Electric balance control method and apparatus for hybrid vehicle, and device and storage medium
Patent Information
- Authority / Receiving Office
- AU · AU
- Patent Type
- Applications
- Current Assignee / Owner
- CHERY AUTOMOBILE CO LTD
- Filing Date
- 2025-03-11
- Publication Date
- 2026-08-06
AI Technical Summary
In the existing technology, the electric balance control method of hybrid vehicles fails to fully consider the impact of driving conditions, resulting in poor power consumption and power performance.
By calculating the charging coefficient based on vehicle status information while the hybrid vehicle is in operation, limiting the power generation, and determining the torque gradient in combination with engine speed, power generation efficiency and power output can be optimized.
Real-time adjustment of power generation and torque gradient improves the electric balance and performance of hybrid vehicles under different road conditions, thereby enhancing power generation efficiency and power performance.
Smart Images
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Abstract
Description
Electric balance control method, device and equipment of hybrid vehicle and storage medium
[0001] The present application claims priority from the Chinese patent application No. 202411066089.1 filed on August 5, 2024 and entitled "Electric balance control method, device and equipment of hybrid vehicle and storage medium", the whole content of which is incorporated herein by reference. TECHNICAL FIELD
[0002] The present application relates to the technical field of vehicles, in particular to an electric balance control method, device and equipment of a hybrid vehicle and storage medium. BACKGROUND
[0003] The current technology is developed and applied in a hybrid vehicle, including a HEV (Hybrid Vehicle) and a PHEV (Plug-in Hybrid Electric Vehicle), which can quickly identify the vehicle driving scene, solve the problem of vehicle electric balance anxiety, and obtain better performance of the whole vehicle.
[0004] In related technologies, balancing the power consumption and power performance of a hybrid vehicle can be achieved through various methods. First, reasonable use of driving modes is the key. In the case of sufficient power and driving environment, preferential use of pure electric driving mode can maximize the reduction of power consumption. When higher power output is needed or the battery power is low, switching to fuel-driven mode or hybrid power mode can ensure the power performance of the vehicle. Second, the application of an intelligent energy management system is also an important means of balancing power consumption and power performance. The intelligent energy management system equipped in the hybrid vehicle can automatically adjust the energy distribution and driving mode according to the vehicle driving state, battery power and driver demand, etc., to achieve the best balance of power consumption and power performance. In addition, regular maintenance is crucial to maintaining the performance and efficiency of the hybrid vehicle. Including checking the battery status, replacing the aged battery components, etc., can ensure the performance and efficiency of the vehicle. Finally, driving habits also have a significant impact on the power consumption and power performance of the hybrid vehicle. For example, smooth driving, avoiding sudden acceleration and sudden braking, etc., can reduce unnecessary energy consumption and improve energy utilization efficiency.
[0005] However, the above-mentioned electric balance control method does not consider the driving conditions of the vehicle, and different driving conditions will affect the electric balance control of the vehicle. SUMMARY
[0006] The present application provides an electric balance control method, device and equipment of a hybrid vehicle and storage medium. The technical scheme provided by the present application is as follows:
[0007] According to an aspect of some embodiments of the present application, there is provided a method for electric balance control of a hybrid vehicle, the method being performed by a server, the method comprising:
[0008] In a case where the hybrid vehicle is in a driving state, obtaining a charging coefficient of the hybrid vehicle according to state information of the hybrid vehicle, the charging coefficient being used to indicate a charging efficiency of the hybrid vehicle;
[0009] Limiting original power generation of the hybrid vehicle according to the charging coefficient to obtain first power generation, the original power generation being obtained based on a demand power of the hybrid vehicle, the demand power being determined by an opening degree of an accelerator pedal of the hybrid vehicle;
[0010] Limiting the first power generation according to an engine speed of the hybrid vehicle to obtain second power generation, the engine speed being determined by a driving speed of the hybrid vehicle and the opening degree of the accelerator pedal;
[0011] Determining a torque gradient of the hybrid vehicle according to the second power generation and the engine speed, the hybrid vehicle being used to drive according to the second power generation and the torque gradient.
[0012] According to an aspect of some embodiments of the present application, there is provided a device for electric balance control of a hybrid vehicle, the device comprising:
[0013] A coefficient determining module, configured to, in a case where the hybrid vehicle is in a driving state, obtain a charging coefficient of the hybrid vehicle according to state information of the hybrid vehicle, the charging coefficient being used to indicate a charging efficiency of the hybrid vehicle;
[0014] A first determining module, configured to limit original power generation of the hybrid vehicle according to the charging coefficient to obtain first power generation, the original power generation being obtained based on a demand power of the hybrid vehicle, the demand power being determined by an opening degree of an accelerator pedal of the hybrid vehicle;
[0015] A second determining module, configured to limit the first power generation according to an engine speed of the hybrid vehicle to obtain second power generation, the engine speed being determined by a driving speed of the hybrid vehicle and the opening degree of the accelerator pedal;
[0016] A gradient determining module, configured to determine a torque gradient of the hybrid vehicle according to the second power generation and the engine speed, the hybrid vehicle being used to drive according to the second power generation and the torque gradient.
[0017] According to an aspect of the embodiments of the present application, a server is provided, the server comprising a processor and a memory, the memory storing a computer program, the computer program being loaded and executed by the processor to implement the above-mentioned electric balance control method for a hybrid vehicle.
[0018] According to an aspect of the embodiments of the present application, a computer readable storage medium is provided, the computer readable storage medium storing a computer program, the computer program being loaded and executed by a processor to implement the above-mentioned electric balance control method for a hybrid vehicle.
[0019] According to an aspect of the embodiments of the present application, a computer program product is provided, the computer program product comprising a computer program, the computer program being loaded and executed by a processor to implement the above-mentioned electric balance control method for a hybrid vehicle.
[0020] The technical solutions provided by the embodiments of the present application can bring the following beneficial effects:
[0021] In the case that the hybrid vehicle is in a driving state, the state information of the hybrid vehicle is acquired in time, and the optimal power output of the hybrid vehicle is determined according to the state information of the hybrid vehicle. Compared with the electric balance control method in the related art, which does not consider the driving road conditions of the vehicle, the power output of the hybrid vehicle is determined according to the state information of the hybrid vehicle, and the road condition information of the vehicle is considered in real time, so that the electric balance performance of the hybrid vehicle in various road conditions is optimized, and the performance of the vehicle is improved. Moreover, the torque gradient is determined according to the output power and the engine speed of the hybrid vehicle, so that the engine torque of the hybrid vehicle can reach the target torque as soon as possible, the power generation efficiency of the hybrid vehicle is improved, and the vehicle obtains better performance. BRIEF DESCRIPTION OF DRAWINGS
[0022] FIG. 1 is a schematic diagram of a scheme implementation environment provided by an embodiment of the present application;
[0023] FIG. 2 is a flowchart of an electric balance control method for a hybrid vehicle provided by an embodiment of the present application;
[0024] FIG. 3 is a schematic diagram of vehicle states in different road conditions provided by an embodiment of the present application;
[0025] FIG. 4 is a block diagram of an electric balance control device for a hybrid vehicle provided by an embodiment of the present application;
[0026] FIG. 5 is a structural block diagram of a server provided by an embodiment of the present application. DETAILED DESCRIPTION
[0027] In order to make the purpose, technical solutions and advantages of the present application more clear, the embodiments of the present application will be further described in detail below with reference to the drawings.
[0028] Referring to FIG. 1, a schematic diagram of a scheme implementation environment is shown. The scheme implementation environment can be implemented as an electric balance control system of a hybrid vehicle. The scheme implementation environment can include a terminal device 110, a hybrid vehicle 120, and a server 130.
[0029] The terminal device 110 includes, but is not limited to, a vehicle-mounted terminal, a mobile phone, a tablet computer, a notebook computer, a desktop computer, a smart television, a multimedia playback device, a vehicle-mounted terminal, a server, a smart robot, and the like.
[0030] The hybrid vehicle 120 refers to a vehicle whose driving system is composed of two or more single driving systems that can operate simultaneously, and the driving power of the vehicle is provided by the single driving systems alone or jointly according to the actual driving state of the vehicle. Typically, the hybrid vehicle 120 uses a conventional internal combustion engine (diesel engine or gasoline engine) and an electric motor as a power source, including but not limited to HEV, PHEV, and the like. The hybrid vehicle 120 includes a vehicle control unit (VCU) and a body control module (BCM). The vehicle control unit is the core control device of the hybrid vehicle, responsible for controlling key tasks of the vehicle. The vehicle control unit receives the driver's operation intention by collecting signals such as the accelerator pedal, brake pedal, and gear position, and calculates the required torque of the hybrid vehicle by monitoring the relevant information of the battery management system (BMS) and the microcontroller unit (MCU) on the powertrain system, and then sends instructions to the MCU through the signal line to achieve normal driving of the hybrid vehicle. The body control module is an electronic control unit (ECU) responsible for managing vehicle driving, vehicle theft prevention, and vehicle detection, and the like. For example, the body control module needs to manage lighting, windows, door locks, seat control, and other vehicle functions. The body control module is connected to the vehicle control unit through a signal line, so that it can receive vehicle information transmitted by the vehicle control unit through the signal line.
[0031] The server 130 can be a standalone physical server, a server cluster or distributed system composed of multiple physical servers, a cloud server providing cloud computing services, a cloud database, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, content delivery networks (CDNs), and big data and artificial intelligence platforms, and the like. The cloud server of the big data and artificial intelligence platform can provide artificial intelligence cloud services.
[0032] The terminal device 110 can be a control system of the hybrid vehicle 120, used to control the hybrid vehicle 120 to perform a target operation (for example: light control, parking, window closing, starting, etc.). Exemplarily, a client running a target application is installed in the terminal device 110, the target application including at least one of a vehicle control application, an instant messaging application, a navigation application (for example: a map application), and an application with a vehicle control function, and the embodiments of the present application do not limit this. In addition, the present application does not limit the form of the target application, which can be an application that needs to be downloaded and installed, or an application that can be used immediately, including but not limited to an App (Application) installed in the terminal device 110, a mini program, etc., and the target application can also be in the form of a web page.
[0033] The server 130 is used to provide background services for the client of the target application installed and running in the terminal device 110. For example, the server 130 can be a background server of the target application described above.
[0034] The hybrid vehicle 120 and the server 130 can be connected to each other through the communication network 140, specifically, the whole vehicle controller of the hybrid vehicle 120 and the server 130 can be connected to each other through the communication network 140. The terminal device 110 and the server 130 can be connected to each other through the communication network 140, and the hybrid vehicle 120 and the terminal device 110 can be connected to each other through the communication network 140. Optionally, the communication network is a wired network or a wireless network.
[0035] In the embodiments of the present application, the user can select the vehicle mode of the hybrid vehicle 120 through the terminal device 110, or can directly select the vehicle mode on the hybrid vehicle 120. After the hybrid vehicle 120 is in a driving state, the server 130 timely acquires the state information of the hybrid vehicle 120, and determines the charging coefficient of the hybrid vehicle 120 according to the state information of the hybrid vehicle 120. Then, according to the charging coefficient of the hybrid vehicle 120 and the engine speed of the hybrid vehicle 120, the original power generation power of the hybrid vehicle 120 is limited to obtain the optimal power generation power output. The server 130 also determines the torque gradient according to the optimal power generation power and the engine speed of the hybrid vehicle 120, so that the whole vehicle controller can request the torque controlled by the electronic control unit to reach the target, so as to improve the power generation efficiency.
[0036] Please refer to FIG. 2, which shows a flowchart of the electric balance control method of the hybrid vehicle provided by an embodiment of the present application. The execution subject of each step of the method can be a server. The method can include at least one of the following steps 210-240:
[0037] In step 210, in a case where the hybrid vehicle is in a running state, a charging coefficient of the hybrid vehicle is obtained according to state information of the hybrid vehicle, the charging coefficient being used to indicate a charging efficiency of the hybrid vehicle.
[0038] The hybrid vehicle in the running state refers to a state of the hybrid vehicle after starting and running on the road. The charging coefficient is used to indicate the charging efficiency of the hybrid vehicle. The higher the charging efficiency of the hybrid vehicle, the greater the charging coefficient. The lower the charging efficiency of the hybrid vehicle, the smaller the charging coefficient.
[0039] The state information of the hybrid vehicle is used to indicate the running state of the hybrid vehicle. In some embodiments, the state information of the hybrid vehicle includes at least one of the following: engine speed of the hybrid vehicle, slope of the running road condition of the hybrid vehicle, running speed of the hybrid vehicle, actual power of the hybrid vehicle, target power of the hybrid vehicle, and temperature of the battery cell of the hybrid vehicle.
[0040] The running road condition of the hybrid vehicle is used to indicate the slope condition of the road on which the hybrid vehicle runs, including but not limited to urban road conditions, suburban road conditions, national roads, highways, mountain roads, and winter driving road conditions. Different running road conditions correspond to different slope conditions. Different running road conditions may exist on the same road, that is, correspond to different slopes. Alternatively, the real-time slope of the hybrid vehicle in the running state can be obtained through the slope sensor installed on the hybrid vehicle.
[0041] The running speed of the hybrid vehicle can also be referred to as the vehicle speed of the hybrid vehicle. In the embodiments of the present application, the running speed of the hybrid vehicle refers to the actual vehicle speed of the hybrid vehicle, and does not refer to the vehicle speed displayed on the instrument panel of the hybrid vehicle. In general, the actual vehicle speed of the hybrid vehicle is greater than or equal to the vehicle speed displayed on the instrument panel, and as the vehicle speed increases, the difference between the actual vehicle speed of the hybrid vehicle and the vehicle speed displayed on the instrument panel will become larger and larger. Alternatively, the running speed of the hybrid vehicle is the vehicle speed obtained by monitoring the data in the vehicle running process through the sensor. The sensor can be an ABS (Anti-lock Braking System) sensor, which is usually installed on the wheel. For example, the running speed of the hybrid vehicle can be calculated by the number of revolutions of the wheel, the diameter of the wheel, and the time.
[0042] The battery cell temperature of the hybrid vehicle refers to the temperature of the battery cell of the hybrid vehicle in different running states.
[0043] The actual power of the hybrid vehicle refers to the remaining power of the hybrid vehicle in the running state.
[0044] The target power of the hybrid vehicle is used to represent the power expected to be reached by the hybrid vehicle in the current running road condition. The relationship between the target power of the hybrid vehicle and the running road condition can be referred to Table 1 shown below.
[0045] Table 1
[0046] According to the above table 1, it can be seen that when the hybrid vehicle is in the driving condition of uphill, the target electric quantity of the hybrid vehicle remains unchanged, that is, when the slope of the driving condition of the hybrid vehicle is in the increasing state, the target electric quantity of the hybrid vehicle remains unchanged. When the hybrid vehicle is in the driving condition of downhill, the target electric quantity of the hybrid vehicle = the original target electric quantity of the hybrid vehicle - δ, that is, when the slope of the driving condition of the hybrid vehicle is in the decreasing state, the target electric quantity of the hybrid vehicle decreases. Wherein, δ represents a quantitative value, and the value of δ is not limited by the present application, which is set by the vehicle technician according to the vehicle condition. When the hybrid vehicle is in the driving condition of flat road, the target electric quantity of the hybrid vehicle remains unchanged, that is, when the slope of the driving condition of the hybrid vehicle remains unchanged, the target electric quantity of the hybrid vehicle remains unchanged.
[0047] The target electric quantity is related to the vehicle mode of the hybrid vehicle. In some embodiments, the original target electric quantity of the hybrid vehicle is determined according to the vehicle mode of the hybrid vehicle. The vehicle mode includes at least one of the following: the power mode of the hybrid vehicle, the power saving mode of the hybrid vehicle, and the driving mode of the hybrid vehicle.
[0048] The vehicle mode of the hybrid vehicle is related to the design form of the hybrid vehicle. The vehicle modes corresponding to different hybrid vehicles may be the same or different. The original target electric quantities corresponding to different vehicle modes may be the same or different, depending on the design form of the hybrid vehicle and the performance condition of the hybrid vehicle.
[0049] The power mode of the hybrid vehicle includes pure electric mode and hybrid electric mode, and the hybrid electric mode includes intelligent adaptive mode, pure electric priority mode, fuel priority mode and electric quantity maintaining mode. Generally, the original target electric quantity corresponding to the hybrid electric mode is higher than the original target electric quantity corresponding to the pure electric mode. For the original target electric quantities corresponding to different hybrid electric modes, the present application is not limited, and the original target electric quantity corresponding to the pure electric priority mode can be higher than the original target electric quantity corresponding to the fuel priority mode, or the original target electric quantity corresponding to the pure electric priority mode can be lower than the original target electric quantity corresponding to the fuel priority mode.
[0050] The power preservation mode of the hybrid vehicle includes an intelligent power preservation mode and a forced power preservation mode. The core of the intelligent power preservation mode is to maintain the actual power of the vehicle within a preset target range. When the actual power is low, a high-power demand scenario occurs, or an emergency acceleration occurs, the intelligent power preservation mode is automatically activated to meet the continuous electric drive demand in the specific scenario and reduce the dependence on the traditional internal combustion engine. The forced power preservation mode focuses more on maintaining the actual power stable to ensure that the loss of the actual power is maintained within a set range or a lower level. Generally, the original target power corresponding to the forced power preservation mode is higher than the original target power corresponding to the intelligent power preservation mode.
[0051] The driving mode of the hybrid vehicle includes an ECO (Ecology, Conservation, Optimization) mode, a SPORT mode (sport mode), and a COMFORT mode (comfort mode). The ECO mode is an economic mode, the vehicle will preferentially use electric drive, and the engine will only start when necessary, thereby greatly saving fuel. In the SPORT mode, the engine will run for a long time to ensure that the driving demand is preferentially met. The COMFORT mode is a normal hybrid mode, and the vehicle will intelligently manage the start and stop of the engine. Generally, the original target power corresponding to the SPORT mode is higher than the original target power corresponding to the ECO mode and the COMFORT mode. For the original target power corresponding to the ECO mode and the COMFORT mode, the application does not make any limitation. The original target power corresponding to the ECO mode can be higher than the original target power corresponding to the COMFORT mode, and the original target power corresponding to the ECO mode can also be lower than the original target power corresponding to the COMFORT mode.
[0052] If the driver selects different types of vehicle modes at the same time, the original target power of the hybrid vehicle is determined according to the pre-set target power determination strategy. The application does not make any limitation on the pre-set target power determination strategy. For example, the maximum target power among the original target powers corresponding to different types of vehicle modes can be determined as the original target power of the hybrid vehicle, or the minimum target power among the original target powers corresponding to different types of vehicle modes can be determined as the original target power of the hybrid vehicle, or the original target power of the hybrid vehicle can be determined in combination with the original target powers corresponding to different types of vehicle modes.
[0053] After obtaining the state information of the hybrid vehicle, the charging coefficient of the hybrid vehicle is obtained according to the state information of the hybrid vehicle. The specific process can be referred to in the following embodiments, which will not be explained here.
[0054] At step 220, the original power generation of the hybrid vehicle is limited according to the charging coefficient to obtain a first power generation, the original power generation being obtained based on a demand power of the hybrid vehicle, the demand power being determined by an opening degree of an accelerator pedal of the hybrid vehicle.
[0055] The demand power of the hybrid vehicle is determined based on the opening degree of the accelerator pedal of the hybrid vehicle, the greater the opening degree of the accelerator pedal, the higher the demand power of the hybrid vehicle, and the smaller the opening degree of the accelerator pedal, the lower the demand power of the hybrid vehicle. The opening degree of the accelerator pedal is used to indicate the degree of stepping of the accelerator pedal, specifically, the ratio of the vertical distance from the bottom of the vehicle after the accelerator pedal is stepped to the vertical distance from the bottom of the vehicle when the accelerator pedal is not stepped. The demand power of the hybrid vehicle corresponding to the opening degree of the accelerator pedal is obtained by the driver stepping the accelerator pedal during driving. The demand power of the hybrid vehicle is used to indicate that the driver demands the engine power of the corresponding hybrid vehicle.
[0056] According to the demand power of the hybrid vehicle, the original power generation required for running the engine of the hybrid vehicle is determined. The mapping relationship between the original power generation of the hybrid vehicle and the demand power of the hybrid vehicle can refer to Table 2 shown below.
[0057] Table 2
[0058] As can be seen from Table 2 above, when the demand power of the hybrid vehicle is 10kw, 20kw, 50kw, 80kw, 100kw, 120kw, 150kw, the corresponding original power generation of the hybrid vehicle is 12kw, 23kw, 55kw, 85kw, 110kw, 130kw, 165kw respectively. For the mapping relationship between the original power generation and the demand power of each node, the original power generation corresponding to the demand power of the hybrid vehicle can be determined according to the linear mapping relationship between the adjacent two nodes. For example, when the demand power of the hybrid vehicle is 15kw, according to the linear mapping relationship between the original power generation corresponding to the demand power of 10kw and the original power generation corresponding to the demand power of 20kw, the original power generation corresponding to the demand power of 15kw of the hybrid vehicle is determined to be 17.5kw.
[0059] After obtaining the original power generation of the hybrid vehicle, the original power generation is limited according to the charging coefficient of the hybrid vehicle to obtain a first power generation.
[0060] In some embodiments, step 220 includes sub-step 221 (not shown in the figure).
[0061] In sub-step 221, the charging coefficient and the original power generation are multiplied to obtain the first power generation.
[0062] By limiting the original generating power, the economy of the hybrid vehicle can be improved, the electric balance performance of the hybrid vehicle under various road conditions can be optimized, and the performance of the vehicle can be improved.
[0063] In step 230, the first generating power is limited according to the engine speed of the hybrid vehicle to obtain the second generating power, and the engine speed is determined by the driving speed and the opening degree of the accelerator pedal of the hybrid vehicle.
[0064] The mapping relationship between the engine speed and the driving speed and the opening degree of the accelerator pedal of the hybrid vehicle can refer to Table 3 shown below.
[0065] Table 3
[0066] As can be seen from Table 3 above, when the driving speed of the hybrid vehicle is 20 km / h, the engine speed is not affected by the change of the opening degree of the accelerator pedal, and is 1200 rpm. When the driving speed of the hybrid vehicle is greater than 20 km / h, the engine speed will be affected by the change of the opening degree of the accelerator pedal, and as the opening degree of the accelerator pedal increases, the engine speed increases, and as the driving speed of the hybrid vehicle increases, the engine speed also increases.
[0067] For the mapping relationship between the engine speed and the driving speed and the opening degree of the accelerator pedal of the hybrid vehicle between the above-mentioned nodes, the engine speed can be determined according to the linear mapping relationship between the adjacent two nodes. For example, the engine speed corresponding to each opening degree node can be determined according to the driving speed of the hybrid vehicle, and then the engine speed can be determined according to the linear mapping relationship between the adjacent two opening degree nodes. For example, the engine speed corresponding to each driving speed node can be determined according to the opening degree of the accelerator pedal, and then the engine speed can be determined according to the linear mapping relationship between the adjacent two driving speed nodes.
[0068] For example, when the running speed of the hybrid vehicle is 50 km / h and the opening degree of the accelerator pedal is 20%, the engine speed is determined to be 1350 rpm according to a linear mapping relationship between the engine speed corresponding to the opening degree of 10% of the accelerator pedal and the engine speed corresponding to the opening degree of 20% of the accelerator pedal. For another example, when the running speed of the hybrid vehicle is 35 km / h and the opening degree of the accelerator pedal is 20%, the engine speed corresponding to the opening degree of 10% of the accelerator pedal is determined to be 1250 rpm and the engine speed corresponding to the opening degree of 30% of the accelerator pedal is determined to be 1300 rpm according to the running speed. Then, the engine speed corresponding to the opening degree of 20% of the accelerator pedal is determined to be 1275 rpm according to a linear mapping relationship between the opening degree of 10% and the opening degree of 30% of the accelerator pedal, i.e., the engine speed is 1275 rpm when the running speed of the hybrid vehicle is 35 km / h and the opening degree of the accelerator pedal is 20%.
[0069] After the engine speed of the hybrid vehicle is determined according to the mapping relationship between the running speed of the hybrid vehicle and the opening degree of the accelerator pedal and the engine speed, the first power generation is limited according to the engine speed to obtain the second power generation.
[0070] In some embodiments, the step 230 comprises at least one of the sub-steps 231-232 (not shown in the figure).
[0071] In the sub-step 231, the power generation corresponding to the engine speed is obtained according to the engine speed.
[0072] The mapping relationship between the engine speed and the power generation corresponding to the engine speed can refer to the following Table 4.
[0073] Table 4
[0074] As can be seen from the above Table 4, when the engine speed of the hybrid vehicle is 1200 rpm, 1500 rpm, 1700 rpm and 2100 rpm, the corresponding power generations are 12 kw, 50 kw, 60 kw and 70 kw respectively. For the mapping relationship between the engine speed and the power generation for each of the nodes, the power generation corresponding to the engine speed can be determined according to a linear mapping relationship between two adjacent nodes. For example, when the engine speed of the hybrid vehicle is 1350 rpm, the power generation corresponding to the engine speed of 1350 rpm is determined to be 31 kw according to a linear mapping relationship between the power generation corresponding to the engine speed of 1200 rpm and the power generation corresponding to the engine speed of 1500 rpm.
[0075] Therefore, according to the mapping relationship between the engine speed and the power generation power at each node and the linear mapping relationship between each node, the power generation power corresponding to the engine speed is obtained according to the engine speed.
[0076] In substep 232, the minimum value between the first power generation power and the power generation power corresponding to the engine speed is determined as the second power generation power.
[0077] For example, if the first power generation power is greater than the power generation power corresponding to the engine speed, the power generation power corresponding to the engine speed is determined as the second power generation power. If the first power generation power is less than the power generation power corresponding to the engine speed, the first power generation power is determined as the second power generation power.
[0078] By limiting the first power generation power by the engine speed, the NVH (Noise, Vibration, Harshness) performance of the hybrid vehicle can be improved, and the performance of the vehicle can be further improved.
[0079] In step 240, the torque gradient of the hybrid vehicle is determined according to the second power generation power and the engine speed, and the hybrid vehicle is used to travel according to the second power generation power and the torque gradient.
[0080] In some embodiments, the hybrid vehicle can directly travel based on the above-mentioned second power generation power. In some other embodiments, the torque gradient of the hybrid vehicle is determined according to the second power generation power and the engine speed, so that the engine torque of the hybrid vehicle reaches the target torque as soon as possible, so as to improve the power generation efficiency of the hybrid vehicle.
[0081] The torque gradient is used to represent the rate of change of the engine torque, and the hybrid vehicle is used to travel according to the second power generation power and the torque gradient, specifically according to the second power generation power and the engine torque obtained based on the torque gradient.
[0082] In some embodiments, step 240 includes at least one of substeps 241-242 (not shown in the figure).
[0083] In substep 241, the request torque corresponding to the second power generation power is obtained according to the second power generation power and the engine speed.
[0084] The request torque = 9550 x second power generation power / engine speed, and the request torque corresponding to the second power generation power is calculated according to the second power generation power and the engine speed.
[0085] In substep 242, the torque gradient of the hybrid vehicle is determined based on the request torque corresponding to the second power generation power according to the pre-set mapping relationship between the request torque and the torque gradient.
[0086] The mapping relationship between the requested torque and the torque gradient can refer to Table 5 shown below.
[0087] Table 5
[0088] According to Table 5, when the requested torque is 20 Nm, 60 Nm, 80 Nm, 160 Nm, and 200 Nm, the corresponding torque gradient is 50 Nm / s, 100 Nm / s, 200 Nm / s, 500 Nm / s, and 500 Nm / s, respectively. For the mapping relationship between the requested torque and the torque gradient at each node, the torque gradient corresponding to the requested torque can be determined according to the linear mapping relationship between the adjacent two nodes. For example, when the requested torque is 40 Nm, the torque gradient corresponding to the requested torque of 40 Nm is determined to be 75 Nm / s according to the linear mapping relationship between the torque gradient corresponding to the requested torque of 20 Nm and the torque gradient corresponding to the requested torque of 60 Nm.
[0089] Therefore, based on the mapping relationship between the requested torque and the torque gradient at each node and the linear mapping relationship between the adjacent nodes, the torque gradient corresponding to the requested torque is obtained according to the requested torque corresponding to the second generated power.
[0090] By determining the torque gradient of the hybrid vehicle according to the second generated power and the engine speed, the engine torque of the hybrid vehicle can reach the target torque as soon as possible, the power generation efficiency of the hybrid vehicle is improved, and the vehicle obtains better performance.
[0091] The technical scheme provided by the embodiments of the present application timely acquires the state information of the hybrid vehicle when the hybrid vehicle is in a driving state, and determines the optimal generated power output of the hybrid vehicle according to the state information of the hybrid vehicle. Compared with the control method of the related art that does not consider the driving road condition of the vehicle, the present application determines the generated power according to the state information of the hybrid vehicle, and the road condition information of the vehicle is considered in real time, thereby optimizing the electric balance performance of the hybrid vehicle under various road conditions and improving the performance of the vehicle. Moreover, the torque gradient is determined according to the output generated power and the engine speed of the hybrid vehicle, so that the engine torque of the hybrid vehicle can reach the target torque as soon as possible, the power generation efficiency of the hybrid vehicle is improved, and the vehicle obtains better performance.
[0092] FIG. 3 shows a schematic diagram of vehicle states in different road conditions, wherein FIG. 3(1) shows a vehicle state in a steep mountain road condition, and the original target electric quantity is 25% of the maximum electric quantity of the hybrid vehicle; and FIG. 3(2) shows a vehicle state in a national road condition, and the original target electric quantity is 30% of the maximum electric quantity of the hybrid vehicle. It can be seen that the electric balance performance of the hybrid vehicle in the national road condition is better than that in the steep mountain road condition, and the engine speed is limited by the electric balance control method provided in the present application when the hybrid vehicle is running in the steep mountain road condition, so that the hybrid vehicle can maintain the electric balance of the vehicle as much as possible when the slope changes greatly, the actual electric quantity of the vehicle is maintained within the preset decreasing range, and the performance of the vehicle is improved.
[0093] In some embodiments, step 210 comprises at least one of sub-steps 211-215 (not shown in the figure).
[0094] Sub-step 211: obtaining a first charging coefficient according to the difference between the actual electric quantity and the target electric quantity of the hybrid vehicle, and the running speed.
[0095] In some embodiments, if the difference between the actual electric quantity and the target electric quantity is greater than a first threshold value, the first charging coefficient is determined to be a first numerical value; if the difference between the actual electric quantity and the target electric quantity is equal to the first threshold value, the first charging coefficient is determined according to the running speed; and if the difference between the actual electric quantity and the target electric quantity is less than the first threshold value, the first charging coefficient is determined to be a second numerical value.
[0096] The present application does not limit the specific values of the first threshold value, the first numerical value and the second numerical value.
[0097] For example, the first threshold value is 0, the first numerical value is 1, and the second numerical value is -1. If the difference between the actual electric quantity and the target electric quantity is greater than 0, the first charging coefficient is determined to be 1; if the difference between the actual electric quantity and the target electric quantity is equal to 0, the first charging coefficient is determined according to the running speed; and if the difference between the actual electric quantity and the target electric quantity is less than 0, the first charging coefficient is determined to be -1.
[0098] The mapping relationship between the first charging coefficient and the difference between the actual electric quantity and the target electric quantity of the hybrid vehicle, and the running speed can be referred to Table 6 shown below.
[0099] Table 6
[0100] According to Table 6, when the difference between the actual electric quantity and the target electric quantity is greater than 0, the first charging coefficient is 1; when the difference between the actual electric quantity and the target electric quantity is less than 0, the first charging coefficient is -1. When the difference between the actual electric quantity and the target electric quantity is equal to 0, if the driving speed of the hybrid vehicle is less than 50 km / h, the first charging coefficient is 1; if the driving speed of the hybrid vehicle is in the speed interval of 80-100 km / h, the first charging coefficient is 0; if the driving speed of the hybrid vehicle is greater than 120 km / h, the first charging coefficient is -1. If the driving speed of the hybrid vehicle is in the speed interval of 50-80 km / h, the first charging coefficient is determined according to the linear mapping relationship between the first charging coefficient corresponding to the driving speed of 50 km / h and the first charging coefficient corresponding to the driving speed of 80 km / h. If the driving speed of the hybrid vehicle is in the speed interval of 100-120 km / h, the first charging coefficient is determined according to the linear mapping relationship between the first charging coefficient corresponding to the driving speed of 100 km / h and the first charging coefficient corresponding to the driving speed of 120 km / h.
[0101] For example, in the case where the difference between the actual electric quantity and the target electric quantity is equal to 0, when the driving speed of the hybrid vehicle is 65 km / h, the first charging coefficient can be determined to be 0.5 according to the linear mapping relationship. When the driving speed of the hybrid vehicle is 110 km / h, the first charging coefficient can be determined to be -0.5 according to the linear mapping relationship.
[0102] In sub-step 212, the second charging coefficient is obtained according to the actual electric quantity of the hybrid vehicle and the driving speed of the hybrid vehicle.
[0103] In some embodiments, if the electric quantity ratio corresponding to the actual electric quantity is greater than or equal to the first ratio, the second charging coefficient is determined to be the first numerical value, the electric quantity ratio refers to the ratio of the actual electric quantity to the maximum electric quantity of the hybrid vehicle; if the electric quantity ratio is less than the first ratio and greater than the second ratio, the second charging coefficient is determined according to the driving speed; if the electric quantity ratio is less than or equal to the second ratio, the second charging coefficient is determined to be the second numerical value.
[0104] The application does not limit the specific values of the first ratio, the second ratio, the first numerical value and the second numerical value. The actual electric quantity with the electric quantity ratio greater than or equal to the first ratio can be referred to as high electric quantity, the actual electric quantity with the electric quantity ratio less than the first ratio and greater than the second ratio can be referred to as medium electric quantity, and the actual electric quantity with the electric quantity ratio less than or equal to the second ratio can be referred to as low electric quantity.
[0105] For example, the first ratio is 30%, the second ratio is 18%, the first numerical value is 1, and the second numerical value is -1. If the actual electricity quantity corresponds to an electricity quantity ratio greater than or equal to 30%, the second charging coefficient is determined to be 1. If the electricity quantity ratio is less than 30% and greater than 18%, the second charging coefficient is determined according to the driving speed. If the electricity quantity ratio is less than or equal to 18%, the second charging coefficient is determined to be -1.
[0106] The mapping relationship between the second charging coefficient and the actual electricity quantity of the hybrid vehicle and the driving speed of the hybrid vehicle can refer to Table 7 shown below.
[0107] Table 7
[0108] According to Table 7 above, when the actual electricity quantity is high, the second charging coefficient is 1, and when the actual electricity quantity is low, the second charging coefficient is -1. When the actual electricity quantity is medium, if the driving speed of the hybrid vehicle is less than 50 km / h, the second charging coefficient is 1, if the driving speed of the hybrid vehicle is in the speed interval of 80-100 km / h, the second charging coefficient is 0, and if the driving speed of the hybrid vehicle is greater than 120 km / h, the second charging coefficient is -1. If the driving speed of the hybrid vehicle is in the speed interval of 50-80 km / h, the second charging coefficient is determined according to the linear mapping relationship between the second charging coefficient corresponding to the driving speed of 50 km / h and the second charging coefficient corresponding to the driving speed of 80 km / h. If the driving speed of the hybrid vehicle is in the speed interval of 100-120 km / h, the second charging coefficient is determined according to the linear mapping relationship between the second charging coefficient corresponding to the driving speed of 100 km / h and the second charging coefficient corresponding to the driving speed of 120 km / h.
[0109] For example, in the case of medium actual electricity quantity, when the driving speed of the hybrid vehicle is 65 km / h, the second charging coefficient can be determined to be 0.5 according to the linear mapping relationship. When the driving speed of the hybrid vehicle is 110 km / h, the second charging coefficient can be determined to be -0.5 according to the linear mapping relationship.
[0110] In sub-step 213, the third charging coefficient is obtained according to the battery cell temperature of the hybrid vehicle and the driving speed of the hybrid vehicle.
[0111] In some embodiments, if the battery cell temperature is greater than a first temperature threshold, the third charging coefficient is determined to be a first numerical value. If the battery cell temperature is less than or equal to the first temperature threshold and greater than or equal to a second temperature threshold, the third charging coefficient is determined according to the driving speed. If the battery cell temperature is less than the second temperature threshold, the third charging coefficient is determined to be a second numerical value.
[0112] The application does not limit the specific values of the first temperature threshold, the second temperature threshold, the first numerical value and the second numerical value.
[0113] For example, the first temperature threshold is 10 degrees, the second temperature threshold is -10 degrees, the first numerical value is 1, and the second numerical value is -1. If the battery cell temperature is greater than 10 degrees, the third charging coefficient is determined to be 1. If the battery cell temperature is less than or equal to 10 degrees and greater than or equal to -10 degrees, the third charging coefficient is determined according to the driving speed. If the battery cell temperature is less than -10 degrees, the third charging coefficient is determined to be -1.
[0114] The mapping relationship between the third charging coefficient and the battery cell temperature of the hybrid vehicle and the driving speed of the hybrid vehicle can be referred to the following Table 8.
[0115] Table 8
[0116] According to Table 8 above, when the battery cell temperature is greater than 10 degrees, the third charging coefficient is 1, and when the battery cell temperature is less than -10 degrees, the third charging coefficient is -1. When the battery cell temperature is less than or equal to 10 degrees and greater than or equal to -10 degrees, if the driving speed of the hybrid vehicle is less than 50 km / h, the third charging coefficient is 1, if the driving speed of the hybrid vehicle is in the speed interval of 80-100 km / h, the third charging coefficient is 0, and if the driving speed of the hybrid vehicle is greater than 120 km / h, the third charging coefficient is -1. If the driving speed of the hybrid vehicle is in the speed interval of 50-80 km / h, the third charging coefficient is determined according to the linear mapping relationship between the third charging coefficient corresponding to the driving speed of 50 km / h and the third charging coefficient corresponding to the driving speed of 80 km / h. If the driving speed of the hybrid vehicle is in the speed interval of 100-120 km / h, the third charging coefficient is determined according to the linear mapping relationship between the third charging coefficient corresponding to the driving speed of 100 km / h and the third charging coefficient corresponding to the driving speed of 120 km / h.
[0117] For example, in the case where the battery cell temperature is less than or equal to 10 degrees and greater than or equal to -10 degrees, when the driving speed of the hybrid vehicle is 65 km / h, the second charging coefficient can be determined to be 0.5 according to the linear mapping relationship. When the driving speed of the hybrid vehicle is 110 km / h, the second charging coefficient can be determined to be -0.5 according to the linear mapping relationship.
[0118] In sub-step 214, the fourth charging coefficient is obtained according to the actual electric quantity of the hybrid vehicle and the slope of the driving road condition of the hybrid vehicle.
[0119] In some embodiments, if the actual electric quantity corresponds to an electric quantity ratio greater than or equal to a first ratio, the fourth charging coefficient is determined as a first value, the electric quantity ratio refers to a ratio of the actual electric quantity to a maximum electric quantity of the hybrid vehicle; if the electric quantity ratio is less than the first ratio and the electric quantity ratio is greater than a second ratio, the fourth charging coefficient is determined according to the slope; and if the electric quantity ratio is less than or equal to the second ratio, the fourth charging coefficient is determined as a second value.
[0120] The application does not limit the specific values of the first ratio, the second ratio, the first value and the second value. The actual electric quantity with the electric quantity ratio greater than or equal to the first ratio can be referred to as high electric quantity, the actual electric quantity with the electric quantity ratio less than the first ratio and the electric quantity ratio greater than the second ratio can be referred to as medium electric quantity, and the actual electric quantity with the electric quantity ratio less than or equal to the second ratio can be referred to as low electric quantity.
[0121] For example, the first ratio is 30%, the second ratio is 18%, the first value is 1, and the second value is -1. If the actual electric quantity corresponds to an electric quantity ratio greater than or equal to 30%, the fourth charging coefficient is determined as 1; if the electric quantity ratio is less than 30% and the electric quantity ratio is greater than 18%, the fourth charging coefficient is determined according to the slope; and if the electric quantity ratio is less than or equal to 18%, the fourth charging coefficient is determined as -1.
[0122] The mapping relationship between the fourth charging coefficient and the actual electric quantity of the hybrid vehicle and the slope of the driving road condition of the hybrid vehicle can be referred to as shown in Table 9.
[0123] Table 9
[0124] As can be seen from Table 9 above, when the actual electric quantity is high electric quantity, the fourth charging coefficient is 1, and when the actual electric quantity is low electric quantity, the fourth charging coefficient is -1. When the actual electric quantity is medium electric quantity, if the slope of the driving road condition of the hybrid vehicle is less than 0, the fourth charging coefficient is 1, if the slope of the driving road condition of the hybrid vehicle is in the slope interval of 5-8 degrees, the fourth charging coefficient is 0, and if the slope of the driving road condition of the hybrid vehicle is greater than 10 degrees, the fourth charging coefficient is -1. If the slope of the driving road condition of the hybrid vehicle is in the slope interval of 0-5 degrees, the fourth charging coefficient is determined according to the linear mapping relationship between the fourth charging coefficient corresponding to the slope of 0 and the fourth charging coefficient corresponding to the slope of 5. If the slope of the driving road condition of the hybrid vehicle is in the slope interval of 8-10 degrees, the fourth charging coefficient is determined according to the linear mapping relationship between the fourth charging coefficient corresponding to the slope of 8 and the fourth charging coefficient corresponding to the slope of 10.
[0125] For example, when the actual power is medium power, and the slope of the driving road condition of the hybrid vehicle is 2.5 degrees, according to the linear mapping relationship, the fourth charging coefficient can be determined as 0.5. When the slope of the driving road condition of the hybrid vehicle is 9 degrees, according to the linear mapping relationship, the fourth charging coefficient can be determined as -0.5.
[0126] In substep 215, the charging coefficient is obtained according to the first charging coefficient, the second charging coefficient, the third charging coefficient, and the fourth charging coefficient.
[0127] By considering the state information of the hybrid vehicle, the actual power and the target power of the hybrid vehicle, the driving speed of the hybrid vehicle, the temperature of the battery cell of the hybrid vehicle, and the slope of the driving road condition of the hybrid vehicle are used to obtain the first charging coefficient, the second charging coefficient, the third charging coefficient, and the fourth charging coefficient, respectively, and then the charging coefficient of the hybrid vehicle is obtained. Therefore, the charging coefficient that best matches the current state of the hybrid vehicle can be determined according to the real-time state of the vehicle, so that the hybrid vehicle can be controlled based on the charging coefficient, which can effectively optimize the electrical balance performance of the hybrid vehicle and improve the performance of the vehicle.
[0128] In some embodiments, the first charging coefficient, the second charging coefficient, the third charging coefficient, and the fourth charging coefficient are averaged, and the average value is determined as the charging coefficient.
[0129] In some embodiments, the maximum value of the first charging coefficient, the second charging coefficient, the third charging coefficient, and the fourth charging coefficient is determined as the charging coefficient.
[0130] In some embodiments, the minimum value of the first charging coefficient, the second charging coefficient, the third charging coefficient, and the fourth charging coefficient is determined as the charging coefficient.
[0131] In the above manner, the optimal charging coefficient is obtained according to the charging coefficients of four dimensions, which optimizes the electrical balance performance of the hybrid vehicle in various road conditions as much as possible, and improves the performance of the hybrid vehicle.
[0132] The following is an apparatus embodiment of the present application, which can be used to execute the method embodiments of the present application. For details not disclosed in the apparatus embodiments of the present application, please refer to the method embodiments of the present application.
[0133] Please refer to FIG. 4, which shows a block diagram of an electrical balance control device of a hybrid vehicle according to an embodiment of the present application. The device has the function of implementing the above-mentioned electrical balance control method of the hybrid vehicle, which can be realized by hardware or by executing corresponding software by hardware. The device can be the server introduced above, or can be arranged in the server. As shown in FIG. 4, the device 400 can include a coefficient determination module 410, a first determination module 420, a second determination module 430, and a gradient determination module 440.
[0134] a coefficient determination module 410, configured to, in a case that the hybrid vehicle is in a driving state, obtain a charging coefficient of the hybrid vehicle according to state information of the hybrid vehicle, the charging coefficient being used to indicate a charging efficiency of the hybrid vehicle.
[0135] a first determination module 420, configured to limit an original power generation of the hybrid vehicle according to the charging coefficient to obtain a first power generation, the original power generation being obtained based on a demand power of the hybrid vehicle, the demand power being determined by an opening degree of an accelerator pedal of the hybrid vehicle.
[0136] a second determination module 430, configured to limit the first power generation according to an engine speed of the hybrid vehicle to obtain a second power generation, the engine speed being determined by a driving speed of the hybrid vehicle and the opening degree of the accelerator pedal.
[0137] a gradient determination module 440, configured to determine a torque gradient of the hybrid vehicle according to the second power generation and the engine speed, the hybrid vehicle being used to drive according to the second power generation and the torque gradient.
[0138] In some embodiments, the coefficient determination module 410 is configured to:
[0139] obtain a first charging coefficient according to a difference between an actual electric quantity of the hybrid vehicle and a target electric quantity of the hybrid vehicle, and a driving speed of the hybrid vehicle;
[0140] obtain a second charging coefficient according to the actual electric quantity and the driving speed;
[0141] obtain a third charging coefficient according to a temperature of an electric core of the hybrid vehicle and the driving speed;
[0142] obtain a fourth charging coefficient according to the actual electric quantity and a slope of a driving road condition of the hybrid vehicle;
[0143] obtain the charging coefficient according to the first charging coefficient, the second charging coefficient, the third charging coefficient and the fourth charging coefficient.
[0144] In some embodiments, the coefficient determination module 410 is configured to:
[0145] average the first charging coefficient, the second charging coefficient, the third charging coefficient and the fourth charging coefficient, and determine an average value as the charging coefficient;
[0146] or,
[0147] determining the maximum value among the first charging coefficient, the second charging coefficient, the third charging coefficient and the fourth charging coefficient as the charging coefficient;
[0148] Or,
[0149] determining the minimum value among the first charging coefficient, the second charging coefficient, the third charging coefficient and the fourth charging coefficient as the charging coefficient.
[0150] In some embodiments, the first determining module 420 is configured to:
[0151] multiplying the charging coefficient and the original power generation power to obtain the first power generation power.
[0152] In some embodiments, the second determining module 430 is configured to:
[0153] obtaining the power generation power corresponding to the engine speed according to the engine speed;
[0154] determining the minimum value among the first power generation power and the power generation power corresponding to the engine speed as the second power generation power.
[0155] In some embodiments, the gradient determining module 440 is configured to:
[0156] obtaining the requested torque corresponding to the second power generation power according to the second power generation power and the engine speed;
[0157] determining the torque gradient of the hybrid vehicle based on the requested torque corresponding to the second power generation power according to the mapping relationship between the requested torque and the torque gradient pre-set.
[0158] It should be noted that the apparatus provided in the above embodiments, in realizing its functions, only takes the above-mentioned division of each functional module as an example, and in actual application, the above-mentioned functions can be completed by different functional modules according to needs, that is, the content structure of the device is divided into different functional modules to complete all or part of the above-described functions. In addition, the apparatus and method embodiments provided in the above embodiments belong to the same concept, and the specific implementation process is detailed in the method embodiments, which will not be repeated here.
[0159] Please refer to FIG. 5, which shows a structural block diagram of a server 500 provided in an embodiment of the present application. The server 500 can be any electronic device with data computing, processing and storage functions. The server 500 can be used to implement the power balance control method of the hybrid vehicle provided in the above embodiments.
[0160] Generally, the server 500 includes a processor 501 and a memory 502.
[0161] The processor 501 can include one or more processing cores, such as a 4-core processor, an 8-core processor, etc. The processor 501 can be implemented in at least one of a hardware form of a DSP (Digital Signal Processing), an FPGA (Field Programmable Gate Array), a PLA (Programmable Logic Array). The processor 501 can also include a main processor and a coprocessor, the main processor being a processor for processing data in an awake state, also referred to as a CPU (Central Processing Unit), and the coprocessor being a low-power processor for processing data in a standby state. In some embodiments, the processor 501 can be integrated with a GPU (Graphics Processing Unit) for rendering and drawing content required to be displayed by the display screen. In some embodiments, the processor 501 can further include an AI processor for processing computing operations related to machine learning.
[0162] The memory 502 can include one or more computer-readable storage media, which can be non-transitory. The memory 502 can also include a high-speed random access memory, and a non-volatile memory such as one or more disk storage devices, flash storage devices. In some embodiments, the non-transitory computer-readable storage medium in the memory 502 is configured to store a computer program configured to be executed by one or more processors to implement the above-mentioned electric balance control method for hybrid vehicles.
[0163] Those skilled in the art can understand that the structure shown in FIG. 5 does not constitute a limitation on the server 500, and can include more or fewer components than illustrated, or combine certain components, or adopt different component arrangements.
[0164] In an illustrative embodiment, a computer-readable storage medium is also provided, the storage medium storing a computer program, the computer program implementing the above-mentioned electric balance control method for hybrid vehicles when executed by a processor of a server. Optionally, the above-mentioned computer-readable storage medium can be a ROM (Read-Only Memory), a RAM (Random Access Memory), a CD-ROM (Compact Disc Read-Only Memory), a magnetic tape, a floppy disk, and an optical data storage device, etc.
[0165] In an example embodiment, a computer program product is also provided, which includes a computer program stored in a computer readable storage medium. The computer program is read by a processor of a server from the computer readable storage medium, and the processor executes the computer program to cause the server to perform the above-mentioned electric balance control method for a hybrid vehicle.
[0166] It should be understood that "multiple" mentioned herein refers to two or more. The "and / or" describes the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B can represent the three cases of A existing alone, A and B existing together, and B existing alone. The character " / " generally represents that the associated objects before and after it are in an "or" relationship. In addition, the step numbers described herein only exemplarily show a possible execution order between steps, and in some other embodiments, the above steps can also be executed in a different order from the number, such as two different numbered steps being executed at the same time, or two different numbered steps being executed in an order opposite to the illustration, which is not limited in the embodiments of the present application.
[0167] The above only describes example embodiments of the present application and is not intended to limit the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.
Claims
1. A method for electric balance control of a hybrid vehicle, the method being performed by a server, the method comprising: obtaining a charging coefficient of the hybrid vehicle according to state information of the hybrid vehicle, the charging coefficient being used to indicate a charging efficiency of the hybrid vehicle, in a case that the hybrid vehicle is in a driving state; obtaining a first power generation power by limiting an original power generation power of the hybrid vehicle according to the charging coefficient, the original power generation power being obtained based on a demand power of the hybrid vehicle, the demand power being determined by an opening degree of an accelerator pedal of the hybrid vehicle; obtaining a second power generation power by limiting the first power generation power according to an engine speed of the hybrid vehicle, the engine speed being determined by a driving speed of the hybrid vehicle and the opening degree of the accelerator pedal; determining a torque gradient of the hybrid vehicle according to the second power generation power and the engine speed, the hybrid vehicle being used to drive according to the second power generation power and the torque gradient.
2. The method of claim 1, wherein, The obtaining the charging coefficient of the hybrid vehicle according to the state information of the hybrid vehicle comprises: obtaining a first charging coefficient according to a difference between an actual electric quantity of the hybrid vehicle and a target electric quantity of the hybrid vehicle, and the driving speed of the hybrid vehicle; obtaining a second charging coefficient according to the actual electric quantity and the driving speed; obtaining a third charging coefficient according to a temperature of an electric core of the hybrid vehicle and the driving speed; obtaining a fourth charging coefficient according to the actual electric quantity and a slope of a driving road condition of the hybrid vehicle; obtaining the charging coefficient according to the first charging coefficient, the second charging coefficient, the third charging coefficient and the fourth charging coefficient.
3. The method of claim 2, wherein, The obtaining the charging coefficient according to the first charging coefficient, the second charging coefficient, the third charging coefficient and the fourth charging coefficient comprises: averaging the first charging coefficient, the second charging coefficient, the third charging coefficient and the fourth charging coefficient, and determining an average value as the charging coefficient; or, determining a maximum value among the first charging coefficient, the second charging coefficient, the third charging coefficient and the fourth charging coefficient as the charging coefficient; or, determining a minimum value among the first charging coefficient, the second charging coefficient, the third charging coefficient and the fourth charging coefficient as the charging coefficient.
4. The method according to any one of claims 1 to 3, wherein, The obtaining the first power generation power by limiting the original power generation power of the hybrid vehicle according to the charging coefficient comprises: multiplying the charging coefficient and the original power generation power to obtain the first power generation power.
5. The method according to any one of claims 1 to 4, wherein, The obtaining the second power generation power by limiting the first power generation power according to the engine speed of the hybrid vehicle comprises: obtaining a power generation power corresponding to the engine speed according to the engine speed; determining a minimum value among the first power generation power and the power generation power corresponding to the engine speed as the second power generation power.
6. The method according to any one of claims 1 to 5, wherein, The determining the torque gradient of the hybrid vehicle according to the second power generation power and the engine speed comprises: obtaining a request torque corresponding to the second power generation power according to the second power generation power and the engine speed; determining a torque gradient of the hybrid vehicle according to a mapping relationship between the request torque and the torque gradient, and based on the request torque corresponding to the second power generation power.
7. An electric balance control device of a hybrid vehicle, the device comprising: a coefficient determination module configured to obtain a charging coefficient of the hybrid vehicle according to state information of the hybrid vehicle when the hybrid vehicle is in a driving state, the charging coefficient being used to indicate a charging efficiency of the hybrid vehicle; a first determination module configured to limit an original power generation power of the hybrid vehicle according to the charging coefficient to obtain a first power generation power, the original power generation power being obtained based on a demand power of the hybrid vehicle, the demand power being determined by an opening degree of an accelerator pedal of the hybrid vehicle; a second determination module configured to limit the first power generation power according to an engine speed of the hybrid vehicle to obtain a second power generation power, the engine speed being determined by a driving speed of the hybrid vehicle and the opening degree of the accelerator pedal; a gradient determination module configured to determine a torque gradient of the hybrid vehicle according to the second power generation power and the engine speed, the hybrid vehicle being used to drive according to the second power generation power and the torque gradient.
8. A server, comprising a processor and a memory, the memory storing a computer program, the computer program being loaded and executed by the processor to implement the electric balance control method of the hybrid vehicle according to any one of claims 1 to 6.
9. A computer readable storage medium, the computer readable storage medium storing a computer program, the computer program being loaded and executed by a processor to implement the electric balance control method of the hybrid vehicle according to any one of claims 1 to 6.
10. A computer program product, the computer program product comprising a computer program, the computer program being loaded and executed by a processor to implement the electric balance control method of the hybrid vehicle according to any one of claims 1 to 6.