Generator control method and device and storage medium

Abstract

The invention provides a generator control method and device and a storage medium, and belongs to the technical field of energy management of vehicles, and the method comprises the following steps: after detecting that a vehicle enters a neutral sliding state, predicting a neutral sliding distance of the vehicle based on current motion state information and front road condition information of the vehicle; the excitation control signal of the generator is determined based on the neutral-position sliding distance, the SOC value of a storage battery in the vehicle, the real-time efficiency of the engine and the load estimation value of the generator, fine control over the generator can be achieved by combining predictive road condition information with multi-dimensional parameters, the calculation accuracy of the excitation control signal is improved, and the reliability of the generator is improved. Therefore, accurate control over the generator is achieved, the maximum oil saving effect is ensured, and the energy utilization efficiency is improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle energy management technology, specifically to a generator control method, device, and storage medium. Background Technology

[0002] To improve fuel economy, modern commercial vehicles (such as AMT heavy trucks) generally have a coasting function in neutral. In this state, the vehicle relies on inertia to move, and the engine does not need to output driving torque. However, in existing technology, the generator usually remains connected to the engine and continues to generate electricity, resulting in unnecessary fuel consumption. Therefore, intelligent control of the generator during vehicle coasting in neutral is particularly important.

[0003] In related technologies, a simple control scheme based on battery SOC and gear position is typically used. This scheme disconnects the alternator to save fuel when the vehicle is coasting in neutral and the battery SOC is above a certain threshold; it resumes power generation when the SOC is below a certain threshold. However, this control scheme cannot identify the high fuel cost of generating electricity in the engine's inefficient range when dealing with complex real-world driving scenarios, nor can it proactively maximize fuel savings by utilizing potential energy on long downhill sections. Furthermore, it may affect grid stability and vehicle energy efficiency when electrical load fluctuates drastically.

[0004] In conclusion, it is necessary to optimize the generator control strategy for automatic transmission vehicles when coasting in neutral to improve the energy efficiency of the vehicles. Summary of the Invention

[0005] In view of this, it is necessary to provide a generator control method, device and storage medium to solve the technical problem in the prior art that it is difficult to maximize fuel saving when the vehicle is coasting in neutral, resulting in low energy utilization efficiency of the vehicle.

[0006] To address the aforementioned technical problems, in a first aspect, the present invention provides a generator control method, comprising: After detecting that the vehicle has entered neutral coasting mode, the neutral coasting distance is predicted based on the vehicle's current motion status information and the road conditions ahead. The excitation control signal of the generator is determined based on the neutral coasting distance, the SOC value of the battery in the vehicle, the real-time efficiency of the engine, and the estimated load of the generator.

[0007] In one possible implementation, determining the excitation control signal of the generator based on the neutral coasting distance, the SOC value of the battery in the vehicle, the real-time efficiency of the engine, and the estimated load value of the generator includes: When the SOC value of the battery is lower than the first safety threshold, a first excitation control signal is determined to control the generator to resume power generation. When the SOC value of the battery is not lower than the first safety threshold and the estimated load value of the generator is higher than the load threshold, a second excitation control signal for controlling the generator to resume power generation is determined. When the estimated load of the generator is not higher than the load threshold, and the coasting distance in neutral is greater than the distance threshold, the slope of the road ahead is less than the slope threshold, and the SOC value of the battery is higher than the second safety threshold, a third excitation control signal for controlling the generator to disconnect is determined, wherein the second safety threshold is greater than the first safety threshold. Otherwise, based on the real-time efficiency of the engine, the SOC value of the battery, and the estimated load of the generator, an excitation control signal for adjusting the operating state of the generator is determined.

[0008] In one possible implementation, if the real-time efficiency of the engine is lower than an efficiency threshold and the SOC value of the battery is higher than a third safety threshold, the fourth excitation control signal is determined, wherein the third safety threshold is greater than the second safety threshold. Otherwise, the fifth excitation control signal is determined with minimizing the objective function as the optimization objective. The objective function is a comprehensive cost function constructed based on the real-time efficiency of the engine, the SOC value of the battery, and the estimated load value of the generator to evaluate fuel economy and electrical balance.

[0009] In one possible implementation, the objective function is expressed as: J = α·m_f + β·C_g + γ·P_b, where m_f represents the vehicle's fuel consumption rate, C_g represents the fuel cost of generating electricity from the vehicle, and C_g = , Indicates real-time efficiency. P_b represents the estimated load value, P_b represents the fuel cost of the vehicle's power generation, P_b represents the power balance penalty function, and P_b = , Indicates the SOC value. This represents the preset SOC threshold, where α, β, and γ are the weighted independent variables corresponding to m_f, C_g, and P_b, respectively, and α+β+γ=1.

[0010] In one possible implementation, determining the fifth excitation control signal with minimizing the objective function as the optimization objective includes: To minimize the J value in the objective function, the variable values ​​corresponding to the weighted independent variables α, β, and γ are solved; The fifth excitation control signal is determined based on the variable values ​​corresponding to the weighted independent variables α, β, and γ.

[0011] In one possible implementation, the step of determining the load estimate of the generator includes: Based on the current excitation duty cycle and current terminal voltage of the regulator in the generator, as well as the preset relationship table of excitation duty cycle, terminal voltage and load, the estimated load value of the generator under the current excitation duty cycle and current terminal voltage is determined.

[0012] In one possible implementation, the step of detecting that the vehicle has entered a coasting neutral state includes: If the vehicle's current gear is neutral, the current vehicle speed is greater than or equal to a preset speed threshold, the engine speed is greater than a preset speed threshold, and the brake pedal opening is 0, the vehicle is determined to have entered a coasting state in neutral.

[0013] In one possible implementation, the current motion state information includes the current vehicle speed, and the road condition information ahead includes the road gradient ahead; predicting the vehicle's coasting distance in neutral based on the vehicle's state information and the road condition information ahead includes: Based on the current vehicle speed and the slope of the road ahead, the neutral coasting distance is predicted using a dynamic model. d _pred The expression for the dynamic model is as follows:

[0014] Where v0 is the current vehicle speed and g is the acceleration due to gravity. C r θ is the rolling resistance coefficient of the vehicle, θ is the road gradient ahead, and k is the calibration correction factor.

[0015] Secondly, the present invention also provides a generator control device, comprising: The prediction unit is used to predict the coasting distance of the vehicle in neutral gear based on the vehicle's current motion state information and the road conditions ahead after detecting that the vehicle has entered a coasting state in neutral gear. The control unit is used to determine the excitation control signal of the generator based on the neutral coasting distance, the SOC value of the battery in the vehicle, the real-time efficiency of the engine, and the estimated load value of the generator.

[0016] Thirdly, the present invention also provides a generator control device, including a memory and a processor, wherein, The memory is used to store programs; The processor, coupled to the memory, is used to execute the program stored in the memory to implement the steps in the generator control method described in any of the above implementations.

[0017] Fourthly, the present invention also provides a computer-readable storage medium for storing a computer-readable program or instructions, which, when executed by a processor, can implement the steps of the generator control method described in any of the above implementations.

[0018] The beneficial effects of this invention are: The generator control method provided by this invention, upon detecting that the vehicle has entered a coasting state in neutral, predicts the vehicle's coasting distance based on the vehicle's current motion state information and the road conditions ahead. By introducing predictive road condition information, it can accurately determine which road sections require disconnecting the generator to achieve the greatest energy-saving effect, thereby achieving optimal fuel efficiency. This realizes precise and maximized energy-saving control. Simultaneously, it can plan the generator control strategy in advance, avoiding the frequent start-stop problems caused by insufficient information in traditional methods, which is beneficial to improving driving smoothness and comfort. Based on the coasting distance in neutral, the SOC value of the vehicle's battery, the real-time efficiency of the engine, and the generator load estimate, the generator excitation control signal is determined. By combining predictive road condition information with multi-dimensional parameters, it can achieve refined control of the generator, improve the accuracy of excitation control signal calculation, and thus achieve precise control of the generator, ensuring maximum fuel efficiency and improving energy utilization efficiency. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 A schematic flowchart of an embodiment of the generator control method provided by the present invention; Figure 2 For the present invention Figure 1 A schematic diagram of an embodiment of S102; Figure 3 For the present invention Figure 2 A schematic diagram of an embodiment of S204; Figure 4 This is a schematic diagram of the generator control device provided by the present invention. Detailed Implementation

[0021] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0022] In the description of the embodiments of the present invention, unless otherwise stated, "a plurality of" means two or more.

[0023] The terms "first," "second," etc., used in the embodiments of this invention are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a technical feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature.

[0024] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of the invention. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0025] This invention provides a generator control method, device, and storage medium, which are described below.

[0026] The generator control method in this application can be implemented by different types of generator control devices, such as the generator control device, vehicle control module, server equipment, physical host, or user equipment (UE) integrated with the generator control device provided in this application. The generator control device can be implemented in hardware or software. The UE can be a terminal device such as a smartphone, tablet computer, laptop computer, handheld computer, desktop computer, or personal digital assistant (PDA). This application uses VCM as the implementing entity for illustration.

[0027] Figure 1 A schematic flowchart of an embodiment of the generator control method provided by the present invention is shown below. Figure 1 As shown, the generator control method includes: S101. After detecting that the vehicle has entered neutral coasting mode, predict the neutral coasting distance of the vehicle based on the vehicle's current motion state information and the road condition information ahead.

[0028] In this embodiment, the vehicle can be a heavy-duty commercial vehicle equipped with an AMT transmission.

[0029] Current motion status information can be the vehicle's current speed, which is obtained in real time through the vehicle's CAN bus, representing the vehicle's motion status.

[0030] The road condition information ahead can be the road slope ahead. This information can be obtained from a predictive driving system integrated into the vehicle, such as a system based on high-precision maps and GPS positioning. The slope information includes the instantaneous slope at the current location of the vehicle and the road slope change data within a certain distance ahead, such as 1,000 meters.

[0031] Coasting distance in neutral refers to the farthest distance a vehicle can travel from its current speed to a complete stop while in neutral, relying on its own inertia.

[0032] The inventors discovered that the generator control scheme based on battery SOC and gear position signals during vehicle coasting in neutral is ill-suited to complex and ever-changing driving scenarios. Specifically, this scheme lacks foresight regarding road conditions ahead, resulting in insufficient exploitation of energy-saving potential. For instance, when a vehicle is about to enter a long downhill section, it would be the optimal time to disconnect the generator to maximize potential energy utilization and save fuel. However, the system might continue generating electricity because the battery SOC is slightly below a set threshold, thus missing this opportunity. Conversely, when coasting on flat roads, if the generator is disconnected simply because the SOC is temporarily above the threshold, it could lead to continuous battery depletion, even causing a risk of battery exhaustion. Subsequently, the engine would need to operate at higher fuel consumption levels to compensate for the depletion, ultimately reducing overall energy efficiency. Therefore, this embodiment introduces predictive road condition information to achieve predictive control of the generator.

[0033] Specifically, after detecting that the vehicle has entered neutral coasting mode, the system can predict the remaining coasting distance based on the vehicle's current motion status information and road conditions ahead, combined with a dynamic model. This prediction provides foresight into road conditions, allowing for accurate identification of which road sections to disconnect the generator to achieve maximum energy savings. This results in optimal fuel efficiency, enabling precise and maximized energy-saving control. Furthermore, it allows for advance planning of generator control strategies, avoiding the frequent start-stop issues caused by insufficient information in traditional methods. This improves driving smoothness and comfort, significantly enhancing the intelligence and safety of the control system.

[0034] In one specific implementation, predictive control of the generator is achieved by combining the predicted coasting distance in neutral: when a sufficiently long downhill section is predicted ahead, even if the current battery charge is at a moderate level, the generator excitation control signal can be disconnected to make full use of the vehicle's gravitational potential energy for coasting; when the predicted coasting distance in neutral is short, the generator excitation control signal can be planned in advance to ensure that the battery charge remains within a safe range at the end of the coasting, which not only ensures the stability of the vehicle's electrical balance, but also significantly improves the smoothness and comfort of driving.

[0035] S102. Based on the neutral coasting distance, the SOC value of the battery in the vehicle, the real-time efficiency of the engine, and the estimated load of the generator, determine the excitation control signal of the generator.

[0036] Real-time efficiency refers to the engine's real-time operating efficiency.

[0037] The inventors further discovered that the above-mentioned control strategy, based on battery SOC and gear position signals, ignores several key dynamic parameters, resulting in an overly coarse control strategy. First, it fails to consider engine efficiency. Engine fuel economy varies significantly under different speeds and loads; the fuel cost of generating electricity in the low-efficiency range is much higher than in the high-efficiency range, and existing control strategies fail to differentiate and optimize for this. Second, it fails to consider the real-time load on the generator. When electrical equipment such as air conditioning and high-power headlights are turned on, causing a surge in electrical system load, simple SOC threshold control may cause voltage fluctuations in the vehicle's power grid due to disconnecting the generator, endangering the safety of electrical equipment and driving stability. Third, existing solutions lack an effective dynamic trade-off mechanism when dealing with the inherently conflicting goals of maintaining electrical balance and saving fuel consumption. Relying solely on fixed thresholds for switching easily leads to a dilemma of limited fuel-saving effects and high balancing risks. Therefore, this embodiment combines predicted neutral coasting distance, battery SOC value, engine real-time efficiency, and generator load estimate as multi-dimensional dynamic parameters. Through accurate prediction and multi-parameter collaborative decision-making, the generator's working state is dynamically optimized. This maximizes fuel savings while ensuring the absolute stability of the vehicle's electrical balance and guaranteeing the reliability and comfort of vehicle operation.

[0038] Specifically, based on the predicted neutral coasting distance, battery SOC value, engine real-time efficiency, and generator load and their corresponding threshold ranges, a hierarchical decision-making approach can be used to determine the generator excitation control signal, thereby controlling the generator's operating state according to the excitation control signal. Understandably, this embodiment considers the battery SOC value to prevent the risk of battery depletion due to over-discharge; it considers the generator load to reduce the additional load on the engine and the mechanical stress on transmission components, helping to delay component wear and aging; and it considers the engine's real-time efficiency to avoid generating electricity in the engine's inefficient range, maximizing fuel economy. This embodiment, by combining predictive road condition information with multi-dimensional parameters, enables refined control of the generator, improves the accuracy of excitation control signal calculation, and thus achieves precise generator control, ensuring maximum fuel economy and improving energy utilization efficiency.

[0039] In summary, the generator control method provided in this embodiment of the invention, after detecting that the vehicle has entered a coasting state in neutral, predicts the vehicle's coasting distance in neutral based on the vehicle's current motion state information and the road condition information ahead. By introducing predictive road condition information, it can accurately determine which road sections require disconnecting the generator to achieve the greatest energy-saving effect, thereby achieving the best fuel-saving effect. This realizes the precision and maximization of energy-saving control. At the same time, it can plan the generator control strategy in advance, avoiding the frequent start-stop problem caused by insufficient information in traditional methods, which is conducive to improving driving smoothness and comfort. Based on the coasting distance in neutral, the SOC value of the battery in the vehicle, the real-time efficiency of the engine, and the estimated load value of the generator, the excitation control signal of the generator is determined. By combining predictive road condition information with multi-dimensional parameters, it is possible to achieve fine control of the generator, improve the accuracy of the excitation control signal calculation, thereby achieving precise control of the generator, ensuring maximum fuel-saving effect, and thus improving energy utilization efficiency.

[0040] In some embodiments of the present invention, such as Figure 2 As shown, step S102 includes: S201. When the SOC value of the battery is lower than the first safety threshold, a first excitation control signal for controlling the generator to resume power generation is determined. S202. When the SOC value of the battery is not lower than the first safety threshold and the estimated load value of the generator is higher than the load threshold, a second excitation control signal for controlling the generator to resume power generation is determined. S203. When the estimated load value of the generator is not higher than the load threshold, and the coasting distance in neutral is greater than the distance threshold, the slope of the road ahead is less than the slope threshold, and the SOC value of the battery is higher than the second safety threshold, a third excitation control signal for controlling the generator to disconnect from power is determined, wherein the second safety threshold is greater than the first safety threshold. S204. Otherwise, based on the real-time efficiency of the engine, the SOC value of the battery, and the estimated load value of the generator, an excitation control signal for adjusting the operating state of the generator is determined.

[0041] The first excitation control signal and the second excitation control signal are either continuous high-level signals or PWM signals with a duty cycle of 100%, and the third excitation control signal is either a continuous low-level signal or a PWM signal with a duty cycle of 0%.

[0042] The excitation control signal used to regulate the generator's operating state is a continuous low-level signal or a PWM signal with a duty cycle of 0%, or a PWM signal with a duty cycle between 0% and 100%.

[0043] The first safety threshold is the lower limit of SOC that ensures basic electrical safety of the vehicle, for example, it is set to 40%; the second safety threshold is used to determine the lower limit of SOC for whether to disconnect the generator, for example, it is set to 50%.

[0044] The distance threshold can be set to 500 meters, and the slope threshold can be -3°. When the coasting distance in neutral is greater than the distance threshold and the slope of the road ahead is less than the slope threshold, it indicates that the vehicle is in a long downhill condition.

[0045] Specifically, based on the predicted neutral coasting distance, the battery's SOC value, the engine's real-time efficiency, and the generator's load and their corresponding threshold ranges, a hierarchical decision-making approach can be adopted to output excitation control signals for the generator. The hierarchical decision-making logic includes, in priority order: a) First-level safety decision: If the SOC value of the battery is lower than the first safety threshold, then all other parameters are ignored and the first excitation control signal is output. This signal is configured to force the generator to enter the continuous power generation state. b) Second-level load decision: If condition a) is not met and the generator load estimate is higher than the load threshold, then a second excitation control signal is output, which is configured to force the generator to enter a continuous power generation state. c) Third-level predictive decision: If conditions a) and b) are not met, and the coasting distance in neutral is greater than the distance threshold, the slope of the road ahead is less than the slope threshold, and the SOC value of the battery is higher than the second safety threshold, then a third excitation control signal is output, which is configured to control the generator to enter a non-generating state. d) Fourth-level optimization decision: If conditions a), b), and c) are not met, then a refined decision calculation is performed based on the engine's real-time efficiency, the battery's SOC value, and the generator's load estimate to determine the excitation control signal used to adjust the generator's operating state. For example, if the vehicle is not on a long downhill slope, and the engine's real-time efficiency is detected to be below 30% (in the inefficient range), and the battery's SOC value is above 65% (fully charged), and the generator's load estimate does not trigger a high-load alarm, then in this step, an excitation control signal will be determined to control the generator to enter a non-generating state to avoid generating electricity at high fuel costs.

[0046] Understandably, by executing the highest-priority Level 1 safety decision, the first excitation control signal for controlling the generator to resume power generation is determined and output, preventing excessive battery discharge from causing power outages to critical vehicle control systems and ensuring basic vehicle operational safety. By executing the Level 2 load decision, real-time electrical load responses prioritize power supply safety and system stability, ensuring limited electrical balance, protecting battery health, and guaranteeing vehicle functional reliability and driving comfort. By executing the Level 3 predictive decision, the generator is precisely disconnected under optimal downhill conditions, avoiding power generation in the engine's inefficient range, significantly improving fuel economy while reducing generator operating time under inefficient, high-load conditions, reducing additional wear on the engine and transmission system, and extending the lifespan of critical components. By executing the Level 4 optimization decision, the intelligence and precision of control are enhanced. Furthermore, pre-planning charging and discharging timing effectively avoids deep battery depletion or frequent switching at critical states, significantly improving electrical system stability. Thus, while maximizing fuel-saving potential, the absolute stability of the vehicle's electrical balance and the reliability of vehicle operation are ensured.

[0047] In one specific implementation, if a long downhill slope is predicted ahead and the SOC value is >50%, the generator is forcibly disconnected to maximize the utilization of gravitational potential energy. If a flat road or a gentle uphill slope is predicted ahead, a multi-dimensional collaborative decision-making process is initiated, including: High load priority: If the estimated load value is detected to be greater than the threshold, power generation will be restored immediately, and power balance will be given priority.

[0048] Efficiency-oriented: If the engine is in a low-efficiency range (e.g., real-time efficiency <30%) and SOC >65%, the generator is tended to be disconnected to avoid high-cost power generation.

[0049] SOC safety net: If the SOC value is less than 40%, power generation must continue until the SOC returns to a safe range (e.g., 60%).

[0050] In some embodiments of the present invention, the excitation control signal for adjusting the operating state of the generator includes a fourth excitation control signal for controlling the generator to enter a non-generating state and a fifth excitation control signal for controlling the generator to enter a generating state; such as Figure 3 As shown, step S204 includes: S301. If the real-time efficiency of the engine is lower than the efficiency threshold and the SOC value of the battery is higher than the third safety threshold, determine the fourth excitation control signal, wherein the third safety threshold is greater than the second safety threshold. S302. Otherwise, the fifth excitation control signal is determined with minimizing the objective function as the optimization objective. The objective function is a comprehensive cost function constructed based on the real-time efficiency of the engine, the SOC value of the battery, and the estimated load value of the generator to evaluate fuel economy and electrical balance.

[0051] The fourth excitation control signal is a continuous low-level signal or a PWM signal with a duty cycle of 0%, and the fifth excitation control signal is a PWM signal with a duty cycle between 0% and 100%.

[0052] The third safety threshold is the lower limit of SOC used to determine whether to make an optimization decision, for example, it is set to 65%.

[0053] Specifically, when the engine's real-time efficiency is below the efficiency threshold and the battery's SOC value is above the third safety threshold, a fourth excitation control signal is determined to put the generator into a non-generating state, i.e., disconnecting the generator to avoid high-cost power generation. If the condition of "the engine's real-time efficiency being below the efficiency threshold and the battery's SOC value being above the third safety threshold" is not met, a comprehensive cost function for evaluating fuel economy and electrical balance is constructed based on the engine's real-time efficiency, the battery's SOC value, and the generator's estimated load value. This achieves global control of fuel saving and power preservation. Furthermore, with minimizing the objective function as the optimization objective, a fifth excitation control signal is determined, thereby adjusting the generator's fifth excitation control signal to the optimal level. This enables precise control of the generator on flat roads, gentle slopes, and complex scenarios, improving energy utilization efficiency.

[0054] In some embodiments of the present invention, the objective function is expressed as: J = α·m_f + β·C_g + γ·P_b, where m_f represents the fuel consumption rate of the vehicle, C_g represents the fuel cost of generating electricity from the vehicle, and C_g = , Indicates real-time efficiency. P_b represents the estimated load value, P_b represents the fuel cost of the vehicle's power generation, P_b represents the power balance penalty function, and P_b = , Indicates the SOC value. This represents the preset SOC threshold, where α, β, and γ are the weighted independent variables corresponding to m_f, C_g, and P_b, respectively, and α+β+γ=1.

[0055] in, It can be set to 70%. The fuel consumption rate m_f can be obtained directly from the fuel consumption through the CAN bus, which is the instantaneous fuel consumption, and is used as the fuel consumption rate.

[0056] Real-time efficiency The engine thermal efficiency value can be obtained by looking up a table based on the engine's current torque and speed. This value reflects the engine's fuel efficiency, i.e., real-time efficiency.

[0057] The power balance penalty function P_b is a function built based on the SOC value. When the SOC value deviates from the preset SOC threshold (such as 70%), the function value increases, forcing the system to make a decision to generate electricity.

[0058] Specifically, by incorporating engine efficiency into the C_g term, the high cost of generating electricity in the inefficient range is avoided; the P_b term, through a quadratic penalty function, ensures that the battery SOC is always kept stable near the optimal operating range, effectively preventing overcharging or over-discharging. By setting the expression of the above objective function, the quantification and optimal balance between fuel saving and battery maintenance goals are achieved. By dynamically adjusting the weighting coefficients α, β, and γ, the system can intelligently respond to various complex operating conditions, improving the adaptive capability of the control system in different scenarios.

[0059] In some embodiments of the present invention, step S302 includes: solving for the variable values ​​corresponding to the weighted independent variables α, β and γ by minimizing the J value in the objective function; and determining the fifth excitation control signal based on the variable values ​​corresponding to the weighted independent variables α, β and γ.

[0060] Where α represents the fuel economy weight, β represents the power generation cost weight, and γ represents the power balance weight.

[0061] Specifically, by minimizing the J value in the objective function, the variable values ​​corresponding to the weighted independent variables α, β, and γ are solved. Based on the variable values ​​corresponding to the weighted independent variables α, β, and γ, combined with the preset variable values ​​corresponding to α, β, and γ and the MAP table of the five excitation control signals, the fifth excitation control signal is determined, thereby improving the accuracy of the fifth excitation control signal.

[0062] In one specific implementation, as shown in Table 1, the variable values ​​of α, β, and γ are for different road segment characteristics: When the road segment characteristic is a long downhill condition, increasing α will cause the generator to approach disconnection. When driving on flat roads, the lower the power generation cost, the larger β is, the higher the oil-to-electricity conversion efficiency, and α will decrease accordingly. However, when the power SOC decreases and deviates from the preset range, the greater the deviation, the larger γ is.

[0063] In a specific implementation, as shown in Table 1, the relationship between road segment characteristics and the corresponding variable values ​​of α, β, and γ is presented: Table 1. Relationship between road segment characteristics and the corresponding variable values ​​of α, β, and γ

[0064] In some embodiments of the invention, the step of determining the load estimate of the generator includes: determining the load estimate of the generator under the current excitation duty cycle and current terminal voltage based on the current excitation duty cycle and current terminal voltage of the regulator in the generator, and a preset relationship table of excitation duty cycle, terminal voltage and load.

[0065] Specifically, an excitation duty cycle-terminal voltage-load relationship table can be pre-configured, which can be obtained by calibrating the generator during bench testing. During the test, the generator is controlled to operate at different speeds, its excitation duty cycle is systematically changed, and the actual output current value of the generator is measured under different terminal voltages. Finally, the product of the terminal voltage and current value is the corresponding output power, i.e., the load estimate. Therefore, a three-dimensional map can be established with excitation duty cycle and terminal voltage as inputs and generator load as output. The load estimate value corresponding to the current excitation duty cycle and current terminal voltage can be found from the three-dimensional map. This eliminates the need for additional current sensors, reducing system hardware costs and wiring complexity.

[0066] In some embodiments of the present invention, the step of detecting that the vehicle has entered a coasting state in neutral includes: if the current gear of the vehicle is a neutral signal, the current vehicle speed is greater than or equal to a preset speed threshold, the engine speed is greater than a preset speed threshold, and the brake pedal opening is 0, then the vehicle is determined to have entered a coasting state in neutral.

[0067] The preset speed threshold can be 30km / h or 600rpm.

[0068] Specifically, the vehicle controller receives the digital signal of the current gear from the transmission control unit via the CAN bus. If it detects that the current vehicle speed is greater than or equal to a preset speed threshold, the engine speed is greater than a preset speed threshold, and the brake pedal opening is 0, it determines that the vehicle has entered neutral coasting mode. By combining multiple parameters to determine the neutral coasting mode, the reliability of the determination result is improved.

[0069] In some embodiments of the present invention, step S101 includes: predicting the neutral coasting distance based on the current vehicle speed and the road gradient ahead, using a dynamic model. d _pred The expression for the dynamic model is as follows:

[0070] Where v0 is the current vehicle speed and g is the acceleration due to gravity. C r θ is the rolling resistance coefficient of the vehicle, θ is the road gradient ahead, and k is the calibration correction factor.

[0071] Specifically, based on the current vehicle speed and the slope of the road ahead, the neutral coasting distance is predicted using a dynamic model, thereby obtaining predictive road condition information.

[0072] In one specific implementation, after verification through real vehicle data and simulation analysis, fuel savings per 100 kilometers can be achieved. That is, a simulation model is built, and the simulation calculation data based on the actual road spectrum of several typical working conditions is shown in Table 2.

[0073] Table 2 shows the fuel savings under different test conditions (unit: L / 100 km).

[0074] To better implement the generator control method in the embodiments of the present invention, based on the generator control method, correspondingly, as follows: Figure 4 As shown, this embodiment of the invention also provides a generator control device, the generator control device 400 including: The prediction unit 401 is used to predict the neutral coasting distance of the vehicle based on the vehicle's current motion state information and the road condition information ahead after detecting that the vehicle has entered the neutral coasting state. Control unit 402 is used to determine the excitation control signal of the generator based on the neutral coasting distance, the SOC value of the battery in the vehicle, the real-time efficiency of the engine, and the estimated load value of the generator.

[0075] The generator control device 400 provided in the above embodiments can realize the technical solutions described in the above generator control method embodiments. The specific implementation principles of each module or unit can be found in the corresponding content in the above generator control method embodiments, and will not be repeated here.

[0076] Accordingly, this application also provides a computer-readable storage medium for storing computer-readable programs or instructions. When the programs or instructions are executed by a processor, they can implement the steps or functions of the generator control methods provided in the above-described method embodiments.

[0077] Those skilled in the art will understand that all or part of the processes of the methods described in the above embodiments can be implemented by a computer program instructing related hardware (such as a processor, controller, etc.), and the computer program can be stored in a computer-readable storage medium. The computer-readable storage medium may be a disk, optical disk, read-only memory, or random access memory, etc.

[0078] The generator control method, device, and storage medium provided by the present invention have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only for the purpose of helping to understand the method and core ideas of the present invention. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A method of controlling a generator, characterized by, The method comprises the following steps: After detecting that the vehicle enters the neutral coasting state, predicting the neutral coasting distance of the vehicle based on the current motion state information of the vehicle and the front road condition information; Based on the neutral coasting distance, the SOC value of the battery in the vehicle, the real-time efficiency of the engine and the load estimation value of the generator, the excitation control signal of the generator is determined.

2. The generator control method according to claim 1, characterized by, The determination of the excitation control signal of the generator based on the neutral coasting distance, the SOC value of the battery in the vehicle, the real-time efficiency of the engine and the load estimation value of the generator comprises: When the SOC value of the battery is lower than the first safety threshold, a first excitation control signal for controlling the generator to restore power generation is determined; When the SOC value of the battery is not lower than the first safety threshold, and the load estimation value of the generator is higher than the load threshold, a second excitation control signal for controlling the generator to restore power generation is determined; When the load estimation value of the generator is not higher than the load threshold, and the neutral coasting distance is greater than the distance threshold, the front road slope is less than the slope threshold, and the SOC value of the battery is higher than the second safety threshold, a third excitation control signal for controlling the generator to be powered off is determined, wherein the second safety threshold is greater than the first safety threshold; Otherwise, based on the real-time efficiency of the engine, the SOC value of the battery and the load estimation value of the generator, an excitation control signal for adjusting the working state of the generator is determined.

3. The generator control method according to claim 2, characterized by, The excitation control signal for adjusting the working state of the generator comprises a fourth excitation control signal for controlling the generator to enter the non-power generation state and a fifth excitation control signal for controlling the generator to enter the power generation state; the determination of the excitation control signal for adjusting the working state of the generator based on the real-time efficiency of the engine, the SOC value of the battery and the load estimation value of the generator comprises: If the real-time efficiency of the engine is lower than the efficiency threshold and the SOC value of the battery is higher than the third safety threshold, the fourth excitation control signal is determined, wherein the third safety threshold is greater than the second safety threshold; Otherwise, taking the minimization of the objective function as the optimization objective, the fifth excitation control signal is determined, wherein the objective function is a comprehensive cost function for evaluating the fuel economy and the electrical balance state, which is constructed based on the real-time efficiency of the engine, the SOC value of the battery and the load estimation value of the generator.

4. The generator control method according to claim 3, characterized by, The expression of the target function is: J = a · m_f + β · C_g + γ · P_b, wherein m_f represents the fuel consumption rate of the vehicle, C_g represents the fuel cost of the vehicle power generation, C_g= , represents real-time efficiency, represents load estimation value, P_b represents the fuel cost of the vehicle power generation, P_b represents the electric level balance penalty function, P_b= , represents SOC value, represents preset SOC threshold, and a, β, γ are weight independent variables corresponding to m_f, C_g, P_b respectively, and a + β + γ = 1.

5. The generator control method according to claim 4, characterized by, The determination of the fifth excitation control signal taking the minimization of the objective function as the optimization objective comprises: Solving the variable values corresponding to the weight arguments α, β and γ by minimizing the J value in the objective function; Determining the fifth excitation control signal according to the variable values corresponding to the weight arguments α, β and γ.

6. The generator control method of claim 1, wherein The step of determining the load estimation value of the generator comprises: Determining the load estimation value of the generator under the current excitation duty cycle and the current terminal voltage of the generator according to the current excitation duty cycle and the current terminal voltage of the regulator in the generator, and a preset relationship table of excitation duty cycle, terminal voltage and load.

7. The generator control method of claim 1, wherein The step of detecting that the vehicle enters the neutral coasting state comprises: If the current gear of the vehicle is a neutral signal, the current vehicle speed is greater than or equal to a preset speed threshold, the engine speed is greater than a preset speed threshold, and the brake pedal opening is 0, it is determined that the vehicle enters a neutral coasting state.

8. The generator control method of claim 1, wherein The current motion state information includes a current vehicle speed, and the front road condition information includes a front road slope; and the step of predicting the neutral coasting distance of the vehicle based on the state information of the vehicle and the front road condition information comprises: predicting an open range coasting distance based on a dynamics model based on the current vehicle speed and the front road gradient d _pred wherein the expression of the dynamics model is as follows: where v0 is the current vehicle speed, g is the gravitational acceleration, C r is the rolling resistance coefficient of the vehicle, 0 is the slope of the road ahead, and k is a correction coefficient for calibration.

9. An electric generator control device characterized by comprising: The step of predicting the neutral coasting distance of the vehicle based on the state information of the vehicle and the front road condition information comprises: a prediction unit configured to, after detecting that the vehicle enters the neutral coasting state, predict the neutral coasting distance of the vehicle based on current motion state information of the vehicle and front road condition information; a control unit configured to determine an excitation control signal of the generator based on the neutral coasting distance, an SOC value of a battery in the vehicle, a real-time efficiency of the engine, and an estimated value of a load of the generator.

10. A generator control device characterized by comprising: The device comprises a memory and a processor, wherein the memory is configured to store a program; the processor is coupled to the memory and is configured to execute the program stored in the memory to implement the steps in the generator control method according to any one of claims 1 to 8.

Images