Hybrid vehicle parallel mode power generation control method, device, equipment and storage medium

Abstract

The present application relates to a method, apparatus, device and storage medium for controlling power generation in parallel mode of a hybrid vehicle, the method comprising obtaining an actual state of charge of a battery pack and a target state of charge for starting power generation; determining a power generation level according to a difference between the actual state of charge and the target state of charge, wherein the power generation level is positively correlated with the absolute value of the difference; obtaining a vehicle-wide torque requirement based on a vehicle-wide dynamics model; determining an engine output torque according to the power generation level and the vehicle-wide torque requirement, wherein the output torque is greater than the vehicle-wide torque requirement, and the excess of the output torque relative to the vehicle-wide torque requirement is positively correlated with the power generation level; and driving a drive motor to generate power in parallel mode according to the difference between the output torque and the vehicle-wide torque requirement to replenish the vehicle battery. The method of the present application is used to improve the problem of poor power conservation capability of hybrid vehicles in parallel mode 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 in parallel mode of a hybrid vehicle. Background Art

[0002] A hybrid vehicle is a vehicle that combines a traditional fuel engine with an electric drive system. It can use both a traditional fuel engine and a battery drive system to provide power.

[0003] Current hybrid vehicles operate in parallel mode, using both the engine and the electric motor. However, their battery packs are relatively low, resulting in a pure electric range of approximately 60 to 200 kilometers. The battery packs are primarily recharged by energy recovery during braking or coasting, but these are rare and the regenerative power is limited, resulting in a weak ability to maintain battery life. Summary of the Invention

[0004] Based on this, a hybrid vehicle parallel mode power generation control method, device, computer equipment and storage medium are provided to improve the problem of poor driving power retention capability of hybrid vehicles in parallel mode in the prior art.

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

[0006] Obtain the actual state of charge of the battery pack and the target state of charge for starting power generation;

[0007] determining a power generation level according to a difference between the actual state of charge and the target state of charge, wherein the power generation level is positively correlated with an absolute value of the difference;

[0008] Obtaining the vehicle's required torque based on the vehicle dynamics model;

[0009] determining an output torque of an engine according to the power generation level and the vehicle required torque, wherein the output torque is greater than the vehicle required torque, and an excess of the output torque relative to the vehicle required torque is positively correlated with the power generation level;

[0010] The drive motor is driven to generate electricity in parallel mode according to the difference torque between the output torque and the required torque of the whole vehicle, so as to replenish the battery of the vehicle.

[0011] In one embodiment, after obtaining the vehicle required torque based on the vehicle dynamics model, the method further includes:

[0012] Obtaining the accelerator pedal opening and vehicle speed, and determining the accelerator pedal opening rate of change and the average vehicle speed;

[0013] determining a torque compensation value based on the accelerator pedal opening rate of change and an average vehicle speed, wherein an absolute value of the torque compensation value is positively correlated with an absolute value of the accelerator pedal opening rate of change, and the absolute value of the torque compensation value is positively correlated with the average vehicle speed;

[0014] The vehicle required torque is compensated according to the torque compensation value to obtain the compensated vehicle required torque, so as to determine the output torque of the engine according to the power generation level and the corrected vehicle required torque.

[0015] In one embodiment, after compensating the vehicle required torque according to the torque compensation value, the method further includes:

[0016] Obtaining the acceleration change rate and slip rate of the vehicle under the vehicle demand torque after compensation based on the target torque compensation value;

[0017] Determining whether to adjust the target torque compensation value based on the acceleration change rate and the slip rate includes: when the slip rate is less than a first slip rate threshold, the acceleration change rate is less than the acceleration change rate at a previous moment, and the duration is greater than a first time threshold, determining an estimated compensation value based on a closed-loop control algorithm with the acceleration change rate as input, and updating the target torque compensation value based on the estimated compensation value.

[0018] In one embodiment, the determining whether to adjust the target torque compensation value according to the acceleration change rate and the slip rate further includes:

[0019] When the slip ratio is greater than a second slip ratio threshold and the duration is greater than a second time threshold, an estimated compensation value is determined based on a closed-loop control algorithm with the slip ratio as input, wherein the second slip ratio threshold is greater than or equal to the first slip ratio threshold.

[0020] In one embodiment, after determining the estimated compensation value, the method further includes:

[0021] Triggering an adjustment flag and counting the number of times the adjustment flag is triggered within a statistical period;

[0022] Updating the target torque compensation value according to the estimated compensation value includes:

[0023] When the triggering number is greater than the number threshold, a new torque compensation value is obtained based on the average of the estimated compensation values ​​determined each time, so as to update the target torque compensation value.

[0024] In one embodiment, determining the output torque of the engine according to the power generation level and the required torque of the vehicle includes:

[0025] Determining a target operating curve from a plurality of calibrated economic operating lines according to the power generation level and the required torque of the vehicle, wherein the economic operating line is determined according to the universal characteristics and external characteristic curves of the engine;

[0026] The output torque of the engine is controlled based on the target operating curve.

[0027] In one embodiment, after the difference torque between the output torque and the vehicle required torque is used to drive the drive motor to generate electricity in parallel mode, the method further includes:

[0028] When the power generation level is greater than or equal to a level threshold, the clutch of the hybrid vehicle is controlled to be disconnected, and the engine and the generator are controlled to be coupled, adjusting from the parallel mode to the series mode, so as to control the engine to generate electricity in the series mode based on the power generation level.

[0029] In another aspect, a hybrid vehicle parallel mode power generation control device is provided, the device comprising:

[0030] An acquisition module is used to obtain the actual state of charge of the battery pack and the target state of charge for starting power generation;

[0031] a power generation level determination module, configured to determine a power generation level according to a difference between the actual state of charge and the target state of charge, wherein the power generation level is positively correlated with an absolute value of the difference;

[0032] A required torque determination module is used to obtain the vehicle's required torque based on the vehicle dynamics model;

[0033] an engine control module, configured to determine an output torque of an engine based on the power generation level and the vehicle required torque, wherein the output torque is greater than the vehicle required torque, and an excess of the output torque relative to the vehicle required torque is positively correlated with the power generation level;

[0034] The power generation control module is used to control the drive motor to generate power in parallel mode according to the difference torque between the output torque and the required torque of the whole vehicle, so as to replenish the vehicle battery.

[0035] On the other hand, 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.

[0036] 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.

[0037] The above-mentioned hybrid vehicle parallel mode power generation control method, device, computer equipment and storage medium calculate the difference between the actual state of charge and the target state of charge for starting power generation, and determine the power generation level requested based on the difference. The larger the difference, the higher the power generation level. The output torque of the engine is determined in combination with the power generation level and the required torque of the entire vehicle. The larger the power generation level, the greater the output torque, and the output torque is greater than the required torque of the entire vehicle. Therefore, when the engine starts to generate electricity, the excess torque can drive the drive motor to generate electricity, charge the battery, and improve the battery's driving power retention capability in the parallel mode. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 A schematic structural diagram of a hybrid vehicle in one embodiment;

[0039] Figure 2 1 is a flow chart of a method for controlling power generation in parallel mode of a hybrid vehicle according to an embodiment;

[0040] Figure 3 is a schematic diagram of an engine economy curve in one embodiment;

[0041] Figure 4 This is a structural block diagram of a hybrid vehicle parallel mode power generation control device in one embodiment;

[0042] Figure 5 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] Hybrid vehicles utilize both an internal combustion engine and an electric motor. They can be driven by either the electric motor or the internal combustion engine. Furthermore, hybrid vehicles can be recharged from an external power source, extending their range in pure electric mode. Depending on driving conditions and style, hybrid vehicles can operate in electric, hybrid, or internal combustion engine mode, ensuring both the electric motor and the engine are always operating at optimal levels for optimal fuel efficiency and energy utilization.

[0045] For example, the power generation control method provided by this application can be applied to Figure 1In the hybrid vehicle, the vehicle is equipped with an engine, a drive motor, a battery pack, and a power coupling device. At the same time, the engine is also connected to a generator. The engine can selectively intervene in the drive through a clutch. Specifically, when the clutch is disengaged, it enters the series mode, the wheel end is driven by the drive motor, and the engine can drive the generator to generate electricity in a timely manner to provide electrical energy; when the clutch is engaged, it enters the parallel mode, and the wheel end can be driven by both the engine and the drive motor.

[0046] Generally, in parallel mode, the drive motor consumes electricity to output power, and the generator does not participate in power generation. Therefore, the battery pack has weak power retention capacity in the traditional parallel mode and the power drops rapidly.

[0047] The present application provides a hybrid vehicle parallel mode power generation control method that can improve the above-mentioned problems.

[0048] In one embodiment, the method is as follows Figure 2 As shown, the following steps are included:

[0049] Step 100: Obtain the actual state of charge of the battery pack and the target state of charge for starting power generation.

[0050] In actual implementation, users set a target SOC (State of Charge) based on their needs, typically within a range of 20% to 80%. Generally, when the actual SOC ≥ the target SOC, the vehicle does not require power generation and does not need to start power generation. In this embodiment, power generation control is described below with the actual SOC < the target SOC, so the difference between the actual SOC and the target SOC, ΔSOC < 0.

[0051] Step 200: Determine a power generation level according to a difference between the actual state of charge and the target state of charge.

[0052] The power generation level reflects the vehicle's basic demand for electricity 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 electricity and the user's expected electricity. The higher the requested power generation level, the higher the engine runs at a higher power to drive the generator to generate electricity. In this embodiment, the power generation levels are set to include 0 to 2 levels.

[0053] Different power generation levels may be requested based on the difference ΔSOC. Alternatively, the request may be combined with the vehicle mode set by the user. In actual implementation, the power generation level request method is exemplified as follows:

[0054] 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.

[0055] 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.

[0056] 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 power generation is requested; when ΔSOC < forced EV engine start second threshold, level 2 power generation is requested.

[0057] Step 300: Obtain the vehicle's required torque based on the vehicle dynamics model.

[0058] A vehicle dynamics model describes the motion and performance of a vehicle under various operating conditions. It models the vehicle from the perspectives of mechanics, dynamics, and control theory to evaluate its performance in areas such as acceleration, speed, steering, braking, and suspension systems. A vehicle dynamics model typically includes factors such as mass, inertia, air resistance, rolling resistance, driving force, braking force, and suspension system, and considers the interactions of various forces and torques during vehicle motion.

[0059] In this embodiment, based on the selected vehicle dynamics model, equations are established to describe the motion and interaction relationships of various parts of the vehicle during driving, generally including vehicle dynamics equations. Calculations are performed using the model equations and input parameters, including vehicle physical parameters, driving scenarios, vehicle speed, slope, acceleration and other signals, to obtain the vehicle's required torque in different driving scenarios. The specific implementation method can adopt existing methods and will not be repeated here.

[0060] In this embodiment, the driving scenes can be divided based on slope and vehicle speed. Based on the average vehicle speed, they can be divided into urban conditions, medium speed / medium-high speed conditions, and high speed conditions; based on the average slope, the road surface can be divided into flat road, continuous uphill, and continuous downhill.

[0061] Based on the three speed conditions and the three road conditions, fuzzy control is used to subdivide the driving scenarios into nine types:

[0062]

[0063] The vehicle controller calculates the driver's required torque in real time based on signals such as driving scenario, current vehicle speed, accelerator pedal opening, slope, acceleration, slip rate, etc.

[0064] In one embodiment, the method further includes a compensation process for the vehicle's required torque to solve the problem of slow response of the vehicle's required torque in different driving scenarios.

[0065] Specifically, during vehicle driving, the accelerator pedal opening and vehicle speed are obtained to determine the accelerator pedal opening change rate R APP and the average vehicle speed V within a certain time or distance avr , and use the two as the basis for determining the torque compensation value.

[0066] Based on the accelerator pedal opening rate of change R APP and the average vehicle speed V avr To determine the torque compensation value, in this embodiment, the torque compensation map is pre-calibrated as follows:

[0067]

[0068]

[0069] In the torque compensation map, the average vehicle speed ranges are divided into [0.5, 25], [26, 50], [51, 75], [76, 100], [101, 125], [126, 150], and [151, 180], and the accelerator pedal opening rate is divided into [-100, -76], [-75, -51], [-50, -26], [-25, 0], [0.5, 25], [26, 50], [51, 75], and [76, 100]. Within a certain average vehicle speed range, the greater the accelerator pedal opening rate, the greater the torque compensation, thereby improving vehicle responsiveness. (A negative accelerator pedal opening rate indicates that the pedal is released, providing reverse torque compensation. The larger the absolute value of the accelerator pedal opening rate, the greater the reverse compensation.)

[0070] When the accelerator pedal opening rate of change is within a certain range, the faster the vehicle speed, the greater the torque compensation.

[0071] Based on the vehicle's compensated required torque, the engine's output torque is controlled to be greater than the compensated required torque, enabling the vehicle to respond quickly while generating electricity.

[0072] In actual implementation, the average vehicle speed and the accelerator pedal opening rate of change can be divided into more or fewer intervals.

[0073] Step 400: Determine the output torque of the engine according to the power generation level and the required torque of the vehicle.

[0074] In actual implementation, the greater the power generation level, the lower the actual SOC is compared to the target SOC, and the higher the demand for charging. Therefore, the engine is requested to output a stronger torque. In addition, the output torque of the engine can not only meet the driving requirements, but also provide additional power for power generation. Therefore, the output torque is greater than the required torque of the vehicle, and the excess output torque is positively correlated with the power generation level.

[0075] Step 500 : driving a drive motor to generate electricity in a parallel mode according to a difference torque between the output torque and the required torque of the entire vehicle.

[0076] In parallel mode, the engine and drive motor are coupled by a clutch, and the excess power can be used to drive the drive motor to generate electricity.

[0077] By adopting the above-mentioned power generation control method, the battery can be replenished in the parallel mode of the hybrid vehicle to prevent the battery power from further decreasing during driving and provide battery power preservation capability. In addition, the power generation capacity is positively correlated with the power generation level. When the battery charge state is low, a higher power generation capacity can be requested to quickly replenish the battery.

[0078] In one embodiment, the engine that drives the drive motor to generate electricity can be controlled to operate under the most suitable operating conditions for the engine, as follows:

[0079] Based on the engine universal characteristics and external characteristic curves, three groups of engine economic curves are divided in parallel mode, such as Figure 3 As shown, the figure includes:

[0080] Tq_eco curve: optimal economic working area, with the lowest fuel consumption and the highest efficiency. Tq_ecomin is the lower limit of the optimal economic working area, and Tq_ecomax is the upper limit of the optimal economic working area.

[0081] Tq_eco1 curve: Economic working area 1, fuel consumption is relatively low, output torque is small, Tq_eco1 min is the lower limit of economic working area 1, Tq_eco1 max is the upper limit of economic working area 1;

[0082] Tq_eco2 curve: Economic working area 2, fuel consumption is relatively low, output torque is large, Tq_eco2min is the lower limit of economic working area 2, and Tq_eco2max is the upper limit of economic working area 2.

[0083] When the clutch is in the engaged state and enters the parallel mode, the starting point is adjusted in real time according to the vehicle's required torque, actual SOC, power generation level, vehicle speed, and engine economic line, and the target working curve is determined from multiple economic working lines. The output torque of the engine is controlled according to the target working curve.

[0084] When the clutch is engaged, the engine directly participates in driving, introducing the power generation level parameter and adjusting the engine's required torque in real time. While ensuring that the engine operates in a high-efficiency area, the difference between the engine output torque and the vehicle's required torque drives the drive motor to generate electricity. The higher the target power generation level, the greater the differential torque, reserving more torque to drive the drive motor to generate electricity and charge the battery pack. An example of the parallel torque distribution strategy is as follows:

[0085]

[0086]

[0087] In the above torque distribution strategy, under the same power generation level, the higher the required torque, the engine operates according to the working curve with higher torque; when the required torque is the same, the higher the power generation level, the engine operates according to the working curve with higher torque.

[0088] When the power generation level reaches level three, it indicates that the actual SOC is very low. By controlling the clutch of the hybrid vehicle to disconnect and controlling the coupling between the engine and the generator, the parallel mode is adjusted to the series mode to generate more power and protect the battery. The power generation control in the series mode will not be repeated here.

[0089] During actual driving, the vehicle's required torque has a huge impact on vehicle performance. For example, unreasonable vehicle required torque may lead to excessive vehicle slippage and increased tire wear. It may also cause the vehicle's acceleration rate to become smaller and smaller, or even negative, resulting in weak acceleration and slow acceleration.

[0090] In order to achieve reasonable compensation for the required torque of the entire vehicle, the present application also provides an adaptive learning process for the torque compensation value.

[0091] Adaptive learning is triggered when the average vehicle speed and accelerator pedal opening rate remain within a certain self-learning range for a certain period of time, for example, a speed range of [76,100] and an accelerator pedal opening rate of [26,50]. The vehicle controller compensates the vehicle's required torque based on the target torque compensation value of "400 N·m" in this scenario and outputs the compensated vehicle required torque as the basis for controlling vehicle movement. Simultaneously, the vehicle's acceleration rate and slip ratio are obtained for this target torque compensation value, and based on these values, the controller determines whether to adjust the target torque compensation value.

[0092] In one embodiment, the slip rate and acceleration change rate are collected or calculated according to a software cycle. When the slip rate is less than a first slip rate threshold, the acceleration change rate is less than the acceleration change rate at the previous moment, and the duration is greater than a first time threshold, an adjustment flag is triggered. The "first slip rate threshold" can be a general value for normal vehicle travel, the "acceleration change rate at the previous moment" can be the acceleration change rate obtained in the previous software cycle, and the "first time threshold" can be a calibrated value. During normal vehicle driving, the duration of the acceleration change rate being less than the acceleration change rate at the previous moment is usually less than or equal to the first time threshold.

[0093] The more times the adjustment flag is triggered, the more the target torque compensation value needs to be adjusted. At the same time, based on the closed-loop control algorithm with the acceleration change rate as input, the estimated compensation value is determined. For example, based on the acceleration change rate difference and the accumulated time, the new estimated torque compensation value T is calculated using PI control. qCmp11 , its mathematical expression is as follows:

[0094]

[0095] e(t)=a'(t)-a'(t-1)

[0096] Among them, a'(t) is the acceleration change rate at time t, K p1 is the scaling factor, K i1 is the integral factor, and 0 to t is the total duration during which the acceleration change rate is less than the acceleration change rate at the previous moment when the current self-learning area is maintained.

[0097] Using the above PI control algorithm, the estimated compensation value that can keep the acceleration rate stable is calculated.

[0098] In another embodiment, when the slip rate is greater than a second slip rate threshold and the duration is greater than a second time threshold, the adjustment flag is triggered. It can be understood that the second slip rate threshold is a common value when the vehicle slips and is greater than or equal to the first slip rate threshold.

[0099] At this time, based on the closed-loop control algorithm with the slip rate as input, the estimated compensation value T is calculated and determined. qCmp12 For storage, its mathematical expression is as follows:

[0100]

[0101] e(t)=s(t)-s0

[0102] Among them, K p2 is the scaling factor, K i2 is the integration factor, s(t) is the slip rate at time t, and s0 is the expected typical slip rate, which can be determined by calibration.

[0103] The PI control algorithm is used to calculate the estimated compensation value that can keep the slip ratio stable.

[0104] In a statistical period, such as a week, if the cumulative number of times the adjustment flag is triggered reaches a certain threshold, such as 5 times, the calculated estimated compensation value T qCmp11 and / or T qCmp12 The average value is taken as the final self-learning driving demand torque compensation value, and the value map table is updated. At the same time, the cumulative number of times and the five stored values ​​are cleared.

[0105] Through the above self-learning process, the compensation of the vehicle's required torque is gradually adjusted within a reasonable range to ensure driving comfort.

[0106] It should be understood that although Figure 2 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 2 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.

[0107] In one embodiment, Figure 4 As shown, a hybrid vehicle parallel mode power generation control device is provided, comprising: an acquisition module 10, a power generation level determination module 20, a required torque determination module 30, an engine control module 40 and a power generation control module 50, wherein:

[0108] An acquisition module 10 is used to obtain the actual state of charge of the battery pack and the target state of charge for starting power generation;

[0109] a power generation level determination module 20, configured to determine a power generation level according to a difference between the actual state of charge and the target state of charge, wherein the power generation level is positively correlated with an absolute value of the difference;

[0110] The required torque determination module 30 is used to obtain the vehicle required torque of the vehicle based on the vehicle dynamics model;

[0111] an engine control module 40 for determining an output torque of an engine based on the power generation level and the vehicle required torque, wherein the output torque is greater than the vehicle required torque, and an amount by which the output torque exceeds the vehicle required torque is positively correlated with the power generation level;

[0112] The power generation control module 50 is used to control the drive motor to generate power in parallel mode according to the difference torque between the output torque and the required torque of the whole vehicle, so as to replenish the battery of the vehicle.

[0113] The above-mentioned device calculates the difference between the actual state of charge and the target state of charge for starting power generation, and determines the power generation level requested based on the difference. The larger the difference, the higher the power generation level. The output torque of the engine is determined in combination with the power generation level and the required torque of the whole vehicle. The larger the power generation level, the greater the output torque, and the output torque is greater than the required torque of the whole vehicle. Therefore, when the engine starts to generate electricity, the excess torque can drive the drive motor to generate electricity, charge the battery, and improve the battery's driving power retention capability in parallel mode.

[0114] In one embodiment, the required torque determination module 30 is further configured to compensate the vehicle required torque to obtain a faster driving response.

[0115] Specifically, the acquisition module 10 acquires the accelerator pedal opening and the vehicle speed, and determines the accelerator pedal opening change rate and the average vehicle speed;

[0116] The required torque determination module 30 determines a torque compensation value based on the accelerator pedal opening rate of change and the average vehicle speed, wherein the absolute value of the torque compensation value is positively correlated with the absolute value of the accelerator pedal opening rate of change, and the absolute value of the torque compensation value is positively correlated with the average vehicle speed; the vehicle required torque is compensated according to the torque compensation value to obtain the compensated vehicle required torque, so as to determine the output torque of the engine according to the power generation level and the corrected vehicle required torque.

[0117] At the same time, the acquisition module 10 also acquires the acceleration change rate and slip rate of the vehicle under the vehicle demand torque after compensation based on the target torque compensation value;

[0118] The required torque determination module 30 determines whether to adjust the target torque compensation value based on the acceleration change rate and the slip rate, including: when the slip rate is less than a first slip rate threshold, the acceleration change rate is less than the acceleration change rate at the previous moment, and the duration is greater than a first time threshold, based on a closed-loop control algorithm with the acceleration change rate as the control variable, determining an estimated compensation value to update the target torque compensation value according to the estimated compensation value.

[0119] Alternatively, when the slip ratio is greater than a second slip ratio threshold and the duration is greater than a second time threshold, an adjustment flag is triggered, and an estimated compensation value is determined based on a closed-loop control algorithm using the slip ratio as a control variable.

[0120] In one embodiment, after determining the estimated compensation value, the required torque determination module 30 also triggers an adjustment flag and counts the number of times the adjustment flag is triggered within a statistical period; when the number of triggers is greater than a threshold value, a new torque compensation value is obtained based on the average of the estimated compensation value determined each time to update the target torque compensation value.

[0121] In one embodiment, the engine control module 40 determines a target operating curve from a plurality of calibrated economic operating lines according to the power generation level and the required torque of the vehicle, wherein the economic operating line is determined according to the universal characteristics and external characteristic curves of the engine; and controls the output torque of the engine based on the target operating curve.

[0122] Furthermore, when the power generation level is greater than or equal to the level threshold, the engine control module 40 controls the clutch of the hybrid vehicle to be disconnected, and controls the coupling of the engine and the generator to adjust from the parallel mode to the series mode, so as to control the engine to generate power in the series mode based on the power generation level.

[0123] The specific definitions of the hybrid vehicle parallel mode power generation control device can be found in the definitions of the hybrid vehicle parallel mode power generation control method described above and will not be further elaborated here. Each module in the aforementioned hybrid vehicle parallel mode power generation control device can be implemented in whole or in part via software, hardware, or a combination thereof. Each of these modules can be embedded in or independent of a processor within 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.

[0124] 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 5As 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 hybrid vehicle parallel mode power generation control method is implemented. The display screen of the computer device can be a liquid crystal display 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.

[0125] Those skilled in the art will understand that Figure 5 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.

[0126] 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:

[0127] Obtain the actual state of charge of the battery pack and the target state of charge for starting power generation;

[0128] determining a power generation level according to a difference between the actual state of charge and the target state of charge, wherein the power generation level is positively correlated with an absolute value of the difference;

[0129] Obtaining the vehicle's required torque based on the vehicle dynamics model;

[0130] determining an output torque of an engine according to the power generation level and the vehicle required torque, wherein the output torque is greater than the vehicle required torque, and an excess of the output torque relative to the vehicle required torque is positively correlated with the power generation level;

[0131] The drive motor is driven to generate electricity in parallel mode according to the difference torque between the output torque and the required torque of the whole vehicle, so as to replenish the battery of the vehicle.

[0132] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0133] Obtaining the accelerator pedal opening and vehicle speed, and determining the accelerator pedal opening rate of change and the average vehicle speed;

[0134] determining a torque compensation value based on the accelerator pedal opening rate of change and an average vehicle speed, wherein an absolute value of the torque compensation value is positively correlated with an absolute value of the accelerator pedal opening rate of change, and the absolute value of the torque compensation value is positively correlated with the average vehicle speed;

[0135] The vehicle required torque is compensated according to the torque compensation value to obtain the compensated vehicle required torque, so as to determine the output torque of the engine according to the power generation level and the corrected vehicle required torque.

[0136] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0137] Obtaining the acceleration change rate and slip rate of the vehicle under the vehicle demand torque after compensation based on the target torque compensation value;

[0138] Determining whether to adjust the target torque compensation value based on the acceleration change rate and the slip rate includes: when the slip rate is less than a first slip rate threshold, the acceleration change rate is less than the acceleration change rate at a previous moment, and the duration is greater than a first time threshold, determining an estimated compensation value based on a closed-loop control algorithm with the acceleration change rate as a control variable, and updating the target torque compensation value based on the estimated compensation value.

[0139] When the slip ratio is greater than a second slip ratio threshold and the duration is greater than a second time threshold, an estimated compensation value is determined based on a closed-loop control algorithm taking the slip ratio as an input.

[0140] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0141] After determining the estimated compensation value, the method further includes triggering an adjustment flag and counting the number of times the adjustment flag is triggered within a statistical period;

[0142] When the triggering number is greater than the number threshold, a new torque compensation value is obtained based on the average of the estimated compensation values ​​determined each time, so as to update the target torque compensation value.

[0143] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0144] Determining a target operating curve from a plurality of calibrated economic operating lines according to the power generation level and the required torque of the vehicle, wherein the economic operating line is determined according to the universal characteristics and external characteristic curves of the engine;

[0145] The output torque of the engine is controlled based on the target operating curve.

[0146] When the power generation level is greater than or equal to a level threshold, the clutch of the hybrid vehicle is controlled to be disconnected, and the engine and the generator are controlled to be coupled, adjusting from the parallel mode to the series mode, so as to control the engine to generate electricity in the series mode based on the power generation level.

[0147] 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:

[0148] Obtain the actual state of charge of the battery pack and the target state of charge for starting power generation;

[0149] determining a power generation level according to a difference between the actual state of charge and the target state of charge, wherein the power generation level is positively correlated with an absolute value of the difference;

[0150] Obtaining the vehicle's required torque based on the vehicle dynamics model;

[0151] determining an output torque of an engine according to the power generation level and the vehicle required torque, wherein the output torque is greater than the vehicle required torque, and an excess of the output torque relative to the vehicle required torque is positively correlated with the power generation level;

[0152] The drive motor is driven to generate electricity in parallel mode according to the difference torque between the output torque and the required torque of the whole vehicle, so as to replenish the battery of the vehicle.

[0153] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0154] Obtaining the accelerator pedal opening and vehicle speed, and determining the accelerator pedal opening rate of change and the average vehicle speed;

[0155] determining a torque compensation value based on the accelerator pedal opening rate of change and an average vehicle speed, wherein an absolute value of the torque compensation value is positively correlated with an absolute value of the accelerator pedal opening rate of change, and the absolute value of the torque compensation value is positively correlated with the average vehicle speed;

[0156] The vehicle required torque is compensated according to the torque compensation value to obtain the compensated vehicle required torque, so as to determine the output torque of the engine according to the power generation level and the corrected vehicle required torque.

[0157] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0158] Obtaining the acceleration change rate and slip rate of the vehicle under the vehicle demand torque after compensation based on the target torque compensation value;

[0159] Determining whether to adjust the target torque compensation value based on the acceleration change rate and the slip rate includes: when the slip rate is less than a first slip rate threshold, the acceleration change rate is less than the acceleration change rate at a previous moment, and the duration is greater than a first time threshold, determining an estimated compensation value based on a closed-loop control algorithm with the acceleration change rate as input, and updating the target torque compensation value based on the estimated compensation value.

[0160] Alternatively, when the slip ratio is greater than a second slip ratio threshold and the duration is greater than a second time threshold, an estimated compensation value is determined based on a closed-loop control algorithm with the slip ratio as input.

[0161] Alternatively, each time after the estimated compensation value is determined, an adjustment flag is triggered, and the number of times the adjustment flag is triggered within the statistical period is counted; when the number of triggers is greater than a threshold value, a new torque compensation value is obtained based on the average of the estimated compensation value determined each time to update the target torque compensation value.

[0162] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0163] Determining a target operating curve from a plurality of calibrated economic operating lines according to the power generation level and the required torque of the vehicle, wherein the economic operating line is determined according to the universal characteristics and external characteristic curves of the engine;

[0164] The output torque of the engine is controlled based on the target operating curve.

[0165] 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).

[0166] 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.

[0167] 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 hybrid vehicle parallel mode power generation control method, characterized in that: include: Obtain the actual state of charge of the battery pack and the target state of charge for starting power generation; determining a power generation level according to a difference between the actual state of charge and the target state of charge, wherein the power generation level is positively correlated with an absolute value of the difference; Obtaining the vehicle's required torque based on the vehicle dynamics model; Compensating the vehicle required torque according to the torque compensation value to obtain the compensated vehicle required torque; determining an output torque of an engine according to the power generation level and the compensated vehicle required torque, wherein the output torque is greater than the compensated vehicle required torque, and an excess of the output torque relative to the compensated vehicle required torque is positively correlated with the power generation level; driving a drive motor to generate electricity in a parallel mode according to a difference between the output torque and the compensated vehicle required torque to replenish the vehicle battery; Obtaining the acceleration change rate and slip rate of the vehicle under the vehicle demand torque after compensation based on the target torque compensation value; Determining whether to adjust the target torque compensation value based on the acceleration change rate and the slip rate includes: when the slip rate is less than a first slip rate threshold, the acceleration change rate is less than the acceleration change rate at a previous moment, and the duration is greater than a first time threshold, determining an estimated compensation value based on a closed-loop control algorithm with the acceleration change rate as input, and updating the target torque compensation value based on the estimated compensation value.

2. The hybrid vehicle parallel mode power generation control method according to claim 1, characterized in that: After obtaining the vehicle's required torque based on the vehicle dynamics model, the method further includes: Obtaining the accelerator pedal opening and vehicle speed, and determining the accelerator pedal opening rate of change and the average vehicle speed; determining a torque compensation value based on the accelerator pedal opening rate of change and an average vehicle speed, wherein an absolute value of the torque compensation value is positively correlated with an absolute value of the accelerator pedal opening rate of change, and the absolute value of the torque compensation value is positively correlated with the average vehicle speed; The vehicle demand torque is compensated according to the torque compensation value to obtain the compensated vehicle demand torque, so as to determine the output torque of the engine according to the power generation level and the compensated vehicle demand torque.

3. The hybrid vehicle parallel mode power generation control method according to claim 1, characterized in that: The determining whether to adjust the target torque compensation value according to the acceleration change rate and the slip rate further includes: When the slip ratio is greater than a second slip ratio threshold and the duration is greater than a second time threshold, an estimated compensation value is determined based on a closed-loop control algorithm with the slip ratio as input, wherein the second slip ratio threshold is greater than or equal to the first slip ratio threshold.

4. The hybrid vehicle parallel mode power generation control method according to any one of claims 1 or 3, characterized in that: After determining the estimated compensation value, the method further includes: Triggering an adjustment flag and counting the number of times the adjustment flag is triggered within a statistical period; Updating the target torque compensation value according to the estimated compensation value includes: When the triggering number is greater than the number threshold, a new torque compensation value is obtained based on the average of the estimated compensation values ​​determined each time, so as to update the target torque compensation value.

5. The hybrid vehicle parallel mode power generation control method according to claim 1, characterized in that: The determining the output torque of the engine according to the power generation level and the compensated vehicle required torque includes: Determining a target operating curve from a plurality of calibrated economic operating lines according to the power generation level and the compensated vehicle required torque, wherein the economic operating line is determined according to the engine universal characteristic and the external characteristic curve; The output torque of the engine is controlled based on the target operating curve.

6. The hybrid vehicle parallel mode power generation control method according to claim 1, characterized in that: After the difference torque between the output torque and the compensated vehicle required torque drives the drive motor to generate electricity in a parallel mode, the method further includes: When the power generation level is greater than or equal to a level threshold, the clutch of the hybrid vehicle is controlled to be disconnected, and the engine and the generator are controlled to be coupled, adjusting from the parallel mode to the series mode, so as to control the engine to generate electricity in the series mode based on the power generation level.

7. A hybrid vehicle parallel mode power generation control device, characterized in that: The device comprises: An acquisition module is used to obtain the actual state of charge of the battery pack and the target state of charge for starting power generation; a power generation level determination module, configured to determine a power generation level according to a difference between the actual state of charge and the target state of charge, wherein the power generation level is positively correlated with an absolute value of the difference; a required torque determination module, configured to obtain a vehicle required torque based on a vehicle dynamics model, and compensate the vehicle required torque according to a torque compensation value to obtain a compensated vehicle required torque; an engine control module, configured to determine an output torque of an engine based on the power generation level and the compensated vehicle required torque, wherein the output torque is greater than the compensated vehicle required torque, and an excess of the output torque relative to the compensated vehicle required torque is positively correlated with the power generation level; a power generation control module, configured to control the drive motor to generate power in a parallel mode according to a difference between the output torque and the compensated vehicle required torque, so as to replenish the vehicle battery; The acquisition module is further used to obtain the acceleration change rate and slip rate of the vehicle under the vehicle demand torque compensated based on the target torque compensation value; The required torque determination module is also used to determine whether to adjust the target torque compensation value based on the acceleration change rate and the slip rate, including: when the slip rate is less than a first slip rate threshold, the acceleration change rate is less than the acceleration change rate at the previous moment and the duration is greater than a first time threshold, based on a closed-loop control algorithm with the acceleration change rate as input, determining an estimated compensation value to update the target torque compensation value according to the estimated compensation value.

8. 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 6 are implemented.

9. 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 6 are implemented.

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