Vehicle operation electric quantity adjusting method and device and vehicle

Abstract

The invention discloses a vehicle operation electric quantity adjusting method and device and a vehicle. Vehicle energy can be flexibly distributed according to a vehicle operation scene. The vehicle operation electric quantity adjusting method comprises the steps that according to a historical reciprocating working condition road spectrum of a vehicle, a road is extracted as continuous multi-section scene feature values; wherein the scene characteristic value comprises an uphill stage and a downhill stage; when the scene characteristic value is in the uphill stage, the torque value of the vehicle in the uphill stage is adjusted according to the uphill mileage and the charge state change rate of the uphill stage; and when the scene characteristic value is in the downhill stage, the torque recovery amount of the vehicle in the downhill stage is adjusted according to the downhill mileage and the charge state change rate in the downhill stage.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle energy management, and in particular to a method and device for regulating the power of a vehicle, and a vehicle. Background Art

[0002] In current vehicle power management technology, the battery status is mainly monitored and adjusted through the battery management system. However, most traditional power management methods are based on a fixed power balance point (SOC balance point) setting, which cannot be flexibly adjusted according to the actual operating conditions of the vehicle and user needs. As a result, in some cases, such as low-speed driving or congested roads, the motor is driven too much and the power is consumed too quickly. In some scenarios, the motor is driven too little and the battery power is not consumed in time, resulting in low energy recovery when encountering long downhill slopes. Summary of the invention

[0003] In order to solve the above technical problems, the present application is proposed. The embodiments of the present application provide a method, device and vehicle for regulating the power of a vehicle, which can flexibly allocate vehicle energy according to the vehicle operation scenario.

[0004] According to one aspect of the present application, a method for regulating the power of a vehicle is provided, comprising: extracting a road into a plurality of continuous scene feature values ​​according to a historical reciprocating operating condition road spectrum of the vehicle; wherein the scene feature values ​​include an uphill stage and a downhill stage; when the scene feature value is an uphill stage, adjusting the torque value of the vehicle during the uphill stage according to the uphill mileage and the rate of change of the state of charge during the uphill stage; when the scene feature value is a downhill stage, adjusting the torque recovery amount of the vehicle during the downhill stage according to the downhill mileage and the rate of change of the state of charge during the downhill stage.

[0005] In one embodiment, after the road is extracted as a continuous plurality of scene feature values ​​according to the vehicle's historical reciprocating operating condition road spectrum, the method for regulating the power of the vehicle operation further includes: determining the starting point of the uphill phase, the end point of the uphill phase, the starting point of the downhill phase and the end point of the downhill phase based on the plurality of scene feature values; wherein, in the continuous uphill phase and downhill phase, the end point of the uphill phase is the starting point of the downhill phase; determining the target state of charge value at the end point of the uphill phase and the target state of charge value at the end point of the downhill phase based on the plurality of scene feature values ​​and preset state of charge information.

[0006] In one embodiment, when the scene characteristic value is an uphill stage, the torque value of the vehicle in the uphill stage is adjusted according to the uphill mileage and the rate of change of the state of charge in the uphill stage, including: when the scene characteristic value is an uphill stage, and the difference between the minimum state of charge value of the vehicle and the state of charge value at the end point of the uphill stage is less than a preset first difference, it is determined that the state of charge value of the vehicle can be consumed in the uphill stage; when it is determined that the state of charge value of the vehicle can be consumed in the uphill stage, the torque value of the vehicle in the uphill stage is adjusted according to the uphill mileage and the rate of change of the state of charge in the uphill stage.

[0007] In one embodiment, when the scene characteristic value is an uphill stage, the torque value of the vehicle in the uphill stage is adjusted according to the uphill mileage and the charge state change rate in the uphill stage, including: when the scene characteristic value is an uphill stage, the charge state change rate in the uphill stage is obtained by dividing the difference between the charge state value at the starting point and the target charge state value at the end point by the uphill mileage; based on the charge state change rate in the uphill stage, the torque value of the vehicle in the entire uphill mileage is adjusted.

[0008] In one embodiment, when the scene characteristic value is an uphill stage, the torque value of the vehicle in the uphill stage is adjusted according to the uphill mileage and the charge state change rate in the uphill stage, including: when the scene characteristic value is an uphill stage, the charge state change rate of the remaining mileage is obtained by dividing the difference between the real-time charge state value at any position and the target charge state value at the end point by the uphill mileage; wherein the any position represents a position other than the starting point of the uphill stage, and the remaining mileage represents the mileage between any position and the end point of the uphill stage; based on the charge state change rate of the remaining mileage, the torque value of the vehicle in the remaining mileage is adjusted.

[0009] In one embodiment, when the scene characteristic value is a downhill stage, the torque recovery amount of the vehicle in the downhill stage is adjusted according to the downhill mileage and the charge state change rate in the downhill stage, including: when the scene characteristic value is a downhill stage, and the difference between the maximum charge state value of the vehicle and the charge state value at the end point of the downhill stage is less than a preset second difference, it is determined that the entire section of the downhill stage can recover energy and there is a recovery margin; when it is determined that the entire section of the downhill stage can recover energy and there is a recovery margin, the torque recovery amount of the vehicle in the downhill stage is adjusted according to the downhill mileage and the charge state change rate in the downhill stage.

[0010] In one embodiment, when it is determined that the entire road section in the downhill stage is capable of recovering energy and there is a recovery margin, the torque recovery amount of the vehicle in the downhill stage is adjusted according to the downhill mileage and the rate of change of the charge state in the downhill stage, including: when there is a recovery margin in the downhill stage, increasing the energy recovery torque based on the recovery margin.

[0011] In one embodiment, when it is determined that the entire road section in the downhill stage is capable of recovering energy and there is a recovery margin, the torque recovery amount of the vehicle in the downhill stage is adjusted according to the downhill mileage and the charge state change rate in the downhill stage. It also includes: when there is a recovery margin in the downhill stage and it is identified that the increase in throttle demand is greater than a preset increase value, the energy recovery torque is reduced based on the increase in throttle demand.

[0012] According to another aspect of the present application, a power regulation device for vehicle operation is provided, including: an extraction module, which is used to extract a road into a plurality of continuous scene feature values ​​according to the historical reciprocating working condition road spectrum of the vehicle; wherein the scene feature values ​​include an uphill stage and a downhill stage; an uphill regulation module, which is used to adjust the torque value of the vehicle in the uphill stage according to the uphill mileage and the charge state change rate in the uphill stage when the scene feature value is the uphill stage; and a downhill regulation module, which is used to adjust the torque recovery amount of the vehicle in the downhill stage according to the downhill mileage and the charge state change rate in the downhill stage when the scene feature value is the downhill stage.

[0013] According to another aspect of the present application, a vehicle is provided, comprising: a collection device for collecting a real-time state of charge value of the vehicle; an energy regulation device, the energy regulation device being communicatively connected to the collection device, the energy regulation device being used to execute the method for regulating the power of the vehicle operation as described in any one of the above embodiments.

[0014] The power regulation method, device and vehicle for vehicle operation provided in the present application can extract features of road sections according to the vehicle's historical reciprocating operating conditions, divide them into different stages, and adjust the torque value for the uphill stage to avoid problems such as insufficient power or untimely energy replenishment during climbing. The battery power is reasonably consumed in the uphill stage, which can assist in power recovery in the downhill stage. The torque recovery amount of the vehicle during the downhill process is adjusted to make energy recovery reasonable and not affect the operating conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] By describing the embodiments of the present application in more detail in conjunction with the accompanying drawings, the above and other purposes, features and advantages of the present application will become more apparent. The accompanying drawings are used to provide a further understanding of the embodiments of the present application and constitute a part of the specification. Together with the embodiments of the present application, they are used to explain the present application and do not constitute a limitation of the present application. In the accompanying drawings, the same reference numerals generally represent the same components or steps.

[0016] Figure 1 It is a flow chart of a method for regulating the power of a vehicle in operation provided by an exemplary embodiment of the present application.

[0017] Figure 2 It is a structural schematic diagram of a road spectrum for vehicle operation provided by an exemplary embodiment of the present application.

[0018] Figure 3 It is a structural schematic diagram of a power regulation device for vehicle operation provided by an exemplary embodiment of the present application.

[0019] Figure 4 It is a structural diagram of an electronic device provided by an exemplary embodiment of the present application. DETAILED DESCRIPTION

[0020] Below, the exemplary embodiments according to the present application will be described in detail with reference to the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments of the present application, and it should be understood that the present application is not limited to the exemplary embodiments described here.

[0021] Exemplary Methods

[0022] Figure 1 is a flow chart of a method for regulating the power of a vehicle in operation provided by an exemplary embodiment of the present application, such as Figure 1 As shown, the power regulation method for vehicle operation includes:

[0023] S100: Extracting the road into a plurality of continuous scene feature values ​​according to the historical reciprocating working condition road spectrum of the vehicle.

[0024] The scene characteristic values ​​include an uphill phase and a downhill phase.

[0025] The vehicle can be a hybrid vehicle, and the power distribution of the hybrid system of the hybrid vehicle is controlled according to the SOC value (state of charge value), engine economic zone, throttle, brake, vehicle speed and other conditions. The historical reciprocating working condition road spectrum of the vehicle refers to the data set recorded by the vehicle during a specific period of time, according to a certain route and working condition. These data usually include key information such as the vehicle's position, speed, acceleration, direction, driving time, SOC value, etc., which can fully reflect the dynamic characteristics and working condition changes of the vehicle in actual operation. For the collection of historical reciprocating working condition road spectrum, high-precision data collection equipment can be used, such as GPS positioning system, inertial measurement unit (IMU), on-board sensors, etc., which can record the driving status data of the vehicle in real time. Relying on the reciprocating working condition road spectrum of the vehicle and the vehicle weight, the one-way round-trip mileage, uphill and downhill mileage and uphill and downhill SOC change range can be known. Therefore, based on the historical reciprocating working condition road spectrum, the road can be extracted as a continuous multi-segment scene feature value, including multiple uphill stages and downhill stages, and the uphill stage and the downhill stage are continuous.

[0026] S200: When the scene characteristic value is an uphill stage, the torque value of the vehicle in the uphill stage is adjusted according to the uphill mileage and the rate of change of the state of charge in the uphill stage.

[0027] When the scene feature value is the uphill stage, the mileage of the uphill stage and the target SOC value at the top of the uphill stage can be obtained based on the historical reciprocating working condition road spectrum. The mileage of the vehicle from the starting point of the uphill stage to the top of the uphill stage and the change value of SOC can be used to adjust the actual torque value of the vehicle during the climbing process, so that the vehicle maintains consumption stability and does not consume too fast or too slow. For example, for uphill stages with different mileages, if the same set of target SOC values ​​is used, the target SOC value will be reached in advance for longer uphills, while the target SOC value will not be consumed for shorter uphills, resulting in the vehicle relying on fuel support. By flexibly adjusting the torque value of the vehicle according to the uphill mileage, the vehicle can be consumed just to the SOC value when it reaches the top, completing reasonable power distribution.

[0028] S300: When the scene characteristic value is a downhill stage, the torque recovery amount of the vehicle in the downhill stage is adjusted according to the downhill mileage and the charge state change rate in the downhill stage.

[0029] If the SOC value can be consumed reasonably during the uphill stage and is just consumed, the energy recovery torque can be increased on the basis of complete consumption during the downhill stage to achieve a better recovery effect. In addition, if it is detected that the driver's throttle demand increases, the energy recovery torque can be reduced to ensure that the driver's average throttle percentage remains at a low value when going downhill. If the driver's throttle demand decreases on the basis of the increase, the energy recovery torque can continue to be increased to form dynamic recovery and achieve better economic benefits.

[0030] In one embodiment, after S100 (extracting the road into a continuous plurality of scene feature values ​​based on the vehicle's historical reciprocating operating conditions), the method for regulating the power of the vehicle may further include: determining the starting point of the uphill phase, the end point of the uphill phase, the starting point of the downhill phase and the end point of the downhill phase based on the plurality of scene feature values; wherein, in the continuous uphill phase and downhill phase, the end point of the uphill phase is the starting point of the downhill phase; determining the target state of charge value at the end point of the uphill phase and the target state of charge value at the end point of the downhill phase based on the plurality of scene feature values ​​and preset state of charge information.

[0031] Relying on the vehicle's historical reciprocating operating conditions, it can be confirmed whether to carry out power consumption correction. For example, when the historical minimum SOC value of the uphill stage is close to the end of the uphill stage, it can be said that the SOC value in this section of the journey has just been consumed, and there is no need to adjust the stage torque in this uphill stage, but the specific torque consumption of the vehicle in this uphill stage can be adjusted. For example, according to the road spectrum status, find the SOC change anchor point characteristic value, confirm the starting point SOC1 and the starting point target SOC1 of the whole vehicle, the climbing starting point SOC2 and the climbing starting point target SOC2, confirm the top of the mountain SOC3 and the top of the mountain target SOC3, confirm the bottom of the mountain SOC4 and the bottom of the mountain target SOC4, the end of the vehicle SOC5 and the end target SOC5. Because the SOC change range between the bottom of the mountain and the end of the vehicle will affect the next operating state, the SOC of the entire road section is set according to the end target SOC to avoid excessive or too small engine output torque as much as possible, and reduce over-discharge or over-charging of the vehicle battery.

[0032] In one embodiment, S200 (when the scene characteristic value is the uphill stage, adjusting the torque value of the vehicle in the uphill stage according to the uphill mileage and the rate of change of the state of charge in the uphill stage) includes: when the scene characteristic value is the uphill stage, and the difference between the minimum state of charge value of the vehicle and the state of charge value at the end point of the uphill stage is less than a preset first difference, determining that the state of charge value of the vehicle can be consumed in the uphill stage; when it is determined that the state of charge value of the vehicle can be consumed in the uphill stage, adjusting the torque value of the vehicle in the uphill stage according to the uphill mileage and the rate of change of the state of charge in the uphill stage.

[0033] When the vehicle is in the uphill stage, the motor torque consumption of the vehicle can be adjusted according to the real-time state of charge value of the vehicle, the target state of charge value at the end of the uphill stage, and the uphill mileage. For example, the state of charge value at the top of the mountain is predicted according to the real-time state of charge value of the vehicle at any point in the uphill stage. When the predicted state of charge value at the top of the mountain is inconsistent with the target state of charge value, the correction value to be corrected is calculated according to the road condition information between this moment and the top of the mountain. When the vehicle starts to adjust from the starting point of the uphill, the rate of change of the state of charge in the uphill stage represents the difference between the target state of charge value at the top of the mountain and the real-time state of charge value at the starting point, divided by the complete uphill mileage (i.e., the length of the entire uphill journey), and the torque value consumed by the vehicle in each mileage unit in the entire uphill mileage is calculated, so that the torque value of the vehicle can be adjusted according to the mileage unit (for example, the battery power consumption rate per unit mileage, the mileage unit can be meters, kilometers or miles, etc.), so that the vehicle can reasonably distribute the torque value in the entire uphill stage. In addition, in addition to adjusting the vehicle's torque from the start of the uphill phase, the vehicle's torque can also be adjusted at any position during the uphill phase. For example, if the battery power consumption rate per unit mileage has been determined, but the state of charge value has been consumed excessively during driving, resulting in excessive power consumption, the motor assist torque is reduced in the remaining mileage to avoid excessive battery power consumption, so that the state of charge value is just consumed when reaching the end point. In the remaining mileage, the torque value can also be readjusted according to the mileage unit. The concept of just consumed is that as long as the difference between the actual state of charge value and the target state of charge value is not greater than the preset target difference, it can be regarded as just consumed. The perfect state is that the state of charge value at the end point is equal to the target state of charge value.

[0034] In one embodiment, S200 (when the scene characteristic value is the uphill stage, adjusting the torque value of the vehicle in the uphill stage according to the uphill mileage and the charge state change rate in the uphill stage) includes: when the scene characteristic value is the uphill stage, dividing the difference between the charge state value at the starting point and the target charge state value at the end point by the uphill mileage to obtain the charge state change rate in the uphill stage; based on the charge state change rate in the uphill stage, adjusting the torque value of the vehicle in the entire uphill mileage.

[0035] Figure 2 is a schematic diagram of a road spectrum for vehicle operation provided by an exemplary embodiment of the present application, such as Figure 2As shown, the road is extracted into multiple continuous scene feature values, and the current SOC and mileage of the feature points in the empty and full load (A, B, C, D, E, F, G) are recorded respectively, as well as the minimum SOC and mileage in the BC segment (i.e., uphill stage) and DE (i.e., uphill stage), and the maximum SOC and mileage in the CD segment (downhill stage) and EF segment (downhill stage). When the BC stage is uphill, the minimum SOC in the BC stage is close to the SOC at point C, which means that the SOC is just consumed, and the torque in the BC stage can be adjusted. When the SOC is the minimum SOC in the BC stage, the target SOC mileage consumption change rate can be calculated according to: (SOC at the starting point of point B-target SOC at point C) / BC stage mileage, and the actual torque value of the BC stage is adjusted based on the target SOC mileage consumption change rate. When in the DE segment, the actual torque consumption of the DE segment is also adjusted according to the method of the BC segment. In the CD segment and EF segment, energy recovery is judged and adjusted. During the operation of the vehicle, the BC section and EF section in the path are judged. When the BC section is in an uphill state, the SOC can be maintained in the BC section. When the BC section is in a downhill stage, it can be judged whether the SOC of the BC section is completely consumed.

[0036] In one embodiment, S200 (when the scene characteristic value is the uphill stage, adjusting the torque value of the vehicle in the uphill stage according to the uphill mileage and the charge state change rate in the uphill stage) includes: when the scene characteristic value is the uphill stage, dividing the uphill mileage by the difference between the real-time charge state value at any position and the target charge state value at the end point to obtain the charge state change rate of the remaining mileage; wherein, the any position represents a position other than the starting point of the uphill stage, and the remaining mileage represents the mileage between any position and the end point of the uphill stage; based on the charge state change rate of the remaining mileage, adjusting the vehicle motor torque in the remaining mileage.

[0037] In the uphill condition, the vehicle will continue to calculate the mileage of the uphill section (assuming it is five kilometers), and then calculate the remaining uphill mileage (two kilometers) based on the mileage that has been recognized in the previous section (assuming it is three kilometers). According to the remaining uphill mileage (two kilometers) and the conversion rate of SOC, the torque value of the motor is adjusted. For example, uphill consumes 40% of electricity, and the mileage is five kilometers. Divide 40% by 5 to get the target torque value of 8% per kilometer. If you have traveled one kilometer but exceeded the target torque value of 8%, it means that the power consumption in the previous kilometer is too fast, and it is necessary to reduce the motor assist torque in the remaining mileage, such as (target torque value at the end point-consumed target torque value) / remaining uphill mileage, to obtain the target torque value per kilometer in the remaining mileage, so as to avoid excessive battery power consumption. Therefore, in addition to planning the vehicle torque before the uphill stage, the torque value of the vehicle can also be adjusted in real time during driving, and the state of charge value can be flexibly controlled to achieve the target state of charge value.

[0038] The charge state change rate during the uphill phase is calculated according to Formula 1:

[0039]

[0040] Wherein, M represents the rate of change of state of charge, X represents the state of charge value at the starting point of the uphill stage, Y represents the target state of charge value at the end point of the uphill stage, S represents the mileage of the uphill stage, and the uphill stage is any uphill stage on the road.

[0041] In one embodiment, S300 (when the scene characteristic value is a downhill stage, adjusting the torque recovery amount of the vehicle in the downhill stage according to the downhill mileage and the rate of change of the state of charge in the downhill stage) includes: when the scene characteristic value is a downhill stage, and the difference between the maximum state of charge value of the vehicle and the state of charge value at the end point of the downhill stage is less than a preset second difference, determining that the entire section of the downhill stage can recover energy and there is a recovery margin; when it is determined that the entire section of the downhill stage can recover energy and there is a recovery margin, adjusting the torque recovery amount of the vehicle in the downhill stage according to the downhill mileage and the rate of change of the state of charge in the downhill stage.

[0042] Depending on the SOC change range between the top and the bottom of the hill, the SOC change during the downhill acceleration process is adjusted to avoid the motor torque being too low or too high during this process. Figure 2 As shown in the figure, in the CD segment, the maximum SOC is near the SOC at point D, which means that the SOC of the entire road section can be recovered normally and there is a recovery margin. When the above conditions are met, the energy recovery torque can be increased. When it is recognized that the driver's throttle demand has increased, the energy recovery torque can be reduced (this method can be iterated) to ensure that the average throttle percentage of the driver is kept at a low value when going downhill. In the EF segment, energy recovery is also judged and adjusted in the same way as in the CD segment.

[0043] In one embodiment, when it is determined that the entire road section in the downhill stage is capable of recovering energy and there is a recovery margin, the torque recovery amount of the vehicle in the downhill stage is adjusted according to the downhill mileage and the rate of change of the charge state in the downhill stage, including: when there is a recovery margin in the downhill stage, increasing the energy recovery torque based on the recovery margin.

[0044] First, determine whether energy can be recovered on the entire downhill section and whether there is recovery margin. If energy can be recovered and there is recovery margin, the energy recovery torque can be increased to improve the recovery efficiency.

[0045] In one embodiment, when it is determined that the entire road section in the downhill stage is capable of recovering energy and there is a recovery margin, the torque recovery amount of the vehicle in the downhill stage is adjusted according to the downhill mileage and the charge state change rate in the downhill stage. It also includes: when there is a recovery margin in the downhill stage and it is identified that the increase in throttle demand is greater than a preset increase, the energy recovery torque is reduced based on the increase in throttle demand.

[0046] If the driver's acceleration requirement is detected on a downhill section, the energy recovery torque can be reduced to provide acceleration energy. If acceleration ends, the energy recovery torque can be increased after reduction to return to the normal energy recovery torque state. In other words, the energy recovery torque of the motor can be dynamically adjusted according to various working conditions of the vehicle when going downhill, improving flexibility and universality.

[0047] Example Vehicles

[0048] According to another aspect of the present application, a vehicle is provided, comprising: a collection device for collecting the real-time state of charge value of the vehicle; an energy regulation device, the energy regulation device is communicatively connected to the collection device, and the energy regulation device is used to execute the power regulation method for vehicle operation provided in the present application.

[0049] For the collection of historical reciprocating working condition road spectra, high-precision collection equipment can be used, such as GPS positioning system, inertial measurement unit (IMU), vehicle-mounted sensors, etc. These devices can record the vehicle's driving status data (including real-time state of charge value) in real time. Based on the reciprocating working condition road spectra of the vehicle and the vehicle weight, the one-way round-trip mileage, uphill and downhill mileage and uphill and downhill SOC change range can be known.

[0050] The vehicle uses energy regulation equipment to implement the power regulation method for vehicle operation. It can extract features of road sections according to the vehicle's historical reciprocating operating conditions and divide them into different stages. It can adjust the torque value for the uphill stage to avoid problems such as insufficient power or untimely energy replenishment during climbing. The uphill stage consumes battery power reasonably to assist in power recovery in the downhill stage. It can adjust the vehicle's torque recovery during the downhill process to make energy recovery reasonable and not affect the operating conditions.

[0051] Exemplary Devices

[0052] Figure 3 is a schematic diagram of the structure of a power regulation device for vehicle operation provided by an exemplary embodiment of the present application, such as Figure 3 As shown, the power regulation device 4 for vehicle operation includes: an extraction module 41, which is used to extract the road into a continuous plurality of scene feature values ​​according to the historical reciprocating working condition road spectrum of the vehicle; wherein the scene feature values ​​include an uphill stage and a downhill stage; an uphill regulation module 42, which is used to adjust the torque value of the vehicle in the uphill stage according to the uphill mileage and the charge state change rate in the uphill stage when the scene feature value is the uphill stage; and a downhill regulation module 43, which is used to adjust the torque recovery amount of the vehicle in the downhill stage according to the downhill mileage and the charge state change rate in the downhill stage when the scene feature value is the downhill stage.

[0053] The power regulation device for vehicle operation provided in the present application can extract features of road sections according to the vehicle's historical reciprocating operating conditions, divide them into different stages, and adjust the torque value for the uphill stage to avoid problems such as insufficient power or untimely energy replenishment during climbing. The uphill stage can consume battery power reasonably, which can assist in power recovery during the downhill stage. The torque recovery amount of the vehicle during the downhill process can be adjusted to make energy recovery reasonable without affecting the operating conditions.

[0054] In one embodiment, the power regulation device 4 of the vehicle operation can also be configured as: based on multiple scene characteristic values, determining the starting point of the uphill stage, the end point of the uphill stage, the starting point of the downhill stage and the end point of the downhill stage; wherein, in the continuous uphill stage and downhill stage, the end point of the uphill stage is the starting point of the downhill stage; based on multiple scene characteristic values ​​and preset charge state information, determining the target charge state value at the end point of the uphill stage and the target charge state value at the end point of the downhill stage.

[0055] In one embodiment, the uphill adjustment module 42 can be configured as follows: when the scene characteristic value is an uphill stage, and the difference between the vehicle's minimum state of charge value and the state of charge value at the end of the uphill stage is less than a preset first difference, it is determined that the vehicle's state of charge value can be consumed in the uphill stage; when it is determined that the vehicle's state of charge value can be consumed in the uphill stage, the torque value of the vehicle in the uphill stage is adjusted according to the uphill mileage and the state of charge change rate in the uphill stage.

[0056] In one embodiment, the uphill adjustment module 42 can be configured as follows: when the scene characteristic value is an uphill stage, the charge state change rate of the uphill stage is obtained by dividing the difference between the charge state value at the starting point and the target charge state value at the end point by the uphill mileage; based on the charge state change rate of the uphill stage, the torque value of the vehicle in the entire uphill mileage is adjusted.

[0057] In one embodiment, the uphill adjustment module 42 can be configured as follows: when the scene characteristic value is the uphill stage, the charge state change rate of the remaining mileage is obtained by dividing the difference between the real-time charge state value at any position and the target charge state value at the end point by the uphill mileage; wherein, the any position represents a position other than the starting point of the uphill stage, and the remaining mileage represents the mileage between any position and the end point of the uphill stage; based on the charge state change rate of the remaining mileage, the torque value of the vehicle in the remaining mileage is adjusted.

[0058] In one embodiment, the downhill adjustment module 43 can be configured as follows: when the scene characteristic value is a downhill stage, and the difference between the maximum state of charge value of the vehicle and the state of charge value at the end point of the downhill stage is less than a preset second difference, it is determined that the entire section of the downhill stage can recover energy and there is a recovery margin; when it is determined that the entire section of the downhill stage can recover energy and there is a recovery margin, the torque recovery amount of the vehicle during the downhill stage is adjusted according to the downhill mileage and the rate of change of the state of charge during the downhill stage.

[0059] In one embodiment, the downhill adjustment module 43 may also be configured to increase the energy recovery torque based on the recovery margin when there is a recovery margin in the downhill phase.

[0060] In one embodiment, the downhill adjustment module 43 may also be configured to reduce the energy recovery torque based on the increase in throttle demand when there is recovery margin in the downhill phase and it is identified that the increase in throttle demand is greater than a preset increase.

[0061] Exemplary Electronic Devices

[0062] An electronic device includes: a processor; a memory for storing instructions executable by the processor; and a processor for executing the method for regulating the power of a vehicle as described in the embodiment provided in the present application.

[0063] Below, reference Figure 4 The electronic device according to the embodiment of the present application is described. The electronic device may be any one or both of the first device and the second device, or a stand-alone device independent of them, and the stand-alone device may communicate with the first device and the second device to receive the collected input signal from them.

[0064] Figure 4 A block diagram of an electronic device according to an embodiment of the present application is illustrated.

[0065] like Figure 4 As shown, the electronic device 10 includes one or more processors 11 and a memory 12 .

[0066] The processor 11 may be a central processing unit (CPU) or other forms of processing units having data processing capabilities and / or instruction execution capabilities, and may control other components in the electronic device 10 to perform desired functions.

[0067] The memory 12 may include one or more computer program products, and the computer program product may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. The volatile memory may include, for example, random access memory (RAM) and / or cache memory (cache), etc. The non-volatile memory may include, for example, read-only memory (ROM), hard disk, flash memory, etc. One or more computer program instructions may be stored on the computer-readable storage medium, and the processor 11 may run the program instructions to implement the vehicle power regulation method and / or other desired functions of the various embodiments of the present application described above. Various contents such as input signals, signal components, noise components, etc. may also be stored in the computer-readable storage medium.

[0068] In one example, the electronic device 10 may further include: an input device 13 and an output device 14, and these components are interconnected via a bus system and / or other forms of connection mechanisms (not shown).

[0069] When the electronic device is a stand-alone device, the input device 13 may be a communication network connector, which is used to receive the collected input signals from the first device and the second device.

[0070] In addition, the input device 13 may also include, for example, a keyboard, a mouse, etc.

[0071] The output device 14 can output various information to the outside, including the determined distance information, direction information, etc. The output device 14 can include, for example, a display, a speaker, a printer, a communication network and a remote output device connected thereto, and the like.

[0072] Of course, to simplify, Figure 4 Only some of the components related to the present application in the electronic device 10 are shown, and components such as a bus, an input / output interface, etc. are omitted. In addition, according to specific application situations, the electronic device 10 may also include any other appropriate components.

[0073] The computer program product may be written in any combination of one or more programming languages ​​to write program codes for performing the operations of the embodiments of the present application, including object-oriented programming languages, such as Java, C++, etc., and conventional procedural programming languages, such as "C" language or similar programming languages. The program code may be executed entirely on the user computing device, partially on the user device, as an independent software package, partially on the user computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0074] A computer-readable storage medium stores a computer program, and the computer program is used to execute the method for regulating the power of a vehicle in operation as described in the embodiment provided in the present application.

[0075] The computer readable storage medium can adopt any combination of one or more readable media. The readable medium can be a readable signal medium or a readable storage medium. The readable storage medium can include, for example, but is not limited to, a system, device or device of electricity, magnetism, light, electromagnetic, infrared, or semiconductor, or any combination of the above. More specific examples (non-exhaustive list) of readable storage media include: an electrical connection with one or more wires, a portable disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above.

[0076] The above description has been given for the purpose of illustration and description. In addition, this description is not intended to limit the embodiments of the present application to the forms disclosed herein. Although multiple example aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, changes, additions and sub-combinations thereof.

Claims

1. A method for regulating the amount of electricity during vehicle operation, characterized in that: include: According to the historical reciprocating working condition road spectrum of the vehicle, the road is extracted into a continuous plurality of scene feature values; wherein the scene feature values ​​include an uphill phase and a downhill phase; When the scene characteristic value is an uphill stage, adjusting the torque value of the vehicle in the uphill stage according to the uphill mileage and the rate of change of the state of charge in the uphill stage; When the scene characteristic value is a downhill stage, the torque recovery amount of the vehicle in the downhill stage is adjusted according to the downhill mileage and the charge state change rate in the downhill stage.

2. The method for regulating the amount of electricity during vehicle operation according to claim 1, characterized in that: After extracting the road into a plurality of continuous scene feature values ​​according to the historical reciprocating working condition road spectrum of the vehicle, the power regulation method of the vehicle operation also includes: Based on the multiple scene feature values, determine the starting point of the uphill phase, the end point of the uphill phase, the starting point of the downhill phase and the end point of the downhill phase; wherein, in the continuous uphill phase and downhill phase, the end point of the uphill phase is the starting point of the downhill phase; Based on the multiple scene feature values ​​and the preset state of charge information, a target state of charge value at the end point of the uphill phase and a target state of charge value at the end point of the downhill phase are determined.

3. The method for regulating the amount of electricity during vehicle operation according to claim 2, characterized in that: When the scene characteristic value is an uphill stage, adjusting the torque value of the vehicle in the uphill stage according to the uphill mileage and the charge state change rate in the uphill stage includes: When the scene characteristic value is an uphill stage, and the difference between the minimum state of charge value of the vehicle and the state of charge value at the end point of the uphill stage is less than a preset first difference value, it is determined that the state of charge value of the vehicle can be consumed in the uphill stage; When it is determined that the state of charge value of the vehicle can be consumed completely during the uphill phase, the torque value of the vehicle during the uphill phase is adjusted according to the uphill mileage and the rate of change of the state of charge during the uphill phase.

4. The method for regulating the amount of electricity during vehicle operation according to claim 2, characterized in that: When the scene characteristic value is an uphill stage, adjusting the torque value of the vehicle in the uphill stage according to the uphill mileage and the charge state change rate in the uphill stage includes: When the scene characteristic value is an uphill stage, the state of charge change rate of the uphill stage is obtained by dividing the difference between the state of charge value at the starting point and the target state of charge value at the end point by the uphill mileage; Based on the rate of change of the state of charge during the uphill phase, the torque value of the vehicle is adjusted throughout the uphill mileage.

5. The method for regulating the amount of electricity during vehicle operation according to claim 2, characterized in that: When the scene characteristic value is an uphill stage, adjusting the torque value of the vehicle in the uphill stage according to the uphill mileage and the charge state change rate in the uphill stage includes: When the scene characteristic value is an uphill stage, the rate of change of the state of charge of the remaining mileage is obtained by dividing the difference between the real-time state of charge value of the arbitrary position and the target state of charge value of the end point by the uphill mileage; wherein the arbitrary position refers to a position other than the starting point of the uphill stage, and the remaining mileage refers to the mileage between the arbitrary position and the end point of the uphill stage; Based on the rate of change of the state of charge of the remaining range, the torque value of the vehicle in the remaining range is adjusted.

6. The method for regulating the amount of electricity during vehicle operation according to claim 2, characterized in that: When the scene characteristic value is a downhill stage, adjusting the torque recovery amount of the vehicle in the downhill stage according to the downhill mileage and the charge state change rate in the downhill stage includes: When the scene characteristic value is a downhill stage, and the difference between the maximum state of charge value of the vehicle and the state of charge value at the end point of the downhill stage is less than a preset second difference value, it is determined that the entire road section of the downhill stage can recover energy and there is a recovery margin; When it is determined that the entire road section in the downhill phase is capable of recovering energy and there is a recovery margin, the torque recovery amount of the vehicle in the downhill phase is adjusted according to the downhill mileage and the rate of change of the charge state in the downhill phase.

7. The method for regulating the amount of electricity during vehicle operation according to claim 6, characterized in that: When it is determined that the entire road section in the downhill phase can recover energy and there is a recovery margin, the torque recovery amount of the vehicle in the downhill phase is adjusted according to the downhill mileage and the rate of change of the state of charge in the downhill phase, including: When there is a recovery margin in the downhill phase, the energy recovery torque is increased based on the recovery margin.

8. The method for regulating the amount of electricity during vehicle operation according to claim 6, characterized in that: When it is determined that the entire road section in the downhill phase can recover energy and there is a recovery margin, the torque recovery amount of the vehicle in the downhill phase is adjusted according to the downhill mileage and the rate of change of the state of charge in the downhill phase, and also includes: When there is a recovery margin in the downhill phase and it is identified that the increase value of the throttle demand is greater than the preset increase value, the energy recovery torque is reduced based on the increase value of the throttle demand.

9. A vehicle running power regulating device, characterized in that: include: An extraction module is used to extract the road into a continuous plurality of scene feature values ​​according to the historical reciprocating working condition road spectrum of the vehicle; wherein the scene feature values ​​include an uphill stage and a downhill stage; An uphill adjustment module, used for adjusting the torque value of the vehicle in the uphill stage according to the uphill mileage and the charge state change rate in the uphill stage when the scene characteristic value is the uphill stage; The downhill adjustment module is used to adjust the torque recovery amount of the vehicle in the downhill stage according to the downhill mileage and the charge state change rate in the downhill stage when the scene characteristic value is the downhill stage.

10. A vehicle, characterized in that: include: A collection device for collecting the real-time state of charge value of the vehicle; An energy regulating device, wherein the energy regulating device is communicatively connected to the acquisition device, and the energy regulating device is used to execute the vehicle operation power regulating method described in any one of claims 1 to 8.

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