CN117400911A

CN117400911A - Motor drive control method and device, storage medium and vehicle

Info

Publication number: CN117400911A
Application number: CN202311360633.9A
Authority: CN
Inventors: 伍庆龙; 杨钫; 王燕
Original assignee: FAW Group Corp
Current assignee: FAW Group Corp
Priority date: 2023-10-19
Filing date: 2023-10-19
Publication date: 2024-01-16

Abstract

The invention discloses a driving control method and device of a motor, a storage medium and a vehicle. Wherein the method comprises the following steps: acquiring a current running mode of the vehicle and the current electric quantity of a power battery in the vehicle in the running process of the vehicle, wherein the current running mode is used for indicating whether the vehicle is in a motor auxiliary driving state or not; adjusting an initial electric quantity interval based on a current running mode to obtain a target electric quantity interval of the power battery, wherein the target electric quantity interval is used for representing an available interval of electric quantity in the power battery; and controlling a motor in the vehicle to drive based on the current electric quantity and the target electric quantity interval. The invention solves the technical problem that the motor driving efficiency of the hybrid power vehicle in the related art is lower in the motor auxiliary driving mode.

Description

Motor drive control method and device, storage medium and vehicle

Technical Field

The invention relates to the technical field of new energy automobiles, in particular to a driving control method and device of a motor, a storage medium and a vehicle.

Background

Compared with the traditional automobile, the hybrid electric vehicle has the advantages that the driving motor and the power battery are added, so that the driving energy source of the vehicle is richer than that of the traditional automobile, and better overall automobile dynamic property and economical efficiency can be realized through the development of a control strategy of the hybrid electric vehicle.

In the motor auxiliary driving mode of the hybrid power vehicle, when a driver steps on an accelerator, if the required power of the vehicle in the actual running process is larger than the output power of an engine running at the highest fuel efficiency, in order to meet the required power of the vehicle and ensure the vehicle to have better economy, the vehicle needs to be driven in an auxiliary mode by adopting a motor, but the motor driving efficiency of the current hybrid power vehicle in the motor auxiliary driving mode is lower.

In view of the above problems, no effective solution has been proposed at present.

Disclosure of Invention

The embodiment of the invention provides a motor driving control method, a motor driving control device, a storage medium and a vehicle, which are used for at least solving the technical problem that the motor driving efficiency of a hybrid power vehicle in a motor auxiliary driving mode in the related art is low.

According to an aspect of an embodiment of the present invention, there is provided a drive control method of a motor, including: acquiring a current running mode of the vehicle and the current electric quantity of a power battery in the vehicle in the running process of the vehicle, wherein the current running mode is used for indicating whether the vehicle is in a motor auxiliary driving state or not; adjusting an initial electric quantity interval based on a current running mode to obtain a target electric quantity interval of the power battery, wherein the target electric quantity interval is used for representing an available interval of electric quantity in the power battery; and controlling a motor in the vehicle to drive based on the current electric quantity and the target electric quantity interval.

Optionally, adjusting the initial electric quantity interval based on the current running mode to obtain a target electric quantity interval of the power battery, including: and determining an initial electric quantity interval as a target electric quantity interval in response to the current running mode for indicating that the vehicle is not in a motor auxiliary driving state, wherein the initial electric quantity interval comprises: the system comprises a first maximum limit value and a first minimum limit value, wherein the first maximum limit value is the maximum value of an initial electric quantity interval, and the first minimum limit value is the minimum value of the initial electric quantity interval; and determining a target electric quantity interval according to a warmup state of the vehicle in response to the current running mode for indicating that the vehicle is in a motor auxiliary driving state, wherein the warmup state is used for indicating whether the temperature of the power battery needs to be increased.

Optionally, determining the target electric quantity interval according to the warmed-up state of the vehicle includes: responding to the warmup state that the temperature of the power battery does not need to be increased, and adjusting the initial electric quantity interval based on the first limit value offset to obtain a target electric quantity interval; and responding to the warmed-up state as the temperature of the power battery needs to be increased, and adjusting the initial electric quantity interval based on the second limit value offset to obtain a target electric quantity interval.

Optionally, adjusting the initial power interval based on the first limit offset to obtain a target power interval includes: determining a second minimum limit based on the difference between the target value and the first limit offset; and adjusting the first minimum limit value of the initial electric quantity interval to be a second minimum limit value to obtain a target electric quantity interval.

Optionally, adjusting the initial power interval based on the second limit offset to obtain a target power interval includes: determining an initial minimum limit based on a difference between the second minimum limit and the second limit offset; determining a third minimum limit based on a maximum of the initial minimum limit and the first minimum limit; and adjusting the first minimum limit value of the initial electric quantity interval to be a third minimum limit value to obtain a target electric quantity interval.

Optionally, the driving control method of the motor further includes: acquiring the required power of a vehicle and a target curve of an engine in the vehicle, wherein the target curve is used for representing the corresponding relation between the engine output power and the fuel consumption of the engine; determining the current driving mode as controlling the vehicle to enter a motor auxiliary driving state in response to the required power being greater than the engine output power; and in response to the demand power being less than or equal to the engine output power, determining that the current travel mode is to prohibit the vehicle from entering the motor assisted drive state.

Optionally, controlling the motor in the vehicle to drive based on the current electric quantity and the target electric quantity interval includes: controlling the motor to drive based on the first preset power in response to the current electric quantity being smaller than the minimum value of the target electric quantity interval; controlling the motor to drive based on a preset function curve in response to the current electric quantity being larger than the minimum value of the target electric quantity interval and smaller than a target value, wherein the preset function curve is used for representing a change curve of the output power of the motor, and the target value is used for representing a battery state median of the power battery in an auxiliary mode of the motor; and controlling the motor to drive based on a second preset power in response to the current electric quantity being greater than or equal to the target value, wherein the second preset power is greater than the first preset power.

According to another aspect of the embodiment of the present invention, there is also provided a drive control apparatus of a motor, including: the system comprises an acquisition module, a control module and a control module, wherein the acquisition module is used for acquiring a current running mode of a vehicle and the current electric quantity of a power battery in the vehicle in the running process of the vehicle, wherein the current running mode is used for indicating whether the vehicle is in a motor auxiliary driving state or not; the determining module is used for adjusting the initial electric quantity interval based on the current running mode to obtain a target electric quantity interval of the power battery, wherein the target electric quantity interval is used for representing an available interval of electric quantity in the power battery; and the control module is used for controlling a motor in the vehicle to drive based on the current electric quantity and the target electric quantity interval.

According to another aspect of the embodiments of the present invention, there is also provided a computer-readable storage medium including a stored program, wherein the drive control method of the above-described motor is performed in a processor of a device in which the program is controlled when running.

According to another aspect of an embodiment of the present invention, there is also provided a vehicle, one or more processors; a storage means for storing one or more programs; when the one or more programs are executed by the one or more processors, the one or more processors are caused to perform the above-described driving control method of the motor.

In the embodiment of the invention, in the running process of the vehicle, the current running mode of the vehicle and the current electric quantity of a power battery in the vehicle are obtained, wherein the current running mode is used for indicating whether the vehicle is in a motor auxiliary driving state or not; adjusting an initial electric quantity interval based on a current running mode to obtain a target electric quantity interval of the power battery, wherein the target electric quantity interval is used for representing an available interval of electric quantity in the power battery; and controlling a motor in the vehicle to drive based on the current electric quantity and the target electric quantity interval, so that the control of motor driving of the hybrid electric vehicle in a motor auxiliary driving mode is realized. It is easy to note that, according to the hybrid vehicle in the motor auxiliary driving mode, the available interval of the battery state of charge of the power battery is adjusted, and the driving of the motor is controlled according to the adjusted target electric quantity interval of the power battery, so that the power of the motor is dynamically controlled according to the current electric quantity of the power battery, and further the technical problem that the motor driving efficiency of the hybrid vehicle in the motor auxiliary driving mode in the related art is low is solved.

Drawings

The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this application, illustrate embodiments of the invention and together with the description serve to explain the invention and do not constitute a limitation on the invention. In the drawings:

fig. 1 is a flowchart of a driving control method of a motor according to an embodiment of the present invention;

FIG. 2 is a schematic illustration of a hybrid vehicle powertrain configuration scheme in accordance with an embodiment of the present invention;

fig. 3 is a schematic diagram of an SOC usable section of a power battery according to an embodiment of the present invention;

fig. 4 is a schematic diagram of a method for calculating a lower limit value of SOC of a power battery in a motor-assisted driving mode in a case of warming up the power battery according to an embodiment of the present invention;

FIG. 5 is a schematic diagram of a method for calculating a median value of SOC of a power battery in a motor assisted drive mode under a condition of no power battery warm-up according to an embodiment of the present invention;

FIG. 6 is a schematic diagram of a method for calculating a lower limit value of a power battery SOC in a motor assisted drive mode with power battery warm-up according to an embodiment of the present invention;

FIG. 7 is a schematic diagram of a method for calculating a median value of SOC of a power battery in a motor assisted drive mode with power battery warm-up according to an embodiment of the present invention;

FIG. 8 is a schematic diagram of a method for calculating the SOC power limit of a power battery in a motor assisted drive mode during a power-free battery warm-up condition according to an embodiment of the present invention;

FIG. 9 is a schematic diagram of a method for calculating a power limit of a power battery SOC in a motor assisted drive mode with power battery warm-up according to an embodiment of the present invention;

fig. 10 is a flowchart of a battery power management method of a power battery in a motor-assisted driving mode according to an embodiment of the present invention;

fig. 11 is a schematic diagram of a drive control apparatus of a motor according to an embodiment of the present application.

Detailed Description

In order that those skilled in the art will better understand the present invention, a technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.

It should be noted that the terms "first," "second," and the like in the description and the claims of the present invention and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the invention described herein may be implemented in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.

Example 1

According to an embodiment of the present invention, there is provided a drive control method embodiment of a motor, it being noted that the steps shown in the flowcharts of the drawings may be performed in a computer system such as a set of computer executable instructions, and that although a logical order is shown in the flowcharts, in some cases the steps shown or described may be performed in an order different from that herein.

Fig. 1 is a flowchart of a driving control method of a motor according to an embodiment of the present invention, as shown in fig. 1, the method including the steps of:

step S102, during the running of the vehicle, the current running mode of the vehicle and the current electric quantity of the power battery in the vehicle are obtained.

Wherein the current running mode is used to indicate whether the vehicle is in a motor-assisted driving state.

The vehicle described above may be referred to as a hybrid vehicle, which is typically comprised of an engine, an electric machine, a power battery, and a control system. The engine may use gasoline, diesel or other combustible fuel, while the motor is powered by a power battery. The control system automatically adjusts the power output of the engine and the motor according to factors such as vehicle speed, load, driving mode and the like so as to improve the fuel efficiency to the greatest extent.

The above-mentioned driving mode may refer to a driving power mode of the hybrid vehicle, and may include, but is not limited to, an electric-only mode, a motor-assisted driving mode, an engine power generation mode, a braking energy recovery mode, etc., where the vehicle is powered by only a power battery in the electric-only mode, and does not use an engine; the motor provides additional power support for the engine under specific conditions in the motor auxiliary driving mode so as to improve the performance and fuel economy of the vehicle; in an engine power generation mode, the engine drives the vehicle to run, and redundant power is converted into electric energy through the engine to charge a battery; in the braking energy recovery mode, the vehicle converts kinetic energy into electric energy by recovering braking energy when braking or decelerating, and charges the battery.

The power battery can be a battery for providing power for motor driving in the hybrid power vehicle, the electric quantity source of the power battery can be charging equipment externally connected with the hybrid power vehicle, an engine in an engine power generation mode, and a braking energy recovery system of the vehicle in a braking energy recovery mode, and the power battery can store the obtained electric quantity and output the electric quantity under specific conditions to provide power for the motor driving. The power battery may be managed and controlled by a battery management system (Battery Management System, abbreviated as BMS) to monitor the power battery's charge, temperature and status to ensure the safety and performance of the power battery.

In an alternative embodiment, after the vehicle is started, a corresponding sensor is called by a whole vehicle controller (Hybrid Control Unit, abbreviated as HCU) of the vehicle to acquire the current running mode of the vehicle in real time, and whether the current running mode of the vehicle is in a motor auxiliary driving mode or not is determined; the electric quantity of the power battery of the automobile is monitored in real time through the battery management system, wherein the whole automobile controller can be a key electronic control unit, and related data and operation can be collected and controlled through calling the sensor and the actuator, so that each component in the hybrid power system is managed and coordinated to achieve optimal energy conversion and automobile performance.

In an alternative embodiment, fig. 2 is a schematic diagram of a configuration scheme of a power system of a hybrid vehicle according to an embodiment of the present invention, and as shown in fig. 2, the power system mainly includes an engine 2010, a driving motor 2020, a power battery 2030, a gearbox 2040, a clutch 2050 and other assembly components, where one side of the driving motor is connected to the engine through the clutch, and the other side is connected to the gearbox. Also included in the powertrain are controllers corresponding to the various assembly components, including an engine controller 2060 (Engine Management System, abbreviated as EMS), a vehicle controller 2070, a motor controller 2080 (Motor Control Unit, abbreviated as MCU), a battery management system 2090, a transmission controller 2100 (Transmission Control Unit, abbreviated as TCU) wheels 2110 and 2120, and the like, which communicate with each other via a controller area network bus technology (Controller Area Network, abbreviated as CAN).

Through step S102, the current running mode of the vehicle and the current electric quantity of the power battery are obtained, and a data basis is provided for subsequent adjustment of the initial electric quantity interval of the power battery according to the current running mode of the vehicle.

Step S104, the initial electric quantity interval is adjusted based on the current running mode, and the target electric quantity interval of the power battery is obtained.

The target electric quantity interval is used for representing an available interval of electric quantity in the power battery.

The initial power interval may refer to an available interval Of a battery State Of Charge (SOC) Of a power battery Of the hybrid vehicle, that is, a State Of Charge range Of the power battery, and generally, the SOC available interval Of the power battery Of the hybrid vehicle is between 20% and 80%, and the SOC available interval Of the power battery Of the hybrid vehicle needs to be kept between 20% and 80% for charging and discharging to ensure performance and life Of the battery. The power battery SOC usable interval of the hybrid vehicle may be set to other ranges, and is not limited herein.

The target electric quantity interval may be a power battery SOC available interval of the hybrid vehicle in the motor auxiliary driving mode, where the target electric quantity interval may be represented by a preset power battery SOC limit value in the motor auxiliary driving mode, and the target electric quantity interval is located between an upper limit value and a lower limit value of the power battery SOC in the preset motor auxiliary driving mode.

In an alternative embodiment, the power battery performs different functions in different driving modes of the hybrid vehicle, so that the service condition of the power battery is different, and in the motor auxiliary driving mode, the initial power interval of the power battery can be adjusted to obtain the power battery target power interval suitable for the motor auxiliary driving mode.

In an alternative embodiment, the initial power interval includes an upper SOC limit value of the power battery and a lower SOC limit value of the power battery, and the initial power interval may be adjusted by increasing or decreasing the upper SOC limit value or the lower SOC limit value in the initial power interval, so as to obtain the target power interval.

In an alternative embodiment, in order to meet the power demand of the vehicle and ensure that the vehicle has better economy in the motor auxiliary driving mode, the running condition of the engine can be kept on the minimum effective fuel consumption rate curve as far as possible, the output electric quantity of the power battery is required to provide power for motor driving, the electric quantity of the power battery can be reduced, the damage to the battery caused by the too low electric quantity of the power battery can be avoided, the output power of the power battery can be dynamically controlled based on the SOC of the power battery, and therefore the SOC of the power battery in a reasonable range in the motor auxiliary driving mode is ensured, and the service life of the power battery can be prolonged on the basis of normal operation of the power battery.

In an alternative embodiment, in a hybrid vehicle, the SOC of the power battery needs to be controlled within an available interval, so that the battery works within a use interval meeting the requirements, and the service life of the battery is ensured; and meanwhile, the battery SOC is controlled to be in a usable interval so as to cope with unpredictable driving conditions of the vehicle. Under different running modes of the hybrid vehicle, the SOC use interval can be properly expanded under the condition of not damaging the service life of the battery, so that a driver can obtain better vehicle drivability, such as improving the dynamic property, reducing the oil consumption, improving the economy and the like.

In an alternative embodiment, under the normal running condition of the vehicle, the characteristic of the power battery determines the available SOC interval (i.e. the battery SOC available interval), and the SOC available interval is assumed to be a% -b%, and when the SOC frequently exceeds the available interval, the service life of the power battery will be affected. The battery usable section may be defined in accordance with the battery characteristics when developing the control strategy based on the upper limit value and the lower limit value of the SOC usable section.

In an alternative embodiment, the SOC median value of the battery needs to be set in advance, and the SOC median initial value is a target value of the vehicle electric quantity balance and is used for indicating a battery electric quantity state which the driver expects the whole vehicle to reach during driving. The SOC median value is a setting of a vehicle charge balance target value. When the SOC electric quantity of the vehicle is higher than the SOC median value, the power utilization is preferentially considered when the power/torque of the power system is distributed during the whole vehicle control, and the oil consumption is reduced. When the SOC electric quantity of the vehicle is lower than the SOC median value, when the whole vehicle control distributes the power/torque of the power system, a part of power is preferentially considered for generating electricity so as to enable the electric quantity of the battery to rise, and the subsequent electricity utilization requirement of the vehicle is ensured.

In an alternative embodiment, if the SOC availability interval of the power battery of the present invention is 30% -80%, that is, the SOC lower limit a=30%, the SOC upper limit b=80%, and the SOC median m=50%, fig. 3 is a schematic diagram of the SOC availability interval of the power battery according to an embodiment of the present invention, as shown in fig. 3, the horizontal axis of fig. 3 is the SOC electric quantity of the power battery, the upper half of the vertical axis is the driving power of the power battery, and the lower half of the vertical axis is the discharging power of the power battery, where a is the first minimum limit value of the SOC availability interval, b is the first maximum limit value of the SOC availability interval, and m is the target value.

In an alternative embodiment, the method for controlling the battery power in the motor auxiliary driving mode is used for improving and enhancing the dynamic torque response of the whole vehicle, and can reduce the load of the engine when the whole vehicle has high-power output requirements, so that the engine works in an economic area and the requirements of economy of the whole vehicle are met. When the vehicle condition satisfies the condition of entering the motor auxiliary mode, the whole vehicle control needs to switch to a control strategy/method of the motor auxiliary mode.

In an alternative embodiment, in order to ensure that the SOC of the power battery operates within the usable range during vehicle driving, and thus to ensure battery life, it is controlled to ensure that the SOC of the power battery is adjusted to a reasonable level as soon as possible when the SOC of the power battery is too low. The power battery SOC power management function needs to be set to the power battery SOC limit for the motor drive assist mode that meets the vehicle economy requirements.

Through step S104, when the vehicle is in the motor auxiliary driving mode, the SOC limit value of the power battery is adjusted, so that the hybrid power vehicle is set in the motor auxiliary driving mode, the damage to the battery caused by the excessively low electric quantity of the power battery is avoided, the SOC of the power battery in a reasonable range in the motor auxiliary driving mode is ensured, the power battery is ensured to work normally, and the service life of the power battery is prolonged.

And step S106, controlling a motor in the vehicle to drive based on the current electric quantity and the target electric quantity interval.

The motor may be a driving motor in a hybrid vehicle, the power source of the driving motor may be a power battery, and in the motor auxiliary driving mode, the driving motor assists the engine to drive, so as to provide power for the vehicle running.

In an alternative embodiment, in the motor auxiliary driving mode, the output power of the power battery provides power for motor driving, the power of the power battery is reduced, and in order to avoid damage to the battery caused by too low power of the power battery, the output power limit value of the power battery can be dynamically controlled based on the current power of the power battery and the SOC limit value of the power battery in the motor auxiliary driving mode, so that the output power of the driving motor is controlled, and the motor driving is controlled.

In an alternative embodiment, when the current electric quantity of the power battery is smaller than the lower limit value of the power battery SOC in the motor auxiliary driving mode, namely the power battery SOC is too low, the output power limit value of the battery can be controlled to be smaller, so that the power of the motor is controlled to be smaller, the motor is controlled to be driven with low power or not to be driven, and damage to the power battery caused by the power battery SOC is avoided.

Through step S106, when the vehicle is in the motor auxiliary driving mode, the dynamic control of the vehicle motor driving based on the current electric quantity and the target electric quantity interval of the power battery is realized, so that the SOC of the power battery is in a reasonable range, the driving performance of the hybrid power vehicle is ensured, and the service life of the power battery is prolonged.

In the embodiment of the invention, in the running process of the vehicle, the current running mode of the vehicle and the current electric quantity of a power battery in the vehicle are obtained, wherein the current running mode is used for indicating whether the vehicle is in a motor auxiliary driving state or not; adjusting an initial electric quantity interval based on a current running mode to obtain a target electric quantity interval of the power battery, wherein the target electric quantity interval is used for representing an available interval of electric quantity in the power battery; the motor in the vehicle is controlled to drive based on the current electric quantity and the target electric quantity interval, so that the motor driving of the hybrid vehicle is dynamically controlled based on the current electric quantity and the target electric quantity interval of the power battery in a motor auxiliary driving mode; it is easy to notice that, according to the hybrid vehicle under the motor auxiliary driving mode, the available interval of the battery electric quantity state of the power battery is adjusted, and the output power limit value of the power battery is dynamically controlled according to the target electric quantity interval of the power battery and the current electric quantity of the power battery obtained by adjustment, so that the dynamic control of the vehicle motor driving based on the current electric quantity and the target electric quantity interval of the power battery is realized, the service life of the power battery is prolonged while the driving performance of the hybrid vehicle is ensured, and the technical problem that the motor driving efficiency of the hybrid vehicle under the motor auxiliary driving mode in the related art is lower is solved.

The first maximum limit may be the maximum value of the SOC usable range of the power battery of the hybrid vehicle, which is generally set to 80%, and when the current electric quantity of the power battery is greater than the first maximum limit, the electric quantity of the battery is higher, and the charging state exceeding 80% may result in shortening the service life of the battery, so the charging management system of the hybrid vehicle generally controls the charging to about 80% to prolong the service life of the battery. The value of the first maximum limit may be set according to the requirement, and is not limited herein.

The first minimum limit may be a minimum value of a power battery SOC usable range of the hybrid vehicle, and is generally set to 20%, when the current electric quantity of the power battery is smaller than the first minimum limit, the battery capacity is lower, the electric quantity is insufficient, and the performance and the endurance mileage of the vehicle are affected, and the battery needs to be charged to provide enough power. The value of the first minimum limit may be set according to the requirement, and is not limited herein.

The above-mentioned warmup state may refer to battery warmup of the hybrid vehicle in the motor auxiliary driving mode, and the battery warmup is for ensuring that the battery can normally work in the low temperature environment, and in the low temperature environment, the performance of the battery can be influenced, and capacity and output of the battery can both be reduced, resulting in reduction of the vehicle range and reduction of the power performance.

In an alternative embodiment, if the running mode of the hybrid vehicle is the motor auxiliary driving mode, the upper limit value of the SOC of the power battery in the engine power generation mode is equal to the first maximum limit value, the lower limit value of the SOC of the power battery in the engine power generation mode is equal to the first minimum limit value, and the target electric quantity interval is located between the upper limit value and the lower limit value of the SOC of the power battery in the set engine power generation mode, so that the initial electric quantity interval is determined to be the target electric quantity interval.

In an alternative embodiment, in response to the current driving mode being used to indicate that the vehicle is in the motor-assisted driving mode, the initial electric quantity interval may be adjusted according to the warmup state of the vehicle to obtain the target electric quantity interval, that is, the two situations of powered battery warmup and unpowered battery warmup may be classified, and the initial electric quantity interval may be adjusted respectively to obtain the target electric quantity interval.

The first limit offset may be a preset lower limit offset of a power battery SOC in a motor auxiliary driving mode of the hybrid vehicle under a condition of no power battery warm-up, and is used for adjusting an initial power battery interval of the power battery to obtain a target power interval. In the case of the hybrid vehicle without power battery warm-up, the lower limit SOC deviation amounts of the power battery may be set as needed, respectively, and are not limited herein.

The second limit offset may be a preset lower limit offset of the SOC of the power battery in the auxiliary motor driving mode when the power battery of the hybrid vehicle is warmed up, and is used for adjusting an initial power interval of the power battery to obtain a target power interval. In the case of warm-up of the power battery in the hybrid vehicle, the lower limit SOC deviation amounts of the power battery may be set as needed, respectively, and are not limited herein.

In an alternative embodiment, in response to the warmed-up state being that there is no need to increase the temperature of the power battery, the SOC median value of the power battery in the normal mode may be adjusted based on the first limit offset to obtain the SOC lower limit value of the power battery in the motor auxiliary driving mode; since the power battery is in a discharging state in the motor auxiliary driving mode, the SOC of the power battery is continuously reduced, and therefore, only the lower limit value of the SOC of the power battery in the motor auxiliary driving mode is required to be adjusted.

The SOC median value of the power battery in the normal mode may be a preset SOC median value of the power battery in a default running mode of the hybrid vehicle, where the SOC median value may be a target value of vehicle electric quantity balance, and is used to represent a battery electric quantity state that the driver expects the whole vehicle to reach in the running process, and the SOC median value is a setting of the target value of vehicle electric quantity balance.

In an alternative embodiment, the hybrid vehicle adjusts the lower limit value of the power battery SOC of the motor auxiliary driving mode under the condition of no power battery warm-up based on the second limit value offset to obtain the lower limit value of the power battery SOC under the motor auxiliary driving mode under the condition of no power battery warm-up; since the power battery is in a discharging state in the motor auxiliary driving mode, the SOC of the power battery is continuously reduced, and therefore, only the lower limit value of the SOC of the power battery in the motor auxiliary driving mode is required to be adjusted.

The target value may be a SOC median value m of the power battery in the normal mode, where the SOC median value may be a target value of vehicle charge balance, and is used to represent a battery charge state that the driver expects the entire vehicle to reach during running, and the SOC median value is a setting of the target value of vehicle charge balance.

The second minimum limit value may be a lower limit value of the SOC of the power battery in the motor-assisted driving mode in the case of warm-up of the power battery of the hybrid vehicle.

In an alternative embodiment, when the hybrid vehicle is in the condition of no power battery warm-up, the difference between the SOC median value of the power battery in the normal mode and the first limit offset may be determined as the second minimum limit, that is, the lower limit of the target power interval of the power battery is obtained, that is, the target power interval of the power battery in the motor auxiliary driving mode of the hybrid vehicle is obtained in the condition of no power battery warm-up.

In an alternative embodiment, when the hybrid vehicle is in a no-power-battery warm-up condition, the available interval of the SOC of the power battery in the motor-assisted driving mode needs to be adapted so as to exert better vehicle economy performance, and since the power battery is in a discharging state in the motor-assisted driving mode, the SOC of the power battery is continuously reduced, and therefore, only the SOC lower limit value of the power battery in the motor-assisted driving mode needs to be adjusted.

In an alternative embodiment, the SOC lower limit value of the power battery in the motor auxiliary driving mode may be obtained by shifting a value downward based on the SOC median value of the power battery in the normal mode (the value is asctc 1, that is, the SOC lower limit shift value of the motor auxiliary driving mode is a calibratable amount, for example ascc1=8%), and fig. 4 is a schematic diagram of a method for calculating the SOC lower limit value of the power battery in the motor auxiliary driving mode under the condition of warming up the unpowered battery according to an embodiment of the present invention, and as shown in fig. 4, the SOC median value of the power battery in the normal mode and the SOC lower limit shift value of the motor auxiliary driving mode may be differentiated to obtain the SOC lower limit value of the motor auxiliary driving mode. At this time, the motor assist drive mode SOC lower limit value is ascsocl 1. Wherein m is the target value, and ascc 1 is the lower limit offset value of the first limit offset.

The calculation algorithm is as follows: asstsocl1=m-AsstC 1

In an alternative embodiment, fig. 5 is a schematic diagram of a method for calculating a median SOC value of a power battery in a motor-assisted driving mode under a condition of warming up the power battery according to an embodiment of the present invention, where a horizontal axis represents the SOC of the power battery and a vertical axis represents the power of the power battery. As shown in fig. 5, the original power battery SOC and the power curve a are shifted to the right to the curve B, and accordingly, the SOC median value is shifted from m to m2. The curve A is an initial curve of the relation between the power limit value of the power battery and the SOC under the normal running condition.

The initial minimum limit value may be a difference between a lower limit value of the SOC of the power battery in the motor-assisted driving mode and a lower limit offset value of the SOC of the power battery in the motor-assisted driving mode set in the case of warm-up of the power battery of the hybrid vehicle.

The third minimum limit value may be a lower limit value of the SOC of the power battery in the motor-assisted driving mode in the case where the hybrid vehicle has a warm-up of the power battery.

In an alternative embodiment, the third minimum limit value is determined based on the maximum value of the initial minimum limit value and the first minimum limit value, the first minimum limit value of the initial electric quantity section is adjusted to be the third minimum limit value, and the target electric quantity section is obtained because the lower limit value of the power battery SOC in the motor auxiliary driving mode cannot be smaller than the minimum value of the power battery SOC available section of the hybrid vehicle under the condition that the hybrid vehicle is warmed up by the power battery, so that the maximum value of the initial minimum limit value and the first minimum limit value is determined to be the third minimum limit value, and the obtained third minimum limit value is the lower limit value of the target electric quantity section of the power battery, and the target electric quantity section of the power battery in the motor auxiliary driving mode can be obtained under the condition that the hybrid vehicle is warmed up by the power battery.

In an alternative embodiment, if the vehicle is in an initial stage of starting and driving or in a low-temperature environment, when the power battery has a warm-up requirement, the SOC lower limit value of the motor auxiliary mode is further reduced by a calibration method, at this time, the warm-up of the battery needs to be promoted by controlling the discharging of the power battery, the power battery is helpful to raise the temperature of the battery body as soon as possible through multiple charging and discharging, and if the battery is not charged and discharged, the temperature of the body is difficult to raise, so that the performance of the battery is affected, and the economy of the whole vehicle is further affected.

In an alternative embodiment, in order to ensure fuel economy of the whole vehicle during the power battery warm-up process, the lower limit value of the motor auxiliary mode SOC at this time needs to be reduced and translated, so as to ensure that the battery warm-up is completed as soon as possible, thereby better playing the economic performance of the vehicle. The SOC down-expansion value of the motor assist mode is calibratable, but the SOC lower limit value shift of the motor assist mode is not smaller than the lower limit value of the battery usable interval (for example, the battery usable interval lower limit value a=30% in the present invention).

In an alternative embodiment, when the battery has a warm-up requirement, a certain value (set as ascc 2, that is, the motor auxiliary mode SOC offset during the battery warm-up is a calibratable amount, ascc2=10%) is further offset downward based on the lower limit of the original motor auxiliary mode SOC, and fig. 6 is a schematic diagram of a method for calculating the lower limit of the power battery SOC during the motor auxiliary driving mode in the case of the warm-up of the power battery according to an embodiment of the present invention, as shown in fig. 6, the difference between the lower limit of the power battery SOC during the motor auxiliary driving mode and the lower limit of the power battery SOC during the warm-up of the power battery may be first found, and then the larger value of the difference and the lower limit of the power battery usable interval is determined as the lower limit of the power battery SOC during the motor auxiliary driving mode during the warm-up of the power battery. Wherein, asstSOCL2 is the third minimum value, asstSOCL1 is the second minimum value, asstC2 is the lower limit offset value of the second limit offset, and a is the first minimum value.

The calculation algorithm is as follows: astsocl2=max (astsocl 1-astc 2, a)

In an alternative embodiment, fig. 7 is a schematic diagram of a method for calculating a median SOC value of a power battery in a motor-assisted driving mode under a condition of warming up the power battery according to an embodiment of the present invention, where a horizontal axis represents an SOC electric quantity of the power battery and a vertical axis represents power of the power battery. As shown in fig. 7, the power and SOC curve B is shifted to the left to the curve C, that is, the condition that more power can be output under the low SOC condition is realized, so that the battery output power is conveniently warmed up, and correspondingly, the SOC median value is shifted from m2 to m3.

The above-mentioned required power may be power required by the vehicle in an actual running process, and in the motor driving mode, the required power of the hybrid vehicle may be provided by both the engine and the motor, and power output of the engine and the motor needs to meet the required power of the vehicle, so as to ensure normal running and power performance of the vehicle.

The target curve described above may be a map representing the correspondence between the output power of the vehicle engine and the fuel efficiency.

The output power may be an output power of a vehicle engine operating at a highest fuel efficiency.

In an alternative embodiment, when the power required by the hybrid vehicle during actual operation is greater than the output power of the vehicle engine when operating at maximum fuel efficiency, in order to keep the engine operating at maximum fuel efficiency, motor assisted drive is required, i.e. to control the hybrid vehicle to enter a motor assisted drive mode, while the engine output power is unchanged in order to meet the actual power demand of the vehicle.

In an alternative embodiment, when the power required by the hybrid vehicle during actual operation is less than or equal to the output power of the vehicle engine when operating at maximum fuel efficiency, the output power of the vehicle engine when operating at maximum fuel efficiency has met the actual power demand of the vehicle, no motor assist drive is required, i.e. the hybrid vehicle is controlled not to enter the motor assist drive mode.

The preset function curve may be an output power limit curve of the motor, that is, an output power limit curve of the power battery.

The target value may be a SOC median value of the power battery of the hybrid vehicle in the motor assist mode, the SOC median value may be a target value of vehicle electric quantity balance, and the SOC median value may be a setting of the target value of vehicle electric quantity balance.

In an alternative embodiment, when the current power of the power battery is smaller than the lower limit value of the SOC of the power battery in the motor auxiliary driving mode, the output power limit value of the control battery is smaller, and the motor is controlled to be driven with low power or not.

In an alternative embodiment, when the current electric quantity of the power battery is greater than the lower limit value of the SOC of the power battery in the motor auxiliary driving mode and less than the median value of the SOC of the power battery in the motor auxiliary driving mode, the output power limit value of the control battery changes along with a preset function curve, that is, the output power limit value of the control battery is reduced along with the reduction of the electric quantity of the power battery, and the driving power of the control motor is gradually reduced.

In an alternative embodiment, when the current power of the power battery is greater than the SOC median value of the power battery in the motor assist mode, the output power limit of the control battery is greater, and the motor is controlled to drive at a greater output power.

In an alternative embodiment, when the driver operates the vehicle, the vehicle controller recognizes that the driver's torque demand is greater than the optimal economy curve of the engine, it is necessary to control the vehicle into a motor assist mode, where the output of the auxiliary powertrain is required through the torque response/torque output of the motor, and because the power source of the hybrid vehicle has the engine and the motor, the actual load of the engine can be reduced by using the motor to assist in driving the vehicle. However, due to the limitation of the power battery, when the SOC of the power battery is too low or insufficient, the power output of the whole power system must be limited to fully ensure the service life of the battery. Meanwhile, after the system power limit value is calculated, the power/torque is required to be reasonably distributed to the engine and the motor, then the engine and the motor are controlled to output torque, and the engine is regulated to operate in an economic zone, so that the economic performance of the whole vehicle is finally realized.

In an alternative embodiment, fig. 8 is a schematic diagram of a calculation method for SOC power limitation of a power battery in a motor auxiliary driving mode under a condition of no power battery warm-up according to an embodiment of the present invention, as shown in fig. 8, when the vehicle is in a normal running process and no power battery warm-up, if a torque demand of a driver is greater than an optimal economy curve of an engine, the vehicle controller controls the vehicle to enter a motor auxiliary mode, and further determines that an auxiliary function trigger for meeting the economy demand of the vehicle is prohibited when the SOC is less than a lower limit of the SOC of the motor auxiliary mode, and the output power limit is 0; the battery power is 0 corresponding to the (1) th curve in the curve B shown in fig. 8.

In an alternative embodiment, when the torque requirement of the driver is greater than the optimal economic curve of the engine, if the SOC of the power battery is greater than the lower limit of the SOC of the motor auxiliary mode but less than the median of the SOC of the motor auxiliary mode, the output power limit value is gradually reduced to 0 during the process of reducing from the calibratable maximum allowable power following the SOC of the power battery to meet the overall vehicle economic requirement; the battery output power may be a calibratable linearly decreasing function corresponding to the (2) th curve of curve B shown in fig. 8.

In an alternative embodiment, when the torque demand of the driver is greater than the optimal economy curve of the engine, if the SOC of the power battery is greater than the SOC median of the motor auxiliary mode, the adjustment function is operated in the engine economy area to meet the economy demand of the whole vehicle, and the output power limit may be gradually increased to the maximum allowable power; corresponding to the section (3) of the curve B shown in fig. 8, the maximum allowable power is maintained near the maximum allowable power value, which may be the maximum output power value of the motor. The whole vehicle controller can adjust the engine to run in an economic area, and the residual output torque is compensated and output by the motor.

In another alternative embodiment, fig. 9 is a schematic diagram of a calculation method for power limit of SOC of a power battery in a motor-assisted driving mode under a condition of warming up the power battery according to an embodiment of the present invention, as shown in fig. 9, when there is a requirement for warming up the power battery and a torque requirement of a driver is greater than an optimal economic curve of an engine, a transfer curve of power and SOC is changed, corresponding to a curve C shown in fig. 9, and the calculation of the power limit is performed based on the curve C.

In an alternative embodiment, when there is a battery warm-up demand and the driver torque demand is greater than the optimal economy curve of the engine, triggering of auxiliary functions to meet the economy demand of the whole vehicle is prohibited, and the output power limit is 0; the power is 0 corresponding to the (1) th curve in the curve C shown in fig. 9.

In an alternative embodiment, when there is a battery warm-up demand and the driver torque demand is greater than the optimal economy curve of the engine, when the SOC is greater than the lower limit of the motor assist mode SOC but less than the median of the motor assist mode SOC, the output power limit is gradually reduced to 0 from the calibratable maximum allowable power during the SOC reduction process to meet the vehicle economy demand; the output power may be a calibratable linearly decreasing function corresponding to the (5) th curve of curve C shown in fig. 9.

In an alternative embodiment, when there is a battery warm-up demand and the driver torque demand is greater than the optimal economy curve of the engine, when the SOC is greater than the mid-motor assist mode SOC, the adjustment function is operated for the engine economy area to meet the vehicle economy demand, at which time the output power limit may be gradually increased to the maximum allowable power; corresponding to the (6) th curve in the curve C shown in fig. 9, is maintained around the maximum allowable power value. The maximum allowable power may be a maximum output power value of the motor. The whole vehicle controller can adjust the engine to run in an economic area, and the residual output torque is compensated and output by the motor.

In an alternative embodiment, fig. 10 is a flowchart of a battery power management method of a power battery in a motor-assisted driving mode according to an embodiment of the present invention, and as shown in fig. 10, the battery power management method of the power battery may include the steps of: judging whether the vehicle condition meets the entering motor auxiliary mode, wherein the judging of the vehicle condition mainly comprises the following steps: when the driver steps on the accelerator pedal, the motor and the engine work normally, the battery energy and the fuel oil quantity are larger than preset values, and the driver torque request is larger than the optimal economic curve of the engine; if the vehicle condition does not meet the condition of entering the motor auxiliary mode, entering other modes; the electric quantity management module is controlled to be called by the whole vehicle controller in an auxiliary motor mode; calculating the battery SOC, the power limit value and the like in the motor auxiliary mode according to the steps; in the battery SOC and power use range, the whole vehicle controller cooperatively controls the power/torque output of the engine and the motor so as to meet the driving torque requirement of the vehicle.

Currently, related technologies mainly manage battery SOC in sections, and then control power battery output according to a power output response relationship; on the other hand, based on the characteristics of the battery itself, a battery usable SOC range is obtained from the temperature and internal resistance curve of the battery, and then the battery output is controlled to be within a prescribed SOC range during the vehicle-driving running. The different running modes of the hybrid vehicle should be distinguished in a targeted manner. The invention provides a more efficient, reliable and accurate battery electric quantity control method based on the characteristics of a hybrid electric vehicle, which is used for completing the accurate electric quantity and the effective management of energy output of a battery system through calculating and setting the battery SOC and the power output in a motor auxiliary mode, improving the performance of the vehicle and providing more accurate source and support for the torque distribution and control of a power source for driving the vehicle to run.

Example 2

According to another aspect of the embodiments of the present invention, there is further provided a driving control device for a motor, where the driving control method for a motor in the foregoing embodiments may be executed, and a specific implementation method and a preferred application scenario are the same as those in the foregoing embodiments, and are not described herein.

Fig. 11 is a schematic view of a power generation control device of an engine according to an embodiment of the present application, as shown in fig. 11, including the following: an acquisition module 1102, a determination module 1104, and a control module 1106.

The acquiring module 1102 is configured to acquire a current driving mode of the vehicle and a current electric quantity of a power battery in the vehicle during driving of the vehicle, where the current driving mode is used to indicate whether the vehicle is in a motor auxiliary driving state; the determining module 1104 is configured to adjust an initial power interval based on a current driving mode to obtain a target power interval of the power battery, where the target power interval is used to represent an available interval of power in the power battery; the control module 1106 is configured to control a motor in the vehicle to drive based on the current power and the target power interval.

In the above embodiments of the present application, the determining module includes: the device comprises a first determining unit and a second determining unit.

The first determining unit is configured to determine, in response to the current driving mode being used to indicate that the vehicle is not in the motor-assisted driving state, an initial electric quantity interval as the target electric quantity interval, where the initial electric quantity interval includes: a first maximum limit value and a first minimum limit value, wherein the first maximum limit value is the maximum value of the initial electric quantity interval, and the first minimum limit value is the minimum value of the initial electric quantity interval; the second determining unit is configured to determine the target electric quantity interval according to a warmup state of the vehicle in response to the current running mode indicating that the vehicle is in the motor-assisted driving state, wherein the warmup state is used to indicate whether or not the temperature of the power battery needs to be increased.

In the above embodiment of the present application, the second determining unit includes: the first adjusting subunit and the second adjusting subunit.

The first adjusting subunit is used for adjusting the initial electric quantity interval based on a first limit value offset to obtain the target electric quantity interval in response to the condition that the temperature of the power battery does not need to be increased in the warm state; and the second adjusting subunit is used for adjusting the initial electric quantity interval based on a second limit value offset to obtain the target electric quantity interval in response to the fact that the warmed-up state is the temperature of the power battery to be improved.

Wherein the first adjustment subunit is further configured to determine a second minimum limit value based on a difference between the target value and the first limit offset; and adjusting the first minimum limit value of the initial electric quantity interval to the second minimum limit value to obtain the target electric quantity interval.

Wherein the second adjustment subunit is further configured to determine an initial minimum limit value based on a difference between the first minimum limit value and the second limit value offset; determining a third minimum limit based on a maximum of the initial minimum limit and the second minimum limit; and adjusting the first minimum limit value of the initial electric quantity interval to the third minimum limit value to obtain the target electric quantity interval.

In the above embodiments of the present application, the determining module includes: an acquisition unit, a third determination unit, a fourth determination unit.

The acquisition unit is used for acquiring the required power of the vehicle and a target curve of an engine in the vehicle, wherein the target curve is used for representing the corresponding relation between the engine output power and the fuel consumption of the engine; a third determination unit configured to determine, in response to the required power being greater than the engine output power, that the current running mode is to control the vehicle to enter the motor-assisted driving state; the fourth determination unit is configured to determine that the current running mode is to prohibit the vehicle from entering the motor-assisted driving state in response to the required power being less than or equal to the engine output power.

In the above embodiments of the present application, the control module includes: the system comprises a first control unit, a second control unit and a third control unit.

The first control unit responds to the fact that the current electric quantity is smaller than the minimum value of the target electric quantity interval, and controls the motor to drive based on a first preset power; the second control unit is used for controlling the motor to drive based on a preset function curve in response to the fact that the current electric quantity is larger than the minimum value of the target electric quantity interval and smaller than a target value, wherein the preset function curve is used for representing a change curve of output power of the motor, and the target value is used for representing an electric quantity value expected to be reached by the power battery; and the third control unit is used for controlling the motor to drive based on a second preset power in response to the fact that the current electric quantity is larger than or equal to the target value, wherein the second preset power is larger than the first preset power.

Example 3

The computer storage medium in the above steps may be a medium for storing a certain discrete physical quantity in a computer memory, and the computer storage medium mainly includes a semiconductor, a magnetic core, a magnetic drum, a magnetic tape, a laser disk, and the like. The computer readable storage medium may include a stored program which may be a set of instructions which can be recognized and executed by a computer, running on an electronic computer, and which may be an informative tool for meeting certain needs of a person.

Example 4

The memory device in the above steps may be a kind of sequential logic circuit, and is used for storing memory components such as data and instructions, and is mainly used for storing programs and data; a processor may be a functional unit that interprets and executes instructions, and has a unique set of operating commands, which may be referred to as the processor's instruction set, as memory, call-in, etc.; the storage device stores a computer program, which can be a set of instructions that can be identified and executed by a computer, and an informatization tool that runs on an electronic computer and meets certain demands of people.

In the foregoing embodiments of the present invention, the descriptions of the embodiments are emphasized, and for a portion of this disclosure that is not described in detail in this embodiment, reference is made to the related descriptions of other embodiments.

In the several embodiments provided in the present application, it should be understood that the disclosed technology content may be implemented in other manners. The above-described embodiments of the apparatus are merely exemplary, and the division of the units, for example, may be a logic function division, and may be implemented in another manner, for example, a plurality of units or components may be combined or may be integrated into another system, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be through some interfaces, units or modules, or may be in electrical or other forms.

The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

In addition, each functional unit in the embodiments of the present invention may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units may be implemented in hardware or in software functional units.

The integrated units, if implemented in the form of software functional units and sold or used as stand-alone products, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present invention may be embodied essentially or in part or all of the technical solution or in part in the form of a software product stored in a storage medium, including instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), a removable hard disk, a magnetic disk, or an optical disk, or other various media capable of storing program codes.

The foregoing is merely a preferred embodiment of the present invention and it should be noted that modifications and adaptations to those skilled in the art may be made without departing from the principles of the present invention, which are intended to be comprehended within the scope of the present invention.

Claims

1. A drive control method of a motor, characterized by comprising:

acquiring a current running mode of a vehicle and the current electric quantity of a power battery in the vehicle in the running process of the vehicle, wherein the current running mode is used for indicating whether the vehicle is in a motor auxiliary driving state or not;

adjusting an initial electric quantity interval based on the current running mode to obtain a target electric quantity interval of the power battery, wherein the target electric quantity interval is used for representing an available interval of electric quantity in the power battery;

and controlling a motor in the vehicle to drive based on the current electric quantity and the target electric quantity interval.

2. The drive control method of the motor according to claim 1, wherein adjusting an initial electric quantity interval based on the current running mode to obtain a target electric quantity interval of the power battery includes:

And determining an initial electric quantity interval as the target electric quantity interval in response to the current running mode being used for indicating that the vehicle is not in the motor auxiliary driving state, wherein the initial electric quantity interval comprises: a first maximum limit value and a first minimum limit value, wherein the first maximum limit value is the maximum value of the initial electric quantity interval, and the first minimum limit value is the minimum value of the initial electric quantity interval;

and determining the target electric quantity interval according to a warmup state of the vehicle in response to the current running mode for indicating that the vehicle is in the motor auxiliary driving state, wherein the warmup state is used for indicating whether the temperature of the power battery needs to be increased.

3. The drive control method of the motor according to claim 2, characterized in that determining the target electric quantity interval according to a warmed-up state of the vehicle includes:

responding to the warmup state that the temperature of the power battery does not need to be increased, and adjusting the initial electric quantity interval based on a first limit value offset to obtain the target electric quantity interval;

and responding to the warmup state as the temperature of the power battery needs to be increased, and adjusting the initial electric quantity interval based on a second limit value offset to obtain the target electric quantity interval.

4. The drive control method of a motor according to claim 3, wherein adjusting the initial electric quantity interval based on a first limit value offset to obtain the target electric quantity interval includes:

determining a second minimum limit based on a difference between the target value and the first limit offset;

and adjusting the first minimum limit value of the initial electric quantity interval to the second minimum limit value to obtain the target electric quantity interval.

5. The drive control method of a motor according to claim 3, wherein adjusting the initial electric quantity interval based on a second limit value offset to obtain the target electric quantity interval includes:

determining an initial minimum limit based on a difference between the second minimum limit and the second limit offset;

determining a third minimum limit based on a maximum of the initial minimum limit and the first minimum limit;

and adjusting the first minimum limit value of the initial electric quantity interval to the third minimum limit value to obtain the target electric quantity interval.

6. The drive control method of a motor according to claim 2, characterized in that the method further comprises:

acquiring a required power of the vehicle and a target curve of an engine in the vehicle, wherein the target curve is used for representing a corresponding relation between engine output power and fuel consumption of the engine;

Determining the current driving mode to control the vehicle to enter the motor auxiliary driving state in response to the required power being greater than the engine output power;

and in response to the required power being less than or equal to the engine output power, determining that the current travel mode is to prohibit the vehicle from entering the motor assisted drive state.

7. The drive control method of the motor according to claim 1, characterized in that controlling the motor in the vehicle to drive based on the current amount of electricity and the target amount of electricity interval includes:

controlling the motor to drive based on a first preset power in response to the current electric quantity being smaller than the minimum value of the target electric quantity interval;

controlling the motor to drive based on a preset function curve in response to the current electric quantity being larger than the minimum value of the target electric quantity interval and smaller than a target value, wherein the preset function curve is used for representing a change curve of the output power of the motor, and the target value is used for representing a battery state median of a power battery in an auxiliary mode of the motor;

and controlling the motor to drive based on a second preset power in response to the current electric quantity being greater than or equal to the target value, wherein the second preset power is greater than the first preset power.

8. A drive control device for a motor, comprising:

the system comprises an acquisition module, a control module and a control module, wherein the acquisition module is used for acquiring a current running mode of a vehicle and a current electric quantity of a power battery in the vehicle in the running process of the vehicle, wherein the current running mode is used for indicating whether the vehicle is in a motor auxiliary driving state or not;

the determining module is used for adjusting an initial electric quantity interval based on the current running mode to obtain a target electric quantity interval of the power battery, wherein the target electric quantity interval is used for representing an available interval of electric quantity in the power battery;

and the control module is used for controlling a motor in the vehicle to drive based on the current electric quantity and the target electric quantity interval.

9. A computer-readable storage medium, characterized in that the computer-readable storage medium includes a stored program, wherein the drive control method of the motor according to any one of claims 1 to 7 is executed in a processor of a device in which the program is controlled to run.

10. A vehicle, characterized by comprising:

one or more processors;

a storage means for storing one or more programs;

When the one or more programs are executed by the one or more processors, the one or more processors are caused to perform the drive control method of the motor of any one of claims 1 to 7.