A driving power generation method, device, equipment and engineering vehicle

Abstract

The present application provides a driving power generation method, device, equipment and engineering vehicle, wherein the driving power generation method includes: when the vehicle is in the driving power generation mode, obtaining the engine demand torque percentage; when the engine demand torque percentage is less than a first threshold, determining the target power generation according to a preset first mapping relationship; and controlling the generator to generate electricity according to the target power generation. The technical solution of the present application can dynamically adjust the generator power generation according to the engine demand torque percentage, which can not only enable the generator to generate electricity in the engine's optimal energy efficiency range, so that the engine consumes less fuel while providing mechanical energy to the generator, but also enable the generator to generate electricity in its own higher efficiency range, so that the generator consumes less mechanical energy while generating electricity, thereby achieving efficiency matching between the generator and the engine, improving power generation efficiency and fuel utilization, and reducing vehicle fuel consumption.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a vehicle power generation method, device, equipment and an engineering vehicle. Background Art

[0002] Hybrid vehicles refer to vehicles that use an engine and an electric motor as power sources, which can not only meet the requirements of vehicle power performance, but also reduce fuel consumption and emissions. In recent years, with the increasing awareness of environmental protection and the increasing pressure of energy shortage, hybrid vehicles have gradually become a hot topic in the vehicle field due to their many advantages. Among them, the power generation system is an important part of hybrid vehicles. It can convert the vehicle's kinetic energy into electrical energy to charge the power battery, thereby improving energy utilization.

[0003] Engineering vehicles also mostly use hybrid power. Compared with ordinary vehicles, in order to meet the power needs of heavy engineering projects, engineering vehicles have higher requirements on the energy utilization rate of the power generation system.

[0004] At present, the generator of hybrid vehicles usually adopts constant power generation or constant torque generation when generating electricity while driving. This driving power generation method does not take into account the efficiency matching between the generator and the engine, resulting in low power generation efficiency, affecting fuel utilization and fuel consumption. Summary of the invention

[0005] In view of this, the present application provides a driving power generation method, device, equipment and engineering vehicle, which can dynamically adjust the power generation of the generator according to the engine required torque percentage to achieve efficiency matching between the generator and the engine.

[0006] According to a first aspect of an embodiment of the present application, a driving power generation method is provided, which is applied to a vehicle, and includes:

[0007] When the vehicle is in a driving power generation mode, obtaining an engine demand torque percentage, wherein the engine demand torque percentage represents a ratio relationship between the engine demand torque and the engine maximum torque;

[0008] When the engine required torque percentage is less than a first threshold, the target power generation is determined according to a preset first mapping relationship; wherein the first mapping relationship represents a corresponding relationship between the engine required torque percentage and the power generation percentage; the first mapping relationship is used to control the engine to operate at a first energy efficiency and / or control the generator to operate at a second energy efficiency, the first energy efficiency is higher than a preset first energy efficiency threshold, and the second energy efficiency is higher than a preset second energy efficiency threshold; the power generation percentage represents a ratio between the power generation of the generator and the rated power of the generator;

[0009] The generator is controlled to generate electricity according to the target power generation.

[0010] Optionally, the method further includes:

[0011] When the engine required torque percentage is greater than or equal to the first threshold, the target power generation power is determined to be zero.

[0012] Optionally, before obtaining the engine required torque percentage, the method further includes:

[0013] Acquiring a first state parameter of the vehicle, the first state parameter including a battery state of charge, a vehicle speed, and a vehicle gear signal;

[0014] It is determined whether the vehicle is in a driving power generation mode according to the first state parameter.

[0015] Optionally, determining the target power generation according to a preset first mapping relationship includes:

[0016] Determining a first generated power according to a preset first mapping relationship;

[0017] Acquire a maximum allowable charging power of the battery, where the maximum allowable charging power indicates a maximum power at which the battery can be safely charged;

[0018] The first generated power is compared with the maximum allowable charging power, and according to the comparison result, a smaller power between the first generated power and the maximum allowable charging power is determined as the target generated power.

[0019] Optionally, the corresponding relationship between the engine required torque percentage and the power generation percentage is a linear relationship, and the linear relationship is determined based on a first preset relationship and a first preset parameter, wherein:

[0020] The first preset relationship indicates that when the engine demand torque percentage is zero, the power generation percentage is 100%;

[0021] The first preset parameter represents the change rate of the power generation percentage relative to the engine required torque percentage, and the first preset parameter is a negative value.

[0022] Optionally, the first preset parameter is obtained by calibrating the fuel saving rate of the test vehicle under the same working conditions;

[0023] The fuel saving rate represents the ratio between the fuel consumption and mileage of the test vehicle under the operating conditions, wherein the operating conditions include environmental conditions, driving conditions, and a change in the battery state of charge, wherein the change in the battery state of charge represents the degree of change between the power battery state of charge before the test and the power battery state of charge after the test.

[0024] According to a second aspect of an embodiment of the present application, a vehicle-mounted power generation device is provided, comprising:

[0025] A data acquisition unit, used to acquire the engine demand torque percentage when the vehicle is in the driving power generation mode, wherein the engine demand torque percentage represents the ratio between the engine demand torque and the engine maximum torque;

[0026] A data processing unit, configured to determine a target power generation power according to a preset first mapping relationship when the engine required torque percentage is less than a first threshold value; wherein the first mapping relationship indicates a corresponding relationship between the engine required torque percentage and the power generation power percentage; the first mapping relationship is used to control the engine to operate at a first energy efficiency and / or control the generator to operate at a second energy efficiency, the first energy efficiency being higher than a preset first energy efficiency threshold value, and the second energy efficiency being higher than a preset second energy efficiency threshold value; the power generation power percentage indicates a ratio relationship between the power generation power of the generator and the rated power of the generator;

[0027] The control unit is used to control the generator to generate electricity according to the target power generation.

[0028] Optionally, the device further comprises:

[0029] The power generation mode judgment unit is used to obtain a first state parameter of the vehicle, wherein the first state parameter includes a battery state of charge, a vehicle speed, and a vehicle gear signal; and judge whether the vehicle is in a driving power generation mode according to the first state parameter.

[0030] According to a third aspect of an embodiment of the present application, there is provided a vehicle-mounted power generation device, comprising:

[0031] A processor, and a memory connected to the processor;

[0032] The memory is used to store computer programs;

[0033] The processor is used to call and execute the computer program in the memory to perform the vehicle-driven power generation method as described in the first aspect of the embodiment of the present application.

[0034] According to a fourth aspect of an embodiment of the present application, there is provided an engineering vehicle, comprising: the vehicle-operated power generation equipment as described in the third aspect of an embodiment of the present application.

[0035] The driving power generation method provided in the present application obtains the engine demand torque percentage when the vehicle is in the driving power generation mode, and the engine demand torque percentage represents the ratio between the engine demand torque and the engine maximum torque; then when the engine demand torque percentage is less than a first threshold, the target power generation power is determined according to a preset first mapping relationship; wherein the first mapping relationship represents the correspondence between the engine demand torque percentage and the power generation power percentage; the first mapping relationship is used to control the engine to operate at a first energy efficiency and / or control the generator to operate at a second energy efficiency, the first energy efficiency is higher than a preset first energy efficiency threshold, and the second energy efficiency is higher than a preset second energy efficiency threshold; the power generation power percentage represents the ratio between the generator power generation power and the generator rated power; finally, the generator is controlled to generate electricity according to the target power generation power.

[0036] The technical solution proposed in the present application can dynamically adjust the power generation of the generator according to the percentage of torque required by the engine. It can not only enable the generator to generate electricity in the optimal energy efficiency range of the engine, so that the engine can provide mechanical energy to the generator while consuming less fuel, but also enable the generator to generate electricity in its own higher efficiency range, so that the generator can generate electricity while consuming less mechanical energy, thereby achieving efficiency matching between the generator and the engine, improving power generation efficiency and fuel utilization, and reducing vehicle fuel consumption. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying any creative work.

[0038] Figure 1 A schematic flow chart of a vehicle-based power generation method provided in an embodiment of the present application.

[0039] Figure 2 A schematic flow chart of another vehicle-driven power generation method provided in an embodiment of the present application.

[0040] Figure 3 A schematic structural diagram of a vehicle-mounted power generation device provided in an embodiment of the present application.

[0041] Figure 4 A schematic structural diagram of a vehicle-mounted power generation device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0042] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0043] Hybrid vehicles refer to vehicles that use an engine and an electric motor as power sources, which can not only meet the requirements of vehicle power performance, but also reduce fuel consumption and emissions. In recent years, with the increasing awareness of environmental protection and the increasing pressure of energy shortage, hybrid vehicles have gradually become a hot topic in the vehicle field due to their many advantages. Among them, the power generation system is an important part of hybrid vehicles. It can convert the vehicle's kinetic energy into electrical energy to charge the power battery, thereby improving energy utilization.

[0044] Engineering vehicles also mostly use hybrid power. Compared with ordinary vehicles, in order to meet the power requirements of heavy-duty engineering, engineering vehicles usually have larger battery capacity. Therefore, engineering vehicles place higher requirements on the energy utilization rate of the power generation system.

[0045] At present, the generator of hybrid vehicles usually adopts constant power generation or constant torque generation when generating electricity while driving. This driving power generation method does not take into account the efficiency matching between the generator and the engine, resulting in low power generation efficiency, affecting fuel utilization and fuel consumption.

[0046] The advantage of driving power generation is that it can use the kinetic energy generated by the vehicle when it is driving to provide electricity for the vehicle, thereby reducing the dependence on the vehicle battery, and also reducing the vehicle's fuel consumption and emissions. However, driving power generation will also affect the engine load, which may increase engine wear and fuel consumption. Therefore, when driving power generation, reasonable control needs to be carried out according to the specific situation to achieve the best effect.

[0047] In view of this, the present application provides a driving power generation method, device, equipment and engineering vehicle, which can dynamically adjust the power generation power of the generator according to the engine required torque percentage to achieve efficiency matching between the generator and the engine, which will be described in detail one by one in the following embodiments.

[0048] The driving power generation method provided in the embodiment of the present application is applied to a scenario where a vehicle is in a driving power generation mode during driving, and is executed by the vehicle in the scenario, specifically by a driving power generation device on the vehicle, which may be a vehicle controller.

[0049] In the embodiments of the present application, in terms of power type, the vehicle can be a hybrid vehicle, such as a hybrid vehicle with an engine as the main power source, or a traditional fuel vehicle; in terms of purpose, the vehicle can be an engineering vehicle, such as a mixer truck, crane, excavator, earth-moving machine, etc., or it can be a vehicle for other purposes.

[0050] The driving power generation mode can be understood as a mode in which the engine drives the generator to rotate and generate electricity to charge the vehicle battery in order to maintain electrical balance when the battery power is low during driving. Specifically, the engine and the generator are connected through a transmission system. During operation, the engine drives the generator to rotate through the transmission system. At this time, the generator uses the principle of electromagnetic induction to convert the mechanical energy generated by the engine into electrical energy, and outputs it to the vehicle battery to charge the battery.

[0051] Please refer to Figure 1 , Figure 1 A schematic diagram of a flow chart of a vehicle power generation method provided in an embodiment of the present application. Figure 1 As shown, the vehicle-driven power generation method of this embodiment includes the following steps S101-S103:

[0052] S101. When the vehicle is in a driving power generation mode, obtain a percentage of engine required torque.

[0053] The engine demand torque percentage represents the ratio between the engine demand torque and the engine maximum torque.

[0054] The engine demand torque can be understood as the torque that the engine needs to output under specific working conditions. The torque output by the engine is used to provide mechanical energy for vehicle driving and / or to provide mechanical energy for generator power generation. When the vehicle is in driving power generation mode, the engine demand torque = the power torque used by the engine to provide mechanical energy for vehicle driving + the power generation torque used by the engine to provide mechanical energy for generator power generation.

[0055] Optionally, the engine demand torque can be determined based on the throttle opening, which can be understood as the degree to which the engine throttle is opened, usually expressed as a percentage. The throttle opening can be determined based on factors such as the output of the accelerator pedal, the vehicle speed, and the vehicle load.

[0056] Preferably, factors such as throttle opening, friction loss, smoke control, noise control, etc. may be comprehensively considered, and the engine required torque may be determined based on the above factors.

[0057] The maximum engine torque may be understood as the maximum torque that the engine can output under current operating conditions, and may be determined based on a pre-calibrated engine MAP diagram.

[0058] As an optional implementation method, the engine required torque percentage can be obtained by communicating with the engine electronic control unit. The communication method can be wired communication or wireless communication, for example, communication can be performed in the form of messages via a CAN bus.

[0059] S102: When the engine required torque percentage is less than a first threshold, determine a target power generation power according to a preset first mapping relationship.

[0060] Among them, the first mapping relationship represents the corresponding relationship between the engine demand torque percentage and the power generation percentage; the first mapping relationship is used to control the engine to operate at a first energy efficiency and / or control the generator to operate at a second energy efficiency, the first energy efficiency is higher than a preset first energy efficiency threshold, and the second energy efficiency is higher than a preset second energy efficiency threshold; the power generation percentage represents the ratio between the generator power generation and the generator rated power.

[0061] The first threshold value can be understood as a preset threshold value of the engine demand torque percentage. When the engine demand torque percentage exceeds the threshold value, the engine load is too large. If the engine is used to drive the generator to generate electricity, it will bring a larger load, increase the engine fuel consumption rate, and reduce the engine efficiency. Optionally, when the engine demand torque percentage is greater than or equal to the first threshold value, the engine is not used to drive the generator to generate electricity, and the target power generation is determined to be zero. Optionally, the first threshold value can be 100%.

[0062] The first energy efficiency threshold can be understood as a preset energy efficiency threshold of the engine. When the engine works at a first energy efficiency higher than the first energy efficiency threshold, the fuel consumption rate of the engine is low. The fuel consumption rate of the engine refers to the power that the engine can generate for each certain amount of fuel consumed. The lower the fuel consumption rate of the engine, the better the fuel economy of the engine, that is, when the engine works at the first energy efficiency, the engine is in a better energy efficiency range, saving fuel consumption.

[0063] The second energy efficiency threshold can be understood as a pre-set threshold of the generator's power generation efficiency. When the generator works at a second energy efficiency higher than the second energy efficiency threshold, the generator's power generation efficiency is higher. The power generation efficiency of a generator refers to the ratio between the electrical energy output by the generator and the mechanical energy consumed by the generator. The higher the power generation efficiency of the generator, the higher the energy conversion efficiency of the generator. That is, when the generator works at the second energy efficiency, the generator works in a higher efficiency range, and can more effectively convert mechanical energy into electrical energy, reducing the mechanical energy required to output the same electrical energy, thereby reducing the amount of fuel required to output the same electrical energy.

[0064] The first mapping relationship is a preset correspondence between the engine required torque percentage and the power generation percentage, which can be obtained by calibration through multiple bench tests.

[0065] The first mapping relationship can control the engine to work at a first energy efficiency higher than a preset first energy efficiency threshold. The target power generation is determined according to the engine demand torque percentage and the preset first mapping relationship. The size of the target power generation of the generator can be dynamically adjusted according to the size of the current engine demand torque percentage. The size of the target power generation of the generator directly affects the target power generation torque of the generator, which in turn affects the engine demand torque and the engine demand torque percentage. In this cycle, the engine demand torque can be controlled to be within a suitable range. Within this range, the engine works in a better energy efficiency range and the fuel consumption rate is relatively low.

[0066] The first mapping relationship can control the generator to operate at a second energy efficiency higher than a preset second energy efficiency threshold. The target power generation can be determined according to the engine required torque percentage and the preset first mapping relationship, and the target power generation can be controlled to be within a preset range, and the generator can be controlled to generate power according to the power generation within the range, so that the generator can operate in a relatively high efficiency range, have a high energy conversion rate, reduce the mechanical energy required to output the same electrical energy, and thus reduce the amount of fuel required to output the same electrical energy.

[0067] Preferably, the first mapping relationship can not only control the engine to operate at a first energy efficiency higher than a preset first energy efficiency threshold, but also simultaneously control the generator to operate at a second energy efficiency higher than a preset second energy efficiency threshold. Then, by determining the target power generation power according to the engine required torque percentage and the first mapping relationship, the engine can be controlled to operate in a better energy efficiency range, and the generator can be controlled to operate in a relatively high efficiency range, thereby reducing vehicle fuel consumption.

[0068] The first mapping relationship can be set by an engineer in the vehicle's internal storage space before the vehicle leaves the factory, or it can be stored in the cloud, and online data acquisition is performed through wireless network communication during the vehicle's commissioning phase, and the acquired first mapping relationship is stored in the vehicle's internal storage space. When executing the vehicle-driven power generation method provided in the embodiment of the present application, the first mapping relationship can be directly acquired from the vehicle's internal storage space.

[0069] After obtaining the engine required torque percentage and the first mapping relationship, the power generation percentage corresponding to the engine required torque percentage can be determined based on the correspondence between the engine required torque percentage and the power generation percentage, and the target power generation can be determined based on the power generation percentage and the rated power of the generator.

[0070] Furthermore, the target power generation power can be determined in combination with the maximum allowable charging power of the battery, thereby ensuring the charging safety and service life of the battery. Specifically, according to the preset first mapping relationship, determining the target power generation power can include the following steps:

[0071] A1. Determine a first generated power according to a preset first mapping relationship.

[0072] The first power generation power is determined according to the corresponding relationship between the engine required torque percentage and the power generation power percentage.

[0073] The specific content of step A1 can refer to the aforementioned content in step S102, which will not be repeated here.

[0074] A2. Obtain the maximum allowable charging power of the battery, where the maximum allowable charging power indicates the maximum power at which the battery can be safely charged.

[0075] The maximum power for safe charging of the battery can be understood as if the charging power of the battery exceeds this power, it will affect the charging safety and service life of the battery.

[0076] Optionally, the battery charging information sent by the battery management system can be received in real time, and the continuous charging current or the maximum allowable charging current of the battery can be determined accordingly, and then the maximum allowable charging power of the battery can be determined through the continuous charging current or the maximum allowable charging current of the battery.

[0077] Optionally, the maximum allowable charging power of the battery may be directly obtained from the battery management system.

[0078] A3. Compare the first generated power with the maximum allowable charging power, and determine the smaller power between the first generated power and the maximum allowable charging power as the target generated power according to the comparison result.

[0079] After obtaining the first generated power and the maximum allowable charging power of the battery, the first generated power and the maximum allowable charging power of the battery are compared, and the smaller power value of the first generated power and the maximum allowable charging power of the battery is selected as the target generated power.

[0080] S103: Control the generator to generate electricity according to the target power generation.

[0081] After the target power generation is determined, the generator is controlled to generate power according to the target power generation.

[0082] Specifically, after determining the target power generation, the current speed of the generator is obtained, and the target power generation torque of the generator is determined according to the target power generation and the current speed of the generator. Then, the generator is controlled to generate electricity according to the target power generation torque. At this time, the power generation of the generator is the target power generation.

[0083] As an optional implementation method, the target power generation or target power generation torque can be sent to the generator electronic control unit in real time through a communication network. For example, the target power generation or target power generation torque can be sent to the generator electronic control unit in the form of a message through a CAN bus. After receiving the target power generation or target power generation torque, the engine electronic control unit controls the generator to generate electricity according to the target power generation torque. At this time, the power generation of the generator is the target power generation.

[0084] The driving power generation method provided in the present application obtains the engine demand torque percentage when the vehicle is in the driving power generation mode, and the engine demand torque percentage represents the ratio between the engine demand torque and the engine maximum torque; then when the engine demand torque percentage is less than a first threshold, the target power generation power is determined according to a preset first mapping relationship; wherein the first mapping relationship represents the correspondence between the engine demand torque percentage and the power generation power percentage; the first mapping relationship is used to control the engine to operate at a first energy efficiency and / or control the generator to operate at a second energy efficiency, the first energy efficiency is higher than a preset first energy efficiency threshold, and the second energy efficiency is higher than a preset second energy efficiency threshold; the power generation power percentage represents the ratio between the generator power generation power and the generator rated power; finally, the generator is controlled to generate electricity according to the target power generation power.

[0085] The technical solution proposed in the present application can dynamically adjust the power generation of the generator according to the percentage of torque required by the engine. It can not only enable the generator to generate electricity in the optimal energy efficiency range of the engine, so that the engine can provide mechanical energy to the generator while consuming less fuel, but also enable the generator to generate electricity in its own higher efficiency range, so that the generator can generate electricity while consuming less mechanical energy, thereby achieving efficiency matching between the generator and the engine, improving power generation efficiency and fuel utilization, and reducing vehicle fuel consumption.

[0086] As an optional implementation, the correspondence between the engine required torque percentage and the power generation percentage represented by the first mapping relationship is a linear relationship, and the linear relationship is determined based on a first preset relationship and a first preset parameter.

[0087] Among them, the first preset relationship indicates that when the percentage of engine demand torque is zero, the percentage of power generation is 100%. During vehicle driving, if the driver releases the accelerator pedal, the vehicle drives by inertia, the engine throttle opening gradually decreases until it is zero, the engine demand torque is zero, and the generator relies on the mechanical energy generated by the vehicle inertia to generate electricity, without consuming fuel, and the total power generation efficiency is the highest. The total power generation efficiency can be understood as the ratio between the electrical energy output by the generator and the amount of fuel used for power generation. Therefore, the first preset relationship is set to when the percentage of engine demand torque is zero, the percentage of power generation is 100%, that is, the generator generates electricity at maximum capacity according to the rated power.

[0088] The first preset parameter represents the rate of change of the power generation percentage relative to the engine demand torque percentage. The first preset parameter is a negative value, that is, when the engine demand torque percentage is in the range of zero to the first threshold (excluding the first threshold), the power generation percentage of the generator gradually decreases as the engine demand torque percentage increases. The first preset parameter can be obtained by matching the generator map and the external characteristics of the engine, or by calibrating the fuel saving rate of the test vehicle under the same working conditions.

[0089] For example, when the engine demand torque is small in a certain time window, the engine demand torque percentage is also small. According to the linear relationship between the engine demand torque percentage and the power generation percentage, a larger power generation percentage can be determined, and a larger power generation torque is determined based on the power generation percentage, so that the engine demand torque in the time window is increased accordingly; and when the engine demand torque is large in another time window, the engine demand torque percentage is also large. According to the linear relationship between the engine demand torque percentage and the power generation percentage, a smaller power generation percentage can be determined, and a smaller power generation torque is determined based on the power generation percentage, so that the engine demand torque in the time window is reduced accordingly. Therefore, by controlling the engine demand torque, the engine can operate in a better energy efficiency range, that is, the first energy efficiency higher than the first energy efficiency threshold.

[0090] In addition, by controlling the value of the first preset relationship and the first preset parameter, the value range of the generator power percentage can be controlled, and the generator power can be controlled within a range with higher power generation efficiency, that is, the generator is controlled to operate at a second energy efficiency higher than the second threshold.

[0091] Optionally, the first preset parameter is calibrated according to the fuel saving rate of the test vehicle under the same operating conditions.

[0092] The fuel saving rate represents the ratio between the fuel consumption and the mileage of the test vehicle under the working conditions. The higher the fuel saving rate, the lower the fuel consumption of the vehicle for the same mileage.

[0093] The operating conditions include environmental conditions, driving conditions, and a battery state of charge change, wherein the battery state of charge change indicates a degree of change between the power battery state of charge before the test and the power battery state of charge after the test.

[0094] The calibration of the first preset parameter may be completed through multiple bench tests, where the bench test may be understood as a simulated trial run test performed using test facilities built in a laboratory or factory.

[0095] During the bench test process, in each bench test, the operating conditions of the test vehicle are the same as those in other bench tests, and the first preset parameters are different from those in other bench tests. The fuel saving rate of the test vehicle in each bench test is determined separately, and the bench test with the highest fuel saving rate is selected from multiple bench tests, and the first preset parameters set in the bench test with the highest fuel saving rate are used as the final calibration results.

[0096] like Figure 2 As shown, the embodiment of the present application provides another driving power generation method, such as Figure 2 As shown, the vehicle power generation method provided in the embodiment of the present application includes steps S201-S209:

[0097] S201. Acquire a first state parameter of a vehicle, where the first state parameter includes a battery state of charge, a vehicle speed, and a vehicle gear signal.

[0098] The state of charge of the battery can be understood as the ratio between the electric energy stored in the battery and its maximum storable electric energy, which is used to characterize the state of charge of the battery and is usually expressed as a percentage. The higher the state of charge, the better the battery's state of charge. For example, a battery's state of charge of 50% means that it has stored half of its maximum energy storage in the battery.

[0099] The vehicle gear position signal can be understood as the status information of each gear position in the vehicle gearbox, including a neutral signal and a non-neutral signal. The neutral signal can be understood as the signal generated when the shift lever in the vehicle gearbox is in the "neutral" state. The non-neutral signal can be understood as the signal generated when the shift lever in the vehicle gearbox is in a state other than "neutral".

[0100] Specifically, the first state parameter can be obtained by communicating with each vehicle electronic control unit, for example, the battery state of charge can be obtained by communicating with the battery management system, the vehicle gear signal can be obtained by communicating with the transmission control system, and the vehicle speed can be obtained by communicating with the vehicle electronic control system or the vehicle navigation system.

[0101] S202: Determine whether the vehicle is in a driving power generation mode according to the first state parameter.

[0102] The first state parameter includes a battery state of charge, a vehicle speed, and a vehicle gear signal.

[0103] When the state of charge of the vehicle battery is less than the second threshold, the vehicle speed is greater than the third threshold, and the vehicle gear signal is not a neutral signal, it is determined that the vehicle is in the driving power generation mode and step S203 is executed; otherwise, it is determined that the vehicle is not in the driving power generation mode and step S209 is executed to end the process.

[0104] Optionally, the second threshold may be 65%, and the third threshold may be 10 km / h.

[0105] S203: Obtain an engine required torque percentage, where the engine required torque percentage represents a ratio between the engine required torque and the engine maximum torque.

[0106] The specific content of step S203 can refer to the content of step S101, which will not be repeated here.

[0107] S204: Determine whether the engine required torque percentage is less than a first threshold.

[0108] The first threshold can be understood as a pre-set threshold of the engine demand torque percentage. When the engine demand torque percentage exceeds the threshold, the engine load is too large. If the engine is used to drive the generator to generate electricity, it will bring a greater load, increase the engine fuel consumption rate, and reduce the engine efficiency.

[0109] The acquired engine demand torque percentage is compared with a preset first threshold. If the engine demand torque percentage is less than the first threshold, step S205 is executed; if the engine demand torque percentage is greater than or equal to the first threshold, step S206 is executed.

[0110] Optionally, the first threshold may be 100%.

[0111] S205. When the engine required torque percentage is less than a first threshold value, the target power generation is determined according to a preset first mapping relationship; wherein the first mapping relationship represents the correspondence between the engine required torque percentage and the power generation percentage; the first mapping relationship is used to control the engine to operate at a first energy efficiency and / or control the generator to operate at a second energy efficiency, the first energy efficiency is higher than a first energy efficiency threshold, and the second energy efficiency is higher than a second energy efficiency threshold; the power generation percentage represents the ratio between the generator power generation and the generator rated power.

[0112] The specific content of step S205 can refer to the content of step S102, which will not be repeated here. After executing step S205, step S207 is executed.

[0113] S206: When the engine required torque percentage is greater than or equal to the first threshold, determine that the target power generation power is zero.

[0114] The specific content of step S206 can refer to the content of step S102, which will not be repeated here. After executing step S206, step S207 is executed.

[0115] S207: Control the generator to generate electricity according to the target power generation.

[0116] The specific content of step S207 can refer to the content of step S103, which will not be repeated here.

[0117] S208: Determine whether it is necessary to exit the driving power generation mode according to the first state parameter.

[0118] When the state of charge of the vehicle battery is greater than the fourth threshold, or the vehicle speed is less than the third threshold, or the vehicle gear signal is a neutral signal, it is determined that the vehicle needs to exit the driving power generation mode, and step S209 is executed to end the process; otherwise, it is determined that the vehicle does not need to exit the driving power generation mode, and the process returns to step S203.

[0119] Optionally, the fourth threshold may be 70%.

[0120] S209, end the process.

[0121] Corresponding to the above-mentioned driving power generation method, the embodiment of the present application also provides a driving power generation device, Figure 3 is a schematic diagram of a vehicle-mounted power generation device provided in an embodiment of the present application. Figure 3 As shown, the vehicle-mounted power generation device may include:

[0122] The data acquisition unit 301 is used to acquire the engine demand torque percentage when the vehicle is in the driving power generation mode, where the engine demand torque percentage represents the ratio between the engine demand torque and the engine maximum torque;

[0123] The data processing unit 302 is used to determine the target power generation according to a preset first mapping relationship when the engine required torque percentage is less than a first threshold value; wherein the first mapping relationship represents the corresponding relationship between the engine required torque percentage and the power generation percentage; the first mapping relationship is used to control the engine to operate at a first energy efficiency and / or control the generator to operate at a second energy efficiency, the first energy efficiency is higher than a preset first energy efficiency threshold value, and the second energy efficiency is higher than a preset second energy efficiency threshold value; the power generation percentage represents the ratio between the power generation of the generator and the rated power of the generator;

[0124] The control unit 303 is used to control the generator to generate electricity according to the target power generation.

[0125] The driving power generation method provided in the present application obtains the engine demand torque percentage when the vehicle is in the driving power generation mode, and the engine demand torque percentage represents the ratio between the engine demand torque and the engine maximum torque; then when the engine demand torque percentage is less than a first threshold, the target power generation power is determined according to a preset first mapping relationship; wherein the first mapping relationship represents the correspondence between the engine demand torque percentage and the power generation power percentage; the first mapping relationship is used to control the engine to operate at a first energy efficiency and / or control the generator to operate at a second energy efficiency, the first energy efficiency is higher than a preset first energy efficiency threshold, and the second energy efficiency is higher than a preset second energy efficiency threshold; the power generation power percentage represents the ratio between the generator power generation power and the generator rated power; finally, the generator is controlled to generate electricity according to the target power generation power.

[0126] The technical solution proposed in the present application can dynamically adjust the power generation of the generator according to the percentage of torque required by the engine. It can not only enable the generator to generate electricity in the optimal energy efficiency range of the engine, so that the engine can provide mechanical energy to the generator while consuming less fuel, but also enable the generator to generate electricity in its own higher efficiency range, so that the generator can generate electricity while consuming less mechanical energy, thereby achieving efficiency matching between the generator and the engine, improving power generation efficiency and fuel utilization, and reducing vehicle fuel consumption.

[0127] Optionally, the device further comprises:

[0128] The power generation mode judgment unit is used to obtain a first state parameter of the vehicle, wherein the first state parameter includes a battery state of charge, a vehicle speed, and a vehicle gear signal; and judge whether the vehicle is in a driving power generation mode according to the first state parameter.

[0129] Optionally, the data processing unit 302 is further configured to:

[0130] When the engine required torque percentage is greater than or equal to the first threshold, the target power generation power is determined to be zero.

[0131] Optionally, when determining the target power generation according to the preset first mapping relationship, the data processing unit 302 is specifically configured to:

[0132] Determining a first generated power according to a preset first mapping relationship;

[0133] Acquire a maximum allowable charging power of the battery, where the maximum allowable charging power indicates a maximum power at which the battery can be safely charged;

[0134] The first generated power is compared with the maximum allowable charging power, and according to the comparison result, a smaller power between the first generated power and the maximum allowable charging power is determined as the target generated power.

[0135] Optionally, the corresponding relationship between the engine required torque percentage and the power generation percentage is a linear relationship, and the linear relationship is determined based on a first preset relationship and a first preset parameter, wherein:

[0136] The first preset relationship indicates that when the engine demand torque percentage is zero, the power generation percentage is 100%;

[0137] The first preset parameter represents the change rate of the power generation percentage relative to the engine required torque percentage, and the first preset parameter is a negative value.

[0138] Optionally, the first preset parameter is obtained by calibrating the fuel saving rate of the test vehicle under the same working conditions;

[0139] The fuel saving rate represents the ratio between the fuel consumption and mileage of the test vehicle under the operating conditions, wherein the operating conditions include environmental conditions, driving conditions, and a change in the battery state of charge, wherein the change in the battery state of charge represents the degree of change between the power battery state of charge before the test and the power battery state of charge after the test.

[0140] The driving power generation device provided in this embodiment belongs to the same application concept as the driving power generation method provided in the above embodiments of this application, and can execute the driving power generation method provided in any of the above embodiments of this application, and has the corresponding functional modules and beneficial effects of executing the driving power generation method. For technical details not fully described in this embodiment, please refer to the specific processing content of the driving power generation method provided in the above embodiments of this application, and will not be repeated here.

[0141] Another embodiment of the present application also provides a vehicle-mounted power generation device, see Figure 4 As shown, the device includes:

[0142] Memory 200 and processor 210;

[0143] The memory 200 is connected to the processor 210 and is used to store programs;

[0144] The processor 210 is used to implement the vehicle-driven power generation method disclosed in any of the above embodiments by running the program stored in the memory 200.

[0145] Specifically, the above-mentioned vehicle-operated power generation device may further include: a bus, a communication interface 220 , an input device 230 and an output device 240 .

[0146] The processor 210, the memory 200, the communication interface 220, the input device 230 and the output device 240 are connected to each other via a bus.

[0147] A bus may include a pathway that transfers information between components of a computer system.

[0148] The processor 210 may be a general-purpose processor, such as a general-purpose central processing unit (CPU), a microprocessor, etc., or an application-specific integrated circuit (ASIC), or one or more integrated circuits for controlling the execution of the program of the scheme of the present invention. It may also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components.

[0149] The processor 210 may include a main processor, and may also include a baseband chip, a modem, and the like.

[0150] The memory 200 stores a program for executing the technical solution of the present invention, and may also store an operating system and other key services. Specifically, the program may include a program code, and the program code includes a computer operation instruction. More specifically, the memory 200 may include a read-only memory (ROM), other types of static storage devices that can store static information and instructions, a random access memory (RAM), other types of dynamic storage devices that can store information and instructions, a disk storage, a flash, and the like.

[0151] The input device 230 may include a device for receiving data and information input by a user, such as a keyboard, a mouse, a camera, a scanner, a light pen, a voice input device, a touch screen, a pedometer, or a gravity sensor.

[0152] Output device 240 may include devices that allow information to be output to a user, such as a display screen, printer, speaker, etc.

[0153] The communication interface 220 may include any transceiver or the like to communicate with other devices or communication networks, such as Ethernet, Radio Access Network (RAN), Wireless Local Area Network (WLAN), etc.

[0154] The processor 210 executes the program stored in the memory 200 and calls other devices, which can be used to implement each step of any vehicle power generation method provided in the above embodiments of the present application.

[0155] Another embodiment of the present application also provides an engineering vehicle, which includes: the driving power generation equipment in the above embodiment. In this embodiment, the engineering vehicle can be a mixer truck, which refers to a special truck used to transport concrete for construction. During the transportation process, the mixing drum will always keep rotating to ensure that the transported concrete will not solidify. The driving power generation equipment of the engineering vehicle can dynamically adjust the power generation power of the generator according to the percentage of the engine's required torque, which can not only enable the generator to generate electricity in the engine's optimal energy efficiency range, so that the engine can provide mechanical energy to the generator while consuming less fuel, but also enable the generator to generate electricity in its own higher efficiency range, so that the generator can generate electricity while consuming less mechanical energy, thereby achieving efficiency matching between the generator and the engine, improving power generation efficiency and fuel utilization, and reducing vehicle fuel consumption.

[0156] An embodiment of the present application may also be a computer program product, which includes computer program instructions, which, when executed by a processor, enable the processor to execute the steps of the vehicle power generation method according to various embodiments of the present application described in the above "Exemplary Method" section of this specification.

[0157] The computer program product may be written in any combination of one or more programming languages ​​to write program codes for performing the operations of the embodiments of the present application, including object-oriented programming languages, such as Java, C++, etc., and conventional procedural programming languages, such as "C" language or similar programming languages. The program code may be executed entirely on the user computing device, partially on the user device, as an independent software package, partially on the user computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0158] In addition, the embodiment of the present application may also be a storage medium, on which a computer program is stored, and the computer program is executed by a processor to execute the steps of the vehicle power generation method according to various embodiments of the present application described in the above “Exemplary Method” section of this specification, and specifically the following steps may be implemented:

[0159] Step S101: when the vehicle is in a driving power generation mode, obtaining an engine required torque percentage, wherein the engine required torque percentage represents a ratio between the engine required torque and the engine maximum torque.

[0160] Step S102, when the engine required torque percentage is less than a first threshold value, determine the target power generation power according to a preset first mapping relationship; wherein the first mapping relationship represents the correspondence between the engine required torque percentage and the power generation power percentage; the first mapping relationship is used to control the engine to operate at a first energy efficiency and / or control the generator to operate at a second energy efficiency, the first energy efficiency is higher than a preset first energy efficiency threshold, and the second energy efficiency is higher than a preset second energy efficiency threshold; the power generation power percentage represents the ratio between the generator power generation power and the generator rated power.

[0161] Step S103: Control the generator to generate electricity according to the target power generation.

[0162] For the aforementioned method embodiments, for the sake of simplicity, they are all described as a series of action combinations, but those skilled in the art should be aware that the present application is not limited by the order of the actions described, because according to the present application, some steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also be aware that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily required by the present application.

[0163] It should be noted that each embodiment in this specification is described in a progressive manner, and each embodiment focuses on the differences from other embodiments, and the same or similar parts between the embodiments can be referred to each other. For the device embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0164] The steps in the methods of each embodiment of the present application can be adjusted in order, combined and deleted according to actual needs, and the technical features recorded in each embodiment can be replaced or combined.

[0165] The modules and sub-modules in the devices and terminals in the various embodiments of the present application can be combined, divided and deleted according to actual needs.

[0166] In the several embodiments provided in the present application, it should be understood that the disclosed terminals, devices and methods can be implemented in other ways. For example, the terminal embodiments described above are only schematic, for example, the division of modules or submodules is only a logical function division, and there may be other division methods in actual implementation, for example, multiple submodules or modules can be combined or integrated into another module, 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 an indirect coupling or communication connection through some interfaces, devices or modules, which can be electrical, mechanical or other forms.

[0167] The modules or submodules described as separate components may or may not be physically separated, and the components of the modules or submodules may or may not be physical modules or submodules, that is, they may be located in one place, or they may be distributed on multiple network modules or submodules. Some or all of the modules or submodules may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0168] In addition, each functional module or submodule in each embodiment of the present application may be integrated into one processing module, or each module or submodule may exist physically separately, or two or more modules or submodules may be integrated into one module. The above-mentioned integrated modules or submodules may be implemented in the form of hardware or in the form of software functional modules or submodules.

[0169] Professionals may further appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the composition and steps of each example have been generally described in the above description according to function. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians may use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0170] The steps of the method or algorithm described in conjunction with the embodiments disclosed herein may be implemented directly by hardware, software units executed by a processor, or a combination of the two. The software units may be placed in a random access memory (RAM), a memory, a read-only memory (ROM), an electrically programmable ROM, an electrically erasable programmable ROM, a register, a hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.

[0171] Finally, it should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprises" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "including a..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0172] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A driving power generation method, applied to a vehicle, characterized in that: include: When the vehicle is in a driving power generation mode, obtaining an engine demand torque percentage, wherein the engine demand torque percentage represents a ratio relationship between the engine demand torque and the engine maximum torque; When the engine required torque percentage is less than a first threshold value, the target power generation is determined according to a preset first mapping relationship; wherein the first mapping relationship represents the corresponding relationship between the engine required torque percentage and the power generation percentage; the first mapping relationship is obtained through bench test calibration; the first mapping relationship is used to control the engine to work at a first energy efficiency and / or control the generator to work at a second energy efficiency, the first energy efficiency is higher than a preset first energy efficiency threshold value, and the second energy efficiency is higher than a preset second energy efficiency threshold value; the power generation percentage represents the ratio between the power generation of the generator and the rated power of the generator; The generator is controlled to generate electricity according to the target power generation.

2. The method according to claim 1, characterized in that The method further comprises: When the engine required torque percentage is greater than or equal to the first threshold, the target power generation power is determined to be zero.

3. The method according to claim 1, characterized in that Before obtaining the engine required torque percentage, the method further includes: Acquiring a first state parameter of the vehicle, the first state parameter including a battery state of charge, a vehicle speed, and a vehicle gear signal; It is determined whether the vehicle is in a driving power generation mode according to the first state parameter.

4. The method according to claim 1, characterized in that: The step of determining the target power generation according to the preset first mapping relationship includes: Determining a first generated power according to a preset first mapping relationship; Acquire a maximum allowable charging power of the battery, where the maximum allowable charging power indicates a maximum power at which the battery can be safely charged; The first generated power is compared with the maximum allowable charging power, and according to the comparison result, a smaller power between the first generated power and the maximum allowable charging power is determined as the target generated power.

5. The method according to claim 1, characterized in that The corresponding relationship between the engine required torque percentage and the power generation percentage is a linear relationship, and the linear relationship is determined based on a first preset relationship and a first preset parameter, wherein: The first preset relationship indicates that when the engine demand torque percentage is zero, the power generation percentage is 100%; The first preset parameter represents the change rate of the power generation percentage relative to the engine required torque percentage, and the first preset parameter is a negative value.

6. The method according to claim 5, characterized in that The first preset parameter is obtained by calibrating the fuel saving rate of the test vehicle under the same working conditions; The fuel saving rate represents the ratio between the fuel consumption and mileage of the test vehicle under the operating conditions, wherein the operating conditions include environmental conditions, driving conditions, and a change in the battery state of charge, wherein the change in the battery state of charge represents the degree of change between the power battery state of charge before the test and the power battery state of charge after the test.

7. A vehicle-mounted power generation device, characterized in that: include: A data acquisition unit, used to acquire the engine demand torque percentage when the vehicle is in the driving power generation mode, wherein the engine demand torque percentage represents the ratio between the engine demand torque and the engine maximum torque; A data processing unit, configured to determine a target power generation according to a preset first mapping relationship when the engine required torque percentage is less than a first threshold value; wherein the first mapping relationship indicates a corresponding relationship between the engine required torque percentage and the power generation percentage; the first mapping relationship is obtained through bench test calibration; the first mapping relationship is used to control the engine to operate at a first energy efficiency and / or control the generator to operate at a second energy efficiency, the first energy efficiency being higher than a preset first energy efficiency threshold value, and the second energy efficiency being higher than a preset second energy efficiency threshold value; the power generation percentage indicates a ratio relationship between the power generation of the generator and the rated power of the generator; The control unit is used to control the generator to generate electricity according to the target power generation.

8. The device according to claim 7, characterized in that The device also includes: The power generation mode judgment unit is used to obtain a first state parameter of the vehicle, wherein the first state parameter includes a battery state of charge, a vehicle speed, and a vehicle gear signal; and judge whether the vehicle is in a driving power generation mode according to the first state parameter.

9. A travelling power generation device, characterized in that: include: A processor, and a memory connected to the processor; The memory is used to store computer programs; The processor is used to call and execute the computer program in the memory to perform the vehicle power generation method according to any one of claims 1 to 6.

10. An engineering vehicle, characterized in that: include: The vehicle-mounted power generation device as claimed in claim 9.

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