Method, device, controller, vehicle and medium for distributing output power

Abstract

The invention relates to a method and device for distributing output power, a controller, a vehicle and a medium. The method includes obtaining a target average speed of the vehicle, wherein the target average speed is determined based on navigation information of the vehicle on a target path. The method further includes determining a target average power of the vehicle on the target path based on the target average speed. Further, the method includes determining a target equivalent factor for allocating the output power based on the target average power. Through the mode, the target equivalent factor can be determined based on the navigation information, and the navigation information can accurately reflect the driving working condition of the vehicle on the target path, so that the accurate target equivalent factor can be determined. On the basis, the output power of the vehicle can be distributed more accurately.

Description

Technical Field

[0001] The present disclosure relates to the technical field of vehicles, and more particularly, to a method, apparatus, controller, vehicle, and medium for distributing output power. Background Art

[0002] With the popularization and development of new energy vehicles, multiple power sources are beginning to be configured in some vehicles. For example, in a hybrid electric vehicle, an engine powered by fuel and an electric motor powered by a battery can be configured at the same time, and the output power of the whole vehicle can come from the combined output of the engine and the motor. Another example is a fuel cell vehicle, which can be configured with a fuel cell that provides electrical energy for the motor and a battery at the same time, and the output power of the motor is provided jointly by the fuel cell and the battery.

[0003] For a vehicle configured with multiple power sources, it is necessary to distribute the driver's real-time power demand among different power sources through an energy distribution strategy. The equivalent consumption minimization strategy (ECMS) is a common energy distribution strategy. ECMS can convert the current electrical energy consumption of the battery into the future fuel consumption or hydrogen consumption of the vehicle through an equivalent factor, and then determine a power distribution strategy that minimizes the hydrogen or fuel consumption of the whole vehicle. Summary of the Invention

[0004] Embodiments of the present disclosure propose a method, apparatus, controller, vehicle, and medium for distributing output power. In the embodiments of the present disclosure, the target average power of the vehicle on the target path can be determined by the target average speed determined based on the navigation information of the vehicle on the target path, and a target equivalent factor for distributing the output power of the vehicle can be determined based on the target average power. In this way, the target equivalent factor for distributing the output power is determined based on the navigation information, and the navigation information reflects the driving state of the vehicle on the target path in the future. Therefore, the determined target equivalent factor can accurately reflect the future energy conversion situation of the vehicle. Based on this target equivalent factor, the output power of the vehicle on the target path can be accurately distributed, minimizing the equivalent consumption of the vehicle.

[0005] In a first aspect of the present disclosure, a method for distributing output power is provided. The method includes obtaining the target average speed of the vehicle, where the target average speed is determined based on the navigation information of the vehicle on the target path. The method further includes determining the target average power of the vehicle on the target path based on the target average speed. In addition, the method further includes determining a target equivalent factor for distributing the output power based on the target average power.

[0006] In a second aspect of the present disclosure, an apparatus is provided. The apparatus includes a speed acquisition module configured to acquire a target average speed of a vehicle, where the target average speed is determined based on navigation information of the vehicle on a target path. The apparatus further includes a power determination module configured to determine a target average power of the vehicle on the target path based on the target average speed. In addition, the apparatus further includes an equivalent factor determination module configured to determine a target equivalent factor for distributing output power based on the target average power.

[0007] In a third aspect of the present disclosure, a controller is provided. The controller includes one or more processors; and a storage device for storing one or more programs, which when executed by the one or more processors, cause the one or more processors to implement the method provided according to the first aspect of the present disclosure.

[0008] In a fourth aspect of the present disclosure, a vehicle is provided. The vehicle includes a camera and the controller provided according to the third aspect of the present disclosure.

[0009] In a fifth aspect of the present disclosure, a machine-readable storage medium is provided. Machine-executable instructions are stored on the machine-readable storage medium, where the machine-executable instructions are executed by a processor to implement the method provided according to the first aspect of the present disclosure.

[0010] It should be understood that the content described in the summary of the invention section is not intended to limit the key or important features of the embodiments of the present disclosure, nor to limit the scope of the present disclosure. Other features of the present disclosure will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] In conjunction with the drawings and with reference to the following detailed description, the above and other features, advantages, and aspects of the embodiments of the present disclosure will become more apparent. In the drawings, the same or similar reference numerals denote the same or similar elements, where:

[0012] Figure 1 A schematic diagram of an example environment in which multiple embodiments of the present disclosure can be implemented is shown;

[0013] Figure 2 A flowchart of a method for distributing output power according to some embodiments of the present disclosure is shown;

[0014] Figure 3 A schematic diagram of an environment for distributing output power according to some embodiments of the present disclosure is shown;

[0015] Figure 4 A schematic diagram of a method for distributing output power according to some embodiments of the present disclosure is shown;

[0016] Figure 5 A block diagram of an apparatus for distributing output power according to some embodiments of the present disclosure is shown; and

[0017] Figure 6 A block diagram of a device in which multiple embodiments of the present disclosure can be implemented is shown. Detailed implementation manners

[0018] Embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although some embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. On the contrary, these embodiments are provided to more thoroughly and completely understand the present disclosure. It should be understood that the drawings and embodiments of the present disclosure are only for exemplary purposes and are not used to limit the protection scope of the present disclosure.

[0019] In the description of the embodiments of the present disclosure, the term "including" and its like should be understood as an open inclusion, that is, "including but not limited to". The term "based on" should be understood as "at least partially based on". The term "an embodiment" or "the embodiment" should be understood as "at least one embodiment". The terms "first", "second", etc. may refer to different or the same objects. There may also be other explicit and implicit definitions hereinafter.

[0020] In the embodiments of the present disclosure, the vehicle may include, but is not limited to, sedans, trucks, electric vehicles, buses, airplanes, drones, recreational vehicles, construction equipment, intelligent robots, etc. that have multiple power sources. The embodiments of the present disclosure are not particularly limited. In the embodiments of the present disclosure, the power source may be a device that provides electrical energy for the drive motor of the vehicle. For example, it may include fuel cells, storage batteries, generators, etc. In some embodiments, the power source may be a drive device that directly drives the vehicle. For example, it may include engines, motors, etc. For the sake of convenience of description, in the embodiments of the present disclosure, the method provided by the present disclosure is described by taking the vehicle as a fuel cell vehicle and the power sources as fuel cells and storage batteries. It should be understood that this cannot be a limitation on the embodiments of the present disclosure.

[0021] As described above, in order to distribute the output power required by a vehicle among power sources, ECMS can be adopted. Taking a fuel cell vehicle as an example, a fuel cell vehicle is usually equipped with a storage battery for storing electrical energy, and this storage battery can, together with the fuel cell system, provide the power required for the vehicle to travel. Since the electrical energy in the storage battery configured in the fuel cell vehicle also comes from the electrical energy generated by the fuel cell system when the vehicle is stationary or traveling at a low speed, it can be considered that the energy consumption of the fuel cell vehicle is ultimately provided by the fuel cell system consuming hydrogen. From the perspective of energy conservation, ECMS converts the electrical energy consumed by the storage battery into the equivalent hydrogen consumption of the fuel cell, takes the sum of the hydrogen consumption of the fuel cell and the equivalent hydrogen consumption of the storage battery as the equivalent hydrogen consumption of the whole vehicle, and determines an instantaneous power distribution strategy that minimizes the equivalent hydrogen consumption of the whole vehicle within a limited state of charge (SOC) range of the storage battery.

[0022] In the power distribution by ECMS, the equivalent factor is crucial. Through the equivalent factor, the equivalent hydrogen consumption of the storage battery can be determined. The equivalent factor reflects the compensation of the fuel cell system for the electrical energy currently consumed by the storage battery at a future moment. Since the compensation of the fuel cell system for the storage battery is affected by the driving conditions of the vehicle (including climbing, decelerating, constant speed, etc.), to determine an accurate equivalent factor, it is necessary to know the future driving conditions of the vehicle. However, the equivalent factor currently used is usually a predefined fixed value or determined based on the past driving conditions of the vehicle. This equivalent factor cannot reflect the future driving speed of the vehicle. Therefore, based on this equivalent factor, the power demand of the vehicle cannot be accurately distributed between the fuel cell and the storage battery, which may increase the hydrogen consumption of the whole vehicle and may also lead to excessive or insufficient power output of the storage battery, causing the SOC of the storage battery to exceed the predefined limited range, thereby reducing the service life of the storage battery.

[0023] For this reason, the embodiments of the present disclosure propose a scheme for distributing output power. In the embodiments of the present disclosure, the target average power of the vehicle on the target path can be determined based on the target average speed of the vehicle on the target path determined based on the navigation information, and then the target equivalent factor for distributing the output power can be determined based on the target average power. In this way, since the target average power of the vehicle is determined based on the navigation information of the vehicle on the target path, and the navigation information can reflect the future driving conditions of the vehicle, the target equivalent factor determined based on this can conform to the future driving conditions of the vehicle. Based on the target equivalent factor, the required power of the vehicle during the driving process of the vehicle on the target path can be accurately distributed. In this way, the hydrogen consumption during the vehicle driving process can be reduced, and the SOC of the storage battery can also be prevented from exceeding the limited range, thereby extending the service life of the storage battery.

[0024] Figure 1 FIG. 1 shows a schematic diagram of an exemplary environment 100 in which multiple embodiments of the present disclosure may be implemented. As Figure 1 shown, in environment 100, a controller 110 and a navigation device 120 may be included. The controller 110 may be a device for controlling multiple power sources configured for a vehicle, and may include, but is not limited to, a computer, a processor, a chip, a chip system, etc. configured for the vehicle. The controller 110 may also be a server configured on the roadside or in the cloud. In some embodiments, the controller may be a controller of a power management system (PMS) of the vehicle. In some embodiments, the controller is a vehicle control unit (VCU) configured for the vehicle. The navigation device 120 may include, but is not limited to, a mobile phone, a tablet computer, a laptop computer, an in-vehicle device, a wearable device, etc.

[0025] The navigation device 120 may determine a target path 121 between the vehicle and the destination in response to a destination input by the user, and generate navigation information 122. The controller 110 may obtain the navigation information 122 from the navigation device 120 through a wired or wireless communication method (including but not limited to a controller area network (CAN) bus, a local interconnect network (LIN) bus, a media oriented systems transport (MOST) bus, in-vehicle Ethernet, Wi-Fi, Bluetooth, etc.). In some embodiments, the navigation information 122 includes a speed-time relationship and an average speed of the vehicle traveling on the target path 121 predicted by the navigation device 120 based on the state of the target path 121 (including but not limited to traffic flow, traffic light state, speed limit, uphill and downhill, etc.).

[0026] The controller 110 may determine a target average power 112 of the vehicle on the target path 121 based on the navigation information 122. Based on the target average power 112, the controller 110 may determine a target equivalent factor 114 for allocating the output power of the vehicle on the target path 121. Based on the target equivalent factor 114 and a predefined ECMS, the controller 110 may allocate the output power of the vehicle. Exemplarily, the controller 110 may obtain a current power 130 required by the vehicle. Based on the equivalent factor and the predefined ECMS, the controller 110 may determine control parameters (such as control parameter 116 or control parameter 117) for controlling the power source 140 of the vehicle, so as to control the power source 140 of the vehicle through the control parameters.

[0027] In some embodiments, the controller 110 includes a power determination unit 111, an equivalent factor determination unit 113, and a control unit 115. The power determination unit 111 may determine a target average power 112 of the vehicle on the target path 121 based on the navigation information 122. The equivalent factor determination unit 113 may determine an equivalent factor 114 based on the target average power 112. The control unit 115 may determine control parameters for controlling the power source 140 based on the target equivalent factor 114, the current power 130, and a predefined ECMS, so as to allocate the current power 130 to the power source 140 for output. It should be understood that the environment 100 is only an example in the embodiments of the present disclosure, rather than a limitation to the present disclosure. In some embodiments, the controller 110 may include more or fewer units. In some embodiments, the controller 110 may control multiple power sources.

[0028] Figure 2 A flowchart of a method 200 for allocating output power according to some embodiments of the present disclosure is shown. The method 200 may be executed by a controller for allocating the output power of a vehicle, for example, may be executed by the controller 110 in the environment 100. As Figure 2 shown, the method 200 may include block 202 to block 206. In block 202, the controller may obtain a target average speed of the vehicle, where the target average speed is determined based on the navigation information of the vehicle on the target path. The navigation information may come from a navigation device, and the navigation device may be a device configured on the vehicle or a device independent of the vehicle. Exemplarily, the navigation device may be the navigation device 120 in the environment 100. The navigation device may, in response to the destination input by the driver, determine a target path to the destination and generate navigation information to guide the vehicle to travel on the target path.

[0029] In some embodiments, the navigation information may indicate the target path that the vehicle is to travel and the lanes that the vehicle should travel in at various positions on the target path. In some embodiments, the navigation information further includes the traffic light status on the target path, the current traffic flow and predicted traffic flow at various positions on the target path, and the speeds that the vehicle can reach at various positions on the target path. The controller may obtain the navigation information from the navigation device through wired or wireless communication means and determine the target average speed of the vehicle on the target path based on the navigation information and a predefined speed prediction model. In some embodiments, the navigation information includes the target average speed of the vehicle on the target path. In some embodiments, the controller may implement the functions of the navigation device, that is, the controller may generate the navigation information and determine the target average speed of the vehicle on the target path. In some embodiments, after receiving the destination selected by the driver, the controller may generate multiple pieces of navigation information, the controller may receive the target navigation information selected by the driver, and based on this, determine the target path and the target average speed on the target path. In some embodiments, the navigation information may come from the vehicle's autonomous driving system.

[0030] In block 204, the controller may determine the target average power of the vehicle on the target path based on the target average speed. After the vehicle determines the target average speed on the target path, it may determine the target average power of the vehicle on the target path based on a predefined power determination model. In some embodiments, the controller may obtain the load information of the vehicle. The load information may be obtained from a weighing sensor configured on the vehicle or a roadside device, or may be determined in response to the driver's input. The controller may determine the average driving force that the vehicle needs to output on the target path based on the load information of the vehicle, and then determine the target average power of the vehicle on the target path based on the target average speed obtained in block 202. Exemplarily, the target average power may satisfy the relationship: P = F·v, where P is the target average power, F is the average driving force, and v is the target average speed.

[0031] In block 206, the controller may determine the target equivalent factor for distributing the output power based on the target average power. In some embodiments, the vehicle is a fuel cell vehicle, and the target equivalent factor may indicate the equivalent relationship between the electrical energy of the vehicle's battery and the hydrogen consumption of the fuel cell on the target path. In some embodiments, the controller may use the predefined equivalent factor calculation model, take the target average power as the input, and determine the target equivalent factor through real-time calculation.

[0032] In some embodiments, the controller may obtain a predefined mapping relation table from a memory. The memory may be configured in the vehicle or the controller, or may be configured in the cloud. The controller may determine a target equivalent factor by looking up the table based on the target average power and the predefined mapping relation table. In some embodiments, the predefined mapping relation table includes multiple mapping relations, where each mapping relation indicates a power value and a corresponding equivalent factor value. The controller may determine the target equivalent factor based on the matching of the target average power with the mapping relations in the mapping relation table. In some embodiments, the mapping relations included in the predefined mapping relation table indicate a power range and the equivalent factor corresponding to the power range. The controller may determine the power range to which the target average power belongs, and thus determine the target equivalent factor based on the mapping relation table. Determining the target equivalent factor by calculation requires a large amount of computing resources and time, with low efficiency. However, by looking up the table, the controller does not need to calculate the equivalent factor and can quickly determine the target equivalent factor based on the target average power, with higher efficiency.

[0033] Through the above method 200, a target equivalent factor for allocating output power among multiple power sources can be determined based on the navigation information. The navigation information is a prediction of the future driving process of the vehicle and can reflect the driving speed of the vehicle on the target path. Therefore, the target equivalent factor determined based on the navigation information is more accurate. Based on this equivalent factor, the output power of the vehicle on the target path can be allocated more accurately, thereby minimizing the equivalent consumption of the whole vehicle.

[0034] Based on the determined target equivalent factor, the controller may allocate the real-time power required by the vehicle on the target path among the multiple power sources configured in the vehicle. In some embodiments, during the process of the vehicle driving on the target path based on the navigation information, the controller may obtain the current power required by the vehicle in real time. The controller may use the current power and the target equivalent factor as inputs, and through a predefined ECMS model, obtain multiple control parameters corresponding to the multiple power sources configured in the vehicle, and thus control the output powers of the multiple power sources based on the multiple control parameters. In some embodiments, the vehicle is controlled by a driver, and the controller may obtain the opening angle of the accelerator pedal of the vehicle and determine the current power required by the vehicle based on this. In some embodiments, the vehicle is controlled by an autonomous driving system, and the controller may obtain the current power required from the autonomous driving system.

[0035] In some embodiments, the multiple control parameters determined by the controller are output power values respectively corresponding to multiple power sources. The controller can send the output power values to the control units of the corresponding power sources through an in-vehicle communication link, instructing the control units to control the power sources to output the output power values, thereby realizing the control of the power sources. In some embodiments, the multiple power sources include a fuel cell and a battery. The controller can send the output power value corresponding to the fuel cell to the fuel cell control unit (FCCU), and send the output power value corresponding to the battery to the battery control unit (BCU), thereby realizing the distribution of the current power between the fuel cell and the battery. In some embodiments, the multiple power sources belong to the powertrain of the vehicle. The controller can send the determined multiple output power values to the powertrain management unit, and the powertrain management unit can adjust the current output power of each power source according to the multiple output power values, thereby realizing the distribution of the current power among the multiple power sources.

[0036] In some embodiments, when the current power required by the vehicle is obtained, the controller can determine the output power values corresponding to the multiple power sources based on a predefined objective function. Exemplarily, the vehicle is a fuel cell vehicle including a battery and a fuel cell, and the predefined objective function can be:

[0037] M eqh (t) = M fch (t) + M bh (t) = M fch (t) + λ·P b (t) / Q H (1)

[0038] P dem (t) = P fcdc (t) + P b (t) (2)

[0039] Wherein, M eqh (t) is the equivalent hydrogen consumption of the whole vehicle, M fch (t) is the hydrogen consumption of the fuel cell, M bh (t) is the equivalent hydrogen consumption of the battery, P dem (t) is the power required by the vehicle, P fcdc (t) is the output power of the fuel cell, P b (t) is the output power of the battery, Q H is the predefined hydrogen calorific value, λ is the equivalent factor, and the controller can determine the target equivalent factor λ through method 200 ref , and at this time, the value of the equivalent factor λ in function (1) is the target equivalent factor λref After obtaining the power P required by the vehicle at the current moment dem and the real-time hydrogen consumption M of the fuel cell fch the controller can, through the objective functions (1) and (2), determine the fuel cell output power value P eqh that minimizes the equivalent hydrogen consumption M of the whole vehicle at the current moment fcdc and the battery output power value P b In some embodiments, an initial equivalent factor λ is predefined in the controller 0 Before determining the target equivalent factor λ through Method 200 ref the controller can use the value of λ as λ 0 to determine P fcdc and P b After the controller determines the target equivalent factor λ ref the value of λ can be replaced with λ 0 ref .

[0040] In some embodiments, after determining the target equivalent factor, the navigation information of the vehicle on the target path may change due to sudden changes in road conditions or the driver's operations. In such a case, the controller can, through Method 200, determine a new target equivalent factor based on the new navigation information, and then allocate the output power of the vehicle based on the new target equivalent factor. In some embodiments, during the process of the vehicle traveling on the target path, the load of the vehicle may change due to passengers getting on and off. In such a case, the controller can re-obtain the load information of the vehicle and determine a new target equivalent factor based on the navigation information and the new load information.

[0041] In some embodiments, the controller can also adjust the determined target equivalent factor based on the SOC of the battery. In some embodiments, the adjustment of the target equivalent factor by the controller is performed in real time. During the actual driving process of the vehicle, the controller can obtain the SOC of the battery in real time and determine the equivalent factor feedback value based on the SOC. Exemplarily, the battery of the vehicle can be predefined with an SOC target value, for example, it can be 50%. The controller can obtain the current SOC of the battery, determine the difference between the current SOC and the SOC target value, and then the controller can determine the equivalent factor feedback value based on this difference. The controller can add the equivalent factor feedback value to the target equivalent factor determined by Method 200 as the new equivalent factor to allocate the power required by the vehicle on the target path. Exemplarily, taking the controller's allocation of power based on the objective functions (1) and (2) as an example, the target equivalent factor determined by the controller is λ ref and the equivalent factor feedback value determined by the controller can be λ t ​, the value of the equivalent factor λ in the objective function (1) can be λ ref +λ t . The adjustment of the target equivalent factor by the controller can be performed by means of proportional integral (PI) control.

[0042] In some embodiments, the controller can detect whether the SOC of the battery exceeds a predetermined SOC range. When the current SOC of the battery exceeds the predetermined SOC range, the controller adjusts the target equivalent factor based on the SOC. During the process of allocating the power of the vehicle, if the determined target equivalent factor is inaccurate, the battery will output too much or too little power, causing the SOC of the battery to gradually increase or decrease. Therefore, the SOC of the battery can reflect whether the target equivalent factor is accurate. By adjusting the target equivalent factor based on the SOC of the battery, it is possible to avoid errors in the allocation of the output power of the vehicle and ensure the accuracy of the power allocation in the case where the target equivalent factor is determined inaccurately due to factors such as inaccurate navigation information.

[0043] Figure 3 FIG. shows a schematic diagram of an environment 300 for allocating output power according to some embodiments of the present disclosure. The environment 300 may include a controller 310 and a vehicle 340. The vehicle 340 is configured with a battery 341 and a fuel cell 342. The controller 310 can control the output power of the battery 341 and the fuel cell 342. As Figure 3 shown, the controller 310 may include a power determination unit 311, an equivalent factor determination unit 313, a control unit 315, and an adjustment unit 316. Through these units, the controller 310 can execute the foregoing method 200. Exemplarily, the power determination unit 311 can obtain navigation information 320, and the navigation information may include the target average speed of the vehicle 340 on the target path. The power determination unit 311 can determine the target average power 312 of the vehicle 340 on the target path based on the navigation information 320. The equivalent factor determination unit 313 can determine the target equivalent factor 314 based on the target average power 312 and a predefined mapping relationship. Based on the target equivalent factor 314, the controller 310 can allocate the power required during the vehicle driving among multiple power sources.

[0044] During the driving of the vehicle, the control unit 315 can obtain the current power 330 required by the vehicle, and combine the equivalent factor determination unit 313 to determine the target equivalent factor 314. Based on the predefined ECMS, the control parameters 317 and 318 are obtained. The control unit 315 can control the output power of the fuel cell 342 based on the control parameter 317, and control the output power of the battery 341 based on the control parameter 318, so as to realize the distribution of the output power required by the vehicle. In some embodiments, during the process of the controller 310 distributing the power, the adjustment unit 316 can obtain the SOC of the battery 341 in real time, and determine the equivalent factor feedback value 319 based on the SOC of the battery 341. The control unit 315 can determine the control parameters 317 and 318 with the minimum equivalent consumption of the vehicle based on the target equivalent factor 314, the equivalent factor feedback value 319, and the current power 330 required by the vehicle. It should be understood that Figure 3 The illustrated environment 300 is only an example of an embodiment of the present disclosure and should not be a limitation to the present disclosure. In some embodiments, the controller 310 may include more or fewer modules. In some embodiments, the vehicle 340 may also include multiple batteries 341 or multiple fuel cells 342. In some embodiments, the vehicle 340 may further include other types of power sources, and the controller 310 can control these power sources.

[0045] Figure 4 The schematic flowchart of a method 400 for distributing output power provided according to some embodiments of the present disclosure is shown. The method 400 can be executed by a controller, which can be configured in a vehicle or in the cloud, and can be implemented in a software and / or hardware manner. Exemplarily, the controller can be the controller 110 in the environment 100 or the controller 310 in the environment 300. As Figure 4 shown, the method 400 may include block 402 to block 422. In block 402, the controller determines navigation information, which can be input by the driver or obtained by the controller from a navigation device. The navigation information can indicate the lane, speed, etc. that the vehicle travels on the target path. In block 404, the controller determines the target average speed of the vehicle on the target path based on the navigation information. In block 406, the controller determines the target average power of the vehicle on the target path based on the target average speed and the load information input by the driver. In block 408, the controller determines the target equivalent factor based on the target average power and a predefined mapping relation table.

[0046] In block 410, the controller obtains the current power demanded by the vehicle. In block 412, the controller obtains the current state of charge (SOC) of the vehicle's battery. In block 414, the controller determines whether the current SOC of the battery exceeds a predefined SOC range. If not, block 416 is executed; if so, block 418 is executed. In block 416, the controller determines a plurality of control parameters for controlling a plurality of power sources of the vehicle based on a target equivalent factor, a predefined ECMS model, and the current power demanded by the vehicle. In block 418, the controller determines an equivalent factor feedback value based on the current SOC of the battery. In block 420, the controller determines a plurality of control parameters for controlling a plurality of power sources of the vehicle based on the equivalent factor feedback value, the target equivalent factor, the predefined ECMS model, and the current power demanded by the vehicle. In block 422, the controller controls the output powers of the plurality of power sources respectively based on the plurality of control parameters.

[0047] In some embodiments, before the vehicle travels on a target path, the controller may execute the method in blocks 402 to 408 to determine a target equivalent factor. During the vehicle's travel on the target path, the controller may repeatedly execute the method in blocks 410 to 422 to distribute the real-time power demanded by the vehicle among the plurality of power sources. In some embodiments, during the vehicle's travel on the target path, the controller may, when receiving new navigation information, execute the method in blocks 402 to 408 again to determine a new target equivalent factor.

[0048] Through the above method 400, the controller can determine an accurate target equivalent factor through navigation information, thereby accurately distributing the output power demanded by the vehicle to the plurality of power sources of the vehicle to achieve minimum equivalent consumption. Moreover, when the SOC of the battery fluctuates too much, the target equivalent factor can be adjusted, thereby adjusting the distribution of the output power of the vehicle to prevent the SOC of the battery from exceeding the predefined range. It should be understood that method 400 and the foregoing method 200 may be combined. In some embodiments, blocks 402 to 408 in method 400 may be replaced by blocks 202 to 206 in the foregoing method 200.

[0049] Figure 5 The block diagram of a device 500 for distributing output power according to some embodiments of the present disclosure is shown. The device 500 may correspond to the controller in the foregoing method embodiments, for example, may correspond to the controller 110 and / or the controller 310. As Figure 5As shown, device 500 includes a speed acquisition module 510 configured to acquire the target average speed of a vehicle, where the target average speed is determined based on the navigation information of the vehicle on a target path. Device 500 further includes a power determination module 520 configured to determine the target average power of the vehicle on the target path based on the target average speed. In addition, device 500 further includes an equivalent factor determination module 530 configured to determine a target equivalent factor for allocating output power based on the target average power.

[0050] In some embodiments, the equivalent factor determination module 530 includes: a first acquisition unit configured to acquire a first predetermined mapping relation table, where the first predetermined mapping relation table includes multiple mapping relations between multiple powers and multiple equivalent factors; and a first equivalent factor determination unit configured to determine the target equivalent factor based on the target average power and the first predetermined mapping relation table.

[0051] In some embodiments, the equivalent factor determination module 530 includes: a second acquisition unit configured to acquire a second predetermined mapping relation table, where the second predetermined mapping relation table includes multiple mapping relations between multiple power ranges and multiple equivalent factors; and a second equivalent factor determination unit configured to determine the target equivalent factor based on the target average power and the second predetermined mapping relation table.

[0052] In some embodiments, the power determination module 520 includes a power determination unit configured to determine the target average power based on the load information of the vehicle and the target average speed.

[0053] In some embodiments, the speed acquisition module 510 includes a speed determination unit configured to determine the target average speed in response to the driver of the vehicle determining the navigation information.

[0054] In some embodiments, device 500 further includes an update module configured to update the target equivalent factor in response to a change in the navigation information.

[0055] In some embodiments, device 500 further includes: a power acquisition module configured to acquire the current power of the vehicle; a control parameter determination module configured to determine multiple control parameters corresponding to multiple power sources respectively based on the current power, the target equivalent factor, and a predefined energy management strategy model; and a control module configured to control the multiple power sources based on the multiple control parameters.

[0056] In some embodiments, the multiple power sources include a fuel cell and a storage battery, and the multiple control parameters include a first control parameter and a second control parameter, where the first control parameter is used to control the output power of the fuel cell, and the second control parameter is used to control the output power of the storage battery.

[0057] In some embodiments, the apparatus 500 further includes: a state-of-charge acquisition module configured to acquire the state of charge of the storage battery; a feedback value determination module configured to determine an equivalent factor feedback value based on the state of charge; and wherein the control parameter determination module includes a control parameter determination unit configured to determine a plurality of control parameters based on the current power of the vehicle, the target equivalent factor, the equivalent factor feedback value, and the energy management strategy model.

[0058] In some embodiments, the feedback value determination module includes a feedback value determination unit configured to determine an equivalent factor feedback value based on the state of charge in response to the state of charge exceeding a predetermined state-of-charge range.

[0059] Figure 6 A schematic block diagram of an example device 600 that can be used to implement the embodiments of the present disclosure is shown. The device 600 may correspond to the controller in the foregoing method embodiments, for example, it may correspond to the controller 110 or the controller 310. As Figure 6 shown, the device 600 includes a computing unit 601, which can perform various appropriate actions and processes according to machine program instructions stored in a read-only memory (ROM) 602 or machine program instructions loaded from a storage unit 608 into a random access memory (RAM) 603. In the RAM 603, various programs and data required for the operation of the device 600 can also be stored. The computing unit 601, the ROM 602, and the RAM 603 are connected to each other through a bus 604. An input / output (I / O) interface 605 is also connected to the bus 604.

[0060] A plurality of components in the device 600 are connected to the I / O interface 605, including: an input unit 606, such as a key, a touch panel, etc.; an output unit 607, such as various types of displays, speakers, etc.; a storage unit 608, such as a magnetic disk, an optical disc, etc.; and a communication unit 609, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 609 allows the device 600 to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks.

[0061] The computing unit 601 can be various general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of the computing unit 601 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various dedicated artificial intelligence (AI) computing chips, various computing units running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. The computing unit 601 executes the various methods and processes described above, such as method 200 or method 400. For example, in some embodiments, method 200 or method 400 may be implemented as a software program that is tangibly embodied in a machine-readable medium, such as the storage unit 608. In some embodiments, part or all of the software program may be loaded and / or installed onto the device 600 via the ROM 602 and / or the communication unit 609. When the software program is loaded into the RAM 603 and executed by the computing unit 601, one or more steps of the method 200 or method 400 described above may be executed. Alternatively, in other embodiments, the computing unit 601 may be configured to execute method 200 or method 400 in any other suitable manner (e.g., by means of firmware).

[0062] The functions described above in this document can be performed at least in part by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that can be used include: field programmable gate arrays (FPGA), application specific integrated circuits (ASIC), application specific standard products (ASSP), system on a chip systems (SOC), complex programmable logic devices (CPLD), and so on.

[0063] The program code for implementing the methods of the present disclosure can be written in any combination of one or more programming languages. These program codes can be provided to a processor or controller of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when the program codes are executed by the processor or controller, the functions / operations specified in the flowcharts and / or block diagrams are implemented. The program code can be executed entirely on the machine, partially on the machine, as an independent software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0064] In the context of the present disclosure, a machine-readable medium can be a tangible medium that can contain or store a program for use by or in connection with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium can include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. Further, although the operations are depicted in a particular order, this should be understood to require that such operations be performed in the particular order shown or in a sequential order, or that all illustrated operations be performed to achieve the desired result. In certain environments, multitasking and parallel processing may be advantageous. Similarly, although several specific implementation details are included in the foregoing discussion, these should not be construed as limitations on the scope of the present disclosure. Certain features that are described in the context of separate embodiments can also be implemented in combination in a single implementation. Conversely, the various features that are described in the context of a single implementation can also be implemented separately or in any suitable sub-combination in multiple implementations.

[0065] Although the subject matter has been described in language specific to structural features and / or methodological acts, it is to be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or acts described above. Rather, the specific features and acts described above are merely example forms of implementing the claims.

Claims

1. A method for distributing output power, comprising: obtaining a target average speed of a vehicle, wherein the target average speed is determined based on navigation information of the vehicle on a target path; determining a target average power of the vehicle on the target path based on the target average speed; and determining a target equivalent factor for distributing output power based on the target average power.

2. The method according to claim 1, wherein determining the target equivalent factor based on the target average power comprises: obtaining a first mapping relation table, wherein the first mapping relation table includes a plurality of mapping relations between a plurality of powers and a plurality of equivalent factors; and determining the target equivalent factor based on the target average power and the first mapping relation table.

3. The method according to claim 1, wherein determining the target equivalent factor based on the target average power comprises: obtaining a second mapping relation table, wherein the second mapping relation table includes a plurality of mapping relations between a plurality of power ranges and a plurality of equivalent factors; and determining the target equivalent factor based on the target average power and the second mapping relation table.

4. The method according to claim 1, wherein determining the target average power of the vehicle on the target path based on the target average speed comprises: determining the target average power based on load information of the vehicle and the target average speed.

5. The method according to claim 1, wherein obtaining the target average speed of the vehicle comprises: determining the target average speed in response to a driver of the vehicle determining the navigation information.

6. The method according to claim 1, further comprises: updating the target equivalent factor in response to a change in the navigation information.

7. The method according to any one of claims 1 to 6, further comprises: obtaining a current power of the vehicle; determining a plurality of control parameters corresponding to a plurality of power sources respectively based on the current power, the target equivalent factor and a predefined energy management strategy model; and controlling the plurality of power sources based on the plurality of control parameters.

8. The method according to claim 7, wherein the plurality of power sources include a fuel cell and a storage battery, and wherein the plurality of control parameters include a first control parameter and a second control parameter, wherein the first control parameter is used to control an output power of the fuel cell, and wherein the second control parameter is used to control an output power of the storage battery.

9. The method according to claim 8, further comprises: obtaining a state of charge of the storage battery; determining an equivalent factor feedback value based on the state of charge; and wherein determining the plurality of control parameters corresponding to the plurality of power sources respectively includes: determining the plurality of control parameters based on the current power, the target equivalent factor, the equivalent factor feedback value and the energy management strategy model.

10. The method according to claim 9, wherein determining the equivalent factor feedback value based on the state of charge comprises: determining the equivalent factor feedback value based on the state of charge in response to the state of charge exceeding a predetermined state of charge range.

11. A device for distributing output power, comprising: a speed acquisition module configured to acquire a target average speed of a vehicle, wherein the target average speed is determined based on navigation information of the vehicle on a target path; a power determination module configured to determine a target average power of the vehicle on the target path based on the target average speed; and an equivalent factor determination module configured to determine a target equivalent factor for distributing output power based on the target average power.

12. A controller, comprising: at least one processor; and a memory coupled to the at least one processor and having instructions stored thereon, the instructions when executed by the at least one processor cause the controller to perform the method according to any one of claims 1-10.

13. A vehicle comprising the controller according to claim 12.

14. A machine-readable storage medium having machine-executable instructions stored thereon, wherein the machine-executable instructions are executed by a processor to implement the method according to any one of claims 1 to 10.

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