Vehicle acceleration control method and vehicle

Abstract

The present invention discloses a vehicle acceleration control method and a vehicle. The method includes: obtaining the current vehicle speed, the battery temperature of the power battery and the remaining capacity of the power battery; when the current vehicle speed is less than the target vehicle speed and the battery temperature exceeds the preset temperature range, adjusting the optimal engine speed of the engine according to the first correction coefficient to obtain the first optimal engine speed; when the current vehicle speed is less than the target vehicle speed and the remaining capacity is less than the preset threshold, adjusting the target charge and discharge power of the power battery according to the second correction coefficient to obtain the first target charge and discharge power; determining the target engine demand torque according to the first optimal engine speed or the first target charge and discharge power, and controlling the vehicle acceleration according to the target engine demand torque. The present invention solves the technical problem in the prior art that the vehicle has poor stability during acceleration when the battery allowable discharge power is low.

Description

Technical Field

[0001] The present invention relates to the field of power control, and in particular to a vehicle acceleration control method and a vehicle. Background Art

[0002] In the prior art, hybrid vehicles have relatively high requirements for the discharge capacity of the battery when the vehicle starts or accelerates rapidly at a low speed. If the battery discharge capacity is low at this time, the driving ability of the drive motor will be highly dependent on the rapid response of the engine torque and the rapid output of the generator torque. Otherwise, the power of the entire vehicle cannot be guaranteed in time, resulting in a sense of interruption and torque "pits" during acceleration, or even severe shaking of the entire vehicle, which will seriously affect the overall stability of the vehicle.

[0003] To address the above-mentioned problems, no effective solution has been proposed yet. Summary of the invention

[0004] The embodiments of the present invention provide a vehicle acceleration control method and a vehicle, so as to at least solve the technical problem in the prior art that the vehicle has poor stability during acceleration when the allowable discharge power of the battery is low.

[0005] According to one aspect of an embodiment of the present invention, a vehicle acceleration control method is provided, wherein the interior of the vehicle includes at least an engine, a generator and a power battery, and the vehicle acceleration control method comprises: obtaining the current vehicle speed, the battery temperature of the power battery and the remaining capacity of the power battery of the vehicle; when the current vehicle speed is less than the target vehicle speed and the battery temperature exceeds a preset temperature range, adjusting the engine optimal speed of the engine according to a first correction coefficient to obtain a first engine optimal speed, wherein the engine optimal speed is the speed at which the fuel consumption is lowest during the operation of the engine; when the current vehicle speed is less than the target vehicle speed and the remaining capacity is less than a preset threshold, adjusting the target charge and discharge power of the power battery according to a second correction coefficient to obtain a first target charge and discharge power, wherein the target charge and discharge power is the expected charge and discharge power of the power battery under the remaining capacity; determining a target engine required torque according to the first engine optimal speed or the first target charge and discharge power, and controlling vehicle acceleration according to the target engine required torque.

[0006] Furthermore, the vehicle acceleration control method also includes: obtaining the accelerator pedal opening of the vehicle at the current moment and the battery allowable discharge power, wherein the battery allowable discharge power is the maximum discharge power supported by the power battery at the battery temperature; determining a first correction coefficient based on the accelerator pedal opening and the battery allowable discharge power; obtaining the actual speed of the engine at the current moment; determining the first engine optimal speed based on the first correction coefficient, the engine optimal speed and the actual speed.

[0007] Furthermore, the vehicle acceleration control method also includes: obtaining the accelerator pedal opening of the vehicle at the current moment; determining a second correction coefficient according to the current vehicle speed and the accelerator pedal opening; calculating the product of the second correction coefficient and the target charge and discharge power to obtain the first target charge and discharge power.

[0008] Furthermore, the vehicle acceleration control method also includes: when the current vehicle speed is less than or equal to a first preset vehicle speed and the accelerator pedal opening is greater than or equal to the first preset opening, determining the first target value as a second correction coefficient, wherein, when the second correction coefficient is the first target value, the first target charge and discharge power is greater than the target charge and discharge power; when the current vehicle speed is greater than or equal to the second preset vehicle speed, or the accelerator pedal opening is less than or equal to the second preset opening, determining the second target value as a second correction coefficient, wherein, when the second correction coefficient is the second target value, the first target charge and discharge power is the same as the target charge and discharge power, the second preset vehicle speed is greater than the first preset vehicle speed, and the second preset opening is less than the first preset opening.

[0009] Furthermore, the vehicle acceleration control method also includes: when the current vehicle speed is greater than a first preset vehicle speed and less than a second preset vehicle speed, or the accelerator pedal opening is greater than the second preset opening and less than the first preset opening, the first target value is adjusted according to a preset slope limiting coefficient to obtain a second correction coefficient, wherein the slope limiting coefficient is used to characterize the adjustment amplitude of the first target value.

[0010] Furthermore, the vehicle acceleration control method also includes: obtaining the engine demand power of the vehicle at the current moment; determining the target engine demand torque according to the engine demand power and the first engine optimal speed; and controlling the vehicle acceleration according to the target engine demand torque.

[0011] Furthermore, the vehicle acceleration control method also includes: obtaining the engine demand power of the vehicle at the current moment; adjusting the engine demand power according to the first target charging and discharging power to obtain the target engine demand power; determining the target engine demand torque according to the target engine demand power and the optimal engine speed; and controlling the vehicle acceleration according to the target engine demand torque.

[0012] Furthermore, the vehicle acceleration control method also includes: after determining the target engine required torque according to the first engine optimal speed or the first target charging and discharging power, and controlling the vehicle acceleration by the target engine required torque, obtaining the actual torque of the engine at the current moment; determining the difference between the target engine required torque and the actual torque; determining the slope increase coefficient of the generator at the current moment according to the difference, wherein the slope increase coefficient is used to adjust the rising speed of the generator speed regulation power, and there is a positive correlation between the slope increase coefficient and the rising speed, and the generator speed regulation power is used to adjust the speed of the generator.

[0013] Furthermore, the vehicle acceleration control method also includes: when the difference is greater than or equal to a first threshold, determining the first coefficient as a slope-rising coefficient; when the difference is less than the first threshold and greater than a second threshold, determining the second coefficient as a slope-rising coefficient, wherein the second threshold is less than the first threshold and the second coefficient is greater than the first coefficient; when the difference is less than or equal to the second threshold, determining the third coefficient as a slope-rising coefficient, wherein the third coefficient is greater than the second coefficient.

[0014] According to another aspect of an embodiment of the present invention, a vehicle is also provided, comprising: an engine, a generator, a power battery and an electronic device, wherein the electronic device is connected to the engine, the generator and the power battery respectively, and the electronic device comprises one or more processors and a memory, and the memory is used to store one or more programs, and when the one or more programs are executed by one or more processors, the one or more processors implement the above-mentioned vehicle acceleration control method.

[0015] In the present application, the engine optimal speed of the engine is adjusted according to the first correction coefficient or the target charge and discharge power of the power battery is adjusted according to the second correction coefficient. First, the current vehicle speed, the battery temperature of the power battery and the remaining capacity of the power battery are obtained. Then, when the current vehicle speed is less than the target vehicle speed and the battery temperature exceeds the preset temperature range, the engine optimal speed of the engine is adjusted according to the first correction coefficient to obtain the first engine optimal speed. When the current vehicle speed is less than the target vehicle speed and the remaining capacity is less than the preset threshold, the target charge and discharge power of the power battery is adjusted according to the second correction coefficient to obtain the first target charge and discharge power. Finally, the target engine demand torque is determined according to the first engine optimal speed or the first target charge and discharge power, and the vehicle acceleration is controlled according to the target engine demand torque. Among them, the engine optimal speed is the speed at which the fuel consumption of the engine is the lowest during operation, and the target charge and discharge power is the expected charge and discharge power of the power battery at the remaining capacity.

[0016] It can be seen from the above content that there are two main reasons for the low discharge capacity of the power battery. One is that the battery temperature exceeds the preset temperature range, and the other is that the remaining capacity of the battery is less than the preset threshold. Therefore, for the above two situations, the present application adjusts the engine optimal speed through the first correction parameter when the current vehicle speed is less than the target speed and the battery temperature exceeds the preset temperature range to obtain the first engine optimal speed. Since the engine optimal speed is a parameter that affects the target engine required torque, the target engine required torque can be adjusted based on the first engine optimal speed so that the engine can release the engine power faster under the target engine required torque, thereby avoiding the problem of poor vehicle stability due to the inability to ensure the power of the vehicle during acceleration. In addition, in another case, if the current speed of the vehicle is less than the target speed and the remaining power of the power battery is less than the preset threshold, the present application will adjust the target charge and discharge power of the power battery according to the second correction coefficient to obtain the first target charge and discharge power. Since the target charge and discharge power is also a parameter that affects the target engine required torque, the target engine required torque can also be adjusted according to the first target charge and discharge power, thereby achieving the purpose of releasing the engine power faster under the target engine required torque and realizing the effect of improving vehicle stability.

[0017] It can be seen that through the solution of the present application, the purpose of providing the vehicle with continuous and reliable power during the acceleration process of the hybrid vehicle is achieved, thereby achieving the effect of improving the stability of the vehicle, and further solving the technical problem of poor stability of the vehicle during acceleration when the battery's allowable discharge power is low in the prior art. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of this application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0019] Figure 1 is a flow chart of an optional vehicle acceleration control method according to an embodiment of the present invention;

[0020] Figure 2 is a schematic diagram of an optional vehicle power composition model according to an embodiment of the present invention;

[0021] Figure 3 is a schematic diagram of an optional adjustment process of engine demand torque according to an embodiment of the present invention;

[0022] Figure 4 is a schematic diagram of an optional adjustment process of engine demand power according to an embodiment of the present invention;

[0023] Figure 5 is a schematic diagram of an optional generator speed adjustment process according to an embodiment of the present invention;

[0024] Figure 6 is a schematic diagram of an optional vehicle acceleration control device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0025] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0026] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0027] Example 1

[0028] According to an embodiment of the present invention, an embodiment of a vehicle acceleration control method is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0029] Figure 1 is a flow chart of an optional vehicle acceleration control method according to an embodiment of the present invention, such as Figure 1 As shown, the method comprises the following steps:

[0030] Step S101, obtaining the current speed of the vehicle, the battery temperature of the power battery, and the remaining capacity of the power battery.

[0031] In step S101 , the vehicle is a hybrid vehicle as understood by those skilled in the art, for example, a dual-motor hybrid vehicle, and the vehicle includes at least an engine, a generator, and a power battery.

[0032] Optional, Figure 2 is a schematic diagram of an optional vehicle power composition model according to an embodiment of the present invention, such as Figure 2 As shown, the vehicle in the present application includes not only an engine, a generator and a power battery, but also components such as a clutch, a coupler and a drive motor. The above-mentioned components constitute the power unit and power control unit of the vehicle.

[0033] In addition, when the vehicle starts or accelerates rapidly at low speed, if the battery discharge capacity of the hybrid vehicle's power battery is low, the driving ability of the drive motor will be quite dependent on the rapid response of the engine torque and the rapid output of the generator torque. Otherwise, the power of the entire vehicle will not be guaranteed in time, which is specifically reflected in the driving experience that the power is delayed or even weakened during the acceleration process, resulting in a sense of interruption and torque "pits" during the acceleration process, and even violent shaking of the entire vehicle, which seriously affects the overall stability of the vehicle. In order to solve this problem, it is necessary to release the engine power as soon as possible when the power battery's discharge capacity is low.

[0034] Among them, the reasons leading to the low battery discharge capacity of the power battery are first analyzed as follows: the low battery discharge capacity is actually the low battery allowable discharge power. Generally speaking, the low battery allowable discharge power is divided into two situations: the first situation is that the SOC (remaining margin) of the power battery is high enough, but the power battery has a low allowable discharge power due to excessively high or low temperature; in the second situation, the temperature of the power battery is within the normal temperature range, and its own discharge capacity is not restricted, but because the SOC of the power battery at this time is lower than the BOOST threshold, the battery allowable discharge power is artificially limited to protect the life of the power battery.

[0035] From the above content, it can be seen that by obtaining the current speed of the vehicle, it can be combined with the preset target speed to determine whether the vehicle is currently in a state of starting or driving at a low speed. By obtaining the battery temperature and remaining capacity of the power battery, it can be determined whether the power battery is in a state of low allowable discharge power at the current moment.

[0036] Step S102, when the current vehicle speed is less than the target vehicle speed and the battery temperature exceeds a preset temperature range, the optimal engine speed of the engine is adjusted according to a first correction coefficient to obtain a first optimal engine speed.

[0037] In step S102, the optimal engine speed is the speed at which the fuel consumption of the engine is the lowest during operation. In the art, the optimal engine speed is given by the manufacturer after testing during the engine development process. The above-mentioned target speed is used to determine whether the vehicle is in a low-speed driving state. When the current speed of the vehicle is greater than the target speed, it is determined that the current speed of the vehicle is in a high-speed driving state. When the current speed of the vehicle is less than or equal to the target speed, it is determined that the current speed of the vehicle is in a low-speed driving state, wherein the vehicle starting also belongs to low-speed driving.

[0038] In addition, the first correction parameter mentioned above can be determined by the accelerator pedal opening and the battery allowable discharge power. The first correction parameter is used to adjust the optimal engine speed of the engine. In this application, the first correction parameter mainly adjusts the value of the optimal engine speed to a smaller value, thereby obtaining the first optimal engine speed. In addition, the above-mentioned preset temperature range can be determined according to factors such as the model and manufacturing material of the power battery, and can be customized by the technician.

[0039] Step S103, when the current vehicle speed is less than the target vehicle speed and the remaining capacity is less than a preset threshold, the target charge and discharge power of the power battery is adjusted according to the second correction coefficient to obtain a first target charge and discharge power.

[0040] In step S103, the target charge and discharge power is the expected charge and discharge power of the power battery at the remaining capacity. Specifically, the electronic device calculates the expected charge and discharge power of the power battery, i.e., the target charge and discharge power, based on the total engine power requirement of the vehicle and the maximum charge and discharge power supported by the power battery at the remaining capacity.

[0041] In addition, the above-mentioned preset threshold value can be set according to the specific situation of the power battery. For example, the preset threshold value can be determined according to factors such as the service life and manufacturing material of the power battery.

[0042] In addition, the above-mentioned second correction parameter can be determined by the accelerator pedal opening and the current vehicle speed of the vehicle at the current moment. The target charge and discharge power can be adjusted by the second correction parameter, for example, the target charge and discharge power can be adjusted to be larger, thereby obtaining the first target charge and discharge power.

[0043] Step S104, determining a target engine required torque according to the first engine optimal speed or the first target charge and discharge power, and controlling vehicle acceleration according to the target engine required torque.

[0044] In step S104, when determining the target engine demand torque according to the first engine optimal speed, the electronic device first obtains the engine demand power of the vehicle at the current moment, and then determines the target engine demand torque according to the engine demand power and the first engine optimal speed. Finally, the electronic device controls the vehicle acceleration according to the target engine demand torque.

[0045] In addition, when determining the target engine required torque based on the first target charge and discharge power, the electronic device still needs to first obtain the engine required power of the vehicle at the current moment, and then adjust the engine required power according to the first target charge and discharge power to obtain the target engine required power. Finally, the electronic device determines the target engine required torque based on the target engine required power and the optimal engine speed, and controls the vehicle acceleration according to the target engine required torque.

[0046] It should be noted that the reason why hybrid vehicles are prone to poor vehicle stability when accelerating at low speeds when the battery's allowable discharge power is low is because when starting and accelerating at low speeds, the vehicle speed is very low, resulting in a low calculated driver demand power, which indirectly leads to a low engine demand power, which is ultimately reflected in a low engine demand torque. In addition, the battery's allowable discharge power is also low at this time, which results in the engine load still not increasing when the battery discharge power is used up, and the drive motor's torque will be concave during acceleration, thus affecting the stability of the entire vehicle.

[0047] It can be seen from this that the present application adjusts the engine's required engine torque by adjusting the target charging and discharging power or the engine's optimal speed, thereby increasing the engine's required engine torque, thereby avoiding the problem of torque pits in the drive motor during acceleration, thereby achieving the effect of improving the vehicle's stability during acceleration.

[0048] Based on the contents of the above steps S101 to S104, it can be known that in the present application, the engine optimal speed of the engine is adjusted according to the first correction coefficient or the target charge and discharge power of the power battery is adjusted according to the second correction coefficient. First, the current vehicle speed, the battery temperature of the power battery and the remaining capacity of the power battery are obtained. Then, when the current vehicle speed is less than the target vehicle speed and the battery temperature exceeds the preset temperature range, the engine optimal speed of the engine is adjusted according to the first correction coefficient to obtain the first engine optimal speed. When the current vehicle speed is less than the target vehicle speed and the remaining capacity is less than the preset threshold, the target charge and discharge power of the power battery is adjusted according to the second correction coefficient to obtain the first target charge and discharge power. Finally, the target engine demand torque is determined according to the first engine optimal speed or the first target charge and discharge power, and the vehicle acceleration is controlled according to the target engine demand torque. Among them, the engine optimal speed is the speed at which the fuel consumption of the engine is the lowest during operation, and the target charge and discharge power is the expected charge and discharge power of the power battery at the remaining capacity.

[0049] It can be seen from the above content that there are two main reasons for the low discharge capacity of the power battery. One is that the battery temperature exceeds the preset temperature range, and the other is that the remaining capacity of the battery is less than the preset threshold. Therefore, for the above two situations, the present application adjusts the engine optimal speed through the first correction parameter when the current vehicle speed is less than the target speed and the battery temperature exceeds the preset temperature range to obtain the first engine optimal speed. Since the engine optimal speed is a parameter that affects the target engine required torque, the target engine required torque can be adjusted based on the first engine optimal speed so that the engine can release the engine power faster under the target engine required torque, thereby avoiding the problem of poor vehicle stability due to the inability to ensure the power of the vehicle during acceleration. In addition, in another case, if the current speed of the vehicle is less than the target speed and the remaining power of the power battery is less than the preset threshold, the present application will adjust the target charge and discharge power of the power battery according to the second correction coefficient to obtain the first target charge and discharge power. Since the target charge and discharge power is also a parameter that affects the target engine required torque, the target engine required torque can also be adjusted according to the first target charge and discharge power, thereby achieving the purpose of releasing the engine power faster under the target engine required torque and realizing the effect of improving vehicle stability.

[0050] It can be seen that through the solution of the present application, the purpose of providing the vehicle with continuous and reliable power during the acceleration process of the hybrid vehicle is achieved, thereby achieving the effect of improving the stability of the vehicle, and further solving the technical problem of poor stability of the vehicle during acceleration when the battery's allowable discharge power is low in the prior art.

[0051] In an optional embodiment, the electronic device first obtains the accelerator pedal opening of the vehicle at the current moment and the battery allowable discharge power, wherein the battery allowable discharge power is the maximum discharge power supported by the power battery at the battery temperature. Then the electronic device determines the first correction coefficient according to the accelerator pedal opening and the battery allowable discharge power, and obtains the actual speed of the engine at the current moment, thereby determining the first engine optimal speed according to the first correction coefficient, the engine optimal speed and the actual speed.

[0052] Optionally, the engine power requirement can be P 发动机需求 Indicates that, the calculation formula for the engine required power is: P 发动机需求 =P 驾驶员需求 +P 附件消耗 +P 目标充放电功率 , where P 驾驶员需求 is the driver's required power, P 附件消耗 is the power consumed by the accessories, P 目标充放电功率 is the target charging and discharging power of the power battery. The driver's required power P 驾驶员需求 It can be obtained by formula P 驾驶员需求 =T 轮端需求 *n 轮端 / 9550 is calculated, where T 轮端需求 is the wheel end driver demand torque, n 轮端 is the wheel end speed.

[0053] Furthermore, the engine demand torque T 发动机需求 =P 发动机需求 / n 最优转速 , where n 最优转速 It is the speed at which the engine consumes the least fuel during operation.

[0054] From the above formula, we can know that by changing P 发动机需求 or 最优转速 The engine torque T 发动机需求 On this basis, if Figure 3 As shown, the electronic device first obtains the accelerator pedal opening and the battery allowable discharge power of the vehicle at the current moment, and then determines the first correction coefficient after looking up the table based on the accelerator pedal opening and the battery allowable discharge power. For the convenience of description, the first correction coefficient is represented by R, wherein the accelerator pedal opening is positively correlated with the value of the first correction coefficient R, and the battery allowable discharge power is negatively correlated with the value of the first correction coefficient R. The value range of the first correction coefficient R in this application is less than 1 and greater than 0.

[0055] After determining the first correction coefficient R, Figure 3 As shown, the electronic device will also obtain the actual speed n of the engine at the current moment实际转速 Then the electronic device calculates the value according to the first correction coefficient R and the optimal engine speed n 最优转速 And the actual speed n 实际转速 Determine the optimal engine speed n 最优转速 Adjust to get the optimal speed n1 of the first engine 最优转速 , where the adjustment process can refer to the following formula:

[0056] n1 最优转速 =R*n 最优转速 +(1-R)*n 实际转速

[0057] Since the value range of the first correction coefficient R is less than 1 and greater than 0, the first correction coefficient actually affects the optimal engine speed n when the vehicle is accelerating rapidly or accelerating at a low speed. 最优转速 Make a downward offset correction to ensure that the engine load can be released as quickly as possible.

[0058] In an optional embodiment, when determining the first engine optimal speed n1 最优转速 Afterwards, the electronic device will also obtain the engine power demand of the vehicle at the current moment, and then determine the target engine torque demand based on the engine power demand and the first engine optimal speed, and control the vehicle acceleration based on the target engine torque demand.

[0059] Optional, such as Figure 3 As shown, after obtaining the first engine optimal speed n1 最优转速 And the engine power requirement P 发动机需求 After that, the electronic device will calculate the target engine required torque T1 according to the following formula: 发动机需求 .

[0060] T1 发动机需求 =P 发动机需求 / n1 最优转速

[0061] Since the initial optimal engine speed n 最优转速 Compared with the first engine optimal speed n1 最优转速 The value of is smaller, therefore, the target engine demand torque T1 发动机需求 Also higher than the initial engine torque requirement T 发动机需求 Greater, that is, the present application achieves the purpose of increasing the engine's required torque, thereby being able to release the engine's load as quickly as possible, ensuring that the vehicle has sufficient power output during acceleration.

[0062] In an optional embodiment, the electronic device obtains the accelerator pedal opening of the vehicle at the current moment, then determines a second correction coefficient based on the current vehicle speed and the accelerator pedal opening, and finally calculates the product of the second correction coefficient and the target charge and discharge power to obtain the first target charge and discharge power.

[0063] Optionally, another reason for the low allowable discharge power of the power battery is that the battery capacity itself is normally not limited, but because the remaining capacity S0C is low to the BOOST threshold, the allowable power is artificially limited to protect the battery life. 发动机需求 =P 驾驶员需求 +P 附件消耗 +P 目标充放电功率 .

[0064] Since the vehicle is accelerating from a starting position or at a low speed, the P 驾驶员需求 Therefore, in order to ensure that the torque of the drive motor does not appear pit phenomenon during acceleration, the target charge and discharge power P of the power battery can be 目标充放电功率 Consider, for example Figure 4 As shown, the target charging power is corrected by the accelerator pedal opening and the current vehicle speed V, and a second correction coefficient S is set, wherein the value range of the second correction coefficient is greater than or equal to 1, and the corrected first target charging and discharging power P1 第一目标充放电功率 =P 目标充放电功率 *S.

[0065] Optionally, when the current vehicle speed is less than or equal to a first preset vehicle speed and the accelerator pedal opening is greater than or equal to a first preset opening, the electronic device determines the first target value as a second correction coefficient, wherein, when the second correction coefficient is the first target value, the first target charge and discharge power is greater than the target charge and discharge power.

[0066] When the current vehicle speed is greater than or equal to the second preset vehicle speed, or the accelerator pedal opening is less than or equal to the second preset opening, the electronic device determines the second target value as a second correction coefficient, wherein when the second correction coefficient is the second target value, the first target charge and discharge power is the same as the target charge and discharge power, the second preset vehicle speed is greater than the first preset vehicle speed, and the second preset opening is less than the first preset opening.

[0067] When the current vehicle speed is greater than the first preset vehicle speed and less than the second preset vehicle speed, or the accelerator pedal opening is greater than the second preset opening and less than the first preset opening, the electronic device adjusts the first target value according to the preset slope limiting coefficient to obtain a second correction coefficient, wherein the slope limiting coefficient is used to characterize the adjustment amplitude of the first target value.

[0068] Specifically, assuming that the first preset vehicle speed is V 低速阈值 , the second preset speed is V 第二低速阈值 =V低速阈值 ΔV 过渡 , the first preset opening is A 较大阈值 , the second preset opening is A 第二预设开度 =A 较大阈值 +ΔA 过渡 .

[0069] Optionally, when the current vehicle speed V ≤ the first preset vehicle speed V 低速阈值 , accelerator pedal opening A ≥ first preset opening A 较大阈值 In this case, the value of the second correction coefficient S is determined to be the first target value, wherein the specific first target value can be determined by a linear lookup table of the accelerator pedal.

[0070] Optionally, when the current vehicle speed V ≥ the second preset vehicle speed V 第二低速阈值 , or the accelerator pedal opening A ≤ the second preset opening A 第二预设开度 In the case of , the value of the second correction coefficient S is determined to be a second target value, where the second target value is 1.

[0071] Optionally, at a first preset vehicle speed V 低速阈值 <The current vehicle speed V is less than the second preset vehicle speed V 第二低速阈值 , or the second preset opening A 第二预设开度 <Accelerator pedal opening A<First preset opening A 较大阈值 , the electronic device will adjust the first target value according to the preset slope limit coefficient Ramp1. It is easy to understand that during the acceleration of the vehicle, the vehicle speed will become faster and faster. During this process, the value of the second correction parameter will also become smaller and smaller from the first target value until the value of the second correction parameter becomes 1, and the second correction parameter is negatively correlated with the vehicle speed. However, if the change amplitude of the second correction parameter is too large, it will cause a step change in the target charge and discharge power of the power battery, which may cause damage to the power battery. Therefore, in order to avoid this problem, the present application uses the slope limit coefficient Ramp1 to perform slope limit processing on the second correction parameter, thereby preventing the target charge and discharge power from having a step change.

[0072] In an optional embodiment, after obtaining the first target charge and discharge power, the electronic device will also obtain the engine demand power of the vehicle at the current moment, and adjust the engine demand power according to the first target charge and discharge power to obtain the target engine demand power, thereby determining the target engine demand torque according to the target engine demand power and the optimal engine speed, and then controlling the vehicle acceleration according to the target engine demand torque.

[0073] Optional, such as Figure 4 As shown, by formula P 发动机需求 =P 驾驶员需求 +P附件消耗 +P 目标充放电功率 It can be seen that in P 驾驶员需求 and P 附件消耗 Under the condition of no change, since P 目标充放电功率 is adjusted to a larger first target charge / discharge power, so the engine demand power is also adjusted to a larger target engine demand power. Combined with formula T 发动机需求 =P 发动机需求 / n 最优转速 It can be seen that when the engine demand power increases and the engine optimal speed remains unchanged, the engine demand torque will also increase. Therefore, this application achieves the purpose of increasing the engine demand torque of the engine, and then can release the engine load as soon as possible to ensure that the vehicle has sufficient power output during acceleration.

[0074] In an optional embodiment, after determining the target engine required torque according to the first engine optimal speed or the first target charging and discharging power and controlling the vehicle acceleration by the target engine required torque, the electronic device obtains the actual torque of the engine at the current moment, and determines the difference between the target engine required torque and the actual torque, thereby determining the slope increase coefficient of the generator at the current moment according to the difference, wherein the slope increase coefficient is used to adjust the rising speed of the generator speed regulation power, and the slope increase coefficient is positively correlated with the rising speed, and the generator speed regulation power is used to adjust the speed of the generator.

[0075] Optionally, when the vehicle is in a low-speed rapid acceleration condition and the vehicle's battery's allowable discharge power is exhausted, in order to avoid the vehicle's instability during acceleration, the engine load needs to be quickly relayed. At this time, the vehicle's speed regulation requirement for the generator is not to quickly increase the engine speed, but to allow the generator to release the power generation torque as soon as possible. Figure 5 As shown, assuming that the target speed of the generator is n 发电机最优转速 , wherein, since the generator and the engine are connected together, after the optimal speed of the engine is determined, the target speed of the generator speed regulation is also determined accordingly.

[0076] In addition, in order to allow the generator to release the generating torque as quickly as possible, the electronic device will determine the slope increase coefficient of the target speed of the generator speed regulation according to the difference between the target engine demand torque and the actual torque of the engine. Among them, the slope increase coefficient is used to adjust the rising speed of the generator speed regulation power. The larger the value of the slope increase coefficient, the faster the rising speed of the generator speed regulation power. Since there is a positive correlation between the generator speed regulation power and the generator speed, the faster the rising speed of the generator speed regulation power, the faster the generator speed regulation power will increase, and thus the generator speed will also increase rapidly.

[0077] In an optional embodiment, when the difference is greater than or equal to a first threshold, the electronic device determines the first coefficient as a slope-rising coefficient; when the difference is less than the first threshold and greater than a second threshold, the electronic device determines the second coefficient as a slope-rising coefficient, wherein the second threshold is less than the first threshold and the second coefficient is greater than the first coefficient; when the difference is less than or equal to the second threshold, the electronic device determines the third coefficient as a slope-rising coefficient, wherein the third coefficient is greater than the second coefficient.

[0078] Optionally, assuming that the first threshold is ΔT 差值1 , the second threshold is ΔT 差值2 ,like Figure 5 As shown, the difference between the target engine demand torque and the actual torque can be expressed by equation T1 发动机需求 -T 发动机实际 express.

[0079] When the vehicle just starts to accelerate, the actual torque of the engine is small and has a large deviation from the target engine torque. Therefore, T1 发动机需求 -T 发动机实际 ≥ΔT 差值1 , at this time, if Figure 5 As shown, combined with the allowable discharge power of the battery, the electronic device can determine the first coefficient W1 as the slope increase coefficient by looking up the table, wherein the value of the first coefficient W1 is small, so the generator speed-up power of the generator will not increase rapidly, and the speed of the generator will increase slowly. On this basis, Figure 5 As shown, by formula P 发电机需求 =P 发动机实际 -P 发电机调速 It can be seen that the generator will give priority to releasing the power generation torque at this time, that is, the purpose of allowing the generator to release the power generation torque as soon as possible is achieved. 发电机需求 is the generator power requirement, P 发电机调速 Speed ​​regulating power for generator.

[0080] In addition, after the vehicle accelerates to a certain extent, the actual torque of the engine continues to increase, so the deviation from the target engine torque requirement is also shrinking. 差值2 <T1 发动机需求 -T 发动机实际 <ΔT 差值1 , the electronic device determines the second coefficient W2 as the slope rising coefficient, where W2 is greater than W1, so the generator speed regulating power can increase faster. At this time, P 发电机需求 =P 发动机实际 -P 发电机调速 It can be seen that although the generator speed regulating power increases, the actual engine power also increases with the increase of engine speed and actual engine torque. Therefore, in general, the generator required power P at this time is 发电机需求It can not only ensure a certain speed regulation capability, but also take into account the power generation needs.

[0081] Finally, when the vehicle speed is large enough, T1 发动机需求 -T 发动机实际 <ΔT 差值2 At this time, the actual torque of the engine is close to the required value. On this basis, the electronic device determines the third coefficient W3 as the slope increase coefficient. Since W3 is a larger value than W2, the generator speed control power increases rapidly until it returns to the normal level, so that the generator speed will also be quickly adjusted to the target speed.

[0082] It can be seen that through the solution of the present application, the purpose of providing the vehicle with continuous and reliable power during the acceleration process of the hybrid vehicle is achieved, thereby achieving the effect of improving the stability of the vehicle, and further solving the technical problem of poor stability of the vehicle during acceleration when the battery's allowable discharge power is low in the prior art.

[0083] In an optional embodiment, according to another aspect of the embodiment of the present invention, an embodiment of a vehicle acceleration control device is also provided, wherein: Figure 6 is a schematic diagram of an optional vehicle acceleration control device according to an embodiment of the present invention, such as Figure 6 As shown, the device includes: an acquisition module 601 , a first adjustment module 602 , a second adjustment module 603 and a determination module 604 .

[0084] Among them, the acquisition module 601 is used to obtain the current vehicle speed, the battery temperature of the power battery and the remaining capacity of the power battery; the first adjustment module 602 is used to adjust the engine optimal speed of the engine according to the first correction coefficient when the current vehicle speed is less than the target vehicle speed and the battery temperature exceeds the preset temperature range, so as to obtain the first engine optimal speed, wherein the engine optimal speed is the speed at which the engine has the lowest fuel consumption during operation; the second adjustment module 603 is used to adjust the target charge and discharge power of the power battery according to the second correction coefficient when the current vehicle speed is less than the target vehicle speed and the remaining capacity is less than the preset threshold, so as to obtain the first target charge and discharge power, wherein the target charge and discharge power is the expected charge and discharge power of the power battery under the remaining capacity; the determination module 604 is used to determine the target engine required torque according to the first engine optimal speed or the first target charge and discharge power, and control the vehicle acceleration according to the target engine required torque.

[0085] It should be noted that the above-mentioned acquisition module 601, first adjustment module 602, second adjustment module 603 and determination module 604 correspond to steps S101 to S104 in the above-mentioned embodiments, and the examples and application scenarios implemented by the four modules and the corresponding steps are the same, but are not limited to the contents disclosed in the above-mentioned embodiments.

[0086] Optionally, the first adjustment module further includes: a first acquisition unit, a first determination unit, a second acquisition unit and a second determination unit. The first acquisition unit is used to acquire the accelerator pedal opening of the vehicle at the current moment and the battery allowable discharge power, wherein the battery allowable discharge power is the maximum discharge power supported by the power battery at the battery temperature; the first determination unit is used to determine the first correction coefficient according to the accelerator pedal opening and the battery allowable discharge power; the second acquisition unit is used to acquire the actual speed of the engine at the current moment; the second determination unit is used to determine the first engine optimal speed according to the first correction coefficient, the engine optimal speed and the actual speed.

[0087] Optionally, the second adjustment module further includes: a third acquisition unit, a third determination unit and a calculation unit. The third acquisition unit is used to acquire the accelerator pedal opening of the vehicle at the current moment; the third determination unit is used to determine the second correction coefficient according to the current vehicle speed and the accelerator pedal opening; the calculation unit is used to calculate the product of the second correction coefficient and the target charge and discharge power to obtain the first target charge and discharge power.

[0088] Optionally, the third determination unit further includes: a first determination submodule and a second determination submodule. The first determination submodule is used to determine the first target value as the second correction coefficient when the current vehicle speed is less than or equal to the first preset vehicle speed and the accelerator pedal opening is greater than or equal to the first preset opening, wherein when the second correction coefficient is the first target value, the first target charge and discharge power is greater than the target charge and discharge power; the second determination submodule is used to determine the second target value as the second correction coefficient when the current vehicle speed is greater than or equal to the second preset vehicle speed, or the accelerator pedal opening is less than or equal to the second preset opening, wherein when the second correction coefficient is the second target value, the first target charge and discharge power is the same as the target charge and discharge power, the second preset vehicle speed is greater than the first preset vehicle speed, and the second preset opening is less than the first preset opening.

[0089] Optionally, the above-mentioned third determination unit also includes: a third determination sub-module, which is used to adjust the first target value according to a preset slope limiting coefficient to obtain a second correction coefficient when the current vehicle speed is greater than the first preset vehicle speed and less than the second preset vehicle speed, or the accelerator pedal opening is greater than the second preset opening and less than the first preset opening, wherein the slope limiting coefficient is used to characterize the adjustment amplitude of the first target value.

[0090] Optionally, the above-mentioned determination module further includes: a fourth acquisition unit, a fourth determination unit and a first control unit. The first acquisition unit is used to acquire the engine power required by the vehicle at the current moment; the fourth determination unit is used to determine the target engine torque required according to the engine power required and the first engine optimal speed; the first control unit is used to control the vehicle acceleration according to the target engine torque required.

[0091] Optionally, the above-mentioned determination module also includes: a fifth acquisition unit, a first adjustment unit, a fifth determination unit and a second control unit. Among them, the fifth acquisition unit is used to obtain the engine power demand of the vehicle at the current moment; the first adjustment unit is used to adjust the engine power demand according to the first target charge and discharge power to obtain the target engine power demand; the fifth determination unit is used to determine the target engine torque demand according to the target engine power demand and the optimal engine speed; the second control unit is used to control the vehicle acceleration according to the target engine torque demand.

[0092] Optionally, the vehicle acceleration control device further includes: a first acquisition module, a first determination module and a second determination module. The first acquisition module is used to acquire the actual torque of the engine at the current moment; the first determination module is used to determine the difference between the target engine required torque and the actual torque; the second determination module is used to determine the slope increase coefficient of the generator at the current moment according to the difference, wherein the slope increase coefficient is used to adjust the increase speed of the generator speed regulating power, the slope increase coefficient and the increase speed are positively correlated, and the generator speed regulating power is used to adjust the speed of the generator.

[0093] Optionally, the second determination module further includes: a sixth determination unit, a seventh determination unit, and an eighth determination unit. The sixth determination unit is used to determine that the first coefficient is a slope rise coefficient when the difference is greater than or equal to the first threshold; the seventh determination unit is used to determine that the second coefficient is a slope rise coefficient when the difference is less than the first threshold and greater than the second threshold, wherein the second threshold is less than the first threshold and the second coefficient is greater than the first coefficient; the eighth determination unit is used to determine that the third coefficient is a slope rise coefficient when the difference is less than or equal to the second threshold, wherein the third coefficient is greater than the second coefficient.

[0094] In an optional embodiment, according to another aspect of the embodiment of the present invention, a vehicle is further provided, characterized in that the vehicle includes an engine, a generator, a power battery and an electronic device, wherein the electronic device is connected to the engine, the generator and the power battery respectively, and the electronic device includes one or more processors and a memory, and the memory is used to store one or more programs, and when the one or more programs are executed by one or more processors, the one or more processors implement the above-mentioned vehicle acceleration control method.

[0095] The serial numbers of the above embodiments of the present invention are only for description and do not represent the advantages or disadvantages of the embodiments.

[0096] In the above embodiments of the present invention, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0097] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are only schematic. For example, the division of the units can be a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

[0098] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0099] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0100] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions for a computer device (which can be a personal computer, a server or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), mobile hard disk, magnetic disk or optical disk and other media that can store program codes.

[0101] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principle of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A vehicle acceleration control method, characterized in that: The vehicle includes at least an engine, a generator and a power battery, and the vehicle acceleration control method includes: Acquiring the current speed of the vehicle, the battery temperature of the power battery, and the remaining capacity of the power battery; When the current vehicle speed is less than the target vehicle speed and the battery temperature exceeds a preset temperature range, the optimal engine speed of the engine is adjusted according to a first correction coefficient to obtain a first optimal engine speed, wherein the optimal engine speed is a speed of the engine at which fuel consumption is lowest during operation; When the current vehicle speed is less than the target vehicle speed and the remaining capacity is less than a preset threshold, the target charge and discharge power of the power battery is adjusted according to the second correction coefficient to obtain a first target charge and discharge power, wherein the target charge and discharge power is the expected charge and discharge power of the power battery at the remaining capacity; determining a target engine required torque according to the first engine optimal speed or the first target charge and discharge power, and controlling the vehicle acceleration according to the target engine required torque; Among them, the engine optimal speed of the engine is adjusted according to the first correction coefficient to obtain the first engine optimal speed, including: obtaining the accelerator pedal opening and the battery allowable discharge power of the vehicle at the current moment, wherein the battery allowable discharge power is the maximum discharge power supported by the power battery at the battery temperature; determining the first correction coefficient according to the accelerator pedal opening and the battery allowable discharge power; obtaining the actual speed of the engine at the current moment; determining the first engine optimal speed according to the first correction coefficient, the engine optimal speed and the actual speed.

2. The vehicle acceleration control method according to claim 1, characterized in that: The target charge and discharge power of the power battery is adjusted according to the second correction coefficient to obtain the first target charge and discharge power, including: Obtaining the accelerator pedal opening of the vehicle at the current moment; determining the second correction coefficient according to the current vehicle speed and the accelerator pedal opening; The product of the second correction coefficient and the target charge and discharge power is calculated to obtain the first target charge and discharge power.

3. The vehicle acceleration control method according to claim 2, characterized in that: Determining the second correction coefficient according to the current vehicle speed and the accelerator pedal opening includes: When the current vehicle speed is less than or equal to a first preset vehicle speed and the accelerator pedal opening is greater than or equal to a first preset opening, determining the first target value to be the second correction coefficient, wherein when the second correction coefficient is the first target value, the first target charge and discharge power is greater than the target charge and discharge power; When the current vehicle speed is greater than or equal to the second preset vehicle speed, or the accelerator pedal opening is less than or equal to the second preset opening, the second target value is determined to be the second correction coefficient, wherein, when the second correction coefficient is the second target value, the first target charge and discharge power is the same as the target charge and discharge power, the second preset vehicle speed is greater than the first preset vehicle speed, and the second preset opening is less than the first preset opening.

4. The vehicle acceleration control method according to claim 3, characterized in that: The vehicle acceleration control method further includes: When the current vehicle speed is greater than the first preset vehicle speed and less than the second preset vehicle speed, or the accelerator pedal opening is greater than the second preset opening and less than the first preset opening, the first target value is adjusted according to a preset slope limiting coefficient to obtain the second correction coefficient, wherein the slope limiting coefficient is used to characterize the adjustment amplitude of the first target value.

5. The vehicle acceleration control method according to claim 1, characterized in that: Determining a target engine required torque according to the first engine optimal speed or the first target charge and discharge power, and controlling the vehicle acceleration according to the target engine required torque, including: Obtaining the engine power demand of the vehicle at the current moment; Determining the target engine required torque according to the engine required power and the first engine optimal speed; The vehicle is accelerated by controlling the target engine demand torque.

6. The vehicle acceleration control method according to claim 1, characterized in that: Determining a target engine required torque according to the first engine optimal speed or the first target charge and discharge power, and controlling the vehicle acceleration according to the target engine required torque, including: Obtaining the engine power demand of the vehicle at the current moment; Adjusting the engine required power according to the first target charge and discharge power to obtain a target engine required power; Determining the target engine required torque according to the target engine required power and the optimal engine speed; The vehicle is accelerated by controlling the target engine demand torque.

7. The vehicle acceleration control method according to claim 1, characterized in that: After determining a target engine required torque according to the first engine optimal speed or the first target charge and discharge power, and controlling the vehicle acceleration according to the target engine required torque, the vehicle acceleration control method further includes: Obtaining the actual torque of the engine at the current moment; determining a difference between the target engine demand torque and the actual torque; The slope increase coefficient of the generator at the current moment is determined based on the difference, wherein the slope increase coefficient is used to adjust the rising speed of the generator speed regulation power, the slope increase coefficient and the rising speed are positively correlated, and the generator speed regulation power is used to adjust the rotational speed of the generator.

8. The vehicle acceleration control method according to claim 7, characterized in that: Determining the slope increase coefficient of the generator at the current moment according to the difference includes: When the difference is greater than or equal to a first threshold, determining the first coefficient as the slope rising coefficient; When the difference is less than the first threshold and greater than a second threshold, determining the second coefficient as the slope rising coefficient, wherein the second threshold is less than the first threshold, and the second coefficient is greater than the first coefficient; When the difference is less than or equal to the second threshold, a third coefficient is determined as the slope rising coefficient, wherein the third coefficient is greater than the second coefficient.

9. A vehicle, characterized in that: The invention comprises an engine, a generator, a power battery and an electronic device, wherein the electronic device is connected to the engine, the generator and the power battery respectively, and the electronic device comprises one or more processors and a memory, wherein the memory is used to store one or more programs, and when the one or more programs are executed by the one or more processors, the one or more processors implement the vehicle acceleration control method described in any one of claims 1 to 8.

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