Plug-in hybrid vehicle power generation control method, device, equipment and storage medium

Abstract

This application relates to a plug-in hybrid electric vehicle power generation control method, apparatus, device, and storage medium. The method includes obtaining the actual state of charge (SOC) of a battery pack and a target SOC for starting power generation; determining a base power generation level based on the difference between the actual SOC and the target SOC, wherein the base power generation level is positively correlated with the absolute value of the difference; obtaining a SOC change rate based on the actual SOC; comparing the SOC change rate with a target change rate to obtain a duration during which the SOC change rate remains less than the target change rate; determining a corrected power generation level based on the duration; and determining a target power generation level based on the sum of the base power generation level and the corrected power generation level, thereby controlling the engine's power generation in series mode based on the target power generation level. The method of this application can improve the problem of excessively rapid SOC drop in the prior art.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a method, device, equipment and storage medium for controlling power generation of a plug-in hybrid vehicle. Background Art

[0002] Plug-in hybrid vehicles combine two independent systems, an internal combustion engine and an electric motor, and can provide power support under different driving conditions, offering pure electric mode, series hybrid mode, parallel hybrid mode, etc. to adapt to different working conditions.

[0003] The battery pack of a plug-in hybrid vehicle has a small capacity and poor power retention capability. During actual driving, there is a problem of rapid decrease in the battery pack's state of charge (SOC). Summary of the Invention

[0004] Based on this, a plug-in hybrid vehicle power generation control method, device, computer equipment and storage medium are provided to improve the problem of too rapid SOC drop in the prior art.

[0005] In one aspect, a method for controlling power generation of a plug-in hybrid vehicle is provided, comprising:

[0006] Obtaining an actual state of charge of the battery pack and a target state of charge for starting power generation, and determining a basic power generation level according to a difference between the actual state of charge and the target state of charge, wherein the basic power generation level is positively correlated with an absolute value of the difference;

[0007] Obtaining a state of charge change rate according to the actual state of charge;

[0008] Comparing the state of charge change rate with a target change rate to obtain a duration during which the state of charge change rate is less than the target change rate;

[0009] determining a modified power generation level according to the maintenance time, wherein the modified power generation level increases gradually as the maintenance time increases;

[0010] A target power generation level is determined according to the sum of the basic power generation level and the modified power generation level, so as to control the power generation of the engine in the series mode based on the target power generation level. The higher the target power generation level, the greater the power generation.

[0011] In one embodiment, obtaining a state of charge change rate according to the actual state of charge includes:

[0012] Determining a charging interval of the actual state of charge according to the actual state of charge;

[0013] Obtaining a duration for which the actual state of charge remains in a current charging interval;

[0014] According to the actual state of charge, the initial value for entering the charging interval, and the stay time, an average change rate of the actual state of charge in the current charging interval is obtained as the state of charge change rate.

[0015] In one embodiment, before comparing the state of charge change rate with the target change rate, the method further includes:

[0016] Obtaining an average slope and an average speed of the vehicle, and determining a driving scenario based on the average slope and the average speed;

[0017] The target change rate is determined by looking up a table based on the driving scenario, the difference between the actual state of charge and the target state of charge.

[0018] In one embodiment, after comparing the state of charge change rate with the target change rate, the method further includes:

[0019] Obtaining the cumulative number of corrections corresponding to the target change rate;

[0020] When the number of corrections is greater than or equal to the correction upper limit, the absolute value of the target change rate is increased;

[0021] When the number of corrections is less than or equal to a correction lower limit, the absolute value of the target change rate is adjusted downward.

[0022] In one embodiment, after obtaining the average change rate of the actual state of charge in the current charge interval as the state of charge change rate, the method further includes:

[0023] Filtering according to the average change rate to obtain the filtered average change rate;

[0024] The duration during which the filtered average change rate is less than the target change rate is obtained to determine the corrected power generation level.

[0025] In one embodiment, controlling the power generation of the engine in series mode based on the target power generation level includes:

[0026] When the target power generation level is less than the level threshold, the engine is controlled to generate power at a fixed point based on the target power generation level; or when the target power generation level is greater than or equal to the level threshold, the engine is controlled to generate power according to the vehicle's required power.

[0027] In one embodiment, determining the basic power generation level according to the difference between the actual state of charge and the target state of charge further includes:

[0028] determining a basic power generation level based on a vehicle mode and the difference, wherein the vehicle mode includes at least a first power conservation mode and a second power conservation mode, and in the first power conservation mode or the second power conservation mode, determining the basic power generation level based on a comparison of the difference with a threshold value corresponding to the basic power generation level;

[0029] The threshold corresponding to the same basic power generation level in the second power protection mode is greater than the threshold corresponding to the first power protection mode.

[0030] In another aspect, a plug-in hybrid electric vehicle power generation control device is provided, the device comprising:

[0031] a basic power generation level determination module, configured to obtain an actual state of charge of the battery pack and a target state of charge for starting power generation, and determine a basic power generation level based on a difference between the actual state of charge and the target state of charge, wherein the basic power generation level is positively correlated with the absolute value of the difference;

[0032] a modified power generation level determination module, configured to obtain a state of charge change rate based on the actual state of charge; compare the state of charge change rate with a target change rate to obtain a duration during which the state of charge change rate is less than the target change rate; and determine a modified power generation level based on the duration, wherein the modified power generation level increases gradually with an increase in the duration;

[0033] An execution module is used to determine a target power generation level according to the sum of the basic power generation level and the modified power generation level, so as to control the power generation power of the engine in the series mode based on the target power generation level, and the higher the target power generation level, the greater the power generation power.

[0034] In another aspect, a computer device is provided, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the steps of the method are implemented when the processor executes the computer program.

[0035] A computer-readable storage medium is also provided, on which a computer program is stored, and when the computer program is executed by a processor, the steps of the method are implemented.

[0036] The above-mentioned plug-in hybrid vehicle power generation control method, device, computer equipment and storage medium determine the basic power generation level by the difference between the actual state of charge and the target state of charge, and the larger the difference, the higher the basic power generation level. Then, by comparing the state of charge change rate with the target change rate, when the state of charge change rate is less than the target change rate, the maintenance time is recorded, and the corrected power generation level is calculated based on the maintenance time. Moreover, the longer the maintenance time, the higher the corrected power generation level. The basic power generation level and the corrected power generation level are jointly calculated to calculate the target power generation level. Therefore, when the battery pack SOC is low and the change rate is low, the target power generation level is high, and the engine is controlled to generate electricity at a higher power to prevent the battery pack SOC from decreasing too quickly. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 A structural block diagram of a plug-in hybrid vehicle in one embodiment;

[0038] Figure 2 1 is a flow chart of a method for controlling power generation of a plug-in hybrid vehicle according to an embodiment;

[0039] Figure 3 is a schematic diagram of a charging interval in one embodiment;

[0040] Figure 4 A schematic diagram of a target change rate in one embodiment;

[0041] Figure 5 This is a structural block diagram of a plug-in hybrid vehicle power generation control device in one embodiment;

[0042] Figure 6 FIG. 1 is a diagram showing the internal structure of a computer device in one embodiment. DETAILED DESCRIPTION

[0043] In order to make the purpose, technical solutions and advantages of this application more clear, the following further describes this application in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0044] Plug-in hybrid vehicles (PHEVs) utilize both an internal combustion engine and an electric motor. They can be driven by either the electric motor or the internal combustion engine. PHEVs can also be charged from an external power source, extending their range in pure electric mode. PHEVs can choose between electric, hybrid, or internal combustion engine modes, depending on driving conditions and style, to achieve optimal fuel efficiency and energy utilization.

[0045] The battery pack of a plug-in hybrid vehicle has a small capacity, and its pure electric range is about 60 to 200 kilometers. During driving, the vehicle mainly relies on braking or coasting energy recovery to recharge the battery pack, but there are few scenarios where braking or coasting energy recovery is triggered during driving and the recovery power is limited.

[0046] The plug-in hybrid vehicle power generation control method provided in this application can be applied to Figure 1 The plug-in hybrid vehicle shown is equipped with an engine, a drive motor, a battery pack, and a power coupling device. The engine is also connected to a generator, and the engine can selectively intervene in the drive through a clutch. Specifically, when the clutch is disengaged, the wheel end is driven by the drive motor, and the engine can drive the generator to generate electricity to provide electrical energy; when the clutch is engaged, the wheel end can be driven by both the engine and the drive motor.

[0047] In one embodiment, Figure 2 As shown, a plug-in hybrid vehicle power generation control method is provided, comprising the following steps:

[0048] Step 201 : obtaining the actual state of charge of the battery pack and the target state of charge for starting power generation, and determining a basic power generation level according to the difference between the actual state of charge and the target state of charge.

[0049] In practice, users set a target SOC based on their needs, typically between 20% and 80%. Typically, when the actual SOC exceeds the target SOC, the engine is shut down or a low-power generator is used to meet the driver's needs, without recharging the battery pack.

[0050] In this embodiment, the power generation control is described below with the actual SOC being less than the target SOC. Therefore, the difference between the actual SOC and the target SOC is ΔSOC less than 0.

[0051] Different basic power generation levels are requested based on the difference ΔSOC. The basic power generation level reflects the basic demand of the vehicle for power and is positively correlated with the absolute value of the difference ΔSOC. The larger the absolute value of the difference ΔSOC, the greater the gap between the current power and the user's expected power. The higher the requested basic power generation level, the higher the engine runs at a higher power to drive the generator to generate electricity. In this embodiment, the basic power generation level is set to include levels 0 to 2.

[0052] In combination with the vehicle mode set by the user, the request method for the basic power generation level is as follows:

[0053] When the vehicle is in the first power conservation mode: intelligent power conservation mode, the basic power generation level of the engine in this mode is calculated based on the difference ΔSOC between the actual SOC and the target SOC: when the first ΔSOC threshold a1≤ΔSOC<0, level 0 basic power generation is requested; when the second ΔSOC threshold b1≤ΔSOC<first ΔSOC threshold a1, level 1 basic power generation is requested; when ΔSOC<second ΔSOC threshold b1, level 2 basic power generation is requested.

[0054] When the vehicle is in the second power conservation mode, the forced power conservation mode, the judgment strategy is the same as the intelligent power conservation strategy, but the first and second ΔSOC thresholds are different. Specifically, when a2≤ΔSOC<0, level 0 basic power generation is requested; when b2≤ΔSOC<a2, level 1 basic power generation is requested; when ΔSOC<b2, level 2 basic power generation is requested, where a1<a2 and b1<b2. In this way, the power generation request is triggered earlier in the forced power conservation mode. By providing multiple power conservation modes for users to choose from, different user needs can be met.

[0055] When the vehicle is in forced EV mode (pure electric operating mode), when ΔSOC ≥ 0, no power generation request and engine start request are sent; when the forced EV engine start second threshold ≤ ΔSOC < forced EV engine start first threshold, level 1 basic power generation is requested; when ΔSOC < forced EV engine start second threshold, level 2 basic power generation is requested.

[0056] Step 202: Obtain a state of charge change rate according to the actual state of charge.

[0057] The vehicle controller calculates the SOC change rate of the battery pack based on the actual SOC.

[0058] In actual implementation, the real-time calculated SOC change rate fluctuates greatly, which is not conducive to stable control. The average change rate is used as the control value. Specifically, the SOC average change rate is calculated as follows:

[0059] ΔSOC is calculated in real time based on the current actual SOC and the set target SOC, and multiple intervals in which ΔSOC may be located are predefined. For example, 7 intervals are divided, such as Figure 3 As shown, they are [-3, 0], [-10, -3.1], [-20, -10.1], [-30, -20.1], [-45, -30.1], [-60, -45.1], and [-100, -60.1]. When the actual SOC decreases or increases and enters a certain charging interval, causing ΔSOC to enter a certain difference interval, the actual SOC at the time of entry is used as the initial value, and the average SOC change rate is calculated according to the method of (actual SOC-initial value) / stay time. The example is as follows:

[0060] After the user gets on the vehicle, the initial SOC of the battery pack is 37%, and the target SOC set on the large screen is 70%. Then ΔSOC = -33%, which is in the range [-45, -30.1]. At the initial moment, 37% is used as the initial value. The average rate of change is calculated according to the following mathematical expression:

[0061]

[0062] Among them, t [-45,-30.1] is the duration that ΔSOC stays in the interval [-45,-30.1].

[0063] If the actual SOC gradually increases to 40%, ΔSOC = -30%, which is in the interval [-30, -20.1]. At this time, the initial value is updated to 40%, and the duration t that ΔSOC stays in the interval [-30, -20.1] is recorded. [-30,-20.1] .

[0064] If the actual SOC gradually decreases to 25% and ΔSOC enters the [-60, -45.1] interval, the initial value is updated to 25%.

[0065] The average change rate is closely related to the initial SOC. The SOC node value of each segment is used as the SOC initial value, and the average change rate of each segment is calculated segment by segment. When ΔSOC switches between different intervals, in order to avoid large instantaneous fluctuations in the calculated SOC average change rate caused by the update of the ΔSOC interval, the average change rate is also filtered.

[0066] At the same time, the driving distance when ΔSOC is in each difference interval is calculated based on the vehicle speed. When the driving distance S in each interval is ≤ the driving distance threshold and the maintenance time is ≥ the time threshold, it is judged that the vehicle is in a parking idle or congested scenario. At this time, the average SOC change rate is no longer calculated, and power generation is performed according to the idle power generation strategy.

[0067] Step 203 : Compare the state of charge change rate with a target change rate to obtain a duration during which the state of charge change rate is less than the target change rate.

[0068] In actual implementation, when the SOC change rate is less than the target change rate for 5 cycles, the accumulation maintenance time t begins.

[0069] Step 204: Determine a corrected power generation level according to the maintenance time.

[0070] In addition to the basic power generation level, a corrected power generation level is added. The corrected power generation level reflects the duration of maintenance of the state of charge change rate at a low level. The calculation may be triggered due to long-term intense driving of the vehicle, resulting in a long-term rapid decline in battery power or low charging power. The longer the maintenance time t, the greater the corrected power generation level, so that when requesting power generation, a higher power generation power is requested.

[0071] In this embodiment, the modified power generation level is calculated as follows:

[0072]

[0073] in Round down, and the corrected power generation level is also rounded up. When the SOC change rate is greater than or equal to the target change rate, the maintenance time t is reset to zero.

[0074] In this embodiment, the value of the target change rate directly affects the effect of the power generation level correction. In some implementations, the value of the target change rate is determined by looking up a table based on the driving scenario and the value of ΔSOC.

[0075] For example, the driving scenario is determined based on the slope condition and speed status of the vehicle within a certain period of time, and is divided into urban conditions, medium speed / medium-high speed conditions, and high-speed conditions based on different threshold standards of the average speed within a certain period of time; the road surface is divided into flat road, continuous uphill, and continuous downhill based on different threshold standards of the average slope within a certain period of time. It can be understood that according to actual conditions, the speed and slope can be divided into more or fewer levels.

[0076] Based on the three speed conditions and the three road conditions, fuzzy control is used to subdivide the driving scenarios into nine types (indicated by numbers 1 to 9):

[0077]

[0078] During the driving process, the vehicle determines the current driving scenario based on status monitoring. For example, the average slope and average speed of the vehicle over a period of time are obtained to determine the current driving scenario.

[0079] Different driving scenarios and ΔSOC have their own corresponding target change rates, as shown below:

[0080]

[0081] In some embodiments, an adaptive update process for the target change rate is also provided. Specifically, if the current driving scenario is a certain one and the ΔSOC is in a certain difference range, the current target change rate can be determined by looking up a table. When the SOC change rate is less than the target change rate, the power generation level is corrected and the gradient increases due to the increase in the maintenance time t. The power generation level is corrected and the number of corrections can be accumulated at the same time. For example, when the corrected power generation level changes from 0 to 1, it is accumulated once, and when it changes from 1 to 2, it is accumulated again. When t is reset to zero, the accumulated number of corrections is recorded.

[0082] If the number of corrections is greater than or equal to the correction upper limit, for example, 5 times, it means that the set target change rate is too strict, resulting in frequent triggering and fluctuations. The absolute value of the target change rate needs to be increased.

[0083] If the number of corrections is less than or equal to the lower limit of correction, for example, 1, it means that the set target change rate is relatively loose and there is a small probability of triggering a correction. The absolute value of the target change rate needs to be reduced.

[0084] In one embodiment, whenever the number of corrections is ≥5, an increase flag is recorded. When the number of occurrences of the increase flag is greater than 2 in a certain statistical period, such as a week, the target change rate is corrected at the end of the statistical period and updated to the corresponding position in the lookup table.

[0085] Specifically, in a week, along the time sequence, the target change rate of the vehicle may change in multiple values, for example, Figure 4 As shown in the figure, t_a and t_b are two periods when the vehicle is at different target change rates. The SOC change rate during the target change rate maintenance period is continuously recorded. At the end of a week, the target change rate that needs to be increased is marked. For example, the target change rate corresponding to t_a, the upward correction amount of the marked target change rate is calculated according to the following mathematical expression:

[0086] Correction amount = (target change rate - average of SOC change rates that are smaller than the target change rate) * change rate correction factor P2.

[0087] Among them, the SOC change rate that is less than the target change rate is as follows: Figure 4 The solid line portion of a_1 during period t_a.

[0088] If the number of corrections is ≤ 1, record the decrease flag once. If the decrease flag appears > 2 times within a week, correct the target change rate. For example, Figure 4 The target change rate corresponding to the period t_b, the correction amount = (target change rate - average of the actual SOC change rate valley values) * change rate correction factor P3.

[0089] The actual SOC change rate valley values are, for example, the two valleys b_1 and b_2 during the period t_b.

[0090] Of course, during a week, the vehicle may not enter some driving scenarios or situations corresponding to ΔSOC, in which case the target change rate of the corresponding position will not change.

[0091] In the above process, the target change rate is adaptively updated so that the power generation level is corrected at a reasonable frequency.

[0092] Step 205 : determining a target power generation level according to the sum of the basic power generation level and the modified power generation level, so as to control the power generation power of the engine in the series mode based on the target power generation level.

[0093] In the above steps, when the SOC drops too quickly, the power generation level correction is triggered, and the corrected power generation level is added above the basic power generation level. By increasing the power generation level, a higher power generation instruction is requested, thereby avoiding the problem of SOC dropping too quickly.

[0094] Typically, the vehicle controller calculates the current vehicle torque and power requirements in real time based on the current vehicle mode, accelerator pedal opening, and brake pedal opening. It also calculates the current battery pack available power and determines whether to start or stop the engine based on the current target SOC, actual SOC, vehicle speed, road conditions, battery pack discharge power, and accessory power consumption.

[0095] The vehicle controller determines whether to engage or disengage the clutch based on the current actual SOC, vehicle mode, vehicle speed, battery pack available power, powertrain fault status, etc.: When the engine, clutch, etc. are in good condition, and the actual SOC ≥ the parallel SOC threshold, and the vehicle speed ≥ the parallel speed threshold, and the accelerator pedal opening < the parallel opening threshold, and the conditions are maintained for a certain period of time, the clutch engagement command is sent and the clutch is controlled to engage, entering parallel mode;

[0096] When the engine, clutch, etc. fail, or the actual SOC is less than the SOC threshold for parallel withdrawal, or the vehicle speed is less than the vehicle speed threshold for parallel withdrawal, or the engine water temperature is greater than the engine water temperature threshold for parallel withdrawal, and the conditions last for a certain period of time, a clutch disconnect command is sent and the clutch is controlled to disconnect, entering series mode.

[0097] The power generation control method provided in this embodiment provides a power generation strategy in series mode.

[0098] Specifically, in series mode, the engine does not participate in driving. The engine's energy consumption performance is comprehensively considered to maintain it at the optimal economic point. In this embodiment, the optimal economic point at different power levels is obtained based on bench test data of the engine at different speeds, torques, and fuel consumption. The NVH (Noise, Vibration, Harshness) performance of the entire vehicle is then considered. The NVH performance of different power generation requests and speeds at different vehicle speeds is tested. Based on the test data, four groups of power generation curves are divided into the series mode:

[0099] Level 0 power generation curve, fixed-point low-power power generation to meet the driver's needs, achieves quiet power generation, and excellent economy and NVH performance;

[0100] Level 1 power generation curve: fixed-point power generation, with power generation balancing the driving power consumption, maintaining SOC stability, and good economy and NVH;

[0101] Level 2 power generation curve: fixed-point power generation, with power generation slightly higher than drive consumption, allowing SOC to gradually increase while taking into account economy and NVH.

[0102] Level 3 power generation curve, power following, sacrificing certain NVH performance to protect battery SOC.

[0103] Among them, fixed-point power generation means that the engine's target power generation power and target speed are within the calibration range of each vehicle speed, and do not change in real time with changes in vehicle speed; power following means that the power generation power remains consistent with the power demand of the entire vehicle, and all the electricity generated is used for consumption by the entire vehicle.

[0104] When the clutch is in the disengaged state, the current power generation demand is determined based on the vehicle's required power, actual SOC, target power generation level, vehicle speed, level power generation curve, and battery pack available power:

[0105] When the actual SOC is greater than the target SOC and the vehicle's required power is less than the battery pack's available power, the engine stops, the generator enters high-voltage standby mode, and the drive motor's required torque equals the vehicle's required torque.

[0106] When the actual SOC is greater than the target SOC and the vehicle's required power is greater than the battery pack's available power, the engine starts, and the level 0 power generation is obtained based on the vehicle speed. The generator is in the power generation state, and the required torque of the drive motor equals the vehicle's required torque.

[0107] When the actual SOC is less than the target SOC and the target power generation level is 0, the engine is started, the power generation level 0 is obtained based on the vehicle speed, the generator is in the power generation state, and the required torque of the drive motor is equal to the vehicle demand;

[0108] When the actual SOC is less than the target SOC and the target power generation level is level 1, the engine is started, the level 1 power generation is obtained based on the vehicle speed, the generator is in the power generation state, and the drive motor demand torque is equal to the vehicle demand;

[0109] When the actual SOC is less than the target SOC and the target power generation level is level 2, the engine is started, the level 2 power generation is obtained based on the vehicle speed, the generator is in the power generation state, and the drive motor demand torque is equal to the vehicle demand;

[0110] When the actual SOC is less than the target SOC and the target power generation level is level 3, the engine is started, the power generation power is equal to the vehicle's required power, the generator is in the power generation state, and the drive motor's required torque is equal to the vehicle's required torque;

[0111] Based on the power generation demand, the current generator speed, the engine water temperature, and the actual engine torque, the generator speed demand and the engine torque demand in series mode are calculated.

[0112] From the above process, it can be seen that when the target power generation level is 0 to 2, the engine is in a fixed-point power generation state with better economy. When the target power generation level reaches level 3, it indicates that the battery pack power is low and it is difficult to meet the driving needs of the entire vehicle. At this time, the engine enters the power following state to ensure driving needs.

[0113] In the above power generation control method, in the series mode, if the battery pack SOC drops too quickly, it will trigger a power generation level correction, adopt a higher power generation level, and request a higher power generation power to avoid a continuous and rapid drop in the battery pack SOC; and when the battery pack recharges too quickly, the power generation level correction can be canceled and a lower power generation level can be adopted.

[0114] It should be understood that although Figure 1 The steps in the flowchart are shown in sequence as indicated by the arrows, but these steps are not necessarily executed in the order indicated by the arrows. Unless otherwise specified in this document, there is no strict order restriction for the execution of these steps, and these steps can be executed in other orders. In addition, Figure 1 At least part of the steps may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily executed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be executed in turn or alternately with other steps or at least part of the sub-steps or stages of other steps.

[0115] In one embodiment, Figure 5 As shown, a plug-in hybrid vehicle power generation control device is provided, comprising: a basic power generation level determination module, a modified power generation level determination module and an execution module, wherein:

[0116] a basic power generation level determination module, configured to obtain an actual state of charge of the battery pack and a target state of charge for starting power generation, and determine a basic power generation level based on a difference between the actual state of charge and the target state of charge, wherein the basic power generation level is positively correlated with the absolute value of the difference;

[0117] a modified power generation level determination module, configured to obtain a state of charge change rate based on the actual state of charge; compare the state of charge change rate with a target change rate to obtain a duration during which the state of charge change rate is less than the target change rate; and determine a modified power generation level based on the duration, wherein the modified power generation level increases gradually with an increase in the duration;

[0118] An execution module is used to determine a target power generation level according to the sum of the basic power generation level and the modified power generation level, so as to control the power generation power of the engine in the series mode based on the target power generation level, and the higher the target power generation level, the greater the power generation power.

[0119] The above-mentioned plug-in hybrid vehicle power generation control device determines the basic power generation level by the difference between the actual state of charge and the target state of charge. The larger the difference, the higher the basic power generation level. Then, by comparing the state of charge change rate with the target change rate, when the state of charge change rate is less than the target change rate, the maintenance time is recorded and the corrected power generation level is calculated based on the maintenance time. Moreover, the longer the maintenance time, the higher the corrected power generation level. The basic power generation level and the corrected power generation level are jointly calculated to calculate the target power generation level. Therefore, when the battery pack SOC is low and the change rate is low, the target power generation level is high, and the engine is controlled to generate electricity at a higher power to prevent the battery pack SOC from dropping too quickly.

[0120] The modified power generation level determination module is also used to determine the charging interval in which the actual state of charge is located based on the actual state of charge; obtain the duration of the actual state of charge in the current charging interval; and obtain the average change rate of the actual state of charge in the current charging interval as the state of charge change rate based on the actual state of charge, the initial value for entering the charging interval, and the residence time.

[0121] The modified power generation level determination module is also used to obtain the average slope and average speed of the vehicle, and determine the driving scene based on the average slope and average speed; and determine the target change rate by looking up the table based on the driving scene, the difference between the actual state of charge and the target state of charge.

[0122] In the actual implementation process, it is more reasonable to adopt an adaptive adjustment method for the target change rate corresponding to different driving scenarios and differences. Specifically, when the power generation level correction is triggered, the cumulative number of corrections under the current target change rate conditions is recorded. When the number of corrections is greater than or equal to the upper limit of correction, the absolute value of the target change rate is increased; when the number of corrections is less than or equal to the lower limit of correction, the absolute value of the target change rate is decreased.

[0123] And in the process of increasing, the increase amount Δ is determined according to the following mathematical expression ↑ :

[0124]

[0125] Among them, Roc tag is the target change rate, is the average state of charge change rate that is less than the current target change rate, and p2 is the change rate correction upward factor;

[0126] During the down-regulation process, the down-regulation amount Δ is determined according to the following mathematical expression ↓ :

[0127]

[0128] in, is the average of the valley values of the state of charge change rate under the current target change rate, and p3 is the change rate correction downward adjustment factor.

[0129] When the vehicle power system is in series mode, the execution module controls the power generation power of the engine in the series mode based on the target power generation level, including controlling the engine to generate fixed-point power based on the target power generation level when the target power generation level is less than the level threshold; or controlling the engine to generate power according to the power demand of the entire vehicle when the target power generation level is greater than or equal to the level threshold.

[0130] It should be noted that, when determining the basic power generation level, the basic power generation level is determined based on the vehicle mode and the difference, wherein the vehicle mode includes at least a power conservation mode and a pure electric mode.

[0131] The power conservation mode includes a first power conservation mode and a second power conservation mode. In the first power conservation mode or the second power conservation mode, the basic power generation level is determined based on a comparison between the difference and a threshold value corresponding to the basic power generation level.

[0132] The threshold corresponding to the same basic power generation level in the second power protection mode is greater than the threshold corresponding to the first power protection mode.

[0133] The specific definitions of the plug-in hybrid vehicle power generation control device can be found in the definitions of the plug-in hybrid vehicle power generation control method described above and will not be further elaborated here. Each module in the plug-in hybrid vehicle power generation control device described above can be implemented in whole or in part through software, hardware, or a combination thereof. Each of these modules can be embedded in or independent of a processor in a computer device in hardware form, or stored in a computer device memory in software form, allowing the processor to call and execute the corresponding operations of each module.

[0134] In one embodiment, a computer device is provided. The computer device may be a terminal, and its internal structure diagram may be as follows: Figure 6As shown. The computer device includes a processor, memory, network interface, display screen and input device connected via a system bus. The processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and computer program in the non-volatile storage medium. The network interface of the computer device is used to communicate with an external terminal via a network connection. When the computer program is executed by the processor, a method for controlling power generation of a plug-in hybrid vehicle is implemented. The display screen of the computer device can be a liquid crystal display screen or an electronic ink display screen, and the input device of the computer device can be a touch layer covering the display screen, or a key, trackball or touchpad provided on the computer device housing, or an external keyboard, touchpad or mouse.

[0135] Those skilled in the art will understand that Figure 6 The structure shown in the figure is only a block diagram of a part of the structure related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than shown in the figure, or combine certain components, or have a different component arrangement.

[0136] In one embodiment, a computer device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the following steps are performed:

[0137] Obtaining an actual state of charge of the battery pack and a target state of charge for starting power generation, and determining a basic power generation level according to a difference between the actual state of charge and the target state of charge, wherein the basic power generation level is positively correlated with an absolute value of the difference;

[0138] Obtaining a state of charge change rate according to the actual state of charge;

[0139] Comparing the state of charge change rate with a target change rate to obtain a duration during which the state of charge change rate is less than the target change rate;

[0140] determining a modified power generation level according to the maintenance time, wherein the modified power generation level increases gradually as the maintenance time increases;

[0141] A target power generation level is determined according to the sum of the basic power generation level and the modified power generation level, so as to control the power generation of the engine in the series mode based on the target power generation level. The higher the target power generation level, the greater the power generation.

[0142] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0143] The obtaining a state of charge change rate according to the actual state of charge includes:

[0144] Determining a charging interval of the actual state of charge according to the actual state of charge;

[0145] Obtaining a duration for which the actual state of charge remains in a current charging interval;

[0146] According to the actual state of charge, the initial value for entering the charging interval, and the stay time, an average change rate of the actual state of charge in the current charging interval is obtained as the state of charge change rate.

[0147] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0148] Before comparing the state of charge change rate with the target change rate, the method further includes:

[0149] Obtaining an average slope and an average speed of the vehicle, and determining a driving scenario based on the average slope and the average speed;

[0150] The target change rate is determined by looking up a table based on the driving scenario, the difference between the actual state of charge and the target state of charge.

[0151] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0152] After comparing the state of charge change rate with the target change rate, the method further includes:

[0153] Obtaining the cumulative number of corrections corresponding to the target change rate;

[0154] When the number of corrections is greater than or equal to the correction upper limit, the absolute value of the target change rate is increased;

[0155] When the number of corrections is less than or equal to a correction lower limit, the absolute value of the target change rate is adjusted downward.

[0156] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0157] When the target power generation level is less than the level threshold, the engine is controlled to generate power at a fixed point based on the target power generation level; or when the target power generation level is greater than or equal to the level threshold, the engine is controlled to generate power according to the vehicle's required power.

[0158] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0159] Determine the upward adjustment amount Δ according to the following mathematical expression↑ :

[0160]

[0161] Among them, Roc tag is the target change rate, is the average state of charge change rate that is less than the current target change rate, and p2 is the change rate correction upward factor;

[0162] Determine the down-regulation amount Δ according to the following mathematical expression ↓ :

[0163]

[0164] in, is the average of the valley values of the state of charge change rate under the current target change rate, and p3 is the change rate correction downward adjustment factor.

[0165] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the following steps are implemented:

[0166] Obtaining an actual state of charge of the battery pack and a target state of charge for starting power generation, and determining a basic power generation level according to a difference between the actual state of charge and the target state of charge, wherein the basic power generation level is positively correlated with an absolute value of the difference;

[0167] Obtaining a state of charge change rate according to the actual state of charge;

[0168] Comparing the state of charge change rate with a target change rate to obtain a duration during which the state of charge change rate is less than the target change rate;

[0169] determining a modified power generation level according to the maintenance time, wherein the modified power generation level increases gradually as the maintenance time increases;

[0170] A target power generation level is determined according to the sum of the basic power generation level and the modified power generation level, so as to control the power generation of the engine in the series mode based on the target power generation level. The higher the target power generation level, the greater the power generation.

[0171] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0172] The obtaining the state of charge change rate according to the actual state of charge includes:

[0173] Determining a charging interval of the actual state of charge according to the actual state of charge;

[0174] Obtaining a duration for which the actual state of charge remains in a current charging interval;

[0175] According to the actual state of charge, the initial value for entering the charging interval, and the stay time, an average change rate of the actual state of charge in the current charging interval is obtained as the state of charge change rate.

[0176] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0177] Before comparing the state of charge change rate with the target change rate, the method further includes:

[0178] Obtaining an average slope and an average speed of the vehicle, and determining a driving scenario based on the average slope and the average speed;

[0179] The target change rate is determined by looking up a table based on the driving scenario, the difference between the actual state of charge and the target state of charge.

[0180] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0181] After comparing the state of charge change rate with the target change rate, the method further includes:

[0182] Obtaining the cumulative number of corrections corresponding to the target change rate;

[0183] When the number of corrections is greater than or equal to the correction upper limit, the absolute value of the target change rate is increased;

[0184] When the number of corrections is less than or equal to a correction lower limit, the absolute value of the target change rate is adjusted downward.

[0185] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0186] When the target power generation level is less than the level threshold, the engine is controlled to generate power at a fixed point based on the target power generation level; or when the target power generation level is greater than or equal to the level threshold, the engine is controlled to generate power according to the power demand of the entire vehicle.

[0187] Those skilled in the art will appreciate that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).

[0188] The technical features of the above embodiments can be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0189] The above-described embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that a person skilled in the art could make various modifications and improvements without departing from the spirit of the present application, all of which fall within the scope of protection of the present application. Therefore, the scope of protection of the present patent application shall be determined by the appended claims.

Claims

1. A plug-in hybrid electric vehicle power generation control method, characterized in that: include: Obtaining an actual state of charge of the battery pack and a target state of charge for starting power generation, and determining a basic power generation level based on a difference between the actual state of charge and the target state of charge; Obtaining a state of charge change rate according to the actual state of charge; Comparing the state of charge change rate with a target change rate to obtain a duration during which the state of charge change rate is less than the target change rate; determining a modified power generation level according to the maintenance time, wherein the modified power generation level increases gradually as the maintenance time increases; A target power generation level is determined according to the sum of the basic power generation level and the modified power generation level, so as to control the power generation of the engine in the series mode based on the target power generation level. The higher the target power generation level, the greater the power generation.

2. The plug-in hybrid electric vehicle power generation control method according to claim 1, characterized in that: The obtaining the state of charge change rate according to the actual state of charge includes: Determining a charging interval of the actual state of charge according to the actual state of charge; Obtaining a duration for which the actual state of charge remains in a current charging interval; According to the actual state of charge, the initial value for entering the charging interval, and the stay time, an average change rate of the actual state of charge in the current charging interval is obtained as the state of charge change rate.

3. The plug-in hybrid electric vehicle power generation control method according to claim 2, characterized in that: After obtaining the average change rate of the actual state of charge in the current charging interval as the state of charge change rate, the method further includes: Filtering according to the average change rate to obtain the filtered average change rate; The duration during which the filtered average change rate is less than the target change rate is obtained to determine the corrected power generation level.

4. The plug-in hybrid electric vehicle power generation control method according to claim 1, characterized in that: Before comparing the state of charge change rate with the target change rate, the method further includes: Obtaining an average slope and an average speed of the vehicle, and determining a driving scenario based on the average slope and the average speed; The target change rate is determined by looking up a table based on the driving scenario, the difference between the actual state of charge and the target state of charge.

5. The plug-in hybrid electric vehicle power generation control method according to claim 4, characterized in that: After comparing the state of charge change rate with the target change rate, the method further includes: Obtaining the cumulative number of corrections corresponding to the target change rate; When the number of corrections is greater than or equal to the correction upper limit, the absolute value of the target change rate is increased; When the number of corrections is less than or equal to a correction lower limit, the absolute value of the target change rate is adjusted downward.

6. The plug-in hybrid electric vehicle power generation control method according to claim 1, characterized in that: The controlling the power generation power of the engine in the series mode based on the target power generation level includes: When the target power generation level is less than the level threshold, the engine is controlled to generate power at a fixed point based on the target power generation level; or when the target power generation level is greater than or equal to the level threshold, the engine is controlled to generate power according to the power demand of the entire vehicle.

7. The plug-in hybrid electric vehicle power generation control method according to claim 1, characterized in that: The determining of the basic power generation level according to the difference between the actual state of charge and the target state of charge further includes: determining a basic power generation level according to a vehicle mode and the difference, wherein the vehicle mode includes at least a first power conservation mode and a second power conservation mode, and in the first power conservation mode or the second power conservation mode, determining the basic power generation level according to a comparison between the difference and a threshold value corresponding to the basic power generation level; The threshold corresponding to the same basic power generation level in the second power protection mode is greater than the threshold corresponding to the first power protection mode.

8. A plug-in hybrid vehicle power generation control device, characterized in that: The device comprises: A basic power generation level determination module is used to obtain the actual state of charge of the battery pack and the target state of charge for starting power generation, and determine the basic power generation level according to the difference between the actual state of charge and the target state of charge; a modified power generation level determination module, configured to obtain a state of charge change rate based on the actual state of charge; compare the state of charge change rate with a target change rate to obtain a duration during which the state of charge change rate is less than the target change rate; and determine a modified power generation level based on the duration, wherein the modified power generation level increases gradually with an increase in the duration; An execution module is used to determine a target power generation level according to the sum of the basic power generation level and the modified power generation level, so as to control the power generation power of the engine in the series mode based on the target power generation level, and the higher the target power generation level, the greater the power generation power.

9. A computer device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 7 are implemented.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 7 are implemented.

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