A power control method and related device for a hybrid vehicle

Abstract

The present application discloses a power control method and related device for a hybrid vehicle. During the driving process of the vehicle, the target driving distance between the starting point and the destination of the vehicle can be determined as multiple driving sections according to the on-board navigation information, and then the average power of the preset battery energy consumed in the multiple driving sections is calculated, and the SOC upper limit value and the SOC lower limit value of the state of charge of the power battery are determined according to the relationship between the average power and the high-efficiency power range of the fuel cell. Finally, the power control strategy of the vehicle is determined based on the relationship between the actual SOC value and the SOC limit range and the required power of the whole vehicle. Since the SOC limit range is determined based on the relationship between the average power of the preset battery energy consumed and the high-efficiency power range of the fuel cell, that is, the SOC limit range is dynamically adjusted considering the relationship between the vehicle driving demand and the high-efficiency power range of the fuel cell, thereby avoiding the influence of the power control according to the fixed SOC limit on the service life of the fuel cell.

Description

Technical Field

[0001] The present application relates to the field of new energy vehicles, and in particular to a power control method and related devices for a hybrid vehicle. Background Art

[0002] With the rapid development of the new energy vehicle industry, hybrid vehicles of fuel cells and power batteries have emerged. In such vehicles, the vehicle's required power and the state of charge (SOC) of the power battery are the main basis for controlling power distribution.

[0003] The related technology adopts a switch control strategy. Specifically, the fuel cell is turned on and off based on the SOC of the power battery. When it is detected that the SOC value of the power battery is less than a fixed SOC limit, the fuel cell is controlled to be turned on to charge the power battery. When the fuel cell starts running, its power output is a relatively constant value, and the vehicle will experience a power response lag, affecting the driving experience. In addition, the rise and fall of the power battery SOC changes rapidly, which requires frequent control of the fuel cell to be turned on and off, reducing the service life of the fuel cell.

[0004] It can be seen that how to reasonably control power output to ensure the service life of fuel cells is a technical problem that needs to be solved urgently. Summary of the invention

[0005] In order to solve the above technical problems, the present application provides a power control method and related devices for a hybrid vehicle, which reduces the impact of controlling power according to a fixed SOC limit on the service life of the fuel cell.

[0006] The embodiments of the present application disclose the following technical solutions:

[0007] In one aspect, an embodiment of the present application provides a power control method for a hybrid vehicle, the method comprising:

[0008] Determining a target driving distance of the hybrid vehicle as a plurality of driving sections according to the onboard navigation information of the hybrid vehicle; the target driving distance is used to identify the driving distance between the starting point and the destination of the hybrid vehicle;

[0009] Calculating an average power of the hybrid vehicle consuming preset battery energy of a power battery of the hybrid vehicle at the plurality of driving sections;

[0010] Determining an upper limit SOC value and a lower limit SOC value of a state of charge of the power battery according to a relationship between the average power and a high efficiency power range of a fuel cell of the hybrid vehicle;

[0011] Obtaining an actual SOC value of the power battery and a vehicle power requirement of the hybrid vehicle;

[0012] The power control strategy of the hybrid vehicle is determined according to the relationship between the actual SOC value and the SOC limit range and the required power of the whole vehicle; the SOC limit range is the range marked by the SOC lower limit value and the SOC upper limit value.

[0013] On the other hand, an embodiment of the present application provides a power control device for a hybrid vehicle, the device comprising a determination unit, a calculation unit and an acquisition unit:

[0014] The determination unit is used to determine the target driving distance of the hybrid vehicle as a plurality of driving sections according to the onboard navigation information of the hybrid vehicle; the target driving distance is used to identify the driving distance between the starting point and the destination of the hybrid vehicle;

[0015] The calculation unit is used to calculate the average power of the hybrid vehicle consuming the preset battery energy of the power battery of the hybrid vehicle at the plurality of driving sections;

[0016] The determination unit is further configured to determine an upper limit SOC value and a lower limit SOC value of the state of charge of the power battery according to a relationship between the average power and a high efficiency power range of the fuel cell of the hybrid vehicle;

[0017] The acquisition unit is used to acquire the actual SOC value of the power battery and the required power of the hybrid vehicle;

[0018] The determination unit is further used to determine the power control strategy of the hybrid vehicle according to the relationship between the actual SOC value and the SOC limit range and the vehicle required power; the SOC limit range is the range marked by the SOC lower limit value and the SOC upper limit value.

[0019] In another aspect, an embodiment of the present application provides a computer device, the computer device comprising a processor and a memory:

[0020] The memory is used to store program codes and transmit the program codes to the processor;

[0021] The processor is used to execute the power control method of the hybrid vehicle described in the above aspects according to the instructions in the program code.

[0022] On the other hand, an embodiment of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium is used to store a computer program, and the computer program is used to execute the power control method of the hybrid vehicle described in the above aspects.

[0023] On the other hand, an embodiment of the present application provides a computer program product including instructions, which, when executed on a computer, enables the computer to execute the power control method for a hybrid vehicle described in the above aspects.

[0024] It can be seen from the above technical solution that during the driving process of the hybrid vehicle, the target driving distance can be determined as multiple driving sections according to the on-board navigation information, and then the average power of the vehicle consuming the preset battery energy of the power battery of the hybrid vehicle in the multiple driving sections is calculated, and the SOC upper limit value and the SOC lower limit value of the state of charge of the power battery are determined according to the relationship between the average power and the high-efficiency power range of the fuel cell of the hybrid vehicle. Finally, the power control strategy of the vehicle is determined based on the relationship between the actual SOC value and the SOC limit range and the required power of the whole vehicle; wherein, the target driving distance is used to identify the driving distance between the starting point and the destination of the vehicle, and the SOC limit range is the range identified by the SOC lower limit value and the SOC upper limit value. Since the SOC limit range is determined based on the relationship between the average power consuming the preset battery energy and the high-efficiency power range of the fuel cell, that is, the SOC limit range is dynamically adjusted considering the relationship between the vehicle driving demand and the high-efficiency power range of the fuel cell, thereby avoiding the influence of the power control according to the fixed SOC limit on the service life of the fuel cell. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0026] Figure 1 A flow chart of a power control method for a hybrid vehicle provided in an embodiment of the present application;

[0027] Figure 2 A schematic diagram of a power control strategy for a hybrid vehicle provided in an embodiment of the present application;

[0028] Figure 3 A schematic diagram of a power control strategy for another hybrid vehicle provided in an embodiment of the present application;

[0029] Figure 4 A schematic diagram of a power control strategy for another hybrid vehicle provided in an embodiment of the present application;

[0030] Figure 5A structural diagram of a power control device for a hybrid vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0031] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0032] With the rapid development of the new energy vehicle industry, hybrid vehicles of fuel cells and power batteries have emerged. In such vehicles, the vehicle's required power and the state of charge (SOC) of the power battery are the main basis for controlling power distribution.

[0033] In the related art, when it is detected that the SOC value of the power battery is less than a fixed SOC limit, the fuel cell is controlled to be turned on to charge the power battery. However, the rise and fall of the power battery SOC changes relatively quickly, so the use of a fixed SOC limit to control power output requires frequent control of the fuel cell on and off, which reduces the service life of the fuel cell.

[0034] To this end, the present application provides a power control method and related device for a hybrid vehicle, which reduces the impact of controlling power according to a fixed SOC limit on the service life of the fuel cell.

[0035] The specific examples are as follows:

[0036] Figure 1 This is a flow chart of a power control method for a hybrid vehicle provided in an embodiment of the present application, the method comprising S101-S105:

[0037] S101: Determine a target driving distance of the hybrid vehicle as a plurality of driving sections according to onboard navigation information of the hybrid vehicle.

[0038] When the vehicle is traveling, after the starting point and the destination are input into the vehicle navigation system, the target driving distance can be determined as multiple driving sections using the vehicle navigation information, wherein the target driving distance is used to identify the driving distance between the starting point and the destination of the hybrid vehicle. In a possible implementation, the vehicle navigation system can determine multiple driving sections based on the driving route information from the starting point to the destination. Based on this, the vehicle driving demand for different driving sections can be estimated and calculated in advance to control the power output of the vehicle, so as to achieve the purpose of real-time optimization of the power distribution output during the vehicle driving process.

[0039] S102: Calculating the average power of the hybrid vehicle consuming the preset battery energy of the power battery of the hybrid vehicle on the multiple driving sections.

[0040] S103: Determine an upper limit SOC value and a lower limit SOC value of the state of charge of the power battery according to a relationship between the average power and a high efficiency power range of the fuel cell of the hybrid vehicle.

[0041] After the target driving distance is determined as multiple driving sections, the SOC upper limit and SOC lower limit of the state of charge of the power battery of the hybrid vehicle can be determined by calculating the average power that consumes the preset battery energy, and then based on the relationship between the average power and the high-efficiency power range of the fuel cell of the hybrid vehicle.

[0042] The preset battery energy is the product of the total power of the power battery and the preset coefficient. The total power of the power battery is one of the performance parameters of the power battery. The preset coefficient can be set according to the actual situation, such as the demand for power response speed during vehicle driving. In addition, different calculation queues can also be set with different preset coefficients. For example, the preset coefficient of the first calculation queue can be 30%, and the preset coefficient of the second calculation queue can be 40%.

[0043] In a possible implementation, the multiple driving sections are determined as multiple calculation queues according to the driving direction of the hybrid vehicle; and the multiple calculation queues are used to calculate the average power.

[0044] As shown in Table 1, an example of a computing queue provided in an embodiment of the present application is:

[0045] Table 1

[0046] … Compute Queue Default battery energy (kwh) Duration (h) Average power(kw) Current moment First calculation queue 30%SOC_B T1 P_T1 … Second calculation queue 40%SOC_B T2 P_T2 … The third calculation queue 30%SOC_B T3 P_T3 … Fourth computing queue 30%SOC_B T4 P_T4 … Fifth computing queue 40%SOC_B T5 P_T5 … Sixth Computing Queue 30%SOC_B T6 P_T6 … … … … … … … … T_end Pt_end

[0047] Among them, SOC_B represents the total power of the power battery, T1 represents the time for consuming 30% of the total power of the power battery, P_T1 represents the first average power, T2 is equal to the time for consuming 40% of the total power of the power battery, P_T2 represents the second average power, and the others are similar and will not be explained one by one here.

[0048] When the SOC of the power battery is too low, the fuel cell may work at a higher output power. At this time, the working efficiency of the fuel cell is low. In order to prevent the fuel cell from working for a long time at the lowest working efficiency, in a possible implementation, S103 may include the following steps:

[0049] If the first average power is less than or equal to the lower limit of the high-efficiency power interval, the SOC upper limit is determined to be the first upper limit; the first average power is a calculation result of a first calculation queue among the multiple calculation queues;

[0050] If the first average power is greater than the lower limit of the high-efficiency power interval and less than or equal to the upper limit of the high-efficiency power interval, determine the SOC upper limit as a second upper limit; the second upper limit is greater than the first upper limit;

[0051] If the first average power is greater than the upper limit value of the high-efficiency power range, determining the SOC upper limit value to be a third upper limit value; the third upper limit value is greater than the second upper limit value;

[0052] If the second average power is less than or equal to the lower limit of the high-efficiency power interval, the SOC lower limit is determined to be the first lower limit; the second average power is a calculation result of a second calculation queue among the multiple calculation queues;

[0053] If the second average power is greater than the lower limit of the high-efficiency power interval and less than or equal to the upper limit of the high-efficiency power interval, the SOC lower limit is determined to be a second lower limit; the second lower limit is greater than the first lower limit;

[0054] If the second average power is greater than the upper limit value of the high-efficiency power range, the SOC lower limit value is determined to be a third lower limit value; and the third lower limit value is greater than the second lower limit value.

[0055] It can be seen that based on the relationship between the first average power and the efficient power range of the fuel cell, the SOC upper limit value is dynamically adjusted. Specifically, when the first average power is larger, it indicates that the power demand of the vehicle is larger, and the SOC upper limit value is adjusted upward, so that the fuel cell can start working and output power earlier, and charge the power battery at the same time. For example, the first upper limit value can be 70%, the second upper limit value can be 75%, and the third upper limit value can be 85%. Based on the relationship between the second average power and the efficient power range of the fuel cell, the SOC lower limit value is dynamically adjusted. For example, the first lower limit value can be 30%, the second lower limit value can be 35%, and the third lower limit value can be 45%.

[0056] Since the multiple driving sections of the vehicle are continuous in the driving direction of the hybrid vehicle, the queue order of the multiple calculation queues can represent the order of the vehicle's driving process, and the calculation queue with a later queue order can represent the future driving needs of the vehicle. Therefore, in order to make the determined SOC lower limit value better reflect the future driving needs of the vehicle, in a possible implementation, the SOC lower limit value can also be determined based on the relationship between the second average power and the efficient power range of the fuel cell and the relationship between the third average power and the efficient power range of the fuel cell, wherein the third average power is the calculation result of the third calculation queue.

[0057] Specifically, if the second average power is less than or equal to the lower limit value of the high-efficiency power interval, and the third average power is less than or equal to the lower limit value of the high-efficiency power interval, the SOC lower limit value is determined to be the first lower limit value;

[0058] If the second average power is greater than the lower limit value of the high-efficiency power interval and less than or equal to the upper limit value of the high-efficiency power interval, and the third average power is greater than the lower limit value of the high-efficiency power interval and less than or equal to the upper limit value of the high-efficiency power interval, the SOC lower limit value is determined to be the second lower limit value;

[0059] If the second average power is greater than the upper limit value of the high-efficiency power interval, and the third average power is greater than the upper limit value of the high-efficiency power interval, the SOC lower limit value is determined to be the third lower limit value.

[0060] It can be seen that the SOC upper limit and SOC lower limit of the power battery are dynamically updated based on the queue order of the calculation queue, that is, the SOC upper limit and SOC lower limit are updated according to the time schedule during the vehicle driving process, thereby avoiding the related problems caused by the fixed SOC limit during the vehicle driving process. And by calculating the average power and duration by dividing into multiple calculation queues, it is compared with the efficient power range of the fuel cell, and it is determined whether to increase the SOC limit based on the comparison result, so as to avoid the fuel cell working at the lowest efficiency point for a long time due to too low SOC, and ensure that the fuel cell works in the efficient power range as much as possible. Since the parameter of the total power of the power battery is comprehensively considered, it can adapt to vehicle models with different power batteries and is more flexible.

[0061] It is understandable that a fuel cell is a chemical device that directly converts the chemical energy of a fuel into electrical energy, and based on this, it supplies energy to the vehicle. When the fuel cell operates in the high-efficiency power range, its fuel conversion efficiency is the highest. In other words, making the fuel cell operate in the high-efficiency power range as much as possible can improve the fuel conversion efficiency, and then during the driving process of the vehicle, less fuel can be consumed under the same vehicle demand, that is, energy consumption can be reduced, and to a certain extent, the vehicle's cruising range can also be increased.

[0062] S104: Obtaining the actual SOC value of the power battery and the required power of the hybrid vehicle.

[0063] During the driving process of the vehicle, the actual SOC value of the power battery and the vehicle's required power are obtained for power control. The actual SOC value represents the actual value of the power battery's state of charge, and the vehicle's required power is the driving power required by the vehicle.

[0064] In a possible implementation, the required power of the vehicle can be calculated by the following formula:

[0065]

[0066] Among them, F f is the vehicle resistance, f is the rolling resistance coefficient, α is the slope, C D and A are the vehicle drag coefficient and frontal area respectively, δ is the rotational mass conversion coefficient, V is the vehicle speed, m is the vehicle mass, g is the gravitational acceleration, and a is the vehicle's driving acceleration.

[0067] S105: Determine a power control strategy of the hybrid vehicle according to the relationship between the actual SOC value and the SOC limit range and the required power of the entire vehicle.

[0068] The SOC limit interval is the interval marked by the SOC lower limit value and the SOC upper limit value.

[0069] After the SOC limit range is determined, the actual value of the power battery's state of charge, that is, the actual SOC value, is obtained during vehicle driving and compared with the SOC limit range to determine the current battery energy level of the power battery SOC, and then determine the power control strategy based on the vehicle's required power.

[0070] In order to facilitate subsequent understanding, the parameter definitions involved in the embodiments of the present application are first explained, as shown in Table 2 below:

[0071] Table 2

[0072]

[0073] In a possible implementation, if the actual SOC value is greater than the SOC upper limit value, the power control strategy is determined to be the first control strategy according to the relationship between the vehicle demand power and the power parameters of the fuel cell and the power parameters of the power battery.

[0074] Among them, the power parameters of the fuel cell include P_FC,min, P_FC,max and P_FC,limt, and the power parameters of the power battery include P_B,c, P_B,d, P_bat,c, P_bat,d, SOC_L and SOC_H.

[0075] Specifically, Figure 2 As shown, when the actual SOC value is greater than the SOC upper limit value, it indicates that the battery energy level of the power battery is high SOC. The fuel cell should be operated in the high-efficiency power range as much as possible. Outside the high-efficiency power range, the power battery should be mainly used for operation. To prevent the power battery from being overcharged, it is hoped that the power battery will be discharged as much as possible to return to the appropriate SOC range.

[0076] In one possible implementation, if the actual SOC value is less than or equal to the SOC upper limit value and greater than or equal to the SOC lower limit value, the power control strategy is determined to be the second control strategy based on the relationship between the vehicle's required power and the power parameters of the fuel cell and the power parameters of the power battery.

[0077] Specifically, Figure 3 As shown in the figure, when the actual SOC value is within the SOC limit range, it indicates that the battery energy of the power battery is within the appropriate SOC range. In this case, the fuel cell is operated in the high-efficiency power range as much as possible. Outside the high-efficiency power range, the fuel cell is mainly used and the power battery is used as an auxiliary supplement.

[0078] In a possible implementation, if the actual SOC value is less than the SOC lower limit value, the power control strategy is determined to be the third control strategy according to the relationship between the vehicle demand power and the power parameters of the fuel cell and the power parameters of the power battery.

[0079] Specifically, Figure 4 As shown in the figure, when the actual SOC value is less than the SOC lower limit, it indicates that the battery energy of the power battery is at a low SOC. If the power demand of the whole vehicle is a charging condition, the fuel cell can operate in a high-efficiency power range. If the power demand of the whole vehicle is a discharging condition, the output power of the fuel cell can be increased so that the power battery can be charged as soon as possible and return to the appropriate SOC range.

[0080] Since the SOC limit interval is determined based on the calculation queue, and the calculation queue is determined based on different driving sections, in engineering practice, in order to save computing resources and respond to vehicle power control more quickly, in a possible implementation method, the power distribution can be calculated based on the possible interval of vehicle speed and vehicle power demand, and the power control MAP diagram under each SOC limit interval can be calibrated. Therefore, during the actual driving of the vehicle, power control can be completed by looking up the table.

[0081] Table 3 is a power control MAP diagram provided in an embodiment of the present application. It should be noted that the following MAP is only an example and can be adjusted according to actual conditions. For example, the difference in power distribution in the MAP can be adjusted. Specifically, the rate of change of power at different vehicle speeds can be set to linear change or nonlinear change, and the power response of each vehicle speed range can be adjusted visually.

[0082] Table 3

[0083]

[0084] It can be seen from the above technical solution that during the driving process of the hybrid vehicle, the target driving distance can be determined as multiple driving sections according to the on-board navigation information, and then the average power of the vehicle consuming the preset battery energy of the power battery of the hybrid vehicle in the multiple driving sections is calculated, and the SOC upper limit value and the SOC lower limit value of the state of charge of the power battery are determined according to the relationship between the average power and the high-efficiency power range of the fuel cell of the hybrid vehicle. Finally, the power control strategy of the vehicle is determined based on the relationship between the actual SOC value and the SOC limit range and the required power of the whole vehicle; wherein, the target driving distance is used to identify the driving distance between the starting point and the destination of the vehicle, and the SOC limit range is the range identified by the SOC lower limit value and the SOC upper limit value. Since the SOC limit range is determined based on the relationship between the average power consuming the preset battery energy and the high-efficiency power range of the fuel cell, that is, the SOC limit range is dynamically adjusted considering the relationship between the vehicle driving demand and the high-efficiency power range of the fuel cell, thereby avoiding the influence of the power control according to the fixed SOC limit on the service life of the fuel cell.

[0085] Figure 5 This is a structural diagram of a power control device for a hybrid vehicle provided in an embodiment of the present application, wherein the device includes a determination unit 501, a calculation unit 502, and an acquisition unit 503:

[0086] The determination unit 501 is used to determine the target driving distance of the hybrid vehicle as a plurality of driving sections according to the onboard navigation information of the hybrid vehicle; the target driving distance is used to identify the driving distance between the starting point and the destination of the hybrid vehicle;

[0087] The calculation unit 502 is used to calculate the average power of the hybrid vehicle consuming the preset battery energy of the power battery of the hybrid vehicle at the multiple driving sections;

[0088] The determining unit 501 is further configured to determine an upper limit SOC value and a lower limit SOC value of the state of charge of the power battery according to a relationship between the average power and a high efficiency power range of the fuel cell of the hybrid vehicle;

[0089] The acquisition unit 503 is used to acquire the actual SOC value of the power battery and the vehicle required power of the hybrid vehicle;

[0090] The determination unit 501 is further used to determine the power control strategy of the hybrid vehicle according to the relationship between the actual SOC value and the SOC limit range and the vehicle required power; the SOC limit range is the range marked by the SOC lower limit value and the SOC upper limit value.

[0091] In a possible implementation manner, the determining unit is further configured to:

[0092] According to the driving direction of the hybrid vehicle, the multiple driving sections are determined as multiple calculation queues; the multiple calculation queues are used to calculate the average power.

[0093] In a possible implementation manner, the determining unit is further configured to:

[0094] If the first average power is less than or equal to the lower limit of the high-efficiency power interval, the SOC upper limit is determined to be the first upper limit; the first average power is a calculation result of a first calculation queue among the multiple calculation queues;

[0095] If the first average power is greater than the lower limit of the high-efficiency power interval and less than or equal to the upper limit of the high-efficiency power interval, determine the SOC upper limit as a second upper limit; the second upper limit is greater than the first upper limit;

[0096] If the first average power is greater than the upper limit value of the high-efficiency power range, determining the SOC upper limit value to be a third upper limit value; the third upper limit value is greater than the second upper limit value;

[0097] If the second average power is less than or equal to the lower limit of the high-efficiency power interval, the SOC lower limit is determined to be the first lower limit; the second average power is a calculation result of a second calculation queue among the multiple calculation queues;

[0098] If the second average power is greater than the lower limit of the high-efficiency power interval and less than or equal to the upper limit of the high-efficiency power interval, the SOC lower limit is determined to be a second lower limit; the second lower limit is greater than the first lower limit;

[0099] If the second average power is greater than the upper limit value of the high-efficiency power range, the SOC lower limit value is determined to be a third lower limit value; and the third lower limit value is greater than the second lower limit value.

[0100] In a possible implementation manner, the determining unit is further configured to:

[0101] If the actual SOC value is greater than the SOC upper limit value, the power control strategy is determined to be the first control strategy according to the relationship between the vehicle required power and the power parameters of the fuel cell and the power parameters of the power battery.

[0102] In a possible implementation manner, the determining unit is further configured to:

[0103] If the actual SOC value is less than or equal to the SOC upper limit value and greater than or equal to the SOC lower limit value, the power control strategy is determined to be the second control strategy based on the relationship between the vehicle demand power and the power parameters of the fuel cell and the power parameters of the power battery.

[0104] In a possible implementation manner, the determining unit is further configured to:

[0105] If the actual SOC value is less than the SOC lower limit value, the power control strategy is determined to be the third control strategy according to the relationship between the vehicle required power and the power parameters of the fuel cell and the power parameters of the power battery.

[0106] It can be seen from the above technical solution that during the driving process of the hybrid vehicle, the target driving distance can be determined as multiple driving sections according to the on-board navigation information, and then the average power of the vehicle consuming the preset battery energy of the power battery of the hybrid vehicle in the multiple driving sections is calculated, and the SOC upper limit value and the SOC lower limit value of the state of charge of the power battery are determined according to the relationship between the average power and the high-efficiency power range of the fuel cell of the hybrid vehicle. Finally, the power control strategy of the vehicle is determined based on the relationship between the actual SOC value and the SOC limit range and the required power of the whole vehicle; wherein, the target driving distance is used to identify the driving distance between the starting point and the destination of the vehicle, and the SOC limit range is the range identified by the SOC lower limit value and the SOC upper limit value. Since the SOC limit range is determined based on the relationship between the average power consuming the preset battery energy and the high-efficiency power range of the fuel cell, that is, the SOC limit range is dynamically adjusted considering the relationship between the vehicle driving demand and the high-efficiency power range of the fuel cell, thereby avoiding the influence of the power control according to the fixed SOC limit on the service life of the fuel cell.

[0107] In another aspect, an embodiment of the present application provides a computer device, the computer device comprising a processor and a memory:

[0108] The memory is used to store program codes and transmit the program codes to the processor;

[0109] The processor is used to execute the power control method of the hybrid vehicle provided by the above embodiment according to the instructions in the program code.

[0110] The computer device may include a terminal device or a server, and the aforementioned power control apparatus of the hybrid vehicle may be configured in the computer device.

[0111] On the other hand, an embodiment of the present application further provides a storage medium, wherein the storage medium is used to store a computer program, and the computer program is used to execute the power control method of the hybrid vehicle provided in the above embodiment.

[0112] In addition, an embodiment of the present application also provides a computer program product including instructions, which, when executed on a computer, enables the computer to execute the power control method for a hybrid vehicle provided in the above embodiment.

[0113] A person of ordinary skill in the art can understand that all or part of the steps of implementing the above method embodiment can be completed by hardware related to program instructions, and the aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it executes the steps of the above method embodiment; and the aforementioned storage medium can be at least one of the following media: read-only memory (English: Read-only Memory, abbreviated: ROM), RAM, magnetic disk or optical disk, etc. Various media that can store program codes.

[0114] For the device embodiment, since it basically corresponds to the method embodiment, the relevant parts can refer to the partial description of the method embodiment. The device embodiment described above is only schematic, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. Ordinary technicians in this field can understand and implement it without paying creative work.

[0115] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0116] The above is a detailed introduction to a power control method and related devices for a hybrid vehicle provided by an embodiment of the present application. Specific examples are used in this article to illustrate the principles and implementation methods of the present application. The description of the above embodiments is only used to help understand the method of the present application. At the same time, for those skilled in the art, according to the method of the present application, there will be changes in the specific implementation methods and application scope.

[0117] In summary, the content of this specification should not be understood as limiting the present application, and any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed in this application should be included in the protection scope of this application. Moreover, based on the implementations provided in the above aspects, this application can also be further combined to provide more implementations.

Claims

1. A power control method for a hybrid vehicle, characterized in that: The method comprises: Determining a target driving distance of the hybrid vehicle as a plurality of driving sections according to the onboard navigation information of the hybrid vehicle; the target driving distance is used to identify the driving distance between the starting point and the destination of the hybrid vehicle; Calculating an average power of the hybrid vehicle consuming preset battery energy of a power battery of the hybrid vehicle at the plurality of driving sections; Determining an upper limit SOC value and a lower limit SOC value of a state of charge of the power battery according to a relationship between the average power and a high efficiency power range of a fuel cell of the hybrid vehicle; Obtaining an actual SOC value of the power battery and a vehicle power requirement of the hybrid vehicle; Determining the power control strategy of the hybrid vehicle according to the relationship between the actual SOC value and the SOC limit interval and the vehicle required power; the SOC limit interval is the interval marked by the SOC lower limit value and the SOC upper limit value; According to the driving direction of the hybrid vehicle, the plurality of driving sections are determined as a plurality of calculation queues; the plurality of calculation queues are used to calculate the average power; Wherein, determining the SOC upper limit value and the SOC lower limit value of the state of charge of the power battery according to the relationship between the average power and the high efficiency power range of the fuel cell of the hybrid vehicle includes: If the first average power is less than or equal to the lower limit of the high-efficiency power interval, the SOC upper limit is determined to be the first upper limit; the first average power is a calculation result of a first calculation queue among the multiple calculation queues; If the first average power is greater than the lower limit of the high-efficiency power interval and less than or equal to the upper limit of the high-efficiency power interval, determine the SOC upper limit as a second upper limit; the second upper limit is greater than the first upper limit; If the first average power is greater than the upper limit value of the high-efficiency power range, determining the SOC upper limit value to be a third upper limit value; the third upper limit value is greater than the second upper limit value; If the second average power is less than or equal to the lower limit of the high-efficiency power interval, the SOC lower limit is determined to be the first lower limit; the second average power is a calculation result of a second calculation queue among the multiple calculation queues; If the second average power is greater than the lower limit of the high-efficiency power interval and less than or equal to the upper limit of the high-efficiency power interval, the SOC lower limit is determined to be a second lower limit; the second lower limit is greater than the first lower limit; If the second average power is greater than the upper limit of the high-efficiency power range, determining the SOC lower limit to be a third lower limit; the third lower limit is greater than the second lower limit; And, during the driving of the hybrid vehicle, the SOC upper limit value and the SOC lower limit value are dynamically updated based on the queue order of the multiple calculation queues.

2. The method according to claim 1, characterized in that The determining of the power control strategy of the hybrid vehicle according to the relationship between the actual SOC value and the SOC limit range and the required power of the whole vehicle includes: If the actual SOC value is greater than the SOC upper limit value, the power control strategy is determined to be the first control strategy based on the relationship between the vehicle's required power and the power parameters of the fuel cell and the power parameters of the power battery; the first control strategy is used to indicate that the power battery is mainly used to discharge the power battery.

3. The method according to claim 1, characterized in that: The determining of the power control strategy of the hybrid vehicle according to the relationship between the actual SOC value and the SOC limit range and the required power of the whole vehicle includes: If the actual SOC value is less than or equal to the SOC upper limit value, and greater than or equal to the SOC lower limit value, the power control strategy is determined to be the second control strategy based on the relationship between the vehicle's required power and the power parameters of the fuel cell and the power parameters of the power battery; the second control strategy is used to indicate that the fuel cell operates mainly and the power battery is used as an auxiliary supplement.

4. The method according to claim 1, characterized in that: The determining of the power control strategy of the hybrid vehicle according to the relationship between the actual SOC value and the SOC limit range and the required power of the whole vehicle includes: If the actual SOC value is less than the SOC lower limit value, the power control strategy is determined to be the third control strategy based on the relationship between the vehicle's required power and the power parameters of the fuel cell and the power parameters of the power battery; the third control strategy is used to indicate increasing the output power of the fuel cell to charge the power battery.

5. A power control device for a hybrid vehicle, characterized in that: The device comprises a determining unit, a calculating unit and an acquiring unit: The determination unit is used to determine the target driving distance of the hybrid vehicle as a plurality of driving sections according to the onboard navigation information of the hybrid vehicle; the target driving distance is used to identify the driving distance between the starting point and the destination of the hybrid vehicle; The calculation unit is used to calculate the average power of the hybrid vehicle consuming the preset battery energy of the power battery of the hybrid vehicle at the plurality of driving sections; The determination unit is further configured to determine an upper limit SOC value and a lower limit SOC value of the state of charge of the power battery according to a relationship between the average power and a high efficiency power range of the fuel cell of the hybrid vehicle; The acquisition unit is used to acquire the actual SOC value of the power battery and the vehicle required power of the hybrid vehicle; The determination unit is further used to determine the power control strategy of the hybrid vehicle according to the relationship between the actual SOC value and the SOC limit interval and the vehicle required power; the SOC limit interval is the interval marked by the SOC lower limit value and the SOC upper limit value; The determining unit is further configured to: According to the driving direction of the hybrid vehicle, the plurality of driving sections are determined as a plurality of calculation queues; the plurality of calculation queues are used to calculate the average power; If the first average power is less than or equal to the lower limit of the high-efficiency power interval, the SOC upper limit is determined to be the first upper limit; the first average power is a calculation result of a first calculation queue among the multiple calculation queues; If the first average power is greater than the lower limit of the high-efficiency power interval and less than or equal to the upper limit of the high-efficiency power interval, determine the SOC upper limit as a second upper limit; the second upper limit is greater than the first upper limit; If the first average power is greater than the upper limit value of the high-efficiency power range, determining the SOC upper limit value to be a third upper limit value; the third upper limit value is greater than the second upper limit value; If the second average power is less than or equal to the lower limit of the high-efficiency power interval, the SOC lower limit is determined to be the first lower limit; the second average power is a calculation result of a second calculation queue among the multiple calculation queues; If the second average power is greater than the lower limit of the high-efficiency power interval and less than or equal to the upper limit of the high-efficiency power interval, the SOC lower limit is determined to be a second lower limit; the second lower limit is greater than the first lower limit; If the second average power is greater than the upper limit of the high-efficiency power range, determining the SOC lower limit to be a third lower limit; the third lower limit is greater than the second lower limit; And, during the driving of the hybrid vehicle, the SOC upper limit value and the SOC lower limit value are dynamically updated based on the queue order of the multiple calculation queues.

6. A computer device, characterized in that: The computer device comprises a processor and a memory: The memory is used to store program code and transmit the program code to the processor; The processor is configured to execute the method according to any one of claims 1 to 4 according to the instructions in the program code.

7. A computer-readable storage medium, characterized in that: The computer-readable storage medium is used to store a computer program, and the computer program is used to execute the method according to any one of claims 1 to 4.

8. A computer program product comprising instructions, which, when executed on a computer, causes the computer to execute the method according to any one of claims 1 to 4.

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