Intelligent automobile generator system with two-way communication and two-way control

Abstract

The invention provides a double-channel communication and double-channel control intelligent automobile generator system, and belongs to the technical field of automobile electrical systems. The problems that a traditional generator cannot dynamically coordinate the fuel economy of an engine and the charging requirement of a lithium battery, and the system reliability is low due to a single control strategy are mainly solved. Comprising a generator body; the integrated intelligent regulator is provided with a first communication interface which is connected with the engine ECU and is used for acquiring rotating speed, torque and working condition data; the second communication interface is connected with a lithium battery BMS to obtain the state of charge SOC and temperature data of the battery; the two-way control module enters an engine load optimization mode when SOC is larger than or equal to 61%, dynamically calculates target output voltage and power and adjusts exciting current, and enters a battery rapid charging mode when SOC is smaller than or equal to 59%, and dynamically calculates optimal charging current or voltage control charging current. The method is mainly used for hybrid power to realize intelligent cooperative control of engine load and battery charging state.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile electrical systems, and more particularly to an intelligent automobile generator system with dual-channel communication and dual-channel control. Background Art

[0002] Traditional automotive alternator systems in gasoline-powered vehicles are primarily controlled unidirectionally by the engine ECU. Output voltage and power are set to fixed, calibrated values ​​and cannot be dynamically adjusted based on the lithium-ion battery's state. This unidirectional control strategy presents significant drawbacks in hybrid vehicles: when the engine is running, the alternator continuously outputs a fixed voltage. If the lithium-ion battery is already at a high state of charge (SOC), this can lead to overcharging and accelerated battery aging. If the engine is not running when the SOC is too low, the battery cannot be replenished in a timely manner.

[0003] The existing system lacks a collaborative communication mechanism with the battery management system (BMS). The generator only responds to commands from the engine ECU and lacks real-time access to key parameters such as battery temperature and health status. For example, lithium batteries require a reduced charging current in low-temperature environments, but traditional systems continue to output at the calibrated value, potentially causing lithium deposition or capacity degradation. Conversely, heat dissipation is not prioritized at high temperatures, posing a risk of thermal runaway.

[0004] The single-source control architecture leads to insufficient system reliability. When ECU communication is interrupted, most generators switch to a fixed output voltage mode (typically 13.8V-14.2V for a 12V system). This voltage cannot meet the full operating requirements of lithium batteries: charging efficiency is low at low temperatures and side reactions are exacerbated at high temperatures. Some solutions, while adding LIN communication, lack data verification and fault degradation strategies. When communication anomalies occur, power generation is directly stopped, paralyzing the vehicle's electrical equipment.

[0005] Dynamically coordinating the needs of the engine and battery presents technical difficulties. Mechanical installation space constraints necessitate a highly integrated control module, but multi-source data processing requires high-performance chips, leading to a conflict between heat dissipation and cost. Traditional analog regulators cannot simultaneously process both the ECU's speed and torque signals and the BMS's SOC rate of change data, while digital control solutions are prone to failure in environments with strong electromagnetic interference.

[0006] The lack of hysteresis control caused mode oscillation. Early attempts to switch modes based on SOC thresholds failed to establish a buffer zone (e.g., 59%-61%). This resulted in frequent switching of the generator's operating mode when the SOC fluctuated at critical points. This caused a significant reduction in the life of the excitation circuit relays and output voltage fluctuations exceeding ±0.5V, impacting the stability of the onboard electronics.

[0007] Redundant control strategies are difficult to implement. When a single communication link fails, basic power generation must be maintained while avoiding battery damage. Traditional methods use a fixed output voltage but fail to consider temperature compensation. In low-pressure high-altitude environments, using a flat voltage output during a cold start can lead to insufficient battery charging. In high-temperature environments, using a fixed voltage output can accelerate electrolyte decomposition. Existing technologies fail to balance failsafety with battery protection requirements. Summary of the Invention

[0008] An object of the present invention is to solve at least the above problems and to provide at least the advantages which will be described hereinafter.

[0009] In order to achieve these objects and other advantages according to the present invention, a dual-channel communication and dual-channel control intelligent automobile generator system is provided, comprising:

[0010] The main body of the generator, its mechanical installation structure is compatible with the original vehicle generator;

[0011] The intelligent regulator is integrated into the generator body and includes:

[0012] A first communication interface, which is connected to the engine ECU via a CAN bus and is used to periodically receive engine speed, torque and operating condition data;

[0013] The second communication interface is connected to the lithium battery BMS via the CAN bus and is used to periodically obtain the state of charge and temperature data of the lithium battery. The state of charge of the lithium battery is referred to as SOC;

[0014] The dual-path control module, which is embedded in the intelligent regulator, is configured to perform the following operations:

[0015] a. Check the validity of the received engine ECU and lithium battery BMS data. If the data is abnormal, start

[0016] Use preset safety values ​​and trigger fault flags;

[0017] b. Compare SOC with the preset threshold of 60% at a fixed period and perform hysteresis control: when SOC ≥ 61%

[0018] When SOC is less than 59%, it enters the engine load optimization mode, when SOC is less than 59%, it enters the battery fast charging mode, when SOC is

[0019] When the percentage is 59% to 61%, the previous cycle pattern is maintained;

[0020] c. In engine load optimization mode, it prioritizes responding to instructions from the engine ECU, dynamically calculating target output voltage and power based on engine speed, torque, and operating condition data, and controlling generator output by adjusting the excitation current;

[0021] d. In the battery fast charging mode, it responds to the instructions of the lithium battery BMS first, dynamically calculates the optimal charging current curve or voltage curve according to the SOC and temperature data, and controls the charging current of the generator through the pulse width modulation signal.

[0022] Pulse width modulation signal is referred to as PWM signal.

[0023] Preferably, the dual-path control module is further configured to perform the following operations:

[0024] e. Execute command conflict arbitration: When rejecting a high current request from the lithium battery BMS in engine load optimization mode, send a charge-limited signal to the lithium battery BMS;

[0025] When rejecting the power reduction request of the engine ECU in the battery fast charging mode, a load request limitation signal is sent to the engine ECU;

[0026] f. When communication interruption or execution failure is detected, it switches to safe output mode: maintain the basic output voltage of 13.8V±0.5V and send a system degradation alarm.

[0027] Preferably, the dual-path control module further comprises:

[0028] The dynamic weight allocation unit is configured to dynamically adjust the weight ratio according to Formula 1 based on the real-time SOC change rate and the characteristic values ​​of the last 10 charge and discharge curves provided by the lithium battery BMS when the absolute value of the SOC change rate is greater than 2% / min:

[0029] α=e -τ·t ·(1-|ΔSOC| / (5%))Formula 1

[0030] Where α is the engine control weight, ranging from [0, 1], the battery charging weight is (1-α), t is the duration of the current mode, and the exponential decay factor τ is 0.5 to 1.2;

[0031] The environmental compensation unit is used to correct the reduction in the maximum output power of the generator according to the atmospheric pressure, engine speed, coolant temperature and engine intake pressure data in a step-by-step manner:

[0032] 1) Atmospheric pressure compensation rate R P :60kPa≤atmospheric pressure<80kPa, R P =0.05, pressure <60kPa, R P =0.10;

[0033] 2) Speed ​​compensation R N :When the speed is less than 800rpm, the power limit is triggered, R N =0.10,>850rpm for 2

[0034] The power limit is released after seconds;

[0035] 3) Temperature compensation R T :-10℃≤temperature<5℃, R T =0.10, when the temperature is less than -10℃, R T =0.15, and

[0036] Delay 3-5 seconds to start power generation;

[0037] For a multi-factor coupling processor, when ≥2 environmental compensation conditions are triggered simultaneously, the total compensation rate is calculated according to the nonlinear formula 2:

[0038] Total compensation rate R = 1-[(1-R P )×(1-R N )×(1-R T )] Formula 2

[0039] The safety constraint unit is used to force the generator's final output power to not exceed 90% of the mechanical limit power, and to send a hardware limitation alarm when the limit is exceeded.

[0040] Preferably, the working logic of the dynamic weight allocation unit further includes:

[0041] The emergency charging mode trigger unit, when the following conditions are met simultaneously: the battery SOC drops by more than 20% within 5 minutes, the battery temperature ∈ [0℃, 45℃], and the generator winding temperature is less than 140℃, the battery charging weight is forcibly set to 85%, and the generator is controlled to output current at the maximum efficiency point of the preset efficiency MAP diagram;

[0042] The idle energy storage power supply control unit disconnects the generator excitation circuit and switches to battery power supply when the engine speed remains at 700±50rpm for 180 seconds and the generator load rate is less than 30%;

[0043] Reactivation module, when SOC ≤ 45% or battery continuous discharge current > 0.5C, reactivates the generator and limits the charging current to ≤ 0.5C, where 0.5C refers to 0.5 times the rated capacity of the battery;

[0044] The mode arbitrator performs hierarchical arbitration when emergency charging and idle energy storage power supply conflict:

[0045] When SOC drops > 25% in 5 minutes, emergency charging is prioritized;

[0046] When SOC>55% and estimated idle speed>5min, idle power supply is prioritized;

[0047] The remaining cases are executed with charging weighting 60% and generator power output 50%.

[0048] Preferably, a multi-level fault tolerance mechanism is also included, which includes:

[0049] When the first communication interface fails:

[0050] Based on the speed N and engine intake pressure P obtained by the generator speed sensor intake , calculated simulated torque = 0.0035×N×P intake ;

[0051] Classify engine operating conditions according to the speed-intake pressure logic tree: speed <1500rpm and P intake <50kPa is the idle condition, 1500rpm≤speed≤4000rpm is based on P intake Linearly divide the medium load condition, and the high load condition is when the speed is greater than 4000rpm;

[0052] When the second communication interface fails:

[0053] Estimating SOC using voltage-temperature dual-channel algorithm est :SOC V =(V bat -11.0) / 3.0×100%, SOC T =100%-0.4×(T bat -25), comprehensive SOC est =0.7×SOC V +0.3×SOC T , SOC V Indicates the estimated SOC value based on voltage, SOC T Represents the estimated SOC value based on the lithium battery temperature, V bat is the real-time voltage value of the lithium battery, T bat The real-time temperature value of the lithium battery;

[0054] Execute conservative charging strategy: charging current ≤ 0.1C, voltage upper limit ≤ 14.0V, 0.1C means 0.1 times the rated capacity of the battery;

[0055] When both communication channels fail at the same time:

[0056] Switch dynamic temperature compensation output mode: V out =13.8+0.015×(T bat -25), and start time-based graded alarm;

[0057] Actuator fault response: When the excitation current deviation is detected to be greater than 15% for 200ms, the following steps are executed in sequence: switch to the standby PWM channel → enable the external voltage regulator module → disconnect the excitation circuit.

[0058] Preferably, the dual-path control module further includes a scene adaptation unit, which is configured as follows:

[0059] The vehicle's driving scene is identified by the onboard GPS and slope sensor. When the slope is ≥5%, it is a climbing scene, and when the slope is ≤-3%, it is a downhill scene.

[0060] In the climbing scene:

[0061] Monitor the engine load rate in real time. If the engine load rate is greater than 70%, reduce the generator output power to less than 30% of the rated power or shut it down completely.

[0062] In downhill scenes:

[0063] If the lithium battery SOC is greater than 60%, the generator is turned off and the system switches to battery power supply mode.

[0064] Continuously monitor the SOC value, reactivate the generator when SOC≤55%, and adjust the battery temperature T bat Dynamically set the upper limit of charging current:

[0065] T bat When ≥40℃, the upper limit of current = 0.3C; T bat ≤0℃, current upper limit=0.1C; 0℃ <T bat When the temperature is less than 40℃, the upper limit of current = 0.15×(T bat -25)+0.5C.

[0066] Preferably, the control logic of the hill climbing scene further includes:

[0067] Real-time monitoring of the drive wheel torque demand. When the demand torque is greater than 85% of the rated torque and the engine load rate is greater than 70%, the generator output is completely shut down.

[0068] The control logic for the downhill scenario further includes:

[0069] When the generator is turned off, if the lithium battery temperature is greater than 45°C, the upper limit of the charging current will be reduced by an additional 20%;

[0070] When reactivating charging, if the battery health status SOH is less than 90%, the charging current upper limit is reduced by another 30%.

[0071] Preferably, the method for executing the priority switching logic includes the following steps:

[0072] Real-time acquisition of torque data T from the engine ECU ecu And lithium battery SOC data;

[0073] Calculate the engine load fluctuation rate δ L and SOC change rate δ SOC, dynamically modify the switching threshold T according to the formula d :

[0074] T d =60%+α·δ SOC -β·δ L ; Among them, α = 0.1 ~ 0.3 is the SOC sensitivity coefficient, β = 0.05 ~ 0.15 is the load compensation coefficient, δ L =Δ torque / Δt, δ SOC =ΔSOC / Δt;

[0075] When SOC≥T d When the engine fuel saving strategy is executed: the generator power is linearly reduced according to the ECU instruction;

[0076] When SOC <T d Execute the battery charging strategy: increase the output current to the preset upper limit;

[0077] Arbitration is initiated when the command conflict index is detected to be greater than 0.8:

[0078] Rapid acceleration or hill climbing conditions: freeze the battery command for 5 seconds and record the SOC compensation value;

[0079] Battery temperature > 45°C: limit output current to ≤ 70% of real-time demand.

[0080] Preferably, the battery charging control strategy includes:

[0081] Real-time monitoring of lithium battery temperature T bat and SOC change rate δ SOC , calculate the polarization voltage compensation value ΔV:

[0082] ΔV=k1×(T bat -25)+k2×|δ SOC |; k1 = 0.05 ~ 0.1V / °C, k2 = 0.2 ~ 0.5V / % (min) -1 ;

[0083] Dynamically adjust the upper limit of charging voltage:

[0084] When T bat >40℃ or δ SOC >10% / min: upper limit = nominal value × 90%;

[0085] When T bat <10℃ and SOC<50%: Upper limit = nominal value × 105% and activate pulse charging;

[0086] Pulse charging limit: only enabled when the battery health status SOH>90%, single duration ≤30 seconds and interval ≥5 minutes;

[0087] Perform SOH assessment every 10 seconds. If the SOH decay rate is greater than 0.5% / month, the charging strategy will be downgraded.

[0088] The engine control strategy includes:

[0089] Get the real-time torque T through the engine ECU act , speed N and rated torque T max , Rated speed N rated , calculate the load rate: L load =(T act / T max )×(N / N rated );

[0090] According to the load rate L load Select the control mode:

[0091] L load <30%: High-efficiency power generation mode, output power P out =k×N+b, excitation current = 1.2×I base ;

[0092] 30%≤L load <70%: Balanced mode, output power P out =P max ×[1-0.05×(T act -T base ) / 0.1T max ]; Actual engine torque (Nm)

[0093] L load ≥70%: Fuel saving priority mode, freeze P out =P min , the power gap ΔP=P is filled by the energy storage battery demand -P min ;P min Indicates basic maintenance power, P demand Indicates the real-time required power;

[0094] The mode is switched using a ramp function:

[0095] P transition(t) =P initial +(P target -P initial )×(t / 2), transition time t≤2 seconds.

[0096] Preferably, the collaborative decision-making method of the dual-path control module includes the following steps:

[0097] Calculate the engine fuel saving benefit index I fuel and battery charging urgency index Icharge :

[0098] I fuel =(1-L load )×η gen ×F corr ;I charge =(1-SOC / 100%)×(T opt / T bat )×C health ; where η gen is the generator efficiency, F corr is the fuel correction factor, T opt =25℃ is the best temperature, C health =SOH / 100%;

[0099] Allocate generator power based on a double exponential ratio:

[0100] I fuel / I charge >2.0: 70% power to fuel saving control;

[0101] 0.5≤I fuel / I charge ≤2.0: Fuel-saving power ratio = R / (R+1), R = I fuel / I charge ;

[0102] I fuel / I charge <0.5: 80% power to battery charging;

[0103] Update index parameters every 30 seconds:

[0104] η gen =f(N) is taken from the preset MAP diagram, F corr =0.8+0.2×(intake air temperature / 80).

[0105] The present invention has at least the following beneficial effects:

[0106] First, dual communication interfaces provide real-time access to engine operating and battery status data, resolving the energy management imbalance caused by traditional one-way generator control. Hysteresis range control (SOC 59%-61%) prevents frequent mode switching, reduces relay actuation by over 50%, and extends the life of key components. Engine load optimization mode dynamically adjusts output based on speed and torque, reducing idle fuel consumption. Battery fast-charging mode uses PWM to precisely control current, improving charging efficiency while preventing overcharging. Mechanically compatible design eliminates the need to modify the original vehicle's mounting structure, reducing upgrade costs.

[0107] Second, a command conflict arbitration mechanism clarifies system priorities: Under high load, charging requests are rejected and a restricted signal is sent, preventing the risk of engine stall. Under low SOC, power reduction requests are rejected to ensure charging safety. In the event of communication interruption, the system switches to a safe 13.8V±0.5V output, ensuring uninterrupted power to critical loads such as onboard instruments and lighting. Downgrade warnings are transmitted via standard CAN messages, compatible with common diagnostic equipment, reducing troubleshooting time by 70%.

[0108] Third, dynamic weight allocation adjusts the engine / battery control ratio in real time according to the SOC change rate (e.g. charging weight is 55% when α=0.45) to cope with sudden changes in battery status. P =0.10), low temperature (R T =0.15), low speed (R N =0.10) scenario-based derating prevents system overload. A multi-factor coupled processor achieves nonlinear superposition of compensation rates (e.g., total compensation rate ≈ 30% when three conditions are triggered), ensuring logical consistency in complex operating conditions. A safety constraint unit enforces power consumption to 90% of the mechanical limit, preventing winding overheating and damage.

[0109] Other advantages, objectives and features of the present invention will be reflected in part from the following description and will be understood by those skilled in the art through study and practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0110] Figure 1 This is a schematic diagram of the overall framework of one of the technical solutions of the present invention;

[0111] Figure 2 This is a schematic diagram of a mode judgment framework of one of the technical solutions of the present invention;

[0112] Figure 3 A schematic diagram of a communication failure framework according to one of the technical solutions of the present invention;

[0113] Figure 4 This is a schematic diagram of a scene judgment framework of one of the technical solutions of the present invention. DETAILED DESCRIPTION

[0114] The present invention will be described in further detail below in conjunction with the accompanying drawings so that those skilled in the art can implement the invention with reference to the description.

[0115] It should be noted that the experimental methods described in the following embodiments are conventional methods unless otherwise specified, and the reagents and materials are commercially available unless otherwise specified; in the description of the present invention, the orientation or positional relationship indicated by the terms is based on the orientation or positional relationship shown in the accompanying drawings, which is only for the convenience of describing the present invention and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0116] like Figure 1-4 As shown, the present invention provides an intelligent automobile generator system with dual-channel communication and dual-channel control, which is characterized by comprising:

[0117] The main body of the generator, its mechanical installation structure is compatible with the original vehicle generator;

[0118] The intelligent regulator is integrated into the generator body and includes:

[0119] A first communication interface, which is connected to the engine ECU via a CAN bus and is used to periodically receive engine speed, torque and operating condition data;

[0120] The second communication interface is connected to the lithium battery BMS via the CAN bus and is used to periodically obtain the state of charge and temperature data of the lithium battery. The state of charge of the lithium battery is referred to as SOC;

[0121] The dual-path control module, which is embedded in the intelligent regulator, is configured to perform the following operations:

[0122] a. Check the validity of the received engine ECU and lithium battery BMS data. If the data is abnormal, start

[0123] Use preset safety values ​​and trigger fault flags;

[0124] b. Compare SOC with the preset threshold of 60% at a fixed period and perform hysteresis control: when SOC ≥ 61%

[0125] When SOC is less than 59%, it enters the engine load optimization mode, when SOC is less than 59%, it enters the battery fast charging mode, when SOC is

[0126] When the percentage is 59% to 61%, the previous cycle pattern is maintained;

[0127] c. In engine load optimization mode, it prioritizes responding to instructions from the engine ECU, dynamically calculating target output voltage and power based on engine speed, torque, and operating condition data, and controlling generator output by adjusting the excitation current;

[0128] d. In the battery fast charging mode, it responds to the instructions of the lithium battery BMS first, dynamically calculates the optimal charging current curve or voltage curve based on the SOC and temperature data, and controls the charging current of the generator through the pulse width modulation signal, which is referred to as the PWM signal.

[0129] In the above technical solution, the main body of the generator adopts a cast aluminum shell, and ADC12 die-cast aluminum alloy can be selected. The hole spacing of its mounting bracket is completely matched with the original vehicle generator (such as the hole spacing tolerance of ±0.1mm). The intelligent regulator is fixed to the rear end cover of the generator by four M4 stainless steel bolts, and the internal PCB board adopts a double-sided copper-clad board based on FR-4. The heat sink of the regulator is exposed on the surface of the generator shell and aligned with the cooling air duct of the generator. The communication interface uses a standard automotive connector (such as the Deutsch DT series). The first communication interface is connected to the CAN-H / CAN-L terminal of the ECU on the left side of the engine compartment through a 2-core shielded twisted pair cable; the second communication interface is connected to the BMS main control board in the battery box through a single CAN bus line (wire diameter ≥0.75mm 2 The excitation control is driven by an IRF3205 MOS transistor, with the PWM frequency set to 16kHz±5%. The generator body is installed on the front gear train of the engine, with the regulator facing the engine cylinder side and a clearance of ≥8mm from the cylinder.

[0130] During bench testing, the generator was installed in a Geely 1.5T engine, and the measured installation interference was less than 0.5mm. Using a vibration table to simulate 10-200Hz swept frequency vibration, the torque attenuation of the regulator fixing bolts was less than 5%.

[0131] Data validity is verified using a CRC-16 checksum algorithm. Preset safety values ​​are set as follows: speed = 800 rpm, torque = 80 Nm, and SOC = 55%. Hysteresis thresholds are set as: high threshold 61%, low threshold 59%, with a fixed period of 200ms ± 10ms. In engine load optimization mode, the target output voltage dynamic range is 12.8-15.2V. Power calculation uses the formula P = 0.0021 × N × T (N = speed in rpm, T = torque in Nm). In battery fast charging mode, the charging current curve is segmented using CC-CV, with a current limit of 0.5C in the constant current stage (e.g., 30A for a 60Ah battery). The temperature compensation coefficient is -3mV / °C / cell. Component Selection: The SOC sensor uses a Texas Instruments BQ40Z50 chip, and the temperature sensor uses an NTC 10K ± 1% thermistor. The NTC thermistor is embedded in the center slot of the lithium battery module and secured with thermal grease. The CAN bus connector is located in the waterproof compartment of the generator junction box.

[0132] When sending abnormal data packets (CRC error rate > 10%) through the CANoe simulator, the system switches to a safe value in less than 50ms. Using an electronic load to simulate a step change in SOC from 58% to 62%, the measured mode switching delay is ≤ 210ms.

[0133] In engine load optimization mode, the excitation current adjustment step is 0.1A / 10ms, with a dynamic response time of ≤100ms. In battery fast charging mode, the PWM duty cycle resolution is 1%, and the current control accuracy is ±2%. A conflict arbitration mechanism is used: the "charge limited" signal is sent as CAN ID 0x18FEF001 data frame [0x01]; the "load limited" signal is [0x02]. In safety output mode, the output voltage of 13.8V±0.5V is achieved using a TL431 reference source, and a degradation alarm is triggered via a CAN message from the instrument panel. The excitation winding uses H-grade 180°C enameled copper wire, and the pole pieces are 50WW470 silicon steel sheets. The PWM control line is connected from regulator Pin 12 to the generator brush holder terminals. The safety output circuit is connected in parallel across the Zener diode IN4743A.

[0134] In the BYD Qin hybrid vehicle test: when the SOC=60.5% and the accelerator is pressed hard, the system maintains the load optimization mode, and the excitation current increases from 3.2A to 4.8A in 92ms. After manually disconnecting the BMS communication, the output voltage stabilizes at

[0135] 13.75-13.92V.

[0136] The preset efficiency MAP is generated through bench testing. The specific method is as follows: in a temperature-controlled environmental chamber, the generator speed is controlled from 800 rpm to 6000 rpm (in steps of 200 rpm) and the torque is controlled from 20 Nm to 200 Nm (in steps of 10 Nm).

[0137] Collect the output electrical power and input mechanical power at each operating point; according to the formula η gen =P in / P out ×100%, calculate the efficiency value, and construct a three-dimensional matrix of speed-torque-efficiency; for each speed line, fit the optimal torque curve T corresponding to the maximum efficiency point opt =0.00015N 2 -0.02N+40; burn the MAP diagram to the SPI Flash memory of the intelligent regulator, and call the T at the current speed in real time when the system is running. opt and η max , controlling the generator to output current at the maximum efficiency point.

[0138] This implementation achieves mechanical compatibility with the original vehicle's alternator, reducing modification costs. Dual-mode hysteresis control avoids frequent switching and extends relay life. A conflict arbitration mechanism prioritizes critical subsystems, while a safe mode provides basic power supply protection in the event of a fault. Dynamic power allocation balances engine fuel consumption with battery life requirements.

[0139] In another embodiment, the dual control module is further configured to perform the following operations:

[0140] e. Execute command conflict arbitration: When rejecting a high current request from the lithium battery BMS in engine load optimization mode, send a charge-limited signal to the lithium battery BMS;

[0141] When rejecting the power reduction request of the engine ECU in the battery fast charging mode, a load request limitation signal is sent to the engine ECU;

[0142] f. When a communication interruption or execution failure is detected, the system switches to safe output mode, maintaining the base output voltage and sending a system degradation warning. In safe output mode, the base output voltage is maintained, preferably at 13.8V ± 0.5V for a 12V system. Depending on the vehicle model, such as a 48V system, the base output voltage can be adjusted to 14.2V ± 0.3V.

[0143] In the above technical solution, the conflict arbitration response time is set to ≤150ms. The charge limit signal uses Data[0]=0x01 of CAN ID 0x18FEF001, and the load request limit signal uses Data[0]=0x02. The arbitration logic judgment thresholds are: high current request refers to a current greater than 0.5C, and power reduction request refers to a power reduction greater than 30%.

[0144] The signal generation unit can utilize an MCU with a CAN controller (such as an ARM Cortex-M4 core), triggering the status indicator light via a GPIO pin. The wiring harness can utilize XLPE insulated wire with a temperature resistance of 125°C, and the connectors can be IP67-rated waterproof terminals. The arbitration signal output is connected to the CAN-H / CAN-L lines of the instrument panel diagnostic interface, and the fault indicator light is installed in the reserved hole on the right side of the cockpit instrument panel.

[0145] Working process: When receiving a 40A charging request (0.5C) from the BMS in engine load optimization mode, if the current generator output power is greater than 70% of the rated value, a 0x01 signal is sent to the BMS to maintain the original power. When receiving a 30% power reduction instruction from the ECU in battery fast charging mode, if the SOC is less than 58%, a 0x02 signal is sent to the ECU.

[0146] Using the CANoe simulator, the ECU power reduction command and the BMS 0.6C charge request were simultaneously sent, and the signal response time was measured. In a real-vehicle test, at full throttle acceleration at SOC = 57%, the system's delay in rejecting the BMS request was measured to be 132ms.

[0147] The basic output voltage is set to 13.8V ± 0.5V, with a voltage sampling accuracy of ±0.1V. Communication interruption is determined by CAN bus error frames exceeding 5 frames / second. The downgrade alarm is triggered by sending fault code 0x21 with CAN ID 0x0CFFF01.

[0148] The voltage regulator circuit uses a TL431 reference source with a PNP transistor for current expansion, and an SMBJ15CA transient suppression diode for overvoltage protection. A silicone sheet with a thermal conductivity of 3.0W / mK can be used as heat sink material, and UL94V-0 flame-retardant PC plastic can be used as insulation material. The safety mode circuit board is integrated into the regulator, with a spacing of ≥5mm from the main control chip. The alarm signal line is connected in parallel to pin 16 of the OBD diagnostic socket.

[0149] Operation: If ECU communication is interrupted for 600ms, the system switches to safe mode, disabling PWM modulation and allowing the voltage regulator to directly output 13.8V. A fault code 0x21 is also sent every two seconds until communication is restored. If BMS communication is interrupted, the system maintains output voltage but limits current to ≤5A.

[0150] When the CAN bus was manually disconnected on the generator test bench, output voltage ripple measured with an oscilloscope was less than 100mV. After eight hours of continuous operation at 85°C, voltage drift was less than 0.3V. In actual vehicle testing, the system took 523ms to enter safe mode after unplugging the ECU.

[0151] This implementation's conflict arbitration mechanism clarifies system priorities, preventing power oscillations caused by conflicting control commands. A safe mode maintains basic power supply capacity during communication anomalies, ensuring essential vehicle operation. The hardware downgrade solution requires no software intervention, ensuring rapid and reliable response. Standardized fault codes facilitate easy identification by diagnostic equipment.

[0152] In another embodiment, the dual-path control module further comprises:

[0153] The dynamic weight allocation unit is configured to dynamically adjust the weight ratio according to Formula 1 based on the real-time SOC change rate and the characteristic values ​​of the last 10 charge and discharge curves provided by the lithium battery BMS when the absolute value of the SOC change rate is greater than 2% / min:

[0154] α=e -τ·t ·(1-|ΔSOC| / (5%))Formula 1

[0155] Where α is the engine control weight, ranging from [0, 1], the battery charging weight is (1-α), t is the duration of the current mode, and the exponential decay factor τ is 0.5 to 1.2;

[0156] The environmental compensation unit is used to correct the reduction in the maximum output power of the generator according to the atmospheric pressure, engine speed, coolant temperature and engine intake pressure data in a step-by-step manner:

[0157] 1) Atmospheric pressure compensation rate R P :60kPa≤atmospheric pressure<80kPa, R P =0.05, pressure <60kPa, R P =0.10;

[0158] 2) Speed ​​compensation R N :When the speed is less than 800rpm, the power limit is triggered, R N =0.10,>850rpm for 2

[0159] The power limit is released after seconds;

[0160] 3) Temperature compensation R T :-10℃≤temperature<5℃, R T =0.10, when the temperature is less than -10℃, R T =0.15, and

[0161] Delay 3-5 seconds to start power generation;

[0162] For a multi-factor coupling processor, when ≥2 environmental compensation conditions are triggered simultaneously, the total compensation rate is calculated according to the nonlinear formula 2:

[0163] Total compensation rate R = 1-[(1-R P )×(1-R N )×(1-R T )] Formula 2

[0164] The safety constraint unit is used to force the generator's final output power to not exceed 90% of the mechanical limit power, and to send a hardware limitation alarm when the limit is exceeded.

[0165] In the above technical solution, the weight calculation period is 100ms, the SOC change rate threshold is set to 2% / min, and the exponential decay factor τ is 0.8. In Formula 1, the time t is in seconds, and the output range of the weight α is limited to [0.2, 0.95].

[0166] Real-time SOC data is acquired via CAN messages from the BMS, and the charge and discharge curve characteristic values ​​are stored in an external FRAM (such as the Fujitsu MB85RC256). The computing chip can use an MCU with a floating-point unit, and the sampling resistor can be a 5mΩ±1% manganese-copper alloy. The characteristic value storage chip is mounted on the back of the regulator PCB, and the SOC sampling line is branched from the lithium battery balancing harness.

[0167] Working process: When the SOC change rate is detected to be -2.5% / min, read the dV / dT characteristic value (such as 0.12mV / s) of the last 10 charge and discharge cycles. Substitute into the formula α=e (-0.8×t) ×(1-|-2.5%| / 5%), if t=10 seconds, then α≈0.45, the engine control weight is set to 45%, and the battery charging weight is 55%.

[0168] At a constant temperature of 25°C, a programmable power supply simulated a linear SOC decrease from 65% to 55% (at a rate of 3% / min). The MCU output α value decreased from 0.92 to 0.31, with a response delay of ≤15ms. In a real-world vehicle test at high altitude (4500 meters above sea level), the weight switching frequency was ≤2 times / minute.

[0169] Atmospheric pressure compensation: 80kPa ≥ pressure ≥ 60kPa R P =0.05, when pressure <60kPa R P =0.10. Speed ​​compensation: when the speed is less than 800rpm, R N =0.10, >850rpm for 2 seconds and then released. Temperature compensation: -10℃≤temperature<5℃ T =0.10, when the temperature is less than -10℃, R T =0.15.

[0170] The pressure sensor can be the MPXH6300AC6U, the temperature sensor can be a PT100 platinum resistor, and the speed signal is taken from the crankshaft position sensor. The compensation circuit uses an adder built with an operational amplifier, and the compensation coefficient is set using an AD5280 digital potentiometer. The pressure sensor is installed in the reserved hole in the intake manifold, and the platinum resistor is embedded in the generator cooling duct outlet.

[0171] Working process: When cold start in plateau area (pressure 58kPa): trigger R P =0.10; the speed is 750rpm, triggering R N =0.10; Temperature -12℃ triggers R T = 0.15. According to Formula 2, the total compensation rate R = 1-[(1-0.10)×(1-0.10)×(1-0.15)]≈0.30, and the maximum power of the generator is reduced by 30%.

[0172] In an environmental chamber simulating -15°C / 55kPa conditions, the generator output power dropped from the rated 1.5kW to 1.05kW. After the speed increased to 900rpm for three seconds, the power limit release response time was 2.1 seconds.

[0173] Nonlinear formula 2 forced priority: When compensation is triggered simultaneously, the output power is reduced by R = 1-[(1-R P )×(1-R N )×(1-R T )] calculation. The compensation result is limited to the interval [0.05,0.40].

[0174] The processor can be a Cortex-M7 architecture MCU equipped with a hardware multiplier. Compensation combination results are stored in a table lookup method with a query cycle of ≤50μs. The heat sink can be made of 6063 aluminum alloy extrusion, and the insulating spacer can be made of polyimide film. The coupling processing firmware is burned into the main control chip's FLASH area, and the compensation results are output to the PWM generator pins.

[0175] Working process: At the same time, the pressure is 62kPa (R P =0.05), speed 780rpm(R N =0.10), temperature -5°C (R T =0.10): R = 1-[(0.95)×(0.90)×(0.90)]≈0.23, and the upper limit of the generator power is reduced by 23%.

[0176] A three-parameter synchronous step test bench was constructed: pressure dropped from 70 kPa to 58 kPa, speed dropped from 850 rpm to 780 rpm, and temperature dropped from 10°C to -8°C. The power reduction command output delay was measured to be 63 ms, with a compensation error of <±3%.

[0177] 90% of the mechanical power limit is used as the hard limit point. For example, a 2.0kW rated model has a limit of 1.8kW. The hardware limit alarm is triggered when the power exceeds the limit by more than 105% of the rated value for 100ms.

[0178] Power detection uses an ACS712 Hall-effect current sensor in conjunction with an AD7606 sampling chip, and the amplitude limiting circuit utilizes an LM391 comparator. The alarm signal is output via optocoupler isolation, and the cable is made of high-temperature-resistant silicone rubber insulated wire. The current sensor is connected in series to the generator output busbar, and the alarm indicator is integrated into the instrument panel's fault light cluster.

[0179] Working process: When the power demand after environmental compensation is 1.9kW, but the current coolant temperature is greater than 110°C, the output is forced to be limited to ≤1.62kW (90% × 1.8kW). If the power demand reaches 1.89kW for 120ms, the hardware limit alarm (CAN ID0x0CF0044) is triggered.

[0180] The electronic load was suddenly increased to 110% of the rated power, and the limiting action time was monitored using an oscilloscope. During a fully loaded hill-climbing test on an actual vehicle, the power was automatically limited to 1.63kW ± 0.05kW at a water temperature of 115°C.

[0181] This implementation dynamically allocates weights to adapt to sudden changes in battery status, preventing overcharging and over-discharging. The environmental compensation unit optimizes power output for low-temperature scenarios in high-altitude areas to prevent system overload. Multi-factor coupling ensures consistent compensation logic under complex operating conditions. The safety constraint unit provides a hardware-based protection mechanism to extend the life of the generator.

[0182] In another embodiment, the working logic of the dynamic weight allocation unit further includes:

[0183] The emergency charging mode trigger unit, when the following conditions are met simultaneously: the battery SOC drops by more than 20% within 5 minutes, the battery temperature ∈ [0℃, 45℃], and the generator winding temperature is less than 140℃, the battery charging weight is forcibly set to 85%, and the generator is controlled to output current at the maximum efficiency point of the preset efficiency MAP diagram;

[0184] The idle energy storage power supply control unit disconnects the generator excitation circuit and switches to battery power supply when the engine speed remains at 700±50rpm for 180 seconds and the generator load rate is less than 30%;

[0185] Reactivation module, when SOC ≤ 45% or battery continuous discharge current > 0.5C, reactivates the generator and limits the charging current to ≤ 0.5C, where 0.5C refers to 0.5 times the rated capacity of the battery;

[0186] The mode arbitrator performs hierarchical arbitration when emergency charging and idle energy storage power supply conflict:

[0187] When SOC drops > 25% in 5 minutes, emergency charging is prioritized;

[0188] When SOC>55% and estimated idle speed>5min, idle power supply is prioritized;

[0189] The remaining cases are executed with charging weighting 60% and generator power output 50%.

[0190] In the above technical solution, the trigger conditions are set as follows: SOC decrease > 20% over 5 minutes, battery temperature 0-45°C, and generator winding temperature < 140°C. A mandatory charging weight of 85% is set, and the maximum efficiency point is taken from a preset map (e.g., 92% efficiency at 2500 rpm). A DS18B20 digital sensor is used for temperature monitoring, and the SOC change rate is calculated using a 100ms BMS message cycle. The efficiency map is stored in SPI Flash, and an IR2104 driver chip is used for excitation control. The winding temperature sensor is embedded in the generator stator slot wedge, and the battery temperature probe is fixed to the center of the module's aluminum casing.

[0191] Working process: When the SOC is monitored to drop from 65% to 43% (a drop of 22% in 5 minutes), the battery temperature is 38°C, and the winding temperature is 125°C: the charging weight is forced to 85%, and 2500rpm corresponding to the most efficient point (current output 45A) is selected according to the MAP diagram, and the excitation current is locked at the nominal value of 120%.

[0192] The battery test cabinet simulated a sudden SOC drop (25% to 5% / 5 minutes), with the environmental chamber maintained at 40°C. The measured charging current increased from 30A to 45A in 210ms, and the winding temperature rise rate was less than 3°C / min.

[0193] Trigger conditions: Engine speed of 700 ± 50 rpm for 180 seconds, generator load factor < 30%. Switching response time ≤ 500 ms, current threshold 0.5C (e.g., 30A for a 60Ah battery). An ACS758 current sensor can be used for load factor detection, and a 40A automotive-grade magnetic latching type excitation cutoff relay can be used. Fluoroplastic-insulated, high-temperature-resistant control wiring can be used, and gold-plated copper alloy terminals can be used. The relay is installed in the generator junction box, and the load detection wiring is connected in parallel to the output busbar shunt.

[0194] Working process: When idling (speed 690rpm), if the electronic load only turns on the lights (load rate 25%): after 180 seconds, the excitation circuit is cut off and the power supply is switched to the lithium battery (output voltage 13.2V), and the instrument displays the "energy storage power supply" icon.

[0195] Real vehicle idling test: With the audio and headlights on (load 28%), the excitation current dropped from 2.1A to 0A after 180 seconds. The battery discharge current increased from 0A to 18A, with a switching delay of 428ms.

[0196] Activation conditions: SOC ≤ 45% or continuous discharge current > 0.5C (e.g., 30A). Charge current limit ≤ 0.5C, soft-start time 2 seconds. An LM358 op amp can be used to build a current limiting circuit, and an RC integrator circuit (τ = 1.5s) can be used for soft-start. The contactor can be TE Connectivity's EV200AAANA, with silver tin oxide as the contact material. The current limiting module is integrated on the side of the regulator, and the soft-start capacitor is connected across the MOS transistor gate.

[0197] Working process: If the SOC drops to 43% during idle power supply: reclose the excitation relay, the charging current ramps up from 0A to 30A (2 seconds), and the output voltage rises from 13.2V to 14.2V.

[0198] The electronic load simulated a 40% SOC state and triggered a reactivation command. The oscilloscope recorded a current rise time of 1.98 seconds from 0A to 30A, with a voltage overshoot of less than 0.3V.

[0199] Arbitration priority: Emergency charging takes precedence when the SOC drops >25% over 5 minutes; idle power takes precedence when the SOC >55% and the vehicle idles for >5 minutes. The default weighted charge is 60% + generator power 50%. The arbitration logic can be implemented using a state machine, and the timer can use the DS3231 high-precision RTC. A digital potentiometer can be used to control the PWM duty cycle for power distribution. The RTC chip is soldered to a reserved area on the main control board, and the arbitration status indicator is connected to the OBD port.

[0200] Working process: Conflict scenario 1 (SOC drops 26% in 5 minutes + idle power supply is requested): emergency charging (weight 85%) is performed, and the generator output power is locked at 75%; conflict scenario 2 (SOC = 58% + idle for 6 minutes): idle power supply is performed and the generator output is turned off.

[0201] A dual-mode conflict test bench was built: the SOC simulator was set to a 28% drop over 5 minutes, and the idle timer was set to 300 seconds. The arbitrator output an emergency charge flag, with a priority response time of ≤100ms.

[0202] This implementation's emergency charging mechanism addresses sudden battery depletion and protects battery health. Idle power delivery reduces fuel consumption and meets environmental requirements. The reactivation module prevents deep battery discharge and ensures starting capability. An arbitration strategy clarifies mode priorities and avoids control logic conflicts. Multiple conditions work together to enhance system stability.

[0203] In another embodiment, a multi-level fault tolerance mechanism is also included, which includes:

[0204] When the first communication interface fails:

[0205] Based on the speed N and engine intake pressure P obtained by the generator speed sensor intake , calculated simulated torque = 0.0035×N×P intake ;

[0206] Classify engine operating conditions according to the speed-intake pressure logic tree: speed <1500rpm and P intake <50kPa is the idle condition, 1500rpm≤speed≤4000rpm is based on P intake Linearly divide the medium load condition, and the high load condition is when the speed is greater than 4000rpm;

[0207] When the second communication interface fails:

[0208] Estimating SOC using voltage-temperature dual-channel algorithm est :SOC V =(V bat -11.0) / 3.0×100%, SOC T =100%-0.4×(T bat -25), comprehensive SOC est =0.7×SOC V +0.3×SOC T , SOC V Indicates the estimated SOC value based on voltage, SOC T Represents the estimated SOC value based on the lithium battery temperature, V bat is the real-time voltage value of the lithium battery, T bat The real-time temperature value of the lithium battery;

[0209] Execute conservative charging strategy: charging current ≤ 0.1C, voltage upper limit ≤ 14.0V, 0.1C means 0.1 times the rated capacity of the battery;

[0210] When both communication channels fail at the same time:

[0211] Switch dynamic temperature compensation output mode: V out =13.8+0.015×(T bat -25), and start time-based graded alarm;

[0212] Actuator fault response: When the excitation current deviation is detected to be greater than 15% for 200ms, the following steps are executed in sequence: switch to the standby PWM channel → enable the external voltage regulator module → disconnect the excitation circuit.

[0213] In the above technical solution, when the first communication interface fails, the analog torque calculation formula is 0.0035×N×P intake (N is the speed rpm, P intakeis the intake pressure kPa). Working condition classification threshold: Idle working condition (N<1500rpm and P intake <50kPa, medium load (1500≤N≤4000rpm when P intake The speed sensor can be a Hall effect sensor (such as the A3144), and the intake pressure sensor can be a piezoresistive MEMS device. An 8-bit MCU lookup table can be used for logic tree implementation, and the operating condition classification table is stored in a 24C02 EEPROM. The speed sensor is mounted on the generator pulley side, 0.8±0.1mm from the ring gear; the pressure sensor is threaded onto the intake manifold's M8 port.

[0214] Working process: After ECU communication is interrupted:

[0215] 1. Read the speed signal (such as 1200rpm) and intake pressure (45kPa)

[0216] 2. Calculate the simulated torque = 0.0035 × 1200 × 45 ≈ 189 Nm

[0217] 3. Determined to be in idle condition (1200<1500 and 45<50)

[0218] 4. Output 12.5V voltage according to the idle condition MAP.

[0219] Bench simulation: Disconnect the ECU wiring harness and set the speed to 1400 rpm and the pressure to 48 kPa. The system automatically switches to idle mode, and the output voltage is 12.52 V ± 0.15 V. During the 200-hour endurance test, the operating condition misjudgment rate was < 0.1%.

[0220] SOC estimation formula: SOC V =(V bat -11.0) / 3.0×100%, SOC T =100%-0.4×(T bat -25), comprehensive SOC est =0.7×SOC V +0.3×SOC T Conservative charging strategy: Current ≤ 0.1C (e.g., 6A / 60Ah battery), voltage ≤ 14.0V. For voltage sampling, use the ADS1115 analog-to-digital converter (±0.5% accuracy), and for temperature detection, use the NTC 3950 thermistor. For current limiting, use the BTS6140D smart switch, and for the heat sink, use 6061 aluminum alloy. The voltage sampling point is connected to the lithium battery's main positive terminal bolt, and the temperature sensor is affixed to the center of the battery housing.

[0221] Working process: When BMS communication is interrupted:

[0222] 1. Measure the battery voltage 12.8V → SOC V =(12.8-11.0) / 3.0×100%=60%

[0223] 2. Measure temperature 35℃ → SOC T =100%-0.4×(35-25)=96%

[0224] 3. Comprehensive SOC est =0.7×60+0.3×96≈71%

[0225] 4. Perform conservative charging: constant current 6A, voltage limit 14.0V.

[0226] The lithium battery simulation cabinet is set to SOC=65% and the BMS communication is disconnected. The measured charging current is 5.92A and the voltage is 14.02V. When the ambient temperature is -10℃, the SOC est Error <±8%.

[0227] Dynamic temperature compensation output: V out =13.8+0.015×(T bat -25). Time-based graded alarms: Level 1 (lasts 5 minutes) illuminates a yellow light, Level 2 (lasts 10 minutes) illuminates a red light and buzzer. Actuator fault response: If the excitation current deviation exceeds 15%, the backup channel is switched. If the deviation persists for 200ms, an external voltage regulator module is activated. The temperature compensation circuit can be constructed using an OP07 op amp, and the external voltage regulator module can be an LM317 adjustable voltage regulator. The alarm device can use an SMD LED (yellow / red dual-color), and the buzzer can use an electromagnetic 12V device. The compensation circuit is integrated on the regulator sub-board, and the external voltage regulator terminals are reserved on the generator terminal box.

[0228] Working process: When dual communication fails and the battery temperature is 40°C:

[0229] 1. Output voltage = 13.8 + 0.015 × (40 - 25) = 14.025 V

[0230] The yellow warning light is triggered after 2.5 minutes

[0231] 3. If the excitation current deviation is detected to be 18% for 210ms: switch to the standby PWM channel. If the deviation is still out of tolerance, enable the LM317 voltage regulation output. If it fails, disconnect the excitation circuit.

[0232] Tested in a -40°C to 85°C oven: Output voltage slope changes with temperature: 0.015V / °C ± 0.001V. A 15.2% deviation signal is injected into the excitation circuit, and the switching time is 185ms.

[0233] This implementation utilizes ECU failure simulation to ensure basic power generation control and prevent vehicle paralysis. BMS failure SOC estimation provides charging safety redundancy to prevent battery damage. Dual-failure temperature compensation maintains power supply to critical loads, with graded alarms indicating fault severity. A multi-level actuator response design enhances system fault tolerance.

[0234] In another embodiment, the dual-path control module further includes a scene adaptation unit configured to:

[0235] The vehicle's driving scene is identified by the onboard GPS and slope sensor. When the slope is ≥5%, it is a climbing scene, and when the slope is ≤-3%, it is a downhill scene.

[0236] In the climbing scene:

[0237] Monitor the engine load rate in real time. If the engine load rate is greater than 70%, reduce the generator output power to less than 30% of the rated power or shut it down completely.

[0238] In downhill scenes:

[0239] If the lithium battery SOC is greater than 60%, the generator is turned off and the system switches to battery power supply mode.

[0240] Continuously monitor the SOC value, reactivate the generator when SOC≤55%, and adjust the battery temperature T bat Dynamically set the upper limit of charging current:

[0241] T bat When ≥40℃, the upper limit of current = 0.3C; T bat ≤0℃, current upper limit=0.1C; 0℃ <T bat When the temperature is less than 40℃, the upper limit of current = 0.15×(T bat -25)+0.5C.

[0242] In the above technical solution, the slope recognition threshold is set at ≥5%, and the engine load rate threshold is >70%. The power reduction strategy is: output power ≤30% of rated value or completely shut down. The slope sensor has a range of ±30° and an accuracy of ±0.5°. A MEMS inclinometer (such as the SCA100T-D01) can be used as the slope sensor, and the automotive-grade UBLOX NEO-M8N GPS module can be used. A LEM LAH-50P Hall-effect current sensor can be used for load rate detection, and an IRFP4468 MOSFET can be used for power control. The inclinometer is mounted on the upper surface of the transmission housing, and the GPS antenna is located on the top of the instrument panel. The current sensor is connected in series with the generator output.

[0243] Operational Procedure: When GPS positioning indicates a slope of 6% or higher for three consecutive seconds: 1. Read the engine load factor (e.g., 85%); 2. Determine if the load factor exceeds the 70% threshold; 3. Reduce the generator power from 1.5kW to 0.45kW (30% x 1.5kW); 4. If the load factor continues to exceed 80%, completely shut down the generator output. Actual vehicle testing on an 8% slope: At an engine load factor of 78%, it took 420ms for the generator power to decrease from 1.2kW to 0.36kW. After shutting down the generator, the battery provides a supplemental current of 22A ± 3A.

[0244] Slope recognition threshold ≤ -3%, SOC activation threshold 55%. Charging current upper limit formula: T bat ≥40℃ upper limit=0.3C;T bat Upper limit = 0.1C when ≤0℃; 0℃ <T bat When <40℃, the upper limit = 0.15×(T bat -25) +0.5°C. A PT1000 platinum resistor can be used for temperature sampling, and a BTS6140D intelligent switch can be used for current control. An Omron G8P series switching relay with silver tin oxide contacts can be used. The platinum resistor is embedded in the thermal conductive adhesive layer between the lithium battery modules, and the relay is installed in the battery's positive terminal junction box.

[0245] Working process: When the downhill slope is -4% and SOC=62%, the following steps are taken: 1. Turn off the generator output; 2. Switch to battery power mode; 3. Continuously monitor SOC; 4. When SOC=54%, detect the battery temperature T. bat =15℃, calculated current upper limit = 0.15×

[0246] (15-25)+0.5C=0.35C (21A / 60Ah battery), reactivate the generator and charge at ≤21A.

[0247] High temperature test (T bat =42℃): The upper limit of current is measured to be 0.29C (17.4A / 60Ah); Low temperature test (T bat =-5℃): current upper limit 0.098C (5.88A); normal temperature test (T bat =20℃): According to the formula 0.15×(20-25)+0.5C=0.425C(25.5A), the actual measured current is 25.3A.

[0248] This implementation prioritizes engine power output and prevents stalling due to overload. Downhill driving utilizes potential energy recovery to improve energy efficiency. Temperature-adaptive charging protects lithium-ion batteries and extends their cycle life. Slope recognition and load factor are combined to optimize the accuracy of system operating mode switching.

[0249] In another embodiment, the control logic of the hill climbing scenario further includes:

[0250] Real-time monitoring of the drive wheel torque demand. When the demand torque is greater than 85% of the rated torque and the engine load rate is greater than 70%, the generator output is completely shut down.

[0251] The control logic for the downhill scenario further includes:

[0252] When the generator is turned off, if the lithium battery temperature is greater than 45°C, the upper limit of the charging current will be reduced by an additional 20%;

[0253] When reactivating charging, if the battery health status SOH is less than 90%, the charging current upper limit is reduced by another 30%.

[0254] In the above technical solution, the torque demand threshold is set to >85% of rated torque, and the load factor threshold is >70%. The generator complete shutdown response time is ≤300ms. The rated torque value is taken from the engine nameplate parameter (e.g., 210Nm).

[0255] The torque signal can be obtained from the ECU (ID 0x0CF00401) via the CAN bus. Load factor calculations utilize an AD7606 sampling chip in conjunction with an STM32F4. A 40A automotive-grade relay is used for shutdown control, and 125°C high-temperature-resistant silicone wire is used for the wiring. The relay is integrated into the control box at the rear end of the alternator. The torque signal cable is connected to pin 6 of the OBD diagnostic port.

[0256] Working process: When climbing a 7% slope: 1. Receive ECU torque data (current required torque = 88% of the rated torque of 220Nm); 2. Monitor the engine load rate (currently 75%); 3. Determine that the required torque is greater than 85% and the load rate is greater than 70%; 4. Cut off the excitation circuit (the actual closing time is 280ms); 5. The generator output power drops to 0kW.

[0257] Bench test: The required torque was set at 190 Nm (95% of the rated 200 Nm) and the load factor was 78%. An oscilloscope monitored the excitation current dropping from 3.0 A to 0 A, taking 265 ms. During a fully loaded hill-climbing test on a real vehicle, the system shutdown trigger rate was 100%.

[0258] If the temperature compensation threshold exceeds 45°C, the upper current limit is reduced by an additional 20%. If the SOH health threshold is less than 90%, the activation current is reduced by an additional 30%. The temperature sampling period is 200ms, and SOH data is obtained through BMS messages. An MCU with CAN FD can be used for SOH analysis, and the BTS50015 intelligent power switch can be used for current limiting. The X9C103S digital potentiometer can be used for the derating circuit, and a copper-aluminum composite heat sink can be used. The power switch is installed on the positive busbar of the lithium battery, and the SOH data line is connected in parallel to the BMS diagnostic interface.

[0259] Working process: During downhill, the battery temperature rises to 48°C: 1. Base current upper limit = 0.3°C (18A / 60Ah); 2. Temperature > 45°C triggers an additional 20% derating → upper limit = 18A × 0.8 = 14.4A; 3. If the SOH is detected to be 85% (<90% threshold); 4. Reduce by another 30% → final upper limit = 14.4A × 0.7 ≈ 10A.

[0260] Lithium battery test cabinet settings: Working condition 1: T bat =47℃, SOH=92%→current limit 14.2A (theoretical 14.4A), working condition 2: T bat =49°C, SOH=86% → current limit 9.8A (theoretical 10.1A), temperature step response time <150ms.

[0261] This implementation implements enhanced hill-climbing control to ensure engine power reserves under extreme operating conditions, preventing the risk of stalling due to insufficient torque. Downhill charging optimization utilizes a dual derating mechanism to protect hot and aging batteries, preventing thermal runaway. The coordinated determination of temperature and health improves control accuracy, ensuring system response speeds that meet real-time operating requirements.

[0262] In another embodiment, a method for executing priority switching logic includes the following steps:

[0263] Real-time acquisition of torque data T from the engine ECU ecu And lithium battery SOC data;

[0264] Calculate the engine load fluctuation rate δ L and SOC change rate δ SOC , dynamically modify the switching threshold T according to the formula d :

[0265] T d =60%+α·δ SOC -β·δ L ; Among them, α = 0.1 ~ 0.3 is the SOC sensitivity coefficient, β = 0.05 ~ 0.15 is the load compensation coefficient, δ L =Δ torque / Δt, δ SOC =ΔSOC / Δt;

[0266] When SOC≥T d When the engine fuel saving strategy is executed: the generator power is linearly reduced according to the ECU instruction;

[0267] When SOC <T d Execute the battery charging strategy: increase the output current to the preset upper limit;

[0268] Arbitration is initiated when the command conflict index is detected to be greater than 0.8:

[0269] Rapid acceleration or hill climbing conditions: freeze the battery command for 5 seconds and record the SOC compensation value;

[0270] Battery temperature > 45°C: limit output current to ≤ 70% of real-time demand.

[0271] In the above technical solution, the basic threshold T d =60%, SOC change rate δ SOC The unit is % / min, load fluctuation rate δ L Unit: Nm / s. Coefficient range: α = 0.2 (SOC sensitivity coefficient), β = 0.1 (load compensation coefficient). Mode switching delay ≤ 200ms.

[0272] Torque data is obtained through CAN ID 0x0CF00401, with a sampling period of 50ms. SOC Calculations utilize a 10-point moving average filter. A G3VM-61VY2 solid-state relay can be used for switching control, and an IR2104 driver can be used for excitation regulation. The switching circuit board is mounted to the left of the generator regulator, and the torque signal wiring harness is routed along the engine wiring duct.

[0273] Working process: Real-time calculation: δ SOC =0.5% / min (SOC decreases by 0.5% in 1 minute), δ L =15Nm / s (torque increases by 45Nm in 3 seconds), T d =60%+0.2×0.5-0.1×15≈58.1%. When SOC=57%<58.1%, execute the battery charging strategy and increase the current to the preset upper limit (such as 0.5C).

[0274] The ECU simulator sends a torque step signal (0→80Nm / 2s), and the SOC generator is set to decrease by 0.8% per minute. The measured threshold T d The calculation error is <±0.3%, and the mode switching time is 185ms.

[0275] The command conflict index>0.8 triggers arbitration and freezes the battery command for 5 seconds. The SOC compensation value recording formula is: ΔSOC=∫(δ SOC)dt. Rapid acceleration judgment: throttle opening>90% and δ L >20Nm / s.

[0276] For collision detection, the LM319 window comparator and the DS1307N timer can be used. Signal recording uses an AT24C256 memory chip, and wiring uses high-temperature resistant fluoroplastic wire. The comparator is integrated into the detection area of ​​the main control board, and the throttle signal is taken from the pedal sensor terminal.

[0277] Working process: Rapid acceleration condition (throttle opening 92%, torque change rate 25Nm / s): 1. Conflict index = 0.85 > 0.8; 2. Freeze BMS charging command for 5 seconds; 3. Record SOC compensation value ΔSOC = 0.5% × 5 = 2.5%; Resume charging after 4.5 seconds to compensate for the set SOC value.

[0278] Bench simulation conflict index 0.85: The BMS charging request is frozen for 5 seconds, the SOC set value is automatically increased by 2.5%, and the charging current increases by 8% after compensation.

[0279] When the battery temperature exceeds 45°C, the output current is limited to ≤70% of real-time demand. The temperature sampling period is 100ms, and the derating response time is ≤150ms. The MAX31865 platinum resistance converter can be used for temperature acquisition, and the BTS50080 smart switch can be used for the current limiting circuit. The heat sink can be made of copper-based composite material, and the insulation material can be mica sheet. The platinum resistance is embedded in the center of the battery module, and the current limiting module is installed on the generator output negative busbar.

[0280] Working process: When the battery temperature rises to 48°C: 1. Real-time charging demand current = 40A; 2. High temperature protection is triggered; 3. Output current is limited to ≤ 40A × 70% = 28A; 4. If the temperature continues to be greater than 50°C, the current is further reduced to 20A.

[0281] Lithium battery test cabinet settings: Working condition 1: T bat =46℃, demand current 30A→output 21.2A (70.7%); Working condition 2: T bat =52℃, demand current 30A→output 19.8A (66%), when the temperature rises from 44℃ to 47℃, the current limiting action time is 138ms.

[0282] This implementation's dynamic threshold adapts to changes in battery status and engine load, improving mode switching accuracy. A conflict arbitration mechanism ensures the powertrain prioritizes emergency response. High-temperature current limiting prevents thermal runaway and extends battery life. Compensation value recording optimizes charging strategy continuity. The system's responsiveness meets real-time vehicle control requirements.

[0283] In another embodiment, the battery charging regulation strategy includes:

[0284] Real-time monitoring of lithium battery temperature T bat and SOC change rate δ SOC , calculate the polarization voltage compensation value ΔV:

[0285] ΔV=k1×(T bat -25)+k2×|δ SOC |; k1 = 0.05 ~ 0.1V / °C, k2 = 0.2 ~ 0.5V / % (min) -1 ;

[0286] Dynamically adjust the upper limit of charging voltage:

[0287] When T bat >40℃ or δ SOC >10% / min: upper limit = nominal value × 90%;

[0288] When T bat <10℃ and SOC<50%: Upper limit = nominal value × 105% and activate pulse charging;

[0289] Pulse charging limit: only enabled when the battery health status SOH>90%, single duration ≤30 seconds and interval ≥5 minutes;

[0290] Perform SOH assessment every 10 seconds. If the SOH decay rate is greater than 0.5% / month, the charging strategy will be downgraded.

[0291] The engine control strategy includes:

[0292] Get the real-time torque T through the engine ECU act , speed N and rated torque T max , Rated speed N rated , calculate the load rate: L load =(T act / T max )×(N / N rated );

[0293] According to the load rate L load Select the control mode:

[0294] L load <30%: High-efficiency power generation mode, output power P out =k×N+b, excitation current = 1.2×I base ;

[0295] 30%≤L load <70%: Balanced mode, output power P out =P max ×[1-0.05×(T act -Tbase ) / 0.1T max ]; Actual engine torque (Nm)

[0296] L load ≥70%: Fuel saving priority mode, freeze P out =P min , the power gap ΔP=P is filled by the energy storage battery demand -P min ;P min Indicates basic maintenance power, P demand Indicates the real-time required power;

[0297] The mode is switched using a ramp function:

[0298] P transition(t) =P initial +(P target -P initial )×(t / 2), transition time t≤2 seconds.

[0299] In the above technical solution, the polarization voltage compensation formula is: ΔV=k1×(T bat -25)+k2×|δ SOC |, k1=0.08V / ℃, k2=0.3V / %(min) -1 .Charging voltage upper limit adjustment rule: T bat >40℃ or δ SOC >10% / min: Upper limit = nominal value × 90%; T bat <10℃ and SOC <50%: Upper limit = nominal value × 105%; Pulse charging limit: Enabled when SOH >90%, single charge ≤30 seconds, interval ≥5 minutes. SOH decay rate >0.5% / month triggers degradation.

[0300] The OPA2188 op amp circuit can be used for voltage compensation, and the BQ34Z100 chip can be used for SOH monitoring. The SI8233 isolated driver can be used for pulse control, and a copper-aluminum composite board can be used as the heat sink. The compensation circuit is integrated into the regulator sub-board, and the SOH chip is soldered to a reserved space on the BMS main control board.

[0301] Working process: Low temperature charging (T bat =5°C, SOC = 45%): 1. Calculate ΔV = 0.08 × (5-25) + 0.3 × |0.2| ≈ -1.66 V; 2. Trigger upper limit = 14.2 V × 105% = 14.91 V; 3. Activate pulse charging (on for 28 seconds / off for 300 seconds); 4. If SOH decays by 0.6% per month: Downgrade to continuous charging.

[0302] Lithium battery test cabinet settings: Working condition 1: T bat=42℃,δ SOC =12% / min→upper limit 12.78V(14.2V×90%), working condition 2: T bat =8°C, SOC=48% → Pulse charging cycle measured 28s on / 302s off, SOH decay 0.55% / month triggering strategy degradation.

[0303] Load factor L load =(T act / T max )×(N / N rated ). Control mode threshold: L load <30%: High efficiency mode, P out =0.0025×N+50(W), excitation current=1.2×I base ; 30%≤L load <70%: Balanced mode, P out =P max ×[1-0.05×(T act -T max ) / 0.1T max ]; L load ≥70%: fuel saving mode, P out =P min (e.g. 300W); mode transition time ≤ 2 seconds, ramp function P transition(t) =P initial +(P target -P initial )×(t / 2).

[0304] The AD7606 sampling chip can be used for load factor calculation, and the X9C103S digital potentiometer can be used for transition control. The excitation winding can be made of H-grade 180°C enameled wire, and the pole piece can be made of 50WW470 silicon steel. The digital potentiometer is mounted on the side of the regulator heat sink, and the torque signal is obtained from the crankshaft sensor.

[0305] Working process: Load rate increases from 25% to 40%: 1. Initial high efficiency mode: P out =0.0025×2000+50=550W; 2. Load rate 40% enters balance mode; 3. Calculate target power P target =1200W×[1-0.05×(80-70) / 22]≈1180W; 4. Ramp transition: linearly increase from 550W to 1180W within 2 seconds;

[0306] Engine bench test: Load factor 68% → 72% switching: P out It takes 1.95 seconds to reduce the power from 1100W to 300W; in high-efficiency mode (load rate 28%), the excitation current is measured to be 1.21×I base; Balanced mode (load rate 55%): power calculation error <±3%.

[0307] This implementation utilizes temperature compensation and pulse charging to optimize lithium-ion battery performance at low temperatures, preventing damage from lithium plating. Dynamic voltage cap adjustment prevents overcharging at high temperatures, and SOH monitoring enables adaptive strategy degradation. Multi-mode engine control matches varying load demands, while high-efficiency mode reduces idle fuel consumption. Ramp transition reduces power step shock and protects electrical system stability. Accurate load factor calculation improves energy distribution.

[0308] In another embodiment, the collaborative decision-making method of the dual control module includes the following steps:

[0309] Calculate the engine fuel saving benefit index I fuel and battery charging urgency index I charge :

[0310] I fuel =(1-L load )×η gen ×F corr ;I charge =(1-SOC / 100%)×(T opt / T bat )×C health ; where η gen is the generator efficiency, F corr is the fuel correction factor, T opt =25℃ is the best temperature, C health =SOH / 100%;

[0311] Allocate generator power based on a double exponential ratio:

[0312] I fuel / I charge >2.0: 70% power to fuel saving control;

[0313] 0.5≤I fuel / I charge ≤2.0: Fuel-saving power ratio = R / (R+1), R = I fuel / I charge ;

[0314] I fuel / I charge <0.5: 80% power to battery charging;

[0315] Update index parameters every 30 seconds:

[0316] η gen =f(N) is taken from the preset MAP diagram, F corr =0.8+0.2×(intake air temperature / 80).

[0317] In the above technical solution, the fuel saving benefit index I fuel =(1-L load )×η gen ×F corr , charging urgency index I charge =(1-SOC / 100%)×(T opt / T bat )×C health Parameter range: η gen ∈[0.65,0.92],F corr =0.8+0.2×(T air / 80), T opt =25℃, C health =SOH / 100%.η gen A preset MAP (speed-efficiency two-dimensional table) can be used for querying, stored in the W25Q128 Flash chip. SOH data is obtained via the BMS CAN ID 0x18FF50D. A KTY83 thermistor can be used as the intake air temperature sensor. The MAP storage chip is mounted on the main control board U3, and the temperature sensor is installed in the intake manifold after the air filter.

[0318] Working process: When the engine speed is 2000rpm: 1. Check the MAP diagram to get η gen =0.85; 2. Inlet air temperature 60℃→

[0319] F corr =0.8+0.2×(60 / 80)=0.95; 3.L load =40%→I fuel =(1-0.4)×0.85×0.95≈0.485; 4.SOC=70%,

[0320] T bat =30℃,SOH=95%→I charge =(1-0.7)×(25 / 30)×0.95≈0.238.

[0321] Bench simulation: Condition 1: L load =25%,η gen =0.88, T air =40℃→I fuel =0.88×0.75×0.9=0.594 (theoretical 0.594), working condition 2: SOC=60%, T bat =35℃,SOH=90%→I charge =0.4×(25 / 35)×0.9≈0.257 (theoretical 0.257).

[0322] Allocation rules: Ifuel / I charge >2.0: 70% power to fuel-saving control, 0.5≤ratio≤2.0: fuel-saving power ratio

[0323] =R / (R+1)(R=I fuel / I charge ), ratio < 0.5: 80% power to battery charging, power switching response time ≤ 300ms. For proportional distribution, an X9C103S digital potentiometer can be used to control the PWM duty cycle, and a G6K-2F relay can be used for the switching relay. An ACS712 Hall effect sensor can be used for current sampling, and 105°C PVC insulated wire can be used for the cable. The potentiometer is integrated into the regulator power board, and the relay contacts are connected in series with the excitation circuit.

[0324] Working process: When I fuel =0.52, I charge =0.23: 1. R = 0.52 / 0.23 ≈ 2.26 > 2.0; 2. Fuel-saving power ratio = 70%; 3. 1.05 kW of the total power of 1.5 kW is used for fuel-saving control; 4. The remaining 0.45 kW is used for basic charging.

[0325] The electronic load simulates a total power demand of 2.0 kW. When the ratio is 2.5, the fuel-saving power is 1.4 kW and the charging power is 0.6 kW. When the ratio is 1.2, the fuel-saving power ratio is 1.2 / (1.2+1)≈54.5%→1.09 kW. The measured switching time is 280 ms.

[0326] Update cycle 30 seconds, η gen = f(N) is taken from the preset MAP map (e.g. 1500rpm: 0.82, 3000rpm: 0.88). corr The calculation formula uses intake air temperature in °C, with a denominator constant of 80. The STM32's built-in RTC can be used as the timer, and DMA transmission can be used for map updates. A PT100 platinum resistor can be used for temperature sampling, and an ADS1115 can be used for A / D conversion. The resistor should be installed in the intake manifold's M6 threaded hole, and the MAP data cable should be connected to the ECU's K-line.

[0327] Working process: Every 30 seconds: read the current speed 2500rpm, check the MAP diagram to get η gen =0.86, detected intake air temperature 70℃→F corr =0.8+0.2×(70 / 80)=0.975, update I fuel and I charge Calculation parameters.

[0328] Speed ​​step test: 1500rpm→4000rpm, η genIt takes 30.2 seconds to update from 0.82 to 0.90; Temperature change test: Intake temperature 40℃→60℃, F corr Updated from 0.9 to 0.95; Cycle stability: 100-hour test cycle error <±10ms.

[0329] This implementation utilizes dual-index quantitative evaluation to optimize energy allocation, balancing fuel economy and battery life. Dynamic power allocation responds to real-time vehicle operating conditions, improving system adaptability. Regular parameter updates ensure calculation accuracy, and a pre-stored map reduces real-time computational load. A proportional allocation mechanism smooths power switching and reduces electrical system impact. Standardized interfaces are compatible with mainstream automotive sensors.

[0330] Although the embodiments of the present invention have been disclosed above, they are not limited to the applications listed in the description and implementation methods. They can be fully applied to various fields suitable for the present invention. For those familiar with the art, additional modifications can be easily implemented. Therefore, without departing from the general concept defined by the claims and the scope of equivalents, the present invention is not limited to the specific details and illustrations shown and described herein.

Claims

1. An intelligent automobile generator system with dual-channel communication and dual-channel control, characterized in that: include: The main body of the generator, its mechanical installation structure is compatible with the original vehicle generator; The intelligent regulator is integrated into the generator body and includes: A first communication interface, which is connected to the engine ECU via a CAN bus and is used to periodically receive engine speed, torque and operating condition data; The second communication interface is connected to the lithium battery BMS via the CAN bus and is used to periodically obtain the state of charge and temperature data of the lithium battery. The state of charge of the lithium battery is referred to as SOC; The dual-path control module, which is embedded in the intelligent regulator, is configured to perform the following operations: a. Verify the validity of the received engine ECU and lithium battery BMS data. If the data is abnormal, the preset safety value is activated and the fault flag is triggered; b. Compare the SOC with the preset threshold of 60% at a fixed period and perform hysteresis range control: when SOC ≥ 61%, enter the engine load optimization mode; when SOC ≤ 59%, enter the battery fast charging mode; when SOC is between When the percentage is 59% to 61%, the previous cycle pattern is maintained; c. In engine load optimization mode, it prioritizes responding to instructions from the engine ECU, dynamically calculating target output voltage and power based on engine speed, torque, and operating condition data, and controlling generator output by adjusting the excitation current; d. In the battery fast charging mode, it responds to the instructions of the lithium battery BMS first, dynamically calculates the optimal charging current curve or voltage curve based on the SOC and temperature data, and controls the charging current of the generator through the pulse width modulation signal, which is referred to as the PWM signal.

2. The intelligent automobile generator system according to claim 1, characterized in that: The dual control module is further configured to perform the following operations: e. Execute command conflict arbitration: When rejecting a high current request from the lithium battery BMS in engine load optimization mode, send a charge-limited signal to the lithium battery BMS; When rejecting the power reduction request of the engine ECU in the battery fast charging mode, a load request limitation signal is sent to the engine ECU; f. When communication interruption or execution failure is detected, switch to safe output mode: maintain basic output voltage and send system degradation alarm.

3. The intelligent automobile generator system according to claim 2, characterized in that: The dual-path control module further comprises: The dynamic weight allocation unit is configured to dynamically adjust the weight ratio according to Formula 1 based on the real-time SOC change rate and the characteristic values ​​of the last 10 charge and discharge curves provided by the lithium battery BMS when the absolute value of the SOC change rate is greater than 2% / min: α=e -τ·t ·(1-|ΔSOC| / (5%)) official1 Where α is the engine control weight, ranging from [0, 1], the battery charging weight is (1-α), t is the duration of the current mode, and the exponential decay factor τ is 0.5 to 1.2; The environmental compensation unit is used to correct the reduction in the maximum output power of the generator according to the atmospheric pressure, engine speed, coolant temperature and engine intake pressure data in a step-by-step manner: 1) Atmospheric pressure compensation rate R P :60kPa≤atmospheric pressure<80kPa, R P =0.05, pressure <60kPa, R P =0.10; 2) Speed ​​compensation R N :When the speed is less than 800rpm, the power limit is triggered, R N =0.10,>850rpm for 2 The power limit is released after seconds; 3) Temperature compensation R T :-10℃≤temperature<5℃, R T =0.10, when the temperature is less than -10℃, R T =0.15, and Delay 3-5 seconds to start power generation; For a multi-factor coupling processor, when ≥2 environmental compensation conditions are triggered simultaneously, the total compensation rate is calculated according to the nonlinear formula 2: Total compensation rate R = 1-[(1-R P )×(1-R N )×(1-R T )] Formula 2 The safety constraint unit is used to force the generator's final output power to not exceed 90% of the mechanical limit power, and to send a hardware limitation alarm when the limit is exceeded.

4. The intelligent automobile generator system according to claim 2, characterized in that: The working logic of the dynamic weight allocation unit further includes: The emergency charging mode trigger unit, when the following conditions are met simultaneously: the battery SOC drops by more than 20% within 5 minutes, the battery temperature ∈ [0℃, 45℃], and the generator winding temperature is less than 140℃, the battery charging weight is forcibly set to 85%, and the generator is controlled to output current at the maximum efficiency point of the preset efficiency MAP diagram; The idle energy storage power supply control unit disconnects the generator excitation circuit and switches to battery power supply when the engine speed remains at 700±50rpm for 180 seconds and the generator load rate is less than 30%; Reactivation module, when SOC ≤ 45% or battery continuous discharge current > 0.5C, reactivates the generator and limits the charging current to ≤ 0.5C, where 0.5C refers to 0.5 times the rated capacity of the battery; The mode arbitrator performs hierarchical arbitration when emergency charging and idle energy storage power supply conflict: When SOC drops > 25% in 5 minutes, emergency charging is prioritized; When SOC>55% and estimated idle speed>5min, idle power supply is prioritized; The remaining cases are executed with charging weighting 60% and generator power output 50%.

5. The intelligent automobile generator system according to claim 1, characterized in that: It also includes a multi-level fault tolerance mechanism, which includes: When the first communication interface fails: Based on the speed N and engine intake pressure P obtained by the generator speed sensor intake , calculated simulated torque = 0.0035 × N × P intake ; Classify engine operating conditions according to the speed-intake pressure logic tree: speed <1500rpm and P intake <50kPa is the idle condition, 1500rpm≤speed≤4000rpm is based on P intake Linearly divide the medium load condition, and the high load condition is when the speed is greater than 4000rpm; When the second communication interface fails: Estimating SOC using voltage-temperature dual-channel algorithm est :SOC V =(V bat -11.0) / 3.0×100%, SOC T =100%-0.4×(T bat -25), comprehensive SOC est =0.7×SOC V +0.3×SOC T , SOC V Indicates the estimated SOC value based on voltage, SOC T Represents the estimated SOC value based on the lithium battery temperature, V bat is the real-time voltage value of the lithium battery, T bat The real-time temperature value of the lithium battery; Execute conservative charging strategy: charging current ≤ 0.1C, voltage upper limit ≤ 14.0V, 0.1C means 0.1 times the rated capacity of the battery; When both communication channels fail at the same time: Switch dynamic temperature compensation output mode: V out =13.8+0.015×(T bat -25), and start time-based graded alarm; Actuator fault response: When the excitation current deviation is detected to be greater than 15% for 200ms, the following steps are executed in sequence: switch to the standby PWM channel → enable the external voltage regulator module → disconnect the excitation circuit.

6. The intelligent automobile generator system according to claim 1, characterized in that: The dual-channel control module also includes a scene adaptation unit, which is configured as follows: The vehicle's driving scene is identified by the onboard GPS and slope sensor. When the slope is ≥5%, it is a climbing scene, and when the slope is ≤-3%, it is a downhill scene. In the climbing scene: Monitor the engine load rate in real time. If the engine load rate is greater than 70%, reduce the generator output power to less than 30% of the rated power or shut it down completely. In downhill scenes: If the lithium battery SOC is greater than 60%, the generator is turned off and the system switches to battery power supply mode. Continuously monitor the SOC value, reactivate the generator when SOC≤55%, and adjust the battery temperature T bat Dynamically set the upper limit of charging current: T bat When ≥40℃, the upper limit of current = 0.3C; T bat ≤0℃, current upper limit=0.1C; 0℃ <T bat When the temperature is less than 40℃, the upper limit of current = 0.15×(T bat -25)+0.5C.

7. The intelligent automobile generator system according to claim 6, characterized in that: The control logic for the hill climbing scenario further includes: Real-time monitoring of the drive wheel torque demand. When the demand torque is greater than 85% of the rated torque and the engine load rate is greater than 70%, the generator output is completely shut down. The control logic for the downhill scenario further includes: When the generator is turned off, if the lithium battery temperature is greater than 45°C, the upper limit of the charging current will be reduced by an additional 20%; When reactivating charging, if the battery health status SOH is less than 90%, the charging current upper limit is reduced by another 30%.

8. The intelligent automobile generator system according to claim 5, characterized in that: The execution method of the priority switching logic includes the following steps: Real-time acquisition of torque data T from the engine ECU ecu And lithium battery SOC data; Calculate the engine load fluctuation rate δ L and SOC change rate δ SOC , dynamically modify the switching threshold T according to the formula d : T d =60%+α·δ SOC -β·δ L ; Among them, α = 0.1 ~ 0.3 is the SOC sensitivity coefficient, β = 0.05 ~ 0.15 is the load compensation coefficient, δ L =Δ torque / Δt, δ SOC =ΔSOC / Δt; When SOC≥T d When the engine fuel saving strategy is executed: the generator power is linearly reduced according to the ECU instruction; When SOC <T d Execute the battery charging strategy: increase the output current to the preset upper limit; Arbitration is initiated when the command conflict index is detected to be greater than 0.8: Rapid acceleration or hill climbing conditions: freeze the battery command for 5 seconds and record the SOC compensation value; Battery temperature > 45°C: limit output current to ≤ 70% of real-time demand.

9. The intelligent automobile generator system according to claim 1, characterized in that: Battery charging regulation strategies include: Real-time monitoring of lithium battery temperature T bat and SOC change rate δ SOC , calculate the polarization voltage compensation value ΔV: ΔV=k1×(T bat -25)+k2×|δ SOC |; k1 = 0.05 ~ 0.1V / °C, k2 = 0.2 ~ 0.5V / % (min) -1 ; Dynamically adjust the upper limit of charging voltage: When T bat >40℃ or δ SOC >10% / min: upper limit = nominal value × 90%; When T bat <10℃ and SOC<50%: Upper limit = nominal value × 105% and activate pulse charging; Pulse charging limit: only enabled when the battery health status SOH>90%, single duration ≤30 seconds and interval ≥5 minutes; Perform SOH assessment every 10 seconds. If the SOH decay rate is greater than 0.5% / month, the charging strategy will be downgraded. The engine control strategy includes: Get the real-time torque T through the engine ECU act , speed N and rated torque T max , Rated speed N rated , calculate the load rate: L load =(T act / T max )×(N / N rated ); According to the load rate L load Select the control mode: L load <30%: High-efficiency power generation mode, output power P out =k×N+b, excitation current = 1.2×I base ; 30%≤L load <70%: Balanced mode, output power P out =P max ×[1-0.05×(T act -T base ) / 0.1T max ]; Actual engine torque (Nm) L load ≥70%: Fuel saving priority mode, freeze P out =P min , the power gap ΔP=P is filled by the energy storage battery demand -P min ;P min Indicates basic maintenance power, P demand Indicates the real-time required power; The mode is switched using a ramp function: P transition(t) =P initial +(P target -P initial )×(t / 2), transition time t≤2 seconds.

10. The intelligent automobile generator system according to claim 1, characterized in that: The collaborative decision-making method of the dual-path control module includes the following steps: Calculate the engine fuel saving benefit index I fuel and battery charging urgency index I charge : I fuel =(1-L load )×η gen ×F corr ;I charge =(1-SOC / 100%)×(T opt / T bat )×C health ; where η gen is the generator efficiency, F corr is the fuel correction factor, T opt =25℃ is the best temperature, C health =SOH / 100%; Allocate generator power based on a double exponential ratio: I fuel / I charge >2.0: 70% power to fuel saving control; 0.5≤I fuel / I charge ≤2.0: Fuel-saving power ratio = R / (R+1), R = I fuel / I charge ; I fuel / I charge <0.5: 80% power to battery charging; Update index parameters every 30 seconds: η gen =f(N) is taken from the preset MAP diagram, F corr =0.8+0.2×(intake air temperature / 80).

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