Power control methods, devices, electronic equipment and vehicles

Abstract

This application provides a power control method, device, electronic device, and vehicle that determines whether the vehicle meets the power following conditions based on the vehicle's power demand and pedal status information. When the vehicle meets the power following conditions, it enters power following mode to follow the vehicle's power demand, providing sufficient power and ensuring both power and drivability. When the vehicle does not meet the power following conditions, it enters a power tiered mode, which controls the engine to operate in the optimal fuel economy range to achieve fuel economy. By combining the power tiered mode and the power following mode through the determination of the following conditions, different series charging modes are used under different operating conditions, balancing the fuel economy advantages of the power tiered mode with the power and drivability advantages of the power following mode, thus improving the comfort of vehicle use.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a power control method, device, electronic equipment, and vehicle. Background Technology

[0002] In series operation mode, hybrid vehicles often employ a power-tiered control strategy to determine the series charging power. Under power-tiered control, the engine outputs a fixed power at a preset operating point, and the output power does not change with operating conditions. The power-tiered scheme can only take into account fuel economy, but cannot take into account the vehicle's power and drivability. Summary of the Invention

[0003] In view of this, the purpose of this application is to provide a power control method, device, electronic equipment and vehicle that balances fuel economy, power and drivability during vehicle driving.

[0004] To achieve the above objectives, the first aspect of this application provides a power control method, comprising:

[0005] Real-time acquisition of vehicle power demand and accelerator pedal status information;

[0006] Determine whether the vehicle meets the power following condition based on the overall vehicle power requirement and the pedal status information;

[0007] In response to the vehicle meeting the power following condition, the vehicle enters the power following mode and controls the electric motor to output power according to the power demand of the vehicle.

[0008] In response to the vehicle not meeting the power following condition, the system enters a power tiering mode, controlling the electric motor to output power according to the vehicle's required power and a preset power tier.

[0009] The second target charging power is determined based on the required power of the vehicle, and the motor is controlled to output according to the second target charging power.

[0010] A second aspect of this application provides a power control device, comprising:

[0011] The information acquisition module is configured to acquire real-time information on the vehicle's required power and the accelerator pedal's status.

[0012] The condition judgment module is configured to: determine whether the vehicle meets the power following condition based on the vehicle's required power and the pedal status information;

[0013] The follow output module is configured to: in response to the vehicle meeting the power follow condition, enter the power follow mode and control the electric motor to output power according to the power demand of the vehicle;

[0014] The stepped output module is configured to: in response to the vehicle not meeting the power following condition, enter the power stepped mode and control the motor to output power according to the vehicle's required power and the preset power steps.

[0015] A third aspect of this application provides an electronic device including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the method as provided in the first aspect of this application.

[0016] A fourth aspect of this application provides a vehicle including the apparatus described in the second aspect of this application.

[0017] As can be seen from the above, the power control method, device, electronic equipment, and vehicle provided in this application can determine whether the vehicle meets the power following conditions based on the vehicle's required power and pedal status information. When the vehicle meets the power following conditions, it enters the power following mode, controlling the electric motor to output power according to the vehicle's required power, thus providing sufficient power and ensuring both power and drivability. When the vehicle does not meet the power following conditions, it enters the power tiering mode, controlling the electric motor to output power according to the vehicle's required power and a preset power tier. The power tiering mode controls the engine to operate in the optimal fuel economy range to achieve fuel economy. By combining the power tiering mode and the power following mode through the determination of the following conditions, different series charging modes are used under different operating conditions, taking into account the fuel economy advantages of the power tiering mode and the power and drivability advantages of the power following mode, thereby improving the comfort of vehicle use. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of the series hybrid power system according to an embodiment of this application;

[0020] Figure 2 This is a flowchart of the power control method according to an embodiment of this application;

[0021] Figure 3 This is a graph showing the opening degree-time relationship of an embodiment of this application;

[0022] Figure 4This is a graph showing the power-aperture relationship of an embodiment of this application;

[0023] Figure 5 This is a flowchart illustrating how to determine whether the following conditions are met, as described in an embodiment of this application.

[0024] Figure 6 A flowchart for determining the power output in power follower mode according to an embodiment of this application;

[0025] Figure 7 A flowchart for determining the first target charging power in an embodiment of this application;

[0026] Figure 8 A flowchart illustrating the power output of the power tiering mode as described in this application embodiment;

[0027] Figure 9 This is a schematic diagram of the power control device according to an embodiment of this application;

[0028] Figure 10 This is a schematic diagram of the structure of an electronic device according to an embodiment of this application. Detailed Implementation

[0029] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0030] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0031] It is important to understand in this article that any number of elements in the accompanying figures is for illustrative purposes and not for limitation, and that any naming is for distinction only and has no limiting meaning.

[0032] Based on the above background description, the embodiments of this application are mainly applied to, for example... Figure 1 The series hybrid system shown;

[0033] like Figure 1 As shown, a series hybrid power system mainly includes a fuel tank, engine, generator, electro-coupler, battery, electric motor, and transmission. The series connection refers to linking these components together sequentially. The engine and battery serve as two power sources, jointly driving the vehicle. The electro-coupler typically consists of a controllable rectifier and a bidirectional DC-DC converter. The purpose of the series hybrid power system is to address the short driving range of pure electric vehicles due to the low energy density of batteries, by adding an engine and generator set to the pure electric power supply to increase the driving range. Structurally, a series hybrid power system has six operating modes: battery-driven, engine-driven, hybrid-driven, engine-driven + charging, engine-only charging, and regenerative braking.

[0034] Mode 1, Battery Driven: When the vehicle's power battery has a sufficient SOC (fully charged), the engine is turned off, and the power battery outputs electrical energy to the electric motor, which then drives the vehicle.

[0035] Mode 2, Engine Drive: When the vehicle's battery's current SOC (State of Charge) is insufficient, the engine starts, driving the generator to produce electricity to power the electric motor, thus meeting the vehicle's driving needs. In this mode, the battery neither supplies electricity nor absorbs energy from the drive system, nor transfers or outputs energy. It's important to note that in this mode, the engine does not directly drive the drive motor to move the vehicle; instead, it performs two energy conversions: converting mechanical energy into electrical energy and then back into mechanical energy. If the engine power were directly transmitted to the wheels, it would be considered a series-parallel hybrid system.

[0036] Mode 3, Hybrid Drive: When the vehicle's power demand is high, meaning when the driver accelerates sharply and the engine starts, both the engine and the generator / battery simultaneously supply power to the electric motor. However, to achieve fuel efficiency, the power-tiered mode still controls the engine to operate within its optimal fuel economy range.

[0037] Mode 4, Engine Drive + Charging: When the SOC value of the power battery reaches its minimum (the level at which it cannot operate), it must be charged. At this time, the engine is running, and the engine's power is decomposed into two parts: one part is used to transmit power to the electric motor to drive the vehicle, and the other part is used to charge the power battery. The power decomposition between the engine and the generator is implemented in the electric coupler.

[0038] Mode 5, Engine-only charging: When the vehicle is stopped and the SOC value of the power battery is low, and external charging is temporarily not possible, the engine can be started. The engine and generator generate electricity to charge the power battery, and the vehicle can continue to run by consuming fuel.

[0039] Mode 6, Regenerative Braking: When the vehicle brakes, the engine is off, the wheels drive the electric motor to rotate, and the electric motor acts as a generator, converting part of the kinetic energy of the vehicle's mass into electrical energy to charge the power battery.

[0040] It should be noted that the working modes analyzed above are only theoretically achievable modes. The specific working mode needs to be determined based on the actual power output of the entire system and the vehicle's usage requirements. For example, if the power generated by the engine and generator is too small to support the electric motor driving the entire vehicle independently, then the engine will not be capable of driving the vehicle alone. Effective control of the battery's charge is necessary to ensure that the battery is the primary output, with the engine only providing auxiliary power and charging. Alternatively, if the battery is not equipped with the large-capacity battery found in pure electric vehicles, but rather a small, low-power temporary energy storage battery, then there is no battery-driven mode. This means that when the vehicle starts, the engine must also start, and its operation must be controlled within the optimal fuel economy range to achieve fuel savings.

[0041] In related technologies, in series operation mode, the vehicle controller of hybrid vehicles often adopts a power-tiered control strategy to determine the series charging power (the total output power of the power source). Under power-tiered control, the engine outputs a fixed power at a preset operating point, and the output power does not change with the operating conditions. The power-tiered scheme can only take into account fuel economy, but cannot take into account the vehicle's power and drivability.

[0042] The power control method, device, electronic equipment, and vehicle provided in this application can determine whether the vehicle meets the power following conditions based on the vehicle's required power and pedal status information. When the vehicle meets the power following conditions, it enters the power following mode, controlling the electric motor to output power according to the vehicle's required power, thus providing sufficient power and ensuring power and drivability. When the vehicle does not meet the power following conditions, it enters the power tiering mode, controlling the electric motor to output power according to the vehicle's required power and a preset power tier. The power tiering mode controls the engine to operate in the optimal fuel economy range to achieve fuel economy. By combining the power tiering mode and the power following mode through the determination of the following conditions, different series charging modes are used under different operating conditions, taking into account the fuel economy advantages of the power tiering mode and the power and drivability advantages of the power following mode, thereby improving the comfort of vehicle use. The following description is provided in conjunction with the accompanying drawings and embodiments.

[0043] In some embodiments, such as Figure 2 As shown, a power control method includes:

[0044] Step 201: Obtain real-time information on the vehicle's required power and the accelerator pedal status.

[0045] In practice, the pedal status information includes the pedal opening degree and the rate of change of opening degree. During vehicle operation, the opening degree of the accelerator pedal (accelerator pedal) needs to be monitored in real time. When the accelerator pedal is not depressed and is in its natural rotation state, its opening degree is 0, or expressed as 0%; when the accelerator pedal is depressed to its deepest position, its opening degree is 1, or expressed as 100%; because the accelerator pedal opening degree can be used to measure the driver's power demand at the current moment, it can serve as one of the activation conditions for follow-up conditions.

[0046] Accelerator pedal opening, or the depth of the accelerator pedal, indicates the driver's torque demand. The vehicle controller's internal software uses a dedicated map to convert accelerator pedal opening into the driver's requested torque. Different engine speeds and accelerator pedal openings correspond to different torque demands. The basic rule is that as accelerator pedal opening increases, the requested torque increases; conversely, at the same accelerator pedal opening, as engine speed increases, the requested torque decreases (when driving at a constant throttle and in a constant gear, if the engine speed is higher, the torque will be greater, and the vehicle will lose control). The driver sends a torque demand signal to the vehicle controller through the accelerator pedal opening. Of course, the maximum torque demand is limited by the engine's maximum torque capability. The magnitude of the torque directly reflects the vehicle's power, commonly referred to as the "push-back feeling."

[0047] The relationship curve between accelerator pedal opening and requested torque varies from vehicle to vehicle, but the relationship is generally proportional. For example, vehicles geared towards sportiness, comfort, or fuel efficiency will have different curves. Some cars have very sensitive accelerator pedals, surging forward with a light press, while others show rapid acceleration initially, but become largely ineffective with further pressure. These conditions are related to the tuning style of the relationship curve—how the driver's torque request increases or decreases with increasing accelerator pedal opening and engine speed. This is reflected in the curve's shape: steep at the beginning and gradual decrease, gradual increase and steep decrease, or linear increase. Different vehicles respond to accelerator pedal opening based on the style of the pedal curve, which will not be specifically defined here.

[0048] The rate of change of opening degree is the rate of change of opening degree with respect to time, indicating how fast the opening degree changes. Figure 3 As shown, on a continuous curve of aperture opening changing with time, the first derivative of any point on the curve with respect to time can be taken as the rate of change of aperture opening at that point; that is, the slope at that point is the rate of change of aperture opening. Figure 3 The corresponding scenario is that the driver presses the accelerator pedal to 100% and does not release it. On the curve, this is represented by the opening reaching its maximum value and then not increasing further, and the rate of change of the opening instantaneously becoming 0 and then remaining at 0.

[0049] The rate of change in vehicle opening also reflects the driver's driving intentions, indicating the urgency of the driver's torque demand. The vehicle controller must respond accordingly: providing a large amount of torque in a short time to meet the driver's needs. There are two ways to achieve this: one is to unload accessories, such as turning off the air conditioning; the other is for the transmission to downshift to provide a large amount of torque in a short time.

[0050] like Figure 4 As shown, the total vehicle power requirement consists of the driver's power requirement, the charging power requirement, and the power required by high and low voltage accessories and other components. The charging power requirement is the maximum allowable power when the battery is charging, while the high and low voltage accessories and other components power the power required by other power-consuming parts within the vehicle. Since the charging power requirement and the high and low voltage accessories and other components power can be directly measured, and their variations are generally small, the total vehicle power requirement can be obtained by calculating the driver's power requirement based on the door sill opening. The charging power requirement can be 0 when the battery is healthy, can be the rated power value when the battery is low (the rated charging power varies for different batteries and is not limited here), and can be the maximum charging power in special circumstances. The series charging power is the total output power of the power source.

[0051] Each opening corresponds to a requested torque N. Then, the current motor speed T is obtained. Based on the power calculation formula P=(T·N) / 9550, the driver's required power is determined. Then, the driver's required power, charging required power, and the power of high and low voltage accessories and other components are calculated to obtain the total vehicle required power.

[0052] Step 202: Determine whether the vehicle meets the power following condition based on the vehicle's required power and pedal status information.

[0053] In practice, the driver's power demand accounts for the largest proportion of the total vehicle power demand. The charging power demand and the power demand from high and low voltage accessories and other sources generally do not change significantly. Therefore, when the total vehicle power demand is high, it indicates a high driver power demand, requiring the electric motor to provide significant power to drive the vehicle, thus demanding high performance. This necessitates entering the rate-following mode to meet the higher power demand. A larger opening degree indicates a greater driver's torque request, and a larger opening degree change rate indicates a higher urgency for torque. Therefore, when both the opening degree and the opening degree change rate are large, it indicates an urgent desire for acceleration, and a significant acceleration magnitude, requiring the electric motor to have sufficient output to meet the responsive power requirements. Therefore, when the total vehicle power demand is greater than or equal to the set power activation threshold, the following condition is met; when the opening degree is greater than or equal to the opening degree activation threshold, and the opening degree change rate is greater than or equal to the change rate activation threshold, the following condition is met; that is, meeting at least one of the above two conditions is considered to meet the following condition.

[0054] Step 203: In response to the vehicle meeting the power follow condition, enter the power follow mode and control the motor to output power according to the power demand of the whole vehicle.

[0055] In practice, after confirming that the following conditions are met, the system enters power following mode. Then, it determines the current maximum available charging power and, based on the current maximum available charging power and the vehicle's required power, determines the first target charging power. The system then controls the motor to output power according to the first target charging power. For example... Figure 4 The latter half of the curve shows that in power-following mode, the series charging power changes in accordance with the vehicle's power demand, ensuring that the series charging power is equal to or slightly greater than the vehicle's power demand (the greater value can be a pre-set calibration value or calibration range). This guarantees that the electric motor can provide sufficient power to meet the driver's needs, maintaining the vehicle's power and drivability during operation. The current maximum available charging power refers to the maximum power that the power source can provide when the battery is charged at its maximum charging power. Exceeding this power will prevent power-following from being achieved.

[0056] Performance refers to the average speed a vehicle can achieve when traveling in a straight line on a good road surface, determined by the longitudinal external forces acting on the car. A vehicle's performance is reflected in its average speed. Average speed needs to consider uphill driving, downhill driving, acceleration from a standstill, and overtaking. The better the performance, the higher the average speed; for example, when overtaking, acceleration from a standstill will be faster. Performance mainly depends on engine performance and transmission system characteristics, and is usually evaluated using three aspects: maximum speed, acceleration time, and maximum gradeability.

[0057] Among these, top speed refers to the maximum speed (km / h) a vehicle can reach on a level, good road surface. A higher top speed generally indicates better power performance. Acceleration time is usually measured by the time it takes to accelerate from a standstill and to overtake. Shorter acceleration time indicates better acceleration, higher average speed, and better power performance. Maximum gradeability refers to the maximum gradient a fully loaded vehicle can climb in first gear on a good road surface. Gradient is the ratio of the vertical height of a slope to its horizontal length, usually expressed as a percentage. Maximum gradeability indicates a vehicle's climbing ability; a higher maximum gradeability indicates better power performance. Therefore, the higher the top speed, the shorter the acceleration time, and the greater the maximum gradeability, the better the vehicle's power performance.

[0058] In a narrow sense, drivability refers to the comfort response of a vehicle or powertrain to driver input on the X-axis, primarily the comfort felt during actions such as pressing the accelerator pedal, braking, and shifting gears. In a broader sense, drivability also refers to the comfort and power response of a vehicle or powertrain to driver input on the X-axis, primarily the comfort and power felt during actions such as pressing the accelerator pedal, braking, and shifting gears. Therefore, the higher the comfort and power felt during the vehicle's power response, the better the drivability.

[0059] Therefore, in power follow mode, controlling the motor's power output according to the first target charging power can make the series charging power equal to or slightly greater than the vehicle's power requirement, ensuring that the motor can provide sufficient power to meet the driving performance requirements. Moreover, the series charging power changes with the vehicle's power requirement, thus meeting the driver's power requirements and achieving drivability.

[0060] Step 204: In response to the vehicle not meeting the power following condition, enter the power step mode and control the motor to output power according to the vehicle's required power and the preset power step.

[0061] In practice, after determining that the following conditions are not met, the system enters a power tiering mode, determines a second target charging power based on the vehicle's required power, and controls the motor to output power according to this second target charging power. For example... Figure 4 In the first half of the curve shown, to achieve fuel efficiency, the power-tiered mode controls the engine to operate in the optimal fuel economy range. Once the conditions for advancing to the next level are met, it will move to the next range, for example... Figure 4As shown, power ranges [0,7], [7,12], and [12,20] represent three consecutive optimal fuel economy zones. When the vehicle's power demand exceeds 7 kW, it enters power range [7,12], the second optimal fuel economy zone, where the second target charging power of the electric motor is 12 kW. When the vehicle's power demand exceeds 12 kW, it enters power range [12,20], the third optimal fuel economy zone, where the second target charging power is 20 kW. In the power-tiered mode, the vehicle consistently outputs power at the lowest fuel consumption, achieving fuel economy. Fuel economy is commonly measured by the fuel consumption per 100 kilometers under certain operating conditions, or the distance a vehicle can travel with a certain amount of fuel.

[0062] The power control method provided in this application can enter power-following mode when the vehicle meets the power-following conditions, outputting power according to a first target charging power to achieve power matching for the vehicle's needs. This provides sufficient power to the vehicle, ensuring both power performance and drivability. When the vehicle does not meet the power-following conditions, it enters a power-tiered mode, controlling the electric motor to output power according to a second target charging power. The power-tiered mode controls the engine to operate in the optimal fuel economy range to achieve fuel economy. By combining the power-tiered mode and the power-following mode through the determination of the following conditions, different series charging modes are used under different operating conditions, balancing the fuel economy advantages of the power-tiered mode with the power performance and drivability advantages of the power-following mode, thus improving the comfort of vehicle use.

[0063] In some embodiments, such as Figure 5 As shown, determining whether a vehicle meets the power following condition based on the vehicle's required power, opening degree, and opening degree change rate includes:

[0064] Step 501: Obtain the power activation threshold, opening degree activation threshold, and rate of change activation threshold.

[0065] In practice, the power activation threshold is used to determine whether the vehicle's power demand meets high requirements for both power and drivability. The opening degree activation threshold is used to determine whether the driver's torque demand is sufficiently high. The rate of change activation threshold is used to determine whether the driver's urgency for torque demand is sufficiently high. Therefore, the power demand, opening degree, and rate of change activation thresholds of the vehicle are used to determine whether the power-following mode can be entered.

[0066] Step 502: In response to the vehicle's required power being greater than or equal to the power activation threshold, determine that the vehicle meets the power activation condition.

[0067] In practice, when the power demand of the vehicle is greater than or equal to the power activation threshold, it indicates that the driver's power demand is relatively high. At this time, power control should be based on the vehicle's power and drivability. Therefore, it is necessary to control the vehicle to enter the power following mode, so as to determine that the vehicle meets the power activation conditions.

[0068] Therefore, when both the opening degree and the rate of change of opening degree are relatively large, it indicates that the driver urgently desires acceleration, and the acceleration magnitude is significant, requiring the electric motor to have sufficient output to meet the power requirements of the response. Thus, when the total vehicle power demand is greater than or equal to the set power activation threshold, the following condition is determined to be met; when the opening degree is greater than or equal to the opening degree activation threshold, and the rate of change of opening degree is greater than or equal to the rate of change activation threshold, the following condition is determined to be met; that is, meeting at least one of the above two conditions can be considered as meeting the following condition.

[0069] Step 503: In response to the opening degree being greater than or equal to the opening degree activation threshold and the opening degree change rate being greater than or equal to the change rate activation threshold, determine that the vehicle meets the pedal activation condition.

[0070] In practice, when the opening degree is greater than or equal to the opening degree activation threshold, it means that the driver is pressing the accelerator pedal deeply and needs to quickly increase the vehicle speed. However, there may be a situation where the vehicle is driving at a high speed. Therefore, it is necessary to make a joint judgment based on the opening degree change rate. When the opening degree change rate is greater than or equal to the change rate activation threshold, it means that the driver is eager to increase the vehicle speed. Therefore, when the opening degree is greater than or equal to the opening degree activation threshold and the opening degree change rate is greater than or equal to the change rate activation threshold, power control should be based on the vehicle's power and drivability. Therefore, it is necessary to control the vehicle to enter the power following mode, so as to determine that the vehicle meets the pedal activation condition.

[0071] Step 504: In response to the vehicle meeting the power activation condition and / or the pedal activation condition, determine that the vehicle meets the power following condition.

[0072] In practice, the demand for power and torque is relatively high under power activation and pedal activation conditions. Power control should be based primarily on the vehicle's power and drivability. It is necessary to enter the power follow mode to meet the user's needs at this time. Therefore, when the vehicle meets the power activation condition and / or the pedal activation condition, it is determined that the vehicle meets the power follow condition and can enter the power follow mode.

[0073] Step 505: In response to the vehicle not meeting the power activation condition and not meeting the pedal activation condition, determine that the vehicle does not meet the power following condition.

[0074] In practice, if the vehicle does not meet both the power activation and pedal activation conditions, it indicates that the vehicle's demand for power and torque is relatively low. Power control should prioritize fuel economy, therefore, if the power following condition is not met, the vehicle is controlled to enter the power tiered mode. By combining the power tiered mode and the power following mode through the determination of the following condition, different series charging modes are used under different operating conditions, thus balancing the fuel economy of the power tiered mode with the power and drivability advantages of the power following mode.

[0075] In some embodiments, such as Figure 6 As shown, the control motor outputs power according to the vehicle's power requirements, including:

[0076] Step 601: Determine the current maximum available charging power.

[0077] In practice, the current maximum available charging power refers to the maximum power that the power source can provide when the battery is charged at the maximum charging power. If this power is exceeded, power following will not be possible.

[0078] Step 602: Determine the first target charging power based on the current maximum available charging power and the vehicle's required power.

[0079] In practice, within the range of the maximum available charging power, the output is based on the first target charging power to ensure that the power required by the vehicle is followed, thus providing sufficient power to the vehicle and guaranteeing its power performance and drivability.

[0080] Step 603: Control the motor to output power according to the first target charging power.

[0081] In some embodiments, step 603 includes:

[0082] Step 6011: Determine the maximum engine power.

[0083] In practical implementation, the power source in a series hybrid system includes an engine and a power battery, so it is necessary to determine the maximum engine power, which is the maximum output power that the engine can provide.

[0084] Step 6012: Determine the maximum generating power of the generator.

[0085] In practice, since the engine's power needs to be converted through the generator, the generator may limit the transmission of the engine's power. Therefore, it is necessary to determine the generator's maximum power output, which is the maximum power that the generator can convert and output.

[0086] Step 6013: Determine the maximum charging power of the power battery.

[0087] In practice, the maximum charging power is the maximum power that the power battery is allowed to charge. Exceeding this charging power will damage the battery.

[0088] Step 6014: Determine the current maximum available charging power based on the minimum of the maximum engine power and the maximum generator power, and the maximum charging power.

[0089] In practical implementation, for the engine, since the generator needs to perform power conversion, when the maximum engine power is greater than the maximum generator power, it can only output the maximum generator power. Furthermore, because the generator does not automatically generate power, when the maximum engine power is less than or equal to the maximum generator power, the generator output power can only equal the maximum engine power when the conversion rate reaches an ideal 100%. In actual use, the conversion rate cannot reach 100%, so the generator output power will always be less than the maximum engine power. Therefore, the smaller value between the maximum engine power and the maximum generator power is the maximum power output that the engine can provide. To ensure that the power demand of the vehicle can be followed even when the battery is depleted, and to guarantee the vehicle's power and drivability, the maximum series charging power that can be provided is determined based on the condition when the battery needs to be charged at the maximum charging power. Subtracting the maximum charging power from the minimum value between the maximum engine power and the maximum generator power gives the current maximum available charging power, which needs to be determined in mode four of the series hybrid system. This method can meet the needs of most operating conditions to the greatest extent. Determining the current maximum available charging power is a constraint on the power demand of the entire vehicle. Limiting the driver's power demand within a certain range can prevent situations where the vehicle cannot be provided with sufficient power. Even if such a situation occurs, a warning can be issued based on the current maximum available charging power to inform the user to stop further increasing the driver's power demand.

[0090] It should be noted that if it is certain that the battery has sufficient charge and the required charging power is 0, under the operating condition of mode three of the series hybrid system, the maximum available charging power that the vehicle can provide at present is the sum of the minimum value between the maximum engine power and the maximum generator power and the maximum discharge power of the power battery.

[0091] In some embodiments, such as Figure 7 As shown, the first target charging power is determined based on the current maximum available charging power and the vehicle's required power, including:

[0092] Step 701: Compare the current maximum available charging power with the vehicle's required power.

[0093] In practice, comparing the current maximum available charging power with the vehicle's required power can determine whether the vehicle's required power can be followed.

[0094] Step 702: In response to the current maximum available charging power being greater than or equal to the vehicle's required power, determine the vehicle's required power as the first target charging power.

[0095] In practical implementation, when the current maximum available charging power is greater than or equal to the vehicle's required power, it means that power following can be achieved. The vehicle's required power is determined as the first target charging power for output to meet the vehicle's power requirements and realize the vehicle's driving power and drivability.

[0096] Step 703: In response to the fact that the current maximum available charging power is less than the power required by the vehicle, the current maximum available charging power is determined as the first target charging power.

[0097] In practice, when the current maximum available charging power is less than the vehicle's required power, it indicates that power following may be difficult. The current maximum available charging power is then set as the first target charging power for output, and a power deficiency alarm is triggered to alert the user. It should be noted that after receiving the alarm, the user can choose not to charge the battery, effectively reducing the battery charging demand in the vehicle's power requirements to zero. Furthermore, the engine's output does not need to be diverted to the battery side. If the battery has sufficient charge to provide its maximum discharge power, theoretically, the maximum additional charging and discharging power can be provided to meet the driver's power needs, thus achieving greater power following. However, this requires ensuring that battery charging is disabled and the battery has sufficient charge.

[0098] In some embodiments, such as Figure 8 As shown, the control motor outputs power according to the vehicle's required power and a preset power tier, including:

[0099] Step 801: Determine multiple consecutive power ranges based on the power ladder. Each power range includes a lower boundary output power and an upper boundary output power.

[0100] In a specific implementation, for example, the power ranges [0,7], [7,12] and [12,20] represent the three consecutive optimal fuel economy regions corresponding to the power steps. For the power range [7,12], the lower boundary output power is 7kw and the upper boundary output power is 12kw.

[0101] Step 802: Determine the target power range within which the vehicle's required power falls.

[0102] In practice, for any given power range, if the vehicle's required power is greater than the lower boundary output power of that power range and less than or equal to the upper boundary output power of that power range, then that power range is determined as the target power range. For example, if the vehicle's required power is 10kW, then the target power range is [7,12].

[0103] Step 803: Determine the upper boundary output power of the target power range as the second target charging power, and control the motor to output power according to the second target charging power.

[0104] In specific implementation, for example, when the vehicle's power demand is greater than 7kW, the target power range is [7, 12], entering the second optimal fuel economy zone, where the second target charging power is 12kW; when the vehicle's power demand is greater than 12kW, it enters the power range [12, 20], entering the third optimal fuel economy zone, where the second target charging power is 20kW. In the power tiered mode, the vehicle consistently outputs power at the lowest fuel consumption, achieving fuel economy. Fuel economy is commonly measured by the fuel consumption per 100 kilometers under certain operating conditions, or the distance a vehicle can travel with a certain amount of fuel.

[0105] In some embodiments, the power control method further includes:

[0106] In response to the vehicle being in power tiered mode and the current maximum available charging power being less than the upper boundary output power of the target power range, the current maximum available charging power is determined as the second target charging power.

[0107] In practice, if it is impossible to switch to power following mode under power tier mode, and the current maximum available charging power is less than the upper boundary output power of the target power range, the current maximum available charging power is determined as the second target charging power. This sacrifices fuel economy to achieve power and drivability, prioritizing the satisfaction of user needs.

[0108] In some embodiments, the power control method further includes:

[0109] When the vehicle is in power follow mode and the vehicle does not meet the power activation condition and pedal activation condition, timing begins and the timing duration is obtained;

[0110] When the timing duration is less than or equal to a preset duration threshold, the vehicle is controlled to maintain power follow mode;

[0111] If the timing duration exceeds a preset threshold, the vehicle will exit power follow mode.

[0112] In practice, the power-following mode will not continue indefinitely. Therefore, it is necessary to assume an exit condition for the power-following mode, which is to exit when the vehicle fails to meet the power activation condition and the pedal activation condition for a preset duration threshold. If either the power activation condition or the pedal activation condition is met during the timing, the timing will stop and the power-following mode will continue to be maintained. This avoids frequent switching between the power-following mode and the power-tiered mode and ensures driving stability.

[0113] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described.

[0114] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0115] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides a power control device.

[0116] refer to Figure 9 The power control device includes:

[0117] The information acquisition module 10 is configured to acquire the vehicle's required power and the accelerator pedal status information in real time.

[0118] Condition judgment module 20 is configured to: determine whether the vehicle meets the power following condition based on the vehicle's required power and pedal status information;

[0119] The follower output module 30 is configured to: enter the power follower mode in response to the vehicle meeting the power follower conditions, and control the motor to output power according to the power demand of the vehicle.

[0120] The stepped output module 40 is configured to: in response to the vehicle not meeting the power following condition, enter the power stepped mode and control the motor to output power according to the vehicle's required power and the preset power steps.

[0121] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

[0122] The apparatus of the above embodiments is used to implement the corresponding power control method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0123] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the power control method described in any of the above embodiments.

[0124] Figure 10 This embodiment illustrates a more specific hardware structure of an electronic device, which may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0125] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0126] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0127] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0128] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0129] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0130] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0131] The electronic devices described above are used to implement the corresponding power control methods in any of the foregoing embodiments and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0132] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a non-transitory computer-readable storage medium that stores computer instructions for causing the computer to execute the power control method as described in any of the above embodiments.

[0133] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0134] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the power control method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0135] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a vehicle, the vehicle including the power control device in the above embodiments, the device being used to execute the power control method as described in any of the above embodiments, and having the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0136] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application (including the claims) is limited to these examples; within the framework of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in the details for the sake of brevity.

[0137] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0138] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0139] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. A power control method, characterized in that, include: Real-time acquisition of vehicle power demand and accelerator pedal status information; Determine whether the vehicle meets the power following condition based on the overall vehicle power requirement and the pedal status information; The pedal status information includes the pedal opening degree and the rate of change of opening degree; determining whether the vehicle meets the power following condition based on the vehicle's required power and the pedal status information includes: Obtain the power activation threshold, opening degree activation threshold, and rate of change activation threshold; In response to the vehicle's required power being greater than or equal to the power activation threshold, it is determined that the vehicle meets the power activation condition; In response to the opening degree being greater than or equal to the opening degree activation threshold and the opening degree change rate being greater than or equal to the change rate activation threshold, it is determined that the vehicle meets the pedal activation condition; In response to the vehicle satisfying the power activation condition and / or the pedal activation condition, it is determined that the vehicle satisfies the power following condition; In response to the vehicle meeting the power following condition, the vehicle enters the power following mode and controls the electric motor to output power according to the power demand of the vehicle. In response to the vehicle not meeting the power following condition, the system enters the power tier mode and controls the electric motor to output power according to the vehicle's required power and the preset power tier. The second target charging power is determined based on the required power of the vehicle, and the motor is controlled to output according to the second target charging power.

2. The method according to claim 1, characterized in that, The step of determining whether the vehicle meets the power following condition based on the vehicle's required power and the pedal status information includes: In response to the vehicle not meeting the power activation condition and not meeting the pedal activation condition, it is determined that the vehicle does not meet the power following condition.

3. The method according to claim 1, characterized in that, The control of the electric motor to output power according to the power demand of the vehicle includes: Determine the current maximum available charging power; The first target charging power is determined based on the current maximum available charging power and the vehicle's required power. The motor is controlled to output power according to the first target charging power. Determining the current maximum available charging power includes: Determine the engine's maximum engine power; Determine the maximum generating capacity of the generator; Determine the maximum charging power of the power battery; The current maximum available charging power is determined based on the minimum of the maximum engine power and the maximum power generation, and the maximum charging power.

4. The method according to claim 3, characterized in that, Determining the first target charging power based on the current maximum available charging power and the vehicle's required power includes: Compare the current maximum available charging power with the vehicle's required power. In response to the current maximum available charging power being greater than or equal to the vehicle's required power, the vehicle's required power is determined as the first target charging power; In response to the fact that the current maximum available charging power is less than the vehicle's required power, the current maximum available charging power is determined as the first target charging power.

5. The method according to claim 1, characterized in that, The control of the electric motor to output power according to the vehicle's required power and a preset power tier includes: Multiple consecutive power intervals are determined based on the power ladder, and each power interval includes a lower boundary output power and an upper boundary output power. Determine the target power range within which the required power of the vehicle falls; The upper boundary output power of the target power range is determined as the second target charging power, and the motor is controlled to output power according to the second target charging power.

6. The method according to claim 5, characterized in that, Also includes: In response to the vehicle being in the power tiered mode and the current maximum available charging power being less than the upper boundary output power of the target power range, the current maximum available charging power is determined as the second target charging power.

7. The method according to claim 2, characterized in that, Also includes: In response to the vehicle being in the power follow mode and the vehicle not meeting the power activation condition and the pedal activation condition, timing begins and the timing duration is obtained; In response to the timing duration being less than or equal to a preset duration threshold, the vehicle is controlled to maintain the power following mode; In response to the timing duration exceeding a preset duration threshold, the vehicle is controlled to exit the power-following mode.

8. A power control device, characterized in that, include: The information acquisition module is configured to acquire real-time information on the vehicle's required power and the accelerator pedal's status. The condition judgment module is configured to: determine whether the vehicle meets the power following condition based on the vehicle's required power and the pedal state information; wherein, the pedal state information includes the pedal opening degree and the rate of change of opening degree; the step of determining whether the vehicle meets the power following condition based on the vehicle's required power and the pedal state information includes: Obtain the power activation threshold, opening degree activation threshold, and rate of change activation threshold; In response to the vehicle demand power being greater than or equal to the power activation threshold, the opening degree being greater than or equal to the opening activation threshold, and the opening degree change rate being greater than or equal to the change rate activation threshold, it is determined that the power following condition is met. The follow output module is configured to: in response to the vehicle meeting the power follow condition, enter the power follow mode and control the motor to output power according to the power demand of the vehicle; The stepped output module is configured to: in response to the vehicle not meeting the power following condition, enter the power stepped mode and control the motor to output power according to the vehicle's required power and the preset power steps.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 7.

10. A vehicle, characterized in that, Includes the apparatus as described in claim 8.

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