Automotive powertrain controller and power switching energy regulation method

Abstract

The application provides a vehicle power system controller and a power switching energy regulation method. By collecting the running information of the power system of the vehicle under different working conditions, the output torque change rate of the power unit during the power switching process is extracted, the torque fluctuation index of the power unit during the power switching process is determined based on the torque change rate and the output characteristics of the power unit under the steady driving state, the power deviation degree of the vehicle load response is determined according to the power distribution information of the engine and the motor under the current working condition, the power compensation parameter during the power switching process is determined through the power deviation degree, the power balance adjustment factor of the power unit is determined based on the torque fluctuation index and the power compensation parameter in response to the vehicle performing the power switching, and the energy output during the power switching process is dynamically balanced and regulated based on the power balance adjustment factor. The scheme of the application can realize the dynamic balance control of the output power of the power unit during the power switching process.

Description

Technical Field

[0001] This application relates to the field of hybrid vehicle technology, and more specifically, to an automotive powertrain controller and a power switching energy regulation method. Background Technology

[0002] With the development of new energy and hybrid technologies, hybrid vehicles have shown significant advantages in fuel economy and environmental friendliness, and are gradually becoming more popular in the market. The power system of a hybrid vehicle typically includes an engine and an electric motor, and energy distribution is achieved through power switching to meet different driving conditions and load requirements. Power switching involves the coordinated work of multiple power units, and the control strategy is complex, which puts forward higher requirements for the vehicle's power response, smoothness and energy utilization efficiency, and has an important impact on the improvement of the overall vehicle performance.

[0003] In existing technologies, power switching mainly relies on fixed power distribution strategies or single power compensation control. In actual operation, it is difficult to simultaneously achieve smooth power delivery and stable output power. During the switching process, due to differences in engine and motor response speeds and the accumulation of torque fluctuations, vehicles often experience transient acceleration abrupt changes, uneven torque, and energy waste. This leads to unstable overall vehicle power output, reduced ride comfort, and impacts fuel economy and system efficiency. Furthermore, existing control methods lack the ability to dynamically balance and regulate the output power of the power unit in real time, failing to achieve rapid response and stable power output under different operating conditions. Therefore, achieving dynamic balance control of the power unit's output power during power switching has become a major challenge for the industry. Summary of the Invention

[0004] This application provides an automotive powertrain controller and a power switching energy regulation method, which can achieve dynamic balance control of the power unit output power during power switching.

[0005] In a first aspect, this application provides a power switching energy regulation method for automobiles, comprising the following steps:

[0006] Collect the vehicle's power system operating information under different operating conditions to obtain historical power output data;

[0007] Extract the output torque change rate of the power unit during the power switching process from the historical power output data, and then determine the torque fluctuation index of the power unit during the power switching process based on the torque change rate and the output characteristics of the power unit under steady-state driving state.

[0008] The power deviation of the vehicle load response is determined based on the power distribution information of the engine and motor under the current operating conditions, and then the power compensation parameters during the power switching process are determined through the power deviation.

[0009] In response to the vehicle performing a power switch, the power balance adjustment factor of the power unit is determined based on the torque fluctuation index and the power compensation parameters, and then the energy output during the power switch process is dynamically balanced and controlled based on the power balance adjustment factor.

[0010] Preferably, extracting the output torque change rate of the power unit during the power switching process from the historical power output data specifically includes:

[0011] Historical power output data is classified by operating condition, and target data containing power switching processes are selected.

[0012] Extract the continuous output torque data of the power unit during the switching process from the target data, and determine the time interval for collecting the torque data;

[0013] Calculate the ratio of the output torque difference between adjacent acquisition times to the acquisition time interval to obtain the torque change rate for the corresponding time period;

[0014] Abnormal torque change rates that exceed the rated torque change range of the power unit are eliminated, and the remaining torque change rate is used as the output torque change rate during the power switching process.

[0015] Preferably, determining the torque fluctuation index of the power unit during the power switching process based on the torque change rate and the output characteristics of the power unit under steady-state driving conditions specifically includes:

[0016] The reference fluctuation of steady-state torque is determined by the output characteristics of the power unit under steady-state driving conditions.

[0017] The torque variation variance during the switching phase is determined based on all torque variation rates during the power switching process;

[0018] The torque fluctuation index of the power unit during the power switching process is determined based on the torque change rate, the reference fluctuation amount, and the torque change variance, and is used to characterize the torque stability during the power switching phase.

[0019] Preferably, determining the power deviation of the vehicle load response based on the power distribution information between the engine and the electric motor under the current operating conditions specifically includes:

[0020] Obtain the target power allocation ratio under the current operating conditions;

[0021] Collect the real-time output power of the engine and motor under actual working conditions and calculate the actual power distribution ratio;

[0022] The power deviation of the vehicle load response is determined based on the target power allocation ratio and the actual power allocation ratio.

[0023] Preferably, determining the power compensation parameters during the power switching process using the power deviation specifically includes:

[0024] Establish a model relating power deviation and power compensation.

[0025] Based on the relationship model, the initial power compensation amount is matched according to the power deviation.

[0026] The initial compensation amount is state-limited based on the maximum output capacity of the power compensation execution unit to obtain the power compensation parameters during the power switching process.

[0027] Preferably, the power compensation execution unit includes at least one of an engine or an electric motor.

[0028] Preferably, determining the power balance adjustment factor of the power unit based on the torque fluctuation index and the power compensation parameters specifically includes:

[0029] The stability compensation factor is determined based on the torque fluctuation index.

[0030] The power compensation factor is determined based on the power compensation parameters;

[0031] With the goal of smooth vehicle power delivery, the power distribution of the power unit is optimized and adjusted by the stability compensation factor and the power compensation factor to generate a target power distribution scheme during the power switching process.

[0032] The power balance adjustment factor of the power unit is determined based on the deviation between the target power allocation scheme and the real-time output power data.

[0033] Preferably, the dynamic equalization control of energy output during power switching based on the power balance adjustment factor specifically includes:

[0034] The target output power of the power unit is determined based on the power balance adjustment factor.

[0035] The target output power is compared with the real-time output power to generate a power deviation signal and correct the control command.

[0036] The energy output of the power unit during the power switching process is dynamically adjusted based on the revised control commands.

[0037] Preferably, the vehicle's power system operating information under different operating conditions is collected through an on-board data acquisition module.

[0038] Secondly, this application provides an automotive powertrain controller, which includes a power switching energy regulation unit, wherein the power switching energy regulation unit:

[0039] The data acquisition module is used to collect the operating information of the vehicle's power system under different operating conditions and obtain historical power output data.

[0040] The processing module is used to extract the output torque change rate of the power unit during the power switching process from the historical power output data, and then determine the torque fluctuation index of the power unit during the power switching process based on the torque change rate and the output characteristics of the power unit under steady-state driving state.

[0041] The processing module is also used to determine the power deviation of the vehicle load response based on the power distribution information of the engine and motor under the current operating conditions, and then determine the power compensation parameters in the power switching process through the power deviation.

[0042] The control module is used to determine the power balance adjustment factor of the power unit based on the torque fluctuation index and the power compensation parameters when the vehicle performs power switching, and then to dynamically balance and control the energy output during the power switching process based on the power balance adjustment factor.

[0043] The technical solutions provided by the embodiments disclosed in this application have the following beneficial effects:

[0044] In this embodiment, the operating information of the vehicle's power system under different operating conditions is collected to obtain historical power output data; the output torque change rate of the power unit during the power switching process is extracted from the historical power output data, and then the torque fluctuation index of the power unit during the power switching process is determined based on the torque change rate and the output characteristics of the power unit under steady-state driving conditions; the power deviation of the vehicle load response is determined according to the power distribution information of the engine and motor under the current operating conditions, and then the power compensation parameters during the power switching process are determined through the power deviation; in response to the vehicle performing power switching, the power balance adjustment factor of the power unit is determined based on the torque fluctuation index and the power compensation parameters, and then the energy output during the power switching process is dynamically balanced and controlled based on the power balance adjustment factor.

[0045] Therefore, this application determines the power balance adjustment factor of the power unit based on the torque fluctuation index and the power compensation parameters, and then dynamically balances and regulates the energy output during the power switching process based on the power balance adjustment factor. First, based on the torque change rate and the output characteristics of the power unit under steady-state driving conditions, the torque fluctuation index of the power unit during the power switching process is determined. This torque fluctuation index accurately reflects the torque stability of each power unit during the power switching process, providing a reliable basis for power distribution optimization and improving the response consistency and overall vehicle power smoothness during the power switching phase. Second, based on the power distribution information of the engine and motor under the current operating conditions, the power deviation of the vehicle load response is determined, and then... The power deviation is used to determine the power compensation parameters during the power switching process. These parameters enable real-time compensation for transient power deviations, reducing the impact of transient power fluctuations on vehicle performance and improving energy efficiency. Then, based on the torque fluctuation index and the power compensation parameters, a power balance adjustment factor for the power unit is determined. This factor allows for coordinated power distribution among power units, optimizing the vehicle's power output structure and improving the smoothness and controllability of the power switching process. Finally, based on the power balance adjustment factor, dynamic equalization control of energy output during power switching enables real-time adjustment of the power unit's output power, resulting in a smooth and continuous vehicle power response while maintaining energy efficiency. In summary, this application's solution achieves dynamic equalization control of the power unit's output power during power switching, thereby improving the smoothness of the vehicle's power response and energy efficiency. Attached Figure Description

[0046] Figure 1 This is an exemplary flowchart of a power switching energy regulation method for a vehicle according to some embodiments of this application;

[0047] Figure 2 This is a flowchart illustrating the determination of torque fluctuation indicators according to some embodiments of this application;

[0048] Figure 3 This is a schematic flowchart illustrating the determination of power compensation parameters according to some embodiments of this application;

[0049] Figure 4 This is a schematic diagram of the structure of a power switching energy regulation unit according to some embodiments of this application;

[0050] Figure 5 This is a schematic diagram of the structure of a computer device for implementing a power switching energy regulation method for automobiles, according to some embodiments of this application. Detailed Implementation

[0051] To better understand the technical solution of this application, the technical solution of this application will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0052] refer to Figure 1 The figure is an exemplary flowchart of a power switching energy regulation method for automobiles according to some embodiments of this application. The power switching energy regulation method for automobiles mainly includes the following steps:

[0053] In step 101, the operating information of the vehicle's power system under different operating conditions is collected to obtain historical power output data.

[0054] In some embodiments, the vehicle powertrain system's operating information can be collected through the vehicle's onboard controller and onboard communication bus. During operation, the vehicle can be in various operating conditions, including low-speed cruising, high-speed driving, acceleration, deceleration, and hybrid switching. The onboard data acquisition module can acquire the powertrain unit's output parameters in real time, including but not limited to engine output torque, speed, fuel consumption rate, motor output power, motor speed, powertrain unit temperature, and control status information. To ensure data continuity and availability, the acquisition module can periodically sample each parameter according to a preset sampling frequency and simultaneously timestamp the collected data to achieve high-precision time series recording. Regarding the data formation, it should be further explained that the preset sampling frequency can be set according to the time resolution requirements of the power unit response characteristics. Historical power output data can be structured and stored according to operating conditions, time, and sampling point numbers to form a database for subsequent power switching analysis. In practical applications, to improve the integrity and reliability of data acquisition, redundant data acquisition paths and storage buffer mechanisms can also be configured to ensure that key data is not lost during vehicle power switching or high-dynamic operating conditions. In addition, the historical power output data can be further labeled with corresponding operating condition information, such as vehicle speed range, gear status, accelerator pedal opening, or braking status, providing sufficient basis for data screening and analysis during the power switching process.

[0055] In step 102, the output torque change rate of the power unit during the power switching process is extracted from the historical power output data, and then the torque fluctuation index of the power unit during the power switching process is determined based on the torque change rate and the output characteristics of the power unit under steady-state driving state.

[0056] It should be noted that the power unit in this application refers to an energy output device used to provide driving force for a vehicle, specifically including an engine and an electric motor unit.

[0057] In some implementations, extracting the rate of change of output torque of the power unit during the power switching process from the historical power output data can be achieved by the following steps:

[0058] Historical power output data is classified by operating condition, and target data containing power switching processes are selected.

[0059] Extract the continuous output torque data of the power unit during the switching process from the target data, and determine the time interval for collecting the torque data;

[0060] Calculate the ratio of the output torque difference between adjacent acquisition times to the acquisition time interval to obtain the torque change rate for the corresponding time period;

[0061] Abnormal torque change rates that exceed the rated torque change range of the power unit are eliminated, and the remaining torque change rate is used as the output torque change rate during the power switching process.

[0062] It should be noted that the torque change rate in this application is a dynamic response index that measures how fast the output torque of the power unit changes with time; the output torque change rate in this application refers to the ratio of the difference in output torque of the power unit at adjacent sampling times to the sampling time interval.

[0063] In specific implementation, firstly, the historical power output data is classified according to operating conditions, and target data containing the power switching process is selected. This can be achieved by filtering historical data based on vehicle operating condition classification, identifying the operating data containing the power switching process. The operating condition classification can be achieved using data annotation methods commonly used in existing technologies, such as dividing the data into different operating conditions based on parameters such as vehicle speed, gear status, accelerator pedal opening, and braking status, using threshold judgment or interval division, and selecting the target data segment where the power unit switching occurs. Secondly, the continuous output torque data of the power unit during the switching process is extracted from the target data, and the acquisition time interval of the torque data is determined. This can be achieved by extracting the continuous output torque data of the power unit from the target data segment and combining it with historical acquisition records to obtain the acquisition time interval of the torque data. The processing of the continuous torque data can be achieved using existing signal processing technologies. For example, the torque value of each sampling point can be read sequentially by using a sliding window or sequence traversal method to ensure the time accuracy of the torque change rate calculation. Then, the ratio of the output torque difference between adjacent sampling moments to the sampling time interval is calculated to obtain the torque change rate for the corresponding time period. This can be achieved by the following method: for any time period, the ratio of the output torque difference between adjacent sampling moments to the sampling time interval is taken as the torque change rate for that time period. Finally, abnormal torque change rates that exceed the rated torque change range of the power unit are removed, and the remaining torque change rate is taken as the output torque change rate during the power switching process. This can be achieved by the following method: abnormal torque change rates that exceed the rated torque change range of the power unit can be removed. The rated range can be determined based on the power unit design parameters or the manufacturer's technical manual. The remaining torque change rate is taken as the output torque change rate during the power switching process, and the output torque change rate is used as the basic data for power switching analysis.

[0064] In some implementations, refer to Figure 2 As shown in the figure, this is a flowchart illustrating the process of determining torque fluctuation indicators in some embodiments of this application. In this embodiment, the determination of torque fluctuation indicators of the power unit during power switching based on the torque change rate and the output characteristics of the power unit under steady-state driving conditions can be achieved through the following steps:

[0065] In step 1021, the reference fluctuation of steady-state torque is determined by the output characteristics of the power unit under steady-state driving conditions;

[0066] In step 1022, the torque variation variance of the switching phase is determined based on all torque variation rates during the power switching process;

[0067] In step 1023, the torque fluctuation index of the power unit during the power switching process is determined based on the torque change rate, the reference fluctuation amount, and the torque change variance, which is used to characterize the torque stability during the power switching phase.

[0068] It should be noted that the reference fluctuation amount in this application is a reference indicator for measuring the stability of torque output of the power unit under steady-state operating conditions; the torque variation variance in this application is an indicator reflecting the torque fluctuation amplitude during power switching; and the torque fluctuation index in this application is an indicator for measuring the stability of power output and torque smoothness during power switching.

[0069] In specific implementation, firstly, determining the benchmark fluctuation of steady-state torque based on the output characteristics of the power unit under steady-state driving conditions can be achieved as follows: The steady-state operating data recorded in the vehicle power system control unit can be used to extract the torque output sequence of the engine or motor under steady-state conditions such as constant speed cruising and stable acceleration, and the standard deviation of the torque per unit time can be calculated. This standard deviation can then be used as the benchmark fluctuation of steady-state torque to reflect the torque fluctuation level of the power unit during normal and stable operation. Secondly, determining the torque change variance during the switching phase based on all torque change rates during the power switching process can be achieved as follows: Substitute all torque change rates into the variance calculation formula, and calculate the variance... The torque variation variance during the switching phase is used as the basis for determining the torque fluctuation index of the power unit during the power switching process, based on the torque variation rate, the reference fluctuation amount, and the torque variation variance. This can be achieved by normalizing the torque variation rate, the reference fluctuation amount, and the torque variation variance to eliminate dimensional differences, and then weighting the normalized index to obtain the torque fluctuation index of the power unit during the power switching process. It should be further noted that the weighting coefficients can be empirical values. For example, when stability is emphasized, the corresponding weights of the torque variation rate, the reference fluctuation amount, and the torque variation variance can be set to 0.5, 0.3, and 0.2, respectively, and their weighting coefficients can be adjusted through historical data.

[0070] It should be noted that, compared to existing technologies, this solution constructs a torque fluctuation index by comprehensively considering the steady-state torque benchmark fluctuation, the torque change rate during the switching phase, and the torque change variance. This solves the problem that traditional methods, which rely solely on instantaneous torque or average fluctuation, cannot accurately reflect the torque stability during power switching. Addressing the deficiency of existing technologies in distinguishing between abnormal fluctuations and normal steady-state fluctuations during power unit switching, this solution establishes a steady-state reference through benchmark fluctuation and quantifies the discrete characteristics of torque fluctuations by combining the variance during the switching phase, thus achieving a precise assessment of torque stability during power switching. The resulting technical effects include: providing a quantifiable and comparable torque fluctuation index, offering precise control basis for power compensation and power balance adjustment; effectively suppressing torque abrupt changes during switching, improving the smoothness of vehicle power output; enhancing the consistency of power response and handling stability of hybrid vehicles or multi-power unit vehicles under complex operating conditions, and improving overall vehicle power performance and driving comfort.

[0071] In step 103, the power deviation of the vehicle load response is determined based on the power distribution information of the engine and motor under the current operating conditions, and then the power compensation parameters during the power switching process are determined through the power deviation.

[0072] In some embodiments, determining the power deviation of the vehicle load response based on the power distribution information between the engine and the electric motor under the current operating conditions can be achieved through the following steps:

[0073] Obtain the target power allocation ratio under the current operating conditions;

[0074] Collect the real-time output power of the engine and motor under actual working conditions and calculate the actual power distribution ratio;

[0075] The power deviation of the vehicle load response is determined based on the target power allocation ratio and the actual power allocation ratio.

[0076] It should be noted that the power distribution information in this application refers to the proportion and distribution status of the output power undertaken by the engine and the motor during the vehicle driving process; the power deviation in this application is an indicator that measures the degree to which the actual power distribution deviates from the target distribution.

[0077] In specific implementation, firstly, obtaining the target power distribution ratio under the current operating condition can be achieved by obtaining the vehicle energy management strategy from the vehicle control unit and obtaining the target power distribution ratio under the current operating condition from the vehicle energy management strategy. Secondly, collecting the real-time output power of the engine and motor under the actual operating condition and calculating the actual power distribution ratio can be achieved by collecting the output power of the engine and motor using on-board sensors and then using the distribution relationship between the output power of the engine and motor as the actual power distribution ratio. Then, determining the power deviation of the vehicle load response based on the target power distribution ratio and the actual power distribution ratio can be achieved by comparing the target power distribution ratio with the actual power distribution ratio and using known statistical methods such as absolute difference or root mean square error to calculate the power deviation of the vehicle load response.

[0078] In some embodiments, reference Figure 3 As shown in the figure, this is a flowchart illustrating the determination of power compensation parameters in some embodiments of this application. In this embodiment, the determination of power compensation parameters during the power switching process based on the power deviation can be achieved through the following steps:

[0079] In step 1031, a model is established to show the relationship between power deviation and power compensation.

[0080] In step 1032, based on the relationship model, the initial power compensation amount is matched according to the power deviation.

[0081] In step 1033, the initial compensation amount is state-limited according to the maximum output capability of the power compensation execution unit to obtain the power compensation parameters during the power switching process.

[0082] It should be noted that the relational model in this application refers to a mapping model that describes the numerical correspondence between the power deviation and the corresponding power compensation amount; the power compensation parameter in this application refers to the control parameter used to adjust the output of the power unit to maintain the power balance of the whole vehicle during the power switching process; it should also be noted that the power compensation execution unit includes at least one of an engine or an electric motor.

[0083] In specific implementation, firstly, establishing the relationship model between power deviation and power compensation can be achieved in the following way: By collecting a large amount of historical power switching data of vehicles under different operating conditions, including engine power, motor power, vehicle power deviation, and corresponding torque output changes, an initial dataset of power deviation and power compensation is constructed. Then, the dataset is segmented according to power deviation, and the average or median of the corresponding compensation power values ​​within each segment is calculated to obtain discrete mapping points. Linear interpolation or a piecewise linear function is then used to fit the discrete mapping points to form a continuous power deviation-power compensation relationship model. This model can output the corresponding compensation power value based on the real-time calculated power deviation. Secondly, based on the relationship model, matching the initial power compensation amount according to the power deviation can be achieved in the following way: The power deviation can be matched with the relationship model using a lookup table method, and the matching result is used as the initial power compensation amount. Then, the initial compensation amount is state-limited according to the maximum output capability of the power compensation execution unit. The power compensation parameters during the power switching process can be obtained in the following way: the maximum output capability of the power compensation execution unit can be obtained, including the rated power of the engine and its current available power, the rated power of the motor and parameters such as current and voltage constraints. The initial power compensation amount obtained based on power deviation matching is compared with the maximum output capability of the execution unit. The compensation amount exceeding the range that the execution unit can withstand is truncated or reduced proportionally, and the compensation amount below the lower limit is increased as necessary to ensure that the compensation amount is within the range that the execution unit can withstand. During the state-limiting process, the compensation amount can be smoothed or rate-limited by combining the sampling period and power response characteristics of the power controller to prevent transient power changes from causing unstable power output. Finally, the compensation amount after state-limiting and filtering is determined as the power compensation parameters during the power switching process.

[0084] In step 104, in response to the vehicle performing a power switch, the power balance adjustment factor of the power unit is determined based on the torque fluctuation index and the power compensation parameter, and then the energy output during the power switch process is dynamically balanced and controlled based on the power balance adjustment factor.

[0085] In some embodiments, determining the power balance adjustment factor of the power unit based on the torque fluctuation index and the power compensation parameters can be achieved by the following steps:

[0086] The stability compensation factor is determined based on the torque fluctuation index.

[0087] The power compensation factor is determined based on the power compensation parameters;

[0088] With the goal of smooth vehicle power delivery, the power distribution of the power unit is optimized and adjusted by the stability compensation factor and the power compensation factor to generate a target power distribution scheme during the power switching process.

[0089] The power balance adjustment factor of the power unit is determined based on the deviation between the target power allocation scheme and the real-time output power data.

[0090] It should be noted that the stability compensation factor in this application is used to adjust the output power of the power unit to improve the smoothness of the vehicle's power; the power compensation factor in this application is used to correct the output power of the power unit to maintain the power balance of the vehicle; and the power balance adjustment factor in this application is a control parameter used to adjust the output power of the power unit in real time to reduce the deviation between the target power and the actual power.

[0091] In specific implementation, firstly, determining the stability compensation factor based on the torque fluctuation index can be achieved in the following way: the torque fluctuation index can be mapped to a range of 0 to 1 using linear mapping or piecewise linear functions, and the mapping result can be used as the stability compensation factor. During the mapping process, the compensation ratio can be adjusted according to the magnitude of the torque fluctuation index; for example, the compensation factor can be increased when the fluctuation is large and decreased when the fluctuation is small, thereby regulating the stability of the power output of the power unit. Secondly, determining the power compensation factor based on the power compensation parameters can be achieved in the following way: the power compensation parameters can be input into a pre-established mapping relationship or lookup table rule, which can be based on historical data. Power regulation data and power unit response characteristics are converted into power compensation factors through linear interpolation, piecewise mapping, or empirical formulas. During the conversion process, the power compensation factors can be smoothed or rate-limited by combining the power response rate of the actuator and the sampling period of the controller to prevent transient overshoot from affecting the smoothness of the vehicle's power performance. Then, with the smoothness of the vehicle's power performance as the target, the power distribution of the power unit is optimized and adjusted by the stability compensation factor and the power compensation factor. The target power distribution scheme during the power switching process can be achieved by inputting the stability compensation factor and the power compensation factor into the power distribution optimization module in the vehicle's power controller. Model predictive control, proportional-integral-derivative (PI-DI) control, or optimal control algorithms are employed to jointly optimize the output power of the engine and motor. The optimization aims at improving the smoothness of the vehicle's power delivery. Based on the vehicle's acceleration rate of change, torque fluctuation amplitude, and load response deviation, the power distribution ratio of each power unit is dynamically adjusted to ensure a smooth power transition during power switching. During the calculation process, real-time data on power unit status, vehicle load, and historical response data can be combined to achieve online prediction and adjustment of power distribution. The optimized power distribution value is ultimately determined as the target power distribution scheme during power switching. Finally, based on the target power distribution scheme and real-time output power data... The power balance adjustment factor of the power unit can be determined by the following method based on the deviation: The actual output power data of the power unit is collected. Through sensor measurement and sampling methods, the actual output power is compared with the target power allocation scheme to calculate the power deviation of each power unit. Then, the power deviation is input into a proportional-integral-derivative controller or other known closed-loop control algorithm. Through proportional, integral, and derivative operations, a power balance adjustment factor is generated to adjust the output power of the power unit to reduce the deviation. During implementation, the power balance adjustment factor can be smoothed by combining the power response rate and power limit of the actuator to prevent transient overshoot from affecting the smoothness of the vehicle's power delivery.

[0092] It should be noted that the proposed solution introduces torque fluctuation index and power compensation parameters to achieve refined control of power distribution in the power unit. Compared with the existing technology that only relies on fixed power distribution or single power compensation, it can effectively solve technical problems such as large torque fluctuation, sudden acceleration, and unbalanced output power during power switching. By first calculating the stability compensation factor based on the torque fluctuation index and generating the power compensation factor based on the power compensation parameters, and then optimizing and adjusting the power distribution with the goal of smooth power distribution in the vehicle, the power balance adjustment factor is finally generated by using the deviation between the target power and the real-time output power, which can achieve dynamic balance control of the power unit output power.

[0093] In some embodiments, the dynamic equalization control of energy output during power switching based on the power balance adjustment factor can be achieved by the following steps:

[0094] The target output power of the power unit is determined based on the power balance adjustment factor.

[0095] The target output power is compared with the real-time output power to generate a power deviation signal and correct the control command.

[0096] The energy output of the power unit during the power switching process is dynamically adjusted based on the revised control commands.

[0097] In specific implementation, firstly, determining the target output power of the power unit based on the power balance adjustment factor can be achieved in the following way: the power balance adjustment factor during the power switching process can be input into the energy control module in the vehicle power controller, and this module can calculate the target output power of each power unit based on the adjustment factor. Secondly, comparing the target output power with the real-time output power to generate a power deviation signal and correct the control command can be achieved in the following way: the actual output power data of each power unit is collected in real time, and the actual output power is compared with the target output power through sensor measurement and sampling methods to generate a power deviation signal. The power deviation signal is input into the controller to correct the power unit control command and achieve dynamic adjustment of the output power. During implementation, the maximum output capacity and response speed of the power unit can be combined to limit and smooth the corrected control command to prevent transient overshoot or under-adjustment from causing uneven power of the whole vehicle. Then, dynamically adjusting the energy output of the power unit during the power switching process based on the corrected control command can be achieved in the following way: the energy output of the power unit is adjusted in real time based on the corrected control command to achieve dynamic energy balance during the power switching process, and the power balance adjustment factor is used as the basis for real-time adjustment.

[0098] On the other hand, in some embodiments, this application provides an automotive powertrain controller, which includes a power switching energy regulation unit, referenced... Figure 4 The figure is a schematic diagram of the structure of a power switching energy regulation unit 400 according to some embodiments of this application. The power switching energy regulation unit 400 includes: a data acquisition module 401, a processing module 402, and a regulation module 403, which are described below:

[0099] The acquisition module 401 in this application is mainly used to collect the operating information of the vehicle's power system under different working conditions and obtain historical power output data.

[0100] Processing module 402, in this application, is used to extract the output torque change rate of the power unit during the power switching process from the historical power output data, and then determine the torque fluctuation index of the power unit during the power switching process based on the torque change rate and the output characteristics of the power unit under steady-state driving state.

[0101] In this application, the processing module 402 is also used to determine the power deviation of the vehicle load response based on the power distribution information of the engine and motor under the current working conditions, and then determine the power compensation parameters in the power switching process through the power deviation.

[0102] The control module 403 in this application is mainly used to determine the power balance adjustment factor of the power unit based on the torque fluctuation index and the power compensation parameters when the vehicle performs power switching, and then to dynamically balance and control the energy output during the power switching process based on the power balance adjustment factor.

[0103] In addition, this application also provides a computer device, the computer device including a memory and a processor, the memory storing code, the processor being configured to acquire the code and execute the above-described power switching energy regulation method for automobiles.

[0104] In some embodiments, reference Figure 5 The figure is a schematic diagram of the structure of a computer device implementing a power switching energy regulation method for automobiles, according to some embodiments of this application. The power switching energy regulation method for automobiles in the above embodiments can be implemented through... Figure 5 The computer device shown is used to implement this, and the computer device 500 includes at least one processor 501, a communication bus 502, a memory 503, and at least one communication interface 504.

[0105] Processor 501 can be a general-purpose central processing unit (CPU) or an application-specific integrated circuit (ASIC).

[0106] The communication bus 502 can be used to transmit information between the aforementioned components.

[0107] Memory 503 may be a read-only memory (ROM) or other type of static storage device capable of storing static information and instructions, random access memory (RAM) or other type of dynamic storage device capable of storing information and instructions, or electrically erasable programmable read-only memory (EEPROM), compact disc read-only memory (CD-ROM) or other optical disc storage, optical disc storage (including compressed optical discs, laser discs, optical discs, digital versatile optical discs, Blu-ray discs, etc.), magnetic disks or other magnetic storage devices, or any other medium capable of carrying or storing desired program code in the form of instructions or data structures and accessible by a computer, but not limited thereto. Memory 503 may exist independently and be connected to processor 501 via communication bus 502. Memory 503 may also be integrated with processor 501.

[0108] The memory 503 stores program code for executing the scheme of this application, and its execution is controlled by the processor 501. The processor 501 executes the program code stored in the memory 503. The program code may include one or more software modules. The power switching energy regulation method for automobiles in the above embodiments can be implemented by the processor 501 and one or more software modules in the program code in the memory 503.

[0109] Communication interface 504 uses any transceiver-like device to communicate with other devices or communication networks, such as Ethernet, radio access network (RAN), wireless local area networks (WLAN), etc.

[0110] In a specific implementation, as one example, a computer device may include multiple processors, each of which may be a single-core (single-CPU) processor or a multi-core (multi-CPU) processor. Here, a processor may refer to one or more devices, circuits, and / or processing cores used to process data (e.g., computer program instructions).

[0111] The aforementioned computer device can be a general-purpose computer device or a special-purpose computer device. In specific implementations, the computer device can be a desktop computer, a portable computer, a network server, a handheld digital assistant (PDA), a mobile phone, a tablet computer, a wireless terminal device, a communication device, or an embedded device. This application does not limit the type of computer device.

[0112] In addition, this application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described power switching energy regulation method for automobiles.

[0113] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.

[0114] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A method for power switching energy regulation in automobiles, characterized in that, Includes the following steps: Collect the vehicle's power system operating information under different operating conditions to obtain historical power output data; The output torque change rate of the power unit during the power switching process is extracted from the historical power output data. Then, based on the torque change rate and the output characteristics of the power unit under steady-state driving conditions, the torque fluctuation index of the power unit during the power switching process is determined. Specifically, determining the torque fluctuation index of the power unit during the power switching process based on the torque change rate and the output characteristics of the power unit under steady-state driving conditions includes: The reference fluctuation of steady-state torque is determined by the output characteristics of the power unit under steady-state driving conditions. The torque variation variance during the switching phase is determined based on all torque variation rates during the power switching process; The torque fluctuation index of the power unit during the power switching process is determined based on the torque change rate, the reference fluctuation amount, and the torque change variance, which is used to characterize the torque stability during the power switching phase. The power deviation of the vehicle load response is determined based on the power distribution information of the engine and motor under the current operating conditions, and then the power compensation parameters during the power switching process are determined through the power deviation. In response to the vehicle performing a power switch, the power balance adjustment factor of the power unit is determined based on the torque fluctuation index and the power compensation parameters, and then the energy output during the power switch process is dynamically balanced and controlled based on the power balance adjustment factor.

2. The method as described in claim 1, characterized in that, Extracting the output torque change rate of the power unit during the power switching process from the historical power output data specifically includes: Historical power output data is classified by operating condition, and target data containing power switching processes are selected. Extract the continuous output torque data of the power unit during the switching process from the target data, and determine the time interval for collecting the torque data; Calculate the ratio of the output torque difference between adjacent acquisition times to the acquisition time interval to obtain the torque change rate for the corresponding time period; Abnormal torque change rates that exceed the rated torque change range of the power unit are eliminated, and the remaining torque change rate is used as the output torque change rate during the power switching process.

3. The method as described in claim 1, characterized in that, The power deviation of the vehicle load response is determined based on the power distribution information between the engine and the electric motor under the current operating conditions, specifically including: Obtain the target power allocation ratio under the current operating conditions; Collect the real-time output power of the engine and motor under actual working conditions and calculate the actual power distribution ratio; The power deviation of the vehicle load response is determined based on the target power allocation ratio and the actual power allocation ratio.

4. The method as described in claim 1, characterized in that, Determining the power compensation parameters during the power switching process using the power deviation specifically includes: Establish a model relating power deviation and power compensation. Based on the relationship model, the initial power compensation amount is matched according to the power deviation. The initial power compensation amount is state-limited based on the maximum output capacity of the power compensation execution unit to obtain the power compensation parameters during the power switching process.

5. The method as described in claim 4, characterized in that, The power compensation execution unit includes at least one of an engine or an electric motor.

6. The method as described in claim 1, characterized in that, Determining the power balance adjustment factor of the power unit based on the torque fluctuation index and the power compensation parameters specifically includes: The stability compensation factor is determined based on the torque fluctuation index. The power compensation factor is determined based on the power compensation parameters; With the goal of smooth vehicle power delivery, the power distribution of the power unit is optimized and adjusted by the stability compensation factor and the power compensation factor to generate a target power distribution scheme during the power switching process. The power balance adjustment factor of the power unit is determined based on the deviation between the target power allocation scheme and the real-time output power data.

7. The method as described in claim 1, characterized in that, Dynamic equalization and control of energy output during power switching based on the aforementioned power balance adjustment factor specifically includes: The target output power of the power unit is determined based on the power balance adjustment factor. The target output power is compared with the real-time output power to generate a power deviation signal and correct the control command. The energy output of the power unit during the power switching process is dynamically adjusted based on the revised control commands.

8. The method as described in claim 1, characterized in that, The vehicle's power system operating information is collected through an onboard data acquisition module under different operating conditions.

9. A vehicle powertrain controller, comprising a power switching energy regulation unit, wherein the power switching energy regulation is performed using the method described in any one of claims 1 to 8, characterized in that, The power switching energy regulation unit includes: The data acquisition module is used to collect the operating information of the vehicle's power system under different operating conditions and obtain historical power output data. The processing module is used to extract the output torque change rate of the power unit during the power switching process from the historical power output data, and then determine the torque fluctuation index of the power unit during the power switching process based on the torque change rate and the output characteristics of the power unit under steady-state driving state. The processing module is also used to determine the power deviation of the vehicle load response based on the power distribution information of the engine and motor under the current operating conditions, and then determine the power compensation parameters in the power switching process through the power deviation. The control module is used to determine the power balance adjustment factor of the power unit based on the torque fluctuation index and the power compensation parameters when the vehicle performs power switching, and then to dynamically balance and control the energy output during the power switching process based on the power balance adjustment factor.

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