Hybrid electric vehicle power control method, device, vehicle and storage medium

Abstract

The present application relates to the technical field of hybrid vehicle control, and specifically discloses a hybrid vehicle power control method, device, vehicle and storage medium. The method comprises obtaining the vehicle's front road condition information and vehicle driving information, and determining, according to the front road condition information, a first distance between the vehicle and the next congested road section, a second distance between the congested road section, a third distance between the vehicle and a traffic light, and second operating condition information of the traffic light; if the first distance is greater than or equal to the third distance, determining a first power consumption based on the second distance and the first operating condition information, and determining a first time interval based on the first distance and vehicle speed information; determining a first power control strategy to be executed according to the current remaining power, the first power consumption and the first time interval; and if the first distance is less than the third distance, determining a second power control strategy to be executed based on the third distance, vehicle speed information, torque demand and the second operating condition information. The method reduces the vehicle's actual fuel consumption and improves the vehicle's cruising range.

Description

Technical Field

[0001] The present application relates to the technical field of hybrid vehicle control, and in particular to a hybrid vehicle power control method, device, vehicle and storage medium. Background Art

[0002] As new energy electric vehicles have entered a period of rapid and vigorous development, pure electric vehicles have shortcomings in driving range, so various car companies have developed various types of hybrid vehicles to make up for it. The output power control of hybrid vehicles has always been a pain point and difficulty in the industry, especially for FHEV (full hybrid electric vehicle) models. At present, most OEMs use the best power line method for power output, that is, through calibration, the combined output power of the engine and motor follows the best power line.

[0003] In the prior art, the vehicle power output mode closely follows the optimal power line output, ignoring the actual usage scenario of the vehicle when driving, especially in some congested roads or traffic light sections, resulting in the optimal power line not being the most economical power output mode, and thus failing to achieve the most economical power control output. Summary of the invention

[0004] The present application aims to solve at least one of the technical problems existing in the prior art. To this end, the present application proposes a hybrid electric vehicle power control method, device, vehicle and storage medium.

[0005] In a first aspect, an embodiment of the present application provides a hybrid electric vehicle power control method, comprising:

[0006] Obtaining the road condition information ahead of the current navigation route of the target vehicle and the vehicle driving information, wherein the vehicle driving information at least includes the current remaining power of the battery pack, vehicle speed information, torque demand, and the first operating condition information of the vehicle in the previous congested road section;

[0007] Determine, according to the road condition information ahead, a first distance between the target vehicle and the next congested road section, a second distance between the congested road section, a third distance between the target vehicle and the next traffic light, and second operating condition information of the traffic light in the current planned driving trajectory segment of the target vehicle;

[0008] If the first distance is greater than or equal to the third distance, determining a first power consumption based on the second distance and the first operating condition information, and determining a first time interval based on the first distance and the vehicle speed information;

[0009] Determining a first power control strategy to be executed by the target vehicle according to the current remaining power, the first power consumption, and the first time interval;

[0010] If the first distance is less than the third distance, a second power control strategy to be executed by the target vehicle is determined based on the third distance, the vehicle speed information, the torque demand and the second operating condition information.

[0011] In some possible examples, if the first distance is greater than or equal to the third distance, determining a first power consumption based on the second distance and the first operating condition information, and determining a first time interval based on the first distance and the vehicle speed information include:

[0012] Determine, based on the first operating condition information, the average mileage power consumption of the target vehicle before passing through the last congested road section, and the total power of the target vehicle including the air conditioner and low-voltage accessories;

[0013] According to the second distance, the average mileage power consumption and the total electric power, a first power consumption of the target vehicle passing through the next congested road section is determined, wherein the expression of the first power consumption is:

[0014]

[0015] In the formula, Indicates the first power consumption of passing the next congested road section. Indicates the average mileage power consumption. Indicates the length of the next congested road section, represents the average speed of vehicles passing the previous congested section. Indicates the real-time total electrical power consumed by the air conditioner and low-voltage accessories.

[0016] In some possible examples, determining, based on the first operating condition information, the average mileage power consumption of the target vehicle passing through the last congested road section and the total power of the air conditioner and low-voltage accessories in the target vehicle includes:

[0017] The average mileage power consumption is determined based on a first mileage power consumption before the target vehicle enters a previous congested road section and a second mileage power consumption after entering the previous congested road section, wherein the average mileage power consumption is updated each time the target vehicle passes through a congested road section.

[0018] In some possible examples, determining the average mileage power consumption according to a first mileage power consumption of the target vehicle before entering the last congested road section and a second mileage power consumption after entering the last congested road section includes:

[0019] The expression of the average mileage power consumption is:

[0020]

[0021] In the formula, Indicates the average mileage power consumption. Indicates the power consumption value of the first mileage before entering the last congested road section. express The weight coefficient of Indicates the second mileage power consumption value after entering the last congested road section. for The weight coefficient of .

[0022] In some possible examples, determining the first power control strategy to be executed by the target vehicle according to the current remaining power, the first power consumption, and the first time interval includes:

[0023] According to the current remaining power and the first power consumption, a battery pack charge and discharge control strategy is determined when the target vehicle passes the first distance, wherein:

[0024] If the current remaining power is less than or equal to the first power consumption, determining a power difference between the current remaining power and the first power consumption;

[0025] An initial point and a cutoff point of charging time within the first time interval are determined according to the power difference and the charging power of the target vehicle when traveling along the optimal power line.

[0026] In some possible examples, if the first distance is greater than or equal to the third distance, determining a first power consumption based on the second distance and the first operating condition information, and determining a first time interval based on the first distance and the vehicle speed information further includes:

[0027] According to the road condition information ahead, determining whether there are multiple congested sections ahead of the target vehicle in the current planned driving trajectory section of the target vehicle;

[0028] If yes, determining the distance between the next congested road section and an adjacent congested road section and a second power consumption of passing through the adjacent congested road section;

[0029] According to the road section distance and the second power consumption, determining whether the sum of the maximum charge amount of the target vehicle passing the road section distance and the remaining power of the battery pack passing the next congested road section is greater than the second power consumption;

[0030] If not, additional power replenishment is performed when the target vehicle passes the first distance.

[0031] In some possible examples, if the first distance is less than the third distance, determining the second power control strategy to be executed by the target vehicle based on the third distance, the vehicle speed information, the torque demand, and the second operating condition information includes:

[0032] determining a second time interval for the target vehicle to arrive at the traffic light according to the third distance, the vehicle speed information, and the torque demand;

[0033] Determine whether the target vehicle can pass the traffic light under the current working condition according to the second time interval and the second working condition information; wherein the second working condition information includes the current traffic signal of the traffic light and a third time interval for switching between different traffic signals;

[0034] If not, according to the current traffic signal of the traffic light and the third time interval, the optimal power line output is switched to the pure electric mode output at a first preset time before the target vehicle reaches the traffic light.

[0035] In a second aspect, an embodiment of the present application provides a hybrid vehicle power control device, comprising:

[0036] An acquisition module is configured to acquire the road condition information ahead of the current navigation route of the target vehicle and the vehicle driving information, wherein the vehicle driving information at least includes the current remaining power of the battery pack, vehicle speed information, torque demand, and the first operating condition information of the vehicle in the previous congested road section;

[0037] A first determination module is configured to determine, according to the front road condition information, a first distance between the target vehicle and a next congested road section, a second distance between the congested road section, a third distance between the target vehicle and a next traffic light, and second operating condition information of the traffic light in a current planned driving trajectory segment of the target vehicle;

[0038] a second determining module configured to determine a first power consumption based on the second distance and the first operating condition information, and to determine a first time interval based on the first distance and the vehicle speed information if the first distance is greater than or equal to the third distance;

[0039] A first power control determination module is configured to determine a first power control strategy to be executed by the target vehicle according to the current remaining power, the first power consumption and the first time interval;

[0040] The second power control determination module is configured to determine a second power control strategy to be executed by the target vehicle based on the third distance, the vehicle speed information, the torque demand and the second operating condition information if the first distance is less than the third distance.

[0041] In a third aspect, an embodiment of the present application provides a vehicle, including:

[0042] processor;

[0043] a memory for storing instructions executable by the processor;

[0044] Wherein, the processor is configured to:

[0045] Implement the steps of a hybrid vehicle power control method described in any one of the embodiments of the first aspect above.

[0046] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium having computer program instructions stored thereon, characterized in that when the program instructions are executed by a processor, the steps of a hybrid vehicle power control method described in any one of the embodiments of the first aspect above are implemented.

[0047] Compared with the prior art, the technical solution provided by the above embodiments of the present application includes at least the following beneficial effects:

[0048] The hybrid vehicle power control method of the present application obtains the road condition information ahead of the current navigation route of the target vehicle and the vehicle driving information, determines the first distance between the target vehicle and the next congested road section, the second distance between the congested road section, the third distance between the target vehicle and the next traffic light, and the second working condition information of the traffic light in the current planned driving trajectory segment of the target vehicle, and determines the road condition that the target vehicle will first reach by judging the first distance between the target vehicle and the next congested road section and the third distance between the target vehicle and the next traffic light. At the same time, different power control strategies are set for congested roads, multiple congested roads and traffic lights. While ensuring that different roads can meet normal driving conditions, the power output mode is combined with specific real driving scenarios to achieve free switching between the optimal power line output mode and the most economical power output mode, effectively reducing the actual fuel consumption of the target vehicle and improving the target vehicle's cruising range.

[0049] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0051] Figure 1is a flow chart of a hybrid vehicle power control method provided according to an embodiment of the present application;

[0052] Figure 2 is a first sub-flowchart of a hybrid vehicle power control method provided according to an embodiment of the present application;

[0053] Figure 3 is a second sub-flowchart of the hybrid vehicle power control method provided according to an embodiment of the present application;

[0054] Figure 4 It is a block diagram of a hybrid vehicle power control system provided according to an embodiment of the present application.

[0055] Figure 5 It is a block diagram of a vehicle provided according to an embodiment of the present application. DETAILED DESCRIPTION

[0056] The embodiments of the present application are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0057] It should be noted that, unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art to which this application belongs. The terms used herein in the specification of this application are only for the purpose of describing specific implementations and are not intended to limit this application. The term "and / or" used herein includes any and all combinations of one or more of the related listed items.

[0058] Example 1

[0059] See also Figure 1 This embodiment provides a hybrid vehicle power control method, including:

[0060] Step S100: Acquire the road condition information ahead of the current navigation route of the target vehicle and the vehicle driving information, wherein the vehicle driving information at least includes the current remaining power of the battery pack, vehicle speed information, torque demand, and the first operating condition information of the vehicle in the previous congested road section;

[0061] In some examples, the traffic condition information ahead of the current navigation route can be obtained by the navigation system of the target vehicle based on real-time map data using GPS, sensors and external communication networks to obtain real-time location information, and the real-time traffic conditions on the driving route can be obtained according to the on-board networking system. The navigation system can include but is not limited to Google Maps, Amap, Tencent Maps or local traffic management systems, and the traffic condition information ahead of the current navigation route is obtained through the navigation system.

[0062] In some examples, the vehicle driving information includes at least the current remaining power of the battery pack, vehicle speed information, torque demand, and the first operating condition information of the vehicle in the previous congested road section. The current remaining power, vehicle speed information and torque demand can be controlled and collected by the VCU (vehicle control unit). For example, the current remaining power of the battery pack can be monitored in real time by the on-board battery management system (BMS), including the battery power, charging status, temperature, health status and other information. The vehicle speed information can be obtained in real time through the vehicle speed sensor. The vehicle torque demand can be calculated by the vehicle's power system, indicating the driving force required for the vehicle under the current driving state.

[0063] Optionally, the battery charge information can be shared with the driver or navigation system through the vehicle system, and the collected battery pack's current remaining charge, vehicle speed information, and torque demand can be processed in the VCU (vehicle control unit).

[0064] In some examples, the first operating condition information of the vehicle on the last congested road section is the historical driving data of the vehicle. The first operating condition information may include the average speed of the vehicle when passing the last congested road section, the average battery pack power consumed per unit length of mileage when passing the last congested road section, the real-time electric power consumed by the vehicle including the air conditioner and low-voltage accessories when passing the last congested road section, and the average battery pack power consumed per unit length of mileage when the vehicle passed the non-congested road section before the last congested road section.

[0065] It can be understood that the first operating condition information of the vehicle in the previous congested section can be processed and stored by the cloud server. After entering the next congested section each time, the first operating condition information of the vehicle in the previous congested section is updated in real time. When needed, the data is retrieved from the cloud server through network interconnection. Of course, the first operating condition information of the vehicle in the previous congested section can also be stored in the memory in the target vehicle, and called from the memory when needed. Similarly, after entering the next congested section each time, the first operating condition information of the vehicle in the previous congested section is updated in real time. How to update the data is a prior art, and the specific process will not be elaborated here.

[0066] Step S200: determining, according to the road condition information ahead, a first distance between the target vehicle and the next congested road section, a second distance between the congested road section, a third distance between the target vehicle and the next traffic light, and second operating condition information of the traffic light in the current planned driving trajectory segment of the target vehicle;

[0067] In some examples, based on the road condition information ahead, a first distance between the target vehicle and the next congested section, a second distance between the congested section, a third distance between the target vehicle and the next traffic light, and second operating condition information of the traffic light are determined in the target vehicle's currently planned driving trajectory segment, wherein before entering the next congested section or the next traffic light, the first distance and the third distance are updated in real time, the first distance may be defined as the distance from the current target vehicle position to the starting position of the next congested section, the second distance is the total length of the congested section, and the third distance may be defined as the distance from the current target vehicle position to the intersection before entering the next traffic light.

[0068] Optionally, in some cases, the traffic light may be located within a congested section, or before or after the next congested section. There may be multiple congested sections or traffic lights. During data processing, the first congested section or traffic light to be processed may be the one closest to the target vehicle.

[0069] Optionally, the second operating condition information includes the current traffic signal of the traffic light and a third time interval for switching between different traffic signals, for example, the time interval for a red light to switch to a green light or a green light to switch to a red light.

[0070] Step S300: if the first distance is greater than or equal to the third distance, determining a first power consumption based on the second distance and the first operating condition information, and determining a first time interval based on the first distance and the vehicle speed information;

[0071] In this step, the data values ​​of the first distance and the third distance obtained from the navigation system are compared, wherein the judgment can be made by difference in the processor, that is, the positive and negative relationship of the difference result is determined, and the difference value can be represented by "0" and "1". For example, "1" is used to indicate that the first distance is greater than or equal to the third distance, and "0" is used to indicate that the first distance is less than the third distance.

[0072] Optionally, if the first distance is greater than or equal to the third distance, a first power consumption is determined based on the second distance and the first operating condition information, the first power consumption being an estimated power consumption of the target vehicle passing through a congested section, and a first time interval is determined based on the first distance from the target vehicle to the next congested section and the current speed information of the target vehicle; the first time interval is an estimated time for the target vehicle to reach the next congested section.

[0073] Optionally, the average mileage power consumption of the target vehicle before passing through the last congested road section and the total electric power of the target vehicle including the air conditioner and low-voltage accessories are determined according to the first operating condition information; wherein the average mileage power consumption is determined according to the first mileage power consumption of the target vehicle before entering the last congested road section and the second mileage power consumption after entering the last congested road section, wherein the average mileage power consumption is updated after each time the target vehicle passes through the congested road section, and the expression of the average mileage power consumption is:

[0074]

[0075] In the formula, Indicates the average mileage power consumption. When a congested road section appears for the first time, Indicates the power consumption value of the first mileage before entering the last congested road section. express The weight coefficient of Indicates the second mileage power consumption value after entering the last congested road section. for The weight coefficient of .

[0076] It should be noted that the low-voltage accessories in the target vehicle may include the lighting system, entertainment system (such as audio and central control screen) or vehicle charging system. The real-time total power consumed by the air conditioner and low-voltage accessories can be collected through the VCU (vehicle controller) or other controllers in the target vehicle.

[0077] It should also be noted that for as well as The weight coefficient can be obtained through experiments with historical data. , as well as After each congested road section is passed, the data is iteratively updated in the memory. Erasing and rewriting the data is a prior art, and its principle will not be elaborated here.

[0078] Optionally, the expression of the first power consumption of the target vehicle passing through the next congested road section is:

[0079]

[0080] In the formula, Indicates the first power consumption of passing the next congested road section. Indicates the average mileage power consumption. Indicates the length of the next congested road section, represents the average speed of vehicles passing the previous congested section. Indicates the real-time total electrical power consumed by the air conditioner and low-voltage accessories.

[0081] Step S400: determining a first power control strategy to be executed by the target vehicle according to the current remaining power, the first power consumption and the first time interval;

[0082] In some embodiments, the first power consumption is compared with the current remaining power of the target vehicle battery pack through an estimated calculation of the first power consumption. Similarly, a judgment can be made by taking a difference. If the current remaining power is less than or equal to the first power consumption, the power difference between the current remaining power and the first power consumption is determined. Based on the power difference and the charging power of the target vehicle when traveling at the optimal power line, the initial point and cutoff point of the charging time within the first time interval are determined.

[0083] It should be noted that the optimal power line for a hybrid vehicle refers to the optimal power output ratio of the engine and the motor under different driving conditions. In the related art, for different hybrid vehicle models, the optimal power line is pre-configured in the vehicle so that the engine and the motor can output the optimal power under different driving conditions, thereby optimizing the vehicle's fuel efficiency, emissions and power performance to achieve the best energy utilization efficiency. In the prior art, the power output mode closely follows the optimal power line output, ignoring the actual use scenario of the vehicle and the road conditions under the actual use scenario, resulting in the optimal power line not being the most economical power output mode. The specific principle and power line conditions of the optimal power line of this embodiment can be reasonably selected and designed according to different vehicle models, and are not limited here.

[0084] Optionally, when the target vehicle is traveling at the optimal power line, the vehicle can perform brake energy recovery (regenerative braking) or charge the internal combustion engine (engine). The specific selection can be made according to different models of hybrid vehicles. According to the power difference and the charging power of the target vehicle when traveling at the optimal power line, the initial point and cutoff point of the charging time within the first time interval are determined, that is, the vehicle can perform brake energy recovery (regenerative braking) or charge the internal combustion engine (engine) within the initial point and cutoff point of the charging time.

[0085] Of course, the first time interval can be used to judge whether the target vehicle can charge the battery pack more than the power difference within the time interval, and can also be set by the power difference, that is, the calculation starting point of the first time interval is estimated by the power difference, so that the battery pack is charged within the first time interval to ensure that the congested road section is passed in pure electric mode, thereby reducing the target vehicle's use of the optimal power line for power output, effectively reducing the user's actual fuel consumption and improving the sample vehicle's cruising range.

[0086] Step S500: If the first distance is less than the third distance, a second power control strategy to be executed by the target vehicle is determined based on the third distance, the vehicle speed information, the torque demand and the second operating condition information.

[0087] In this step, if the first distance is less than the third distance, that is, the target vehicle encounters the next traffic light first, in this case, the second power control strategy refers to determining whether the target vehicle can smoothly pass the next traffic light with the optimal power line output by collecting the third distance, vehicle speed information, torque demand and the second operating condition information. If so, it passes with the optimal power line output; if not, it enters the pure electric mode output in advance, thereby effectively reducing the user's actual fuel consumption and improving the cruising range of the sample vehicle.

[0088] In the method steps of the above-mentioned embodiment, by acquiring the road condition information ahead of the current navigation route of the target vehicle and the vehicle driving information, the first distance between the target vehicle and the next congested road section, the second distance between the congested road section, the third distance between the target vehicle and the next traffic light, and the second operating condition information of the traffic light in the current planned driving trajectory segment of the target vehicle are determined; by judging the first distance between the target vehicle and the next congested road section and the third distance between the target vehicle and the next traffic light, the road condition that the target vehicle first reaches is determined; at the same time, different power control strategies are set for congested sections, multiple congested road sections, and traffic lights; while ensuring that different sections can meet normal driving conditions, the power output mode is combined with the specific real driving scenario to realize free switching between the optimal power line output mode and the most economical power output mode, thereby effectively reducing the actual fuel consumption of the target vehicle and improving the target vehicle's cruising range.

[0089] See also Figure 2 In the optional implementation of each embodiment of the present application, the above step S300 may include steps S310 to S340. Figure 2 A first sub-flowchart of a hybrid vehicle power control method is provided for an embodiment of the present application.

[0090] Step S310: judging, according to the road condition information ahead, whether there are multiple congested sections ahead of the target vehicle in the current planned driving trajectory section of the target vehicle;

[0091] In this step, the target vehicle's navigation system can obtain real-time location information based on real-time map data using GPS, sensors and external communication networks, and obtain real-time road conditions on the driving route based on the on-board networking system to determine whether there are multiple consecutive congested sections.

[0092] Step S320: If yes, determine the distance between the next congested road section and the adjacent congested road section and the second power consumption of passing through the adjacent congested road section;

[0093] It should be noted that when it is determined that there are multiple consecutive congested sections in the current planned driving trajectory of the target vehicle, since three, four or more congested sections are processed recursively in this embodiment, this embodiment is described with two adjacent congested sections;

[0094] In some examples, the section distance between the next congested section and the adjacent congested section and the second power consumption of passing through the adjacent congested section are determined, wherein the section distance can be directly obtained through the navigation system, and the second power consumption is calculated in the same way as the first power consumption, which will not be elaborated here.

[0095] Step S330: judging, based on the road section distance and the second power consumption, whether the sum of the maximum charge amount of the target vehicle passing the road section distance and the remaining power of the battery pack passing the next congested road section is greater than the second power consumption;

[0096] In this step, it is assumed that is the current battery pack capacity,

[0097]

[0098] in, To determine the remaining battery power before reaching the next adjacent congested road section, The amount of power that the battery pack needs to consume before reaching the next adjacent congested road section;

[0099]

[0100] In the formula, The battery pack power required to pass the current congested road section, The battery pack power required to pass the next smooth road section;

[0101]

[0102] In the formula, The average battery pack power consumed per unit length of the next smooth road section, is the length of the next smooth road section, is the average speed of the vehicle passing the next smooth road section, The real-time power consumed by the air conditioner and low-voltage accessories to pass the next smooth road section; Real-time updates based on the vehicle's Internet system;

[0103]

[0104] In the formula, The value is the average battery pack power consumed per unit length of the previous smooth section (when it is the first section, is 0), The value is the average battery pack power consumed per unit length of the smooth road section that has been traveled. for The weight coefficient of for The weight coefficient of ; The value of is updated according to the unit length of the smooth road section traveled.

[0105] In some examples, the remaining battery charge before entering the adjacent congested road section is calculated. , and then compare it with the second power consumption to determine whether the target vehicle can pass through the adjacent congested section in pure electric mode. If not, determine whether the amount of energy recovered through the smooth section between the next congested section and the adjacent congested section is greater than the remaining power of the battery pack. If the difference between the second power consumption is yes, energy recovery is performed normally on the smooth section between the next congested section and the adjacent congested section.

[0106] Step S340: If not, perform additional power replenishment when the target vehicle passes the first distance.

[0107] In this step, if the battery pack has remaining power The difference is less than the second power consumption, and the amount of energy recovered through the smooth section between the next congested section and the adjacent congested section is less than the remaining power of the battery pack. The difference between the second power consumption and the first distance will be used for additional power replenishment. The additional power replenishment means that the power required for energy recovery in the first distance is enough to pass the next congested section, and additional energy recovery is required to meet the power difference for passing the adjacent congested section, thereby effectively reducing the user's actual fuel consumption and improving the cruising range of the sample vehicle.

[0108] See also Figure 3 In the optional implementation of each embodiment of the present application, the above step S500 may include steps S510 to S530. Figure 3 A second sub-flowchart of a hybrid vehicle power control method is provided for an embodiment of the present application.

[0109] Step S510: determining a second time interval for the target vehicle to reach the traffic light according to the third distance, the vehicle speed information and the torque requirement;

[0110] In this step, a second time interval for the target vehicle to reach the traffic light is calculated based on the third distance between the target vehicle and the traffic light, the vehicle speed information, and the torque requirement.

[0111] Step S520: determining whether the target vehicle can pass the traffic light under the current working condition according to the second time interval and the second working condition information; wherein the second working condition information includes the current traffic signal of the traffic light and a third time interval for switching between different traffic signals;

[0112] In this step, whether the target vehicle can pass the traffic light under the current operating condition is determined based on the second time interval and the second operating condition information. The second operating condition information may include the current traffic signal of the traffic light and the third time interval for switching between different traffic signals. For example, assuming that the second time interval is 3 minutes, and the current traffic light is green, and the third time interval for switching between different traffic signals is 30 seconds, the traffic signal condition when the target vehicle arrives at the traffic light is obtained by calculation, wherein the traffic signal condition may be a green light, a red light, or a yellow light, and the remaining time under the traffic signal. In this way, it is determined whether the target vehicle can pass the traffic light under the current operating condition.

[0113] Step S530: If not, according to the current traffic signal of the traffic light and the third time interval, the optimal power line output is switched to the pure electric mode output at a first preset time before the target vehicle reaches the traffic light.

[0114] In this step, if the target vehicle cannot pass the traffic light under the current operating conditions, according to the current traffic signal of the traffic light and the third time interval, the optimal power line output is switched to the pure electric mode output at a first preset time before the target vehicle reaches the traffic light. The first preset time can be 10s, 15s or 20s, which can be selected according to actual needs. After passing the traffic light section, the target vehicle can switch from the pure electric mode output to the optimal power line output after a second preset time. The second preset time can be 10s, 15s or 20s, which can be selected according to actual needs.

[0115] It can be understood that through the above method steps, when passing through a traffic light section, the pure electric mode output and the optimal power line output can be freely switched according to the road conditions in the actual usage scenario, thereby effectively reducing the user's actual fuel consumption and improving the target vehicle's cruising range.

[0116] See also Figure 4 This embodiment provides a hybrid vehicle power control device, and the hybrid vehicle power control device 200 includes:

[0117] The acquisition module 210 is configured to acquire the road condition information ahead of the current navigation route of the target vehicle and the vehicle driving information, wherein the vehicle driving information at least includes the current remaining power of the battery pack, the vehicle speed information, the torque demand, and the first operating condition information of the vehicle in the previous congested road section;

[0118] A first determination module 220 is configured to determine, according to the front road condition information, a first distance between the target vehicle and a next congested road section, a second distance between the congested road section, a third distance between the target vehicle and a next traffic light, and second operating condition information of the traffic light in a current planned driving trajectory segment of the target vehicle;

[0119] A second determination module 230 is configured to determine a first power consumption based on the second distance and the first operating condition information, and determine a first time interval based on the first distance and the vehicle speed information if the first distance is greater than or equal to the third distance;

[0120] A first power control determination module 240 is configured to determine a first power control strategy to be executed by the target vehicle according to the current remaining power, the first power consumption and the first time interval;

[0121] The second power control determination module 250 is configured to determine a second power control strategy to be executed by the target vehicle based on the third distance, the vehicle speed information, the torque demand and the second operating condition information if the first distance is less than the third distance.

[0122] In some embodiments, the first determination module 220 is further used to determine whether there are multiple congested sections ahead of the target vehicle in the current planned driving trajectory section of the target vehicle according to the road condition information ahead;

[0123] If yes, determine the distance between the next congested road section and the adjacent congested road section and the second power consumption of passing through the adjacent congested road section;

[0124] According to the road section distance and the second power consumption, determine whether the sum of the maximum charging amount of the target vehicle passing the road section distance and the remaining power of the battery pack passing the next congested road section is greater than the second power consumption;

[0125] If not, additional power replenishment is performed when the target vehicle passes the first distance.

[0126] In some embodiments, the second determination module 230 is also used to determine the average mileage power consumption of the target vehicle before passing the last congested section, and the total electrical power of the target vehicle including the air conditioner and low-voltage accessories based on the first operating condition information; determine the first power consumption of the target vehicle when passing the next congested section based on the second distance, the average mileage power consumption and the total power, and determine the battery pack charging and discharging control strategy when the target vehicle passes the first distance based on the first power consumption and the current remaining power.

[0127] Optionally, the second determination module 230 is used to determine the average mileage power consumption of the target vehicle passing through the last congested road section and the total electric power of the air conditioner and low-voltage accessories in the target vehicle according to the first operating condition information, including: determining the average mileage power consumption according to the first mileage power consumption before the target vehicle enters the last congested road section and the second mileage power consumption after entering the last congested road section, wherein the average mileage power consumption is updated after the target vehicle passes through the congested road section each time, wherein the expression of the average mileage power consumption is:

[0128]

[0129] In the formula, Indicates the average mileage power consumption. When a congested road section appears for the first time, Indicates the power consumption value of the first mileage before entering the last congested road section. express The weight coefficient of Indicates the second mileage power consumption value after entering the last congested road section. for The weight coefficient of .

[0130] Optionally, the second determination module 230 is used to determine the battery pack charge and discharge control strategy when the target vehicle passes the first distance according to the first power consumption and the current remaining power, including:

[0131] If the current remaining power is less than or equal to the first power consumption, the power difference between the current remaining power and the first power consumption is determined, wherein the expression of the first power consumption is:

[0132]

[0133] In the formula, Indicates the first power consumption of passing the next congested road section. Indicates the average mileage power consumption. Indicates the length of the next congested road section, represents the average speed of vehicles passing the previous congested section. Indicates the real-time total electrical power consumed by the air conditioner and low-voltage accessories;

[0134] An initial point and a cutoff point of the charging time within the first time interval are determined according to the power difference and the charging power of the target vehicle when the target vehicle is traveling along the optimal power line.

[0135] In some embodiments, the second power control determination module 250 is also used to determine a second time interval for the target vehicle to reach the traffic light based on a third distance, vehicle speed information, and torque demand; determine whether the target vehicle can pass the traffic light under the current operating condition based on the second time interval and the second operating condition information; wherein the second operating condition information includes the current traffic signal of the traffic light and a third time interval for switching between different traffic signals; if not, based on the current traffic signal of the traffic light and the third time interval, switch from the optimal power line output to the pure electric mode output at a first preset time before the target vehicle reaches the traffic light.

[0136] It should be understood that Figure 4 In the structural block diagram of the hybrid vehicle power control device 200 shown in FIG. 1 , each module is used to execute Figure 1-Figure 3 The steps in the corresponding embodiments, and for Figure 1-Figure 3 Each step in the corresponding embodiment has been explained in detail in the above embodiment. Figure 1-Figure 3 as well as Figure 1-Figure 3 The relevant descriptions in the corresponding embodiments are not repeated here.

[0137] Compared with the related art, the above-mentioned embodiment has the following beneficial effects: by acquiring the road condition information ahead of the current navigation route of the target vehicle and the vehicle driving information, the first distance between the target vehicle and the next congested road section, the second distance between the congested road section, the third distance between the target vehicle and the next traffic light, and the second operating condition information of the traffic light in the current planned driving trajectory segment of the target vehicle are determined; by judging the first distance between the target vehicle and the next congested road section and the third distance between the target vehicle and the next traffic light, the road condition that the target vehicle first reaches is determined; at the same time, different power control strategies are set for congested sections, multiple congested road sections, and traffic lights; while ensuring that different sections can meet normal driving conditions, the power output mode is combined with specific real driving scenarios to achieve free switching between the optimal power line output mode and the most economical power output mode, effectively reducing the actual fuel consumption of the target vehicle and improving the target vehicle's cruising range.

[0138] See also Figure 5 , Figure 5 8 is a block diagram of a vehicle 800 according to an exemplary embodiment. For example, the vehicle 800 may be a hybrid vehicle, and may be a full hybrid vehicle, a mild hybrid vehicle, or a plug-in hybrid vehicle.

[0139] like Figure 5As shown, the vehicle 800 may include various subsystems, for example, an infotainment system 810, a perception system 820, a decision control system 830, a drive system 840, and a computing platform 850. The vehicle 800 may also include more or fewer subsystems, and each subsystem may include multiple components. In addition, each subsystem and each component of the vehicle 800 may be interconnected by wire or wireless means.

[0140] In some embodiments, the infotainment system 810 may include a communication system, an entertainment system, and a navigation system, etc.

[0141] The perception system 820 may include several sensors for sensing information about the environment around the vehicle 800. For example, the perception system 820 may include a global positioning system (the global positioning system may be a GPS system, or a Beidou system or other positioning systems), an inertial measurement unit (IMU), a laser radar, a millimeter wave radar, an ultrasonic radar, and a camera.

[0142] The decision control system 830 may include a computing system, a vehicle controller, a steering system, a throttle, and a braking system.

[0143] The drive system 840 may include components that provide powered motion for the vehicle 800. In one embodiment, the drive system 840 may include an engine, an energy source, a transmission system, and wheels. The engine may be one or a combination of an internal combustion engine, an electric motor, and an air compression engine. The engine is capable of converting energy provided by the energy source into mechanical energy.

[0144] Some or all functions of the vehicle 800 are controlled by a computing platform 850. The computing platform 850 may include at least one processor 851 and a memory 852, and the processor 851 may execute instructions 853 stored in the memory 852.

[0145] The processor 851 may be any conventional processor, such as a commercially available CPU. The processor may also include a graphics processor (Graphic Process Unit, GPU), a field programmable gate array (Field Programmable Gate Array, FPGA), a system on chip (System on Chip, SOC), an application specific integrated circuit (Application Specific Integrated Circuit, ASIC) or a combination thereof.

[0146] The memory 852 may be implemented by any type of volatile or nonvolatile memory device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk, or optical disk.

[0147] In addition to instructions 853 , memory 852 may also store data, such as road maps, route information, vehicle location, direction, speed, etc. The data stored in memory 852 may be used by computing platform 850 .

[0148] In some embodiments, the processor 851 may execute the instruction 853 to complete all or part of the steps of the hybrid vehicle power control method described above.

[0149] In some embodiments, a vehicle is also provided, comprising a processor;

[0150] a memory for storing processor-executable instructions;

[0151] Wherein, the processor is configured to: implement the steps of the hybrid electric vehicle power control method provided by the aforementioned method embodiment.

[0152] In some embodiments, a computer-readable storage medium is also provided, on which computer program instructions are stored. When the program instructions are executed by a processor, the steps of the hybrid electric vehicle power control method provided by the present disclosure are implemented.

[0153] In some embodiments, a computer program product is also provided, on which computer program instructions are stored. When the program instructions are executed by a processor, the steps of the hybrid electric vehicle power control method provided by the present disclosure are implemented.

[0154] The terms "first", "second", "third", etc. in the specification and claims of the present application and the drawings are used to distinguish different objects rather than to describe a specific order. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a series of steps or units are included, or optionally, steps or units not listed are included, or optionally, other steps or units inherent to these processes, methods, products or devices are included.

[0155] Only the part relevant to the present application is shown in the accompanying drawings, but not all of the content. Before discussing the exemplary embodiments in more detail, it should be mentioned that some exemplary embodiments are described as processing or methods depicted as flow charts. Although the flow chart describes each operation (or step) as a sequential process, many of the operations therein can be implemented in parallel, concurrently or simultaneously. In addition, the order of each operation can be rearranged. When its operation is completed, the process can be terminated, but it can also have additional steps not included in the accompanying drawings. The process can correspond to a method, function, procedure, subroutine, subprogram, etc.

[0156] The terms "component", "module", "system", "unit", etc. used in this specification are used to represent computer-related entities, hardware, firmware, a combination of hardware and software, software, or software in execution. For example, a unit can be, but is not limited to, a process running on a processor, a processor, an object, an executable file, an execution thread, a program, and / or distributed between two or more computers. In addition, these units can be executed from various computer-readable media having various data structures stored thereon. Units can communicate through local and / or remote processes, for example, based on signals having one or more data packets (e.g., data from a second unit interacting with another unit in a local system, a distributed system, and / or a network. For example, the Internet interacts with other systems via signals).

[0157] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example.

[0158] Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Mentioning "embodiment" in this article means that the specific features, structures or characteristics described in conjunction with the embodiment may be included in at least one embodiment of the present embodiment application. The appearance of this phrase in various positions in the specification is not necessarily the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It can be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0159] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present application, and that the scope of the present application is defined by the claims and their equivalents.

[0160] Those skilled in the art will readily appreciate other embodiments of the present application after considering the specification and practicing the disclosure disclosed herein. The present application is intended to cover any modification, use or adaptation of the present application, which follows the general principles of the present application and includes common knowledge or customary techniques in the art that are not disclosed in the present application. The specification and examples are intended to be exemplary only, and the true scope and spirit of the present application are indicated by the following claims.

Claims

1. A hybrid vehicle power control method, characterized in that: include: Obtaining the road condition information ahead of the current navigation route of the target vehicle and the vehicle driving information, wherein the vehicle driving information at least includes the current remaining power of the battery pack, vehicle speed information, torque demand, and the first operating condition information of the vehicle in the previous congested road section; Determine, according to the road condition information ahead, a first distance between the target vehicle and the next congested road section, a second distance between the congested road section, a third distance between the target vehicle and the next traffic light, and second operating condition information of the traffic light in the current planned driving trajectory segment of the target vehicle; If the first distance is greater than or equal to the third distance, determining a first power consumption based on the second distance and the first operating condition information, and determining a first time interval based on the first distance and the vehicle speed information; Determining a first power control strategy to be executed by the target vehicle according to the current remaining power, the first power consumption, and the first time interval; If the first distance is less than the third distance, a second power control strategy to be executed by the target vehicle is determined based on the third distance, the vehicle speed information, the torque demand and the second operating condition information.

2. A hybrid vehicle power control method according to claim 1, characterized in that: If the first distance is greater than or equal to the third distance, determining a first power consumption based on the second distance and the first operating condition information, and determining a first time interval based on the first distance and the vehicle speed information, comprises: Determine, based on the first operating condition information, the average mileage power consumption of the target vehicle before passing through the last congested road section, and the total power of the target vehicle including the air conditioner and low-voltage accessories; According to the second distance, the average mileage power consumption and the total electric power, a first power consumption of the target vehicle passing through the next congested road section is determined, wherein the expression of the first power consumption is: In the formula, Indicates the first power consumption of passing the next congested road section. Indicates the average mileage power consumption. Indicates the length of the next congested road section, represents the average speed of vehicles passing the previous congested section. Indicates the real-time total electrical power consumed by the air conditioner and low-voltage accessories.

3. A hybrid vehicle power control method according to claim 2, characterized in that: The step of determining, based on the first operating condition information, the average mileage power consumption of the target vehicle when passing through the last congested road section and the total power of the air conditioner and low-voltage accessories in the target vehicle includes: The average mileage power consumption is determined based on a first mileage power consumption before the target vehicle enters a previous congested road section and a second mileage power consumption after entering the previous congested road section, wherein the average mileage power consumption is updated each time the target vehicle passes through a congested road section.

4. A hybrid vehicle power control method according to claim 3, characterized in that: Determining the average mileage power consumption according to the first mileage power consumption of the target vehicle before entering the last congested road section and the second mileage power consumption after entering the last congested road section includes: The expression of the average mileage power consumption is: In the formula, Indicates the average mileage power consumption. Indicates the power consumption value of the first mileage before entering the last congested road section. express The weight coefficient of Indicates the second mileage power consumption value after entering the last congested road section. for The weight coefficient of .

5. A hybrid vehicle power control method according to claim 2, characterized in that: The determining, according to the current remaining power, the first power consumption, and the first time interval, a first power control strategy to be executed by the target vehicle includes: According to the current remaining power and the first power consumption, a battery pack charge and discharge control strategy is determined when the target vehicle passes the first distance, wherein: If the current remaining power is less than or equal to the first power consumption, determining a power difference between the current remaining power and the first power consumption; An initial point and a cutoff point of charging time within the first time interval are determined according to the power difference and the charging power of the target vehicle when traveling along the optimal power line.

6. A hybrid vehicle power control method according to claim 1, characterized in that: If the first distance is greater than or equal to the third distance, determining a first power consumption based on the second distance and the first operating condition information, and determining a first time interval based on the first distance and the vehicle speed information, further comprising: According to the road condition information ahead, determining whether there are multiple congested sections ahead of the target vehicle in the current planned driving trajectory section of the target vehicle; If yes, determining the distance between the next congested road section and an adjacent congested road section and a second power consumption of passing through the adjacent congested road section; According to the road section distance and the second power consumption, determining whether the sum of the maximum charge amount of the target vehicle passing the road section distance and the remaining power of the battery pack passing the next congested road section is greater than the second power consumption; If not, additional power replenishment is performed when the target vehicle passes the first distance.

7. A hybrid vehicle power control method according to claim 1, characterized in that: If the first distance is less than the third distance, determining a second power control strategy to be executed by the target vehicle based on the third distance, the vehicle speed information, the torque demand, and the second operating condition information includes: determining a second time interval for the target vehicle to arrive at the traffic light according to the third distance, the vehicle speed information, and the torque demand; Determine whether the target vehicle can pass the traffic light under the current working condition according to the second time interval and the second working condition information; wherein the second working condition information includes the current traffic signal of the traffic light and a third time interval for switching between different traffic signals; If not, according to the current traffic signal of the traffic light and the third time interval, the optimal power line output is switched to the pure electric mode output at a first preset time before the target vehicle reaches the traffic light.

8. A hybrid vehicle power control device, characterized in that: include: An acquisition module is configured to acquire the road condition information ahead of the current navigation route of the target vehicle and the vehicle driving information, wherein the vehicle driving information at least includes the current remaining power of the battery pack, vehicle speed information, torque demand, and the first operating condition information of the vehicle in the previous congested road section; A first determination module is configured to determine, according to the front road condition information, a first distance between the target vehicle and a next congested road section, a second distance between the congested road section, a third distance between the target vehicle and a next traffic light, and second operating condition information of the traffic light in a current planned driving trajectory segment of the target vehicle; a second determining module configured to determine a first power consumption based on the second distance and the first operating condition information, and to determine a first time interval based on the first distance and the vehicle speed information if the first distance is greater than or equal to the third distance; A first power control determination module is configured to determine a first power control strategy to be executed by the target vehicle according to the current remaining power, the first power consumption and the first time interval; The second power control determination module is configured to determine a second power control strategy to be executed by the target vehicle based on the third distance, the vehicle speed information, the torque demand and the second operating condition information if the first distance is less than the third distance.

9. A vehicle, characterized in that: include: processor; a memory for storing instructions executable by the processor; Wherein, the processor is configured to: Implement the steps of a hybrid vehicle power control method as described in any one of claims 1 to 7.

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

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