented.

It should be noted that the logic and/or steps represented in the flowcharts or otherwise described herein, such as an ordered listing of executable instructions that can be considered to implement logical functions, can be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. For the purposes of this description, a "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of the computer-readable medium would include the following: an electrical connection (electronic device) having one or more wires, a portable computer diskette (magnetic device), a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). Additionally, the computer-readable medium could even be paper or another suitable medium upon which the program is printed, as the program can be electronically captured, via for instance optical scanning of the paper or other medium, then compiled, interpreted or otherwise processed in a suitable manner if necessary, and then stored in a computer memory.

It should be understood that portions of the present invention may be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, the various steps or methods may be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, any one or combination of the following techniques, which are known in the art, may be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application specific integrated circuit having an appropriate combinational logic gate circuit, a Programmable Gate Array (PGA), a Field Programmable Gate Array (FPGA), or the like.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.

Claims

1. A hybrid powertrain system, comprising:

an engine to selectively output power to a wheel end;

a drive motor to output power to the wheel end;

the generator is connected with the engine to generate electricity under the driving of the engine;

the power battery is used for supplying power to the driving motor and charging according to alternating current output by the generator or the driving motor, and the capacity of the power battery is larger than or equal to a first preset capacity so as to improve the SOC balance point adjusting range of the power battery;

a controller configured to determine a power demand of a hybrid vehicle, adjust an SOC balance point of the power battery according to the power demand, and control the engine, the driving motor, and the generator according to the SOC balance point and driving parameters of the hybrid vehicle to respond to the power demand while operating the engine in an economic zone by performing charge and discharge control on the power battery, wherein the driving parameters include at least one of a wheel end demand torque, an SOC of the power battery, and a vehicle speed of the hybrid vehicle.

2. The hybrid system of claim 1, wherein when the engine is operating in an economy zone and is responsive to the demand for power, the controller is further configured to,

and selecting the working mode with the lowest equivalent oil consumption as the current working mode of the hybrid vehicle by comparing the equivalent oil consumption of the hybrid vehicle in the series mode, the parallel mode and the EV mode.

3. The hybrid system according to claim 2, wherein the controller is further configured to, when adjusting the SOC balance point of the power cell in accordance with the power demand,

if the hybrid vehicle is operated in a series mode, controlling the charge consumption of the power battery by adjusting an EV operation region of the hybrid vehicle and a series operation region of the hybrid vehicle;

and if the hybrid vehicle works in a parallel mode, controlling the electric quantity consumption of the power battery by adjusting a parallel power generation working area of the hybrid vehicle and a parallel power assisting working area of the hybrid vehicle.

4. The hybrid system according to claim 2 or 3, wherein the controller is further configured to, when adjusting the SOC balance point of the power battery in accordance with the power demand,

if the hybrid vehicle is operated in a series mode or a parallel mode, the amount of power generated by the engine is controlled by adjusting an economy line of the engine.

5. The hybrid system of claim 1, wherein the controller is further configured to,

when the vehicle speed of the hybrid vehicle is greater than or equal to a preset vehicle speed threshold value, determining the relation between the SOC balance point and the SOC of the power battery, determining a first wheel end torque threshold value when the hybrid vehicle enters a parallel mode and a second wheel end torque threshold value when the hybrid vehicle exits the parallel mode according to the relation between the SOC balance point and the SOC of the power battery and the vehicle speed of the hybrid vehicle, and controlling the hybrid vehicle to enter the parallel mode when the wheel end required torque is greater than or equal to the first wheel end torque threshold value and less than or equal to the second wheel end torque threshold value.

6. The hybrid system of claim 5, wherein the controller is further configured to,

when the SOC of the power battery is larger than or equal to the SOC balance point, controlling the engine to work on a first economic line, and controlling the power battery to supply power to the driving motor, wherein the engine and the power battery jointly respond to the wheel end required torque;

when the difference value between the SOC balance point and the SOC of the power battery is larger than or equal to a first preset difference value and smaller than a second preset difference value, controlling the engine to work on a second economic line, wherein if the wheel end required torque is larger than the output torque of the engine working on the second economic line, the power battery is also controlled to supply power to the driving motor, and the engine and the power battery jointly respond to the wheel end required torque; if the wheel end required torque is smaller than the output torque of the engine when the engine works on a second economic line, controlling the engine to drive the driving motor to generate power when the engine responds to the wheel end required torque so as to charge the power battery with the redundant energy output by the engine through the driving motor; responding to the wheel-end demand torque by the engine alone if the wheel-end demand torque is equal to an output torque of the engine operating on a second economy line;

when the difference value between the SOC balance point and the SOC of the power battery is larger than or equal to a second preset difference value, controlling the engine to work on a third economic line, and controlling the engine to drive the driving motor to generate power when the engine responds to the wheel end required torque so as to charge the power battery with redundant energy output by the engine through the driving motor;

the first economy line is an optimum economy line of a parallel mode, the third economy line is substantially coincident with an external characteristic line of the engine, and the second economy line is located between the first economy line and the third economy line.

7. The hybrid system of claim 1, wherein the controller is further configured to,

when the vehicle speed of the hybrid vehicle is smaller than a preset vehicle speed threshold value, determining the relation between the SOC balance point and the SOC of the power battery, determining a third wheel end torque threshold value when the hybrid vehicle enters a series mode according to the relation between the SOC balance point and the SOC of the power battery and the vehicle speed of the hybrid vehicle, and controlling the hybrid vehicle to enter the series mode when the wheel end required torque is larger than or equal to the third wheel end torque threshold value;

determining wheel end required power according to the wheel end required torque and the vehicle speed;

controlling the engine to work at the optimal economic point at preset power so as to drive a generator to generate power according to the preset power when the engine works at the optimal economic point and output power to the wheel end through a driving motor;

when the generated power of the generator is larger than the power required by the wheel end, charging the power battery with redundant power through the generator;

when the generated power of the generator is smaller than or equal to the wheel end required power, determining whether the SOC of the current power battery is smaller than a first preset value, if so, controlling the output power of the engine to increase so as to control the output power of the engine to respond to the wheel end required power, and simultaneously charging the power battery through the generator;

when the SOC of the current power battery is larger than or equal to the first preset value, the power battery is also controlled to supply power to the driving motor, and the engine and the power battery jointly respond to the power required by the wheel end;

and determining whether the sum of the power generation power of the generator and the output power of the power battery is greater than the wheel end required power, if so, controlling the engine to work at the optimal economic point at preset power, otherwise, controlling the output power of the engine to increase, and enabling the engine to work on an engine economic line to respond to the wheel end required power.

8. The hybrid system of claim 7, wherein the controller is further configured to,

when the SOC of the power battery is larger than or equal to the SOC balance point, controlling the engine to work on a fourth economic line;

when the difference value between the SOC balance point and the SOC of the power battery is larger than or equal to a third preset difference value, controlling the engine to work on a fifth economic line;

and the fourth economy line and the fifth economy line are working curves with optimal efficiency and second best efficiency in the full-speed range of the engine, and the output torque of the engine working in the fifth economy line under the same speed is greater than or equal to the output torque of the engine working in the fourth economy line.

9. The hybrid system of claim 5, wherein the controller is further configured to,

and when the wheel end required torque is smaller than the first wheel end torque threshold value, controlling the engine to stop working, controlling the power battery to supply power to the driving motor, and responding to the wheel end required torque through the driving motor.

10. The hybrid system of claim 5, wherein the controller is further configured to,

controlling the hybrid vehicle to enter a series mode when the wheel end torque demand is greater than the second wheel end torque threshold;

determining whether the SOC of the current power battery is smaller than a first preset value, if so, controlling the output power of the engine to increase so as to control the output power of the engine to respond to the power required by the wheel end and charge the power battery through the generator;

11. The hybrid system of claim 7, wherein the controller is further configured to,

and when the wheel end required torque is smaller than the third wheel end torque threshold value, controlling the engine to stop working, controlling the power battery to supply power to the driving motor, and responding to the wheel end required torque through the driving motor.

12. The hybrid power system of claim 1, further comprising a dual electronic control module, wherein the dual electronic control module is respectively connected to the driving motor and the generator, and the dual electronic control module supplies power to the driving motor according to the alternating current output by the generator;

the power battery is connected with the double electric control module, the power battery supplies power to the driving motor through the double electric control module, or the double electric control module charges according to alternating current output by the generator or the driving motor, the double electric control module comprises a first inverter, a second inverter and a DC/DC, an alternating current end of the first inverter is connected to the driving motor, a direct current end of the first inverter is respectively connected with a direct current end of the second inverter and a first direct current end of the DC/DC, an alternating current end of the second inverter is connected to the generator, and a second direct current end of the DC/DC is connected to the power battery.

13. A hybrid vehicle characterized by comprising the hybrid system according to any one of claims 1 to 12.

14. A control method of a hybrid vehicle, the hybrid vehicle including an engine, a driving motor, a generator, and a power battery, the engine being configured to selectively output power to a wheel end, the driving motor being configured to output power to the wheel end, the generator being connected to the engine to generate power under driving of the engine, the power battery being configured to supply power to the driving motor and to be charged according to alternating current output by the generator or the driving motor, and a capacity of the power battery being greater than or equal to a first preset capacity to increase an SOC balance point adjustment range of the power battery, the control method comprising:

determining the power consumption requirement of a hybrid vehicle, and adjusting the SOC balance point of the power battery according to the power consumption requirement;

and controlling the engine, the driving motor and the generator according to the SOC balance point and driving parameters of the hybrid vehicle so as to respond to the power demand while enabling the engine to work in an economic zone by performing charge-discharge control on the power battery, wherein the driving parameters comprise at least one of wheel end demand torque, the SOC of the power battery and the vehicle speed of the hybrid vehicle.

15. The control method of a hybrid vehicle according to claim 14, characterized in that when the engine operates in an economy zone and responds to the power demand, an operation mode in which equivalent fuel consumption is lowest is selected as the current operation mode of the hybrid vehicle by comparing equivalent fuel consumption in a series mode, a parallel mode, and an EV mode of the hybrid vehicle.

16. The control method of a hybrid vehicle according to claim 15, characterized in that, when adjusting the SOC balance point of the power battery in accordance with the power demand,

17. The control method of a hybrid vehicle according to claim 15 or 16, characterized in that, when adjusting the SOC balance point of the power battery in accordance with the power demand,

18. The control method of a hybrid vehicle according to claim 14, wherein controlling the engine, the drive motor, and the generator according to the SOC balance point and a driving parameter of the hybrid vehicle includes:

determining a relation between the SOC balance point and the SOC of the power battery when the vehicle speed of the hybrid vehicle is greater than or equal to a preset vehicle speed threshold value, determining a first wheel end torque threshold value when the hybrid vehicle enters a parallel mode and a second wheel end torque threshold value when the hybrid vehicle exits the parallel mode according to the relation between the SOC balance point and the SOC of the power battery and the vehicle speed of the hybrid vehicle, and controlling the hybrid vehicle to enter the parallel mode when the wheel end demand torque is greater than or equal to the first wheel end torque threshold value and less than or equal to the adjusted second wheel end torque threshold value, wherein,

19. The control method of a hybrid vehicle according to claim 14, wherein controlling the engine, the drive motor, and the generator according to the SOC balance point and a driving parameter of the hybrid vehicle includes:

20. The control method of a hybrid vehicle according to claim 19,

21. The control method of a hybrid vehicle according to claim 18, wherein controlling the engine, the drive motor, and the generator according to the SOC balance point and a driving parameter of the hybrid vehicle includes:

22. The control method of a hybrid vehicle according to claim 18, wherein controlling the engine, the drive motor, and the generator according to the SOC balance point and a driving parameter of the hybrid vehicle includes:

23. The control method of a hybrid vehicle according to claim 19, wherein controlling the engine, the drive motor, and the generator according to the SOC balance point and a driving parameter of the hybrid vehicle includes:

24. A computer-readable storage medium, characterized in that a control program of a hybrid vehicle is stored thereon, which when executed by a processor implements the control method of the hybrid vehicle according to any one of claims 14 to 23.

25. A vehicle control unit, characterized by comprising a memory, a processor and a control program of a hybrid vehicle stored on the memory and operable on the processor, the processor implementing the control method of the hybrid vehicle according to any one of claims 14-23 when executing the control program of the hybrid vehicle.