A dynamic balance control method and system for a commercial vehicle

Abstract

This application relates to a dynamic electric balance control method for commercial vehicles, comprising the following steps: acquiring the vehicle's operating parameters and multi-dimensional state parameters of the battery; identifying the vehicle's current operating conditions and environmental conditions based on the operating parameters; calculating the vehicle's target power generation based on the operating conditions, environmental conditions, multi-dimensional state parameters, and operating parameters, and outputting a power generation adjustment command; adjusting the generator's output power based on the power generation adjustment command; and determining the adjusted vehicle electric balance state based on the operating parameters. This application identifies operating conditions and environmental conditions, and determines corresponding operating condition correction coefficients based on different operating condition types, enabling precise matching of the target power generation with the actual operating scenario of the vehicle. Under conditions prone to power depletion, such as heavy load / idle / low temperature, it proactively increases the supplementary power to ensure sufficient power supply, while reducing the supplementary power to avoid redundant power generation under high-speed, light-load conditions.

Description

Technical Field

[0001] This invention relates to the field of vehicle battery control technology, specifically to a dynamic electric balance control method and system for commercial vehicles. Background Technology

[0002] With the continuous improvement of the intelligence and electrification level of commercial vehicles, the number of on-board electrical equipment is increasing. High-power loads such as air conditioning systems, heating systems, auxiliary heating devices, and external power supply equipment have become the routine power demand of commercial vehicles. The continuous increase in the power load of the vehicle's electrical system has placed higher demands on the generator output capacity and battery management strategies.

[0003] Currently, mainstream commercial vehicle power generation systems in China adopt the traditional fixed excitation voltage regulation control scheme. The generator uses the vehicle bus voltage as a single closed-loop control target, performing fixed threshold voltage regulation. The power output cannot dynamically and adaptively adjust to changes in vehicle operating conditions, electrical load, battery status, and environmental parameters. With the increasing number of onboard electrical devices in commercial vehicles, and the routine use of high-power loads such as air conditioning, heating, external power supply, and auxiliary heating, the technical shortcomings of traditional power balance control schemes are becoming increasingly apparent. They can no longer meet the requirements for stable, energy-efficient, and long-life operation of the vehicle's electrical system. Specific defects include: 1. Poor adaptability to operating conditions, prone to power loss: Commercial vehicles have a large electrical load under operating conditions such as idling, low speed heavy load, climbing, low temperature and high cold. Traditional generators cannot actively increase the power generation capacity. The output power is insufficient to cover the power consumption of the whole vehicle and the battery charging needs. It is in a state of insufficient power consumption for a long time, which can easily cause the battery to be undervoltage and power loss. In winter low temperature environment, the vehicle will frequently fail to start and break down. 2. Redundant power generation under high-speed conditions, high fuel consumption and easy battery aging: When the vehicle is cruising at high speed and driving under light load, the actual power load of the whole vehicle is greatly reduced, but the generator still maintains high voltage and high power output, generating a large amount of redundant power generation. On the one hand, it increases the parasitic loss of the engine and directly increases the fuel consumption of the whole vehicle; on the other hand, the battery is in an overcharged state for a long time, which accelerates the sulfation of the plates and capacity decay, and greatly shortens the battery life. 3. Lack of load priority management, resulting in low vehicle power supply safety: Current technology lacks hierarchical management logic for various onboard electrical loads, with all loads operating simultaneously without priority distinction. When multiple high-power loads operate simultaneously, the instantaneous power consumption exceeds the limit, directly disrupting the vehicle's electrical balance and crowding out power resources for core safety systems such as the engine ECU and ABS, posing a driving safety hazard. 4. Single dimension of battery status monitoring and rigid control strategy: Traditional control schemes only monitor battery voltage and SOC remaining power, without introducing core parameters such as battery health status SOH, battery internal resistance, and battery temperature. They cannot identify the performance degradation characteristics of aging batteries and low-temperature batteries. The charging and discharging strategy is fixed and unchanging. The control accuracy is poor in scenarios such as high cold, high temperature, and battery aging, and the adaptability is extremely low. 5. Single control mode, insufficient response speed and steady-state accuracy: Traditional solutions rely solely on unidirectional regulation of generator excitation to achieve electrical balance, without a load-coordinated control mechanism. The control dimension is single, the dynamic response is lagging, and the steady-state voltage regulation accuracy is low. It cannot adapt to the complex operating conditions of commercial vehicles under long-term, high-load, and multi-scenario conditions, and the fault tolerance and operational stability of the vehicle's electrical system are poor. In summary, existing commercial vehicle electric balance control technologies have significant shortcomings in terms of operating condition adaptation, power generation matching, battery lifecycle management, and load coordination and regulation. There is an urgent need for a commercial vehicle electric balance control method that can achieve dynamic adaptive adjustment under all operating conditions to solve these problems. Summary of the Invention

[0004] This application provides a dynamic electric balance control method and system for commercial vehicles to solve the above-mentioned problems.

[0005] In a first aspect, embodiments of this application provide a dynamic electric balance control method for commercial vehicles, comprising the following steps: The vehicle's operating parameters and the battery's multi-dimensional status parameters are obtained, and the vehicle's current operating conditions and environmental conditions are identified based on the operating parameters. Based on the operating conditions, environmental conditions, multi-dimensional state parameters, and operating parameters, the target power generation of the vehicle is calculated and a power generation adjustment command is output. Adjust the generator's output power based on the aforementioned power generation regulation command; Based on the operating parameters, the vehicle's electrical balance state after adjustment is determined. Based on the determination result, the current power generation adjustment command or the output load switching command is maintained. Based on the load switching command, the vehicle load is controlled in a graded switching manner.

[0006] In conjunction with the first aspect, in one embodiment, the operating parameters include engine speed, vehicle speed, throttle opening, brake switch signal, ambient temperature, vehicle bus voltage, and real-time vehicle power consumption; the multi-dimensional status parameters include the remaining battery charge, battery health, battery temperature, and battery internal resistance.

[0007] In conjunction with the first aspect, in one embodiment, the operating conditions include idling, low-speed heavy-load, high-speed cruising, hill climbing, and parking standby conditions, and the environmental conditions include low-temperature and high-altitude cold conditions. Based on the aforementioned operating parameters, the current operating conditions and environmental conditions of the vehicle are identified, specifically including: When the vehicle speed is 0 and the engine speed is within the preset idle speed range, it is determined to be in idle condition. When the vehicle speed is less than or equal to the first preset vehicle speed threshold and the throttle opening is greater than or equal to the first preset opening threshold, it is determined to be a low-speed heavy-load condition. When the vehicle speed is within the preset cruise speed range and the throttle opening is within the preset cruise opening range, it is determined to be a high-speed cruise condition. When the vehicle speed is less than or equal to the second preset vehicle speed threshold, the throttle opening is greater than or equal to the second preset opening threshold, and the duration is greater than or equal to the preset duration, it is determined to be a climbing condition. When the vehicle speed is 0 and the real-time power consumption of the whole vehicle is less than the preset power threshold, it is determined to be in parking standby mode. When the ambient temperature is less than or equal to the preset temperature threshold, it is determined to be a low-temperature and high-altitude working condition.

[0008] In conjunction with the first aspect, in one embodiment, the target power generation of the vehicle is calculated based on the operating conditions, multi-dimensional state parameters, and operating parameters, specifically as follows: ; ; in, The target power generation capacity, This refers to the real-time power consumption of the entire vehicle in the operating parameters. To supplement the charging power of the battery, As the reference power supply, This refers to the state-of-charge correction coefficient determined based on the remaining charge in the multi-dimensional state parameters. This is a health correction coefficient determined based on health status from multi-dimensional state parameters. This is a temperature correction coefficient determined based on the battery temperature from multi-dimensional state parameters. This refers to the internal resistance correction coefficient determined based on the battery's internal resistance from multiple state parameters. These are the operating condition correction factors determined based on the identified operating conditions. These are the environmental condition correction coefficients determined based on the identified environmental conditions.

[0009] In conjunction with the first aspect, in one embodiment, the Based on a preset first mapping relationship, when the remaining battery power is greater than a first standard battery power threshold and less than or equal to a second standard battery power threshold... The value is 1; when the remaining battery power is less than or equal to the first standard battery power threshold, Greater than 1; when the remaining battery power is greater than the second standard battery power threshold and less than or equal to the third standard battery power threshold, Less than 1 and greater than 0; when the remaining battery power is greater than the third standard battery power threshold, It is 0.

[0010] In conjunction with the first aspect, in one embodiment, the Based on the preset second mapping relationship, the lower the health level... The smaller; The Based on a preset third mapping relationship, when the battery temperature is greater than the first optimal temperature threshold and less than or equal to the second optimal temperature threshold, The value is 1; when the battery temperature is less than or equal to the first optimal temperature threshold or greater than the second optimal temperature threshold, Less than 1.

[0011] In conjunction with the first aspect, in one embodiment, the The value of KR is determined by the ratio of the battery's internal resistance to that of a brand-new battery; the higher the ratio, the smaller KR is. The Determined based on the current operating condition type; different operating condition types correspond to different... ; The Based on the current environmental operating conditions, different environmental operating conditions correspond to different... .

[0012] In conjunction with the first aspect, in one embodiment, the adjusted vehicle electrical balance state is determined based on the operating parameters; the current power generation adjustment command or output load switching command is maintained based on the determination result; and the on-board load is subjected to graded switching control based on the load switching command, specifically including: Determine whether the vehicle bus voltage is within the preset stable range based on the adjusted operating parameters; If so, then maintain the current power generation regulation command; If not, output the load grading switching instruction.

[0013] In conjunction with the first aspect, in one embodiment, the method further includes dividing the on-board load into at least three priority levels, the three priority levels including: Level 1 load, a load that must be protected for driving safety; The secondary load is a conventional, controllable load. Level 3 load is a non-critical redundant load. The load grading switching command includes: firstly disconnecting the third-level load; if the vehicle bus voltage does not recover to the preset stable range after a preset delay, then disconnecting the second-level load; after the vehicle bus voltage recovers to the preset stable range, power supply is restored level by level in the order of the second-level load and the third-level load.

[0014] Secondly, embodiments of this application provide a system based on a dynamic electric balance control method for commercial vehicles, comprising: The data acquisition module is used to acquire the vehicle's operating parameters and the battery's multi-dimensional status parameters. The processing module is used to identify the current operating conditions and environmental conditions of the vehicle based on the operating parameters; calculate the target power generation of the vehicle based on the operating conditions, environmental conditions, multi-dimensional state parameters and operating parameters and output the power generation adjustment command; determine the vehicle's electrical balance state after adjustment based on the operating parameters, and maintain the current power generation adjustment command or output the load tiered switching command based on the determination result. The execution module is used to adjust the output power of the generator based on the power generation regulation command; and to perform graded switching control of the vehicle load based on the load switching command.

[0015] The beneficial effects of the technical solutions provided in this application include: 1. This application identifies operating conditions and environmental conditions such as idling, low-speed heavy load, high-speed cruising, hill climbing, parking standby, and low temperature and high cold, and determines the corresponding operating condition correction coefficient based on different operating condition types. This makes the target power generation accurately match the actual operating scenario of the vehicle. Under conditions that are prone to power depletion, such as heavy load / idling / low temperature, the application actively increases the power supplement to ensure sufficient power supply, while reducing the power supplement to avoid redundant power generation under high-speed light load conditions. This solves the two opposing problems of power depletion at idle and redundant power generation at high speed.

[0016] 2. This application obtains multi-dimensional state parameters of the battery and uses these parameters to calculate the target power generation. Based on the introduced health, battery temperature, and battery internal resistance, it can identify the performance degradation characteristics of aging and low-temperature batteries, enabling the target power generation to be dynamically adjusted according to the actual state of the battery. This allows for reducing the charging current of aging batteries and performing temperature compensation correction for low / high temperature batteries, fundamentally solving the problem of rigid control strategies caused by single-dimensional monitoring and significantly extending the battery's service life.

[0017] 3. Traditional solutions use the vehicle bus voltage as the sole control target, passively increasing or decreasing excitation only after the voltage deviates from the preset range. This is a "post-compensation" mechanism with a delayed response and a tendency to overshoot. This application pre-calculates the target power generation based on operating conditions, environmental conditions, multi-dimensional state parameters, and operating parameters, and outputs power generation adjustment commands. Then, it adjusts the generator's output power based on the power generation adjustment commands. Before the voltage deviates, it actively plans the power generation based on the current operating conditions and power demand, transforming "post-compensation" into "calculate first and then adjust" proactive planning and control, which significantly improves the response speed and steady-state accuracy of power balance control.

[0018] 4. This application divides the vehicle load into three priority levels: loads that must be maintained for driving safety, conventional controllable loads, and non-critical redundant loads. The vehicle bus voltage is used as the final criterion. When the generator regulation is sufficient to maintain voltage stability, it can independently complete the power balance control. When the generator regulation cannot maintain voltage stability, the load is automatically switched on in stages as a coordinated control method, forming a dual-channel coordinated mechanism of "generator regulation as the main method and load switching as the auxiliary method", which greatly improves the power supply stability of the system under extreme conditions. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this application, 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 this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a schematic diagram illustrating the main steps of the present invention; Figure 2 This is a flowchart of the method of the present invention. Detailed Implementation

[0021] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0022] Example 1: Please see Figure 1 and Figure 2 This application provides a method for dynamic electric balance control of commercial vehicles, which mainly includes: S1. Obtain the vehicle's operating parameters and the battery's multi-dimensional status parameters, and identify the vehicle's current operating conditions and environmental conditions based on the operating parameters; S101, Parameter Acquisition: In this embodiment, the vehicle's operating parameters include, but are not limited to, engine speed, vehicle speed, throttle opening, brake switch signal, ambient temperature, vehicle bus voltage, and real-time power consumption of the vehicle. These operating parameters can be read in real time through the vehicle's CAN bus network. The multi-dimensional state parameters of a battery include its remaining charge, health status, battery temperature, and internal resistance. These multi-dimensional state parameters can be monitored and output in real time by the battery management system integrated into the battery pack.

[0023] S102, Operating Condition Identification: After obtaining the above parameters, the current operating conditions and environmental conditions of the vehicle are identified based on the operating parameters. The operating conditions include idling, low-speed heavy load, high-speed cruising, hill climbing, and parking standby. The environmental conditions include low temperature and high cold conditions.

[0024] The specific logic for identifying operating conditions is as follows: ①When the vehicle speed is 0 and the engine speed is within the preset idle speed range, it is determined to be in idle condition; The preset idle speed range can be calibrated according to different engine models, and is usually within the range of ±50r / min of the engine's rated idle speed.

[0025] ② When the vehicle speed is less than or equal to the first preset vehicle speed threshold and the throttle opening is greater than or equal to the first preset opening threshold, it is determined to be a low-speed heavy-load condition. As an example, the first preset vehicle speed threshold can be set to 20 km / h, and the first preset opening threshold can be set to 70%. Those skilled in the art will understand that the above thresholds can be adjusted according to the vehicle calibration results of different models.

[0026] ③ When the vehicle speed is within the preset cruise speed range and the throttle opening is within the preset cruise opening range, it is determined to be a high-speed cruise condition; As an example, the preset cruise speed range can be set to 60~90km / h, and the preset cruise opening range can be set to 30%~50%. The above ranges can be calibrated and adjusted according to the powertrain characteristics and economic speed range of different models.

[0027] ④ When the vehicle speed is less than or equal to the second preset vehicle speed threshold, the throttle opening is greater than or equal to the second preset opening threshold, and the duration is greater than or equal to the preset duration, it is determined to be a climbing condition. As an example, the second preset vehicle speed threshold can be set to 15km / h, the second preset opening threshold can be set to 80%, and the preset duration can be set to 3s. The above thresholds and durations can be adjusted according to the driving power characteristics and slope recognition requirements of different vehicle models.

[0028] ⑤ When the vehicle speed is 0 and the real-time power consumption of the whole vehicle is less than the preset power threshold, it is determined to be a parking standby condition; As an example, the preset power threshold can be set to 200W, which can be adjusted according to the vehicle's static current consumption and standby power consumption requirements.

[0029] The specific logic for environmental condition identification is as follows: ⑥ When the ambient temperature is less than or equal to the preset temperature threshold, it is determined to be a low-temperature and high-altitude working condition; As an example, the preset temperature threshold can be set to -5℃, but this threshold can be adjusted according to the climate conditions of different regions and the low-temperature performance characteristics of the battery.

[0030] S2. Calculate the vehicle's target power generation based on operating conditions, environmental conditions, multi-dimensional state parameters, and operating parameters, and output power generation adjustment commands. After completing the operating condition identification, the target power generation of the vehicle is calculated based on the operating conditions, environmental conditions, multi-dimensional state parameters and operating parameters, and the power generation adjustment command is output. In this embodiment, the target power generation is calculated as follows: ; ; in, For the target power generation, This refers to the real-time power consumption of the entire vehicle in the operating parameters. To supplement the charging power of the battery, As the reference power supply, This refers to the state-of-charge correction coefficient determined based on the remaining charge in the multi-dimensional state parameters. This is a health correction coefficient determined based on health status from multi-dimensional state parameters. This is a temperature correction coefficient determined based on the battery temperature from multi-dimensional state parameters. This refers to the internal resistance correction coefficient determined based on the battery's internal resistance from multiple state parameters. These are the operating condition correction factors determined based on the identified operating conditions. These are environmental condition correction factors determined based on the identified environmental conditions. Specifically: : As an example, The value can be determined based on the battery's nominal capacity C (Ah) and nominal voltage U (V). In this embodiment, we take... = C×U×0.1, that is, using 0.1C rate as the base charging power to achieve a balance between ensuring charging safety and charging efficiency; It will be understood by those skilled in the art that The specific rate can be adjusted according to the battery type (such as lead-acid battery, lithium battery, etc.) and the charging strategy recommended by the battery manufacturer, and is not limited to 0.1C rate; : Based on a preset first mapping relationship, specifically, when the remaining battery power is greater than the first standard battery power threshold and less than or equal to the second standard battery power threshold, KSOC is 1, indicating that the battery is in the standard battery power range and is charged at the baseline power; when the remaining battery power is less than or equal to the first standard battery power threshold, KSOC is greater than 1, indicating that the battery is deeply discharged and the charging power needs to be increased to accelerate recovery; when the remaining battery power is greater than the second standard battery power threshold and less than or equal to the third standard battery power threshold, KSOC is less than 1 and greater than 0, indicating that the battery power is too high and the charging power needs to be reduced to avoid overcharging; when the remaining battery power is greater than the third standard battery power threshold, KSOC is 0, indicating that the battery is fully charged and charging stops. As an example, the first standard power threshold can be set to 30%, the second standard power threshold can be set to 60%, and the third standard power threshold can be set to 95%. Those skilled in the art will understand that the above thresholds can be adjusted according to the charge and discharge characteristic curves of different battery types and the recommended values ​​of battery manufacturers. In a specific example provided in this embodiment, The values ​​are shown in the table below:

[0031] The above values ​​are merely examples. The boundary values ​​of each segment and the corresponding KSOC values ​​can be adjusted according to the battery characteristics and calibration results. Those skilled in the art will understand that, in the specific implementation process, more power ranges can be further subdivided based on the above segmented ranges, and different KSOC values ​​can be configured for each subdivided range to achieve more refined power control. These are all simple variations of the technical solution of this application.

[0032] : Based on the preset second mapping relationship, the lower the health level... The smaller the current, the better, so as to limit the charging current of aging batteries and prevent them from being damaged faster or thermal runaway due to high current charging. In a specific example provided in this embodiment, the values ​​are shown in the table below:

[0033] Those skilled in the art will understand that the above-mentioned SOH segmentation ranges and corresponding KSOH values ​​can be adjusted according to battery aging characteristics and safety protection requirements.

[0034] : Based on a preset third mapping relationship, when the battery temperature is greater than the first optimal temperature threshold and less than or equal to the second optimal temperature threshold, A value of 1 indicates that the battery is in its optimal operating temperature range and is being charged at the baseline power. When the battery temperature is less than or equal to the first optimal temperature threshold or greater than the second optimal temperature threshold, A value less than 1 indicates that the battery temperature has deviated from the optimal operating range, and the charging power needs to be reduced to prevent low-temperature lithium plating or high-temperature thermal runaway. As an example, the first optimal temperature threshold can be set to 15°C, and the second optimal temperature threshold can be set to 35°C. Those skilled in the art will understand that the above thresholds can be adjusted according to the temperature-charge acceptance characteristic curves of different battery types.

[0035] In a specific example provided in this embodiment, the values ​​are shown in the table below:

[0036] The above values ​​are for illustrative purposes only; the boundary values ​​and corresponding values ​​for each segment interval are not provided. The specific values ​​can be adjusted according to the battery characteristics and calibration results. Those skilled in the art will understand that, in the specific implementation process, more temperature ranges can be further subdivided based on the above-mentioned segmented ranges, and different values ​​can be configured for each subdivided range. The values ​​are selected to achieve more precise temperature compensation control, and these are all simple variations of the technical solution in this application.

[0037] : The value of KR is determined by the ratio of the battery's internal resistance to that of a brand-new battery; the higher the ratio, the smaller KR is. Specifically, when the internal resistance of a battery gradually increases during use, it indicates that the battery's health is declining, and the charging power needs to be further reduced to protect the battery. As an example, when >1.5× hour, Take 0.85; when >2.0× hour, Take 0.7; Those skilled in the art will understand that the aforementioned internal resistance ratio threshold and the corresponding KR value can be adjusted according to the battery aging characteristics.

[0038] : Determined based on the current operating condition type; different operating condition types correspond to different... value; As an example, under idling conditions The value is 1.2, so as to prioritize battery charging when the engine's power generation capacity is limited at low speeds, and prevent the engine from failing to start after being shut down; Low-speed heavy-load conditions The value is 1.0. At this time, the engine is running under high load and the generator can output full power, and the standard power replenishment strategy is executed. High-speed cruising conditions The value is 0.6, at which point the vehicle's electrical load is low, reducing the supplementary power to avoid redundant power generation and save fuel consumption; Under climbing conditions The value is 0.8. At this point, the engine power prioritizes meeting the driving demand, and the supplementary power is appropriately reduced to alleviate the generator load. Parking standby condition At a value of 0.3, only battery self-discharge compensation needs to be maintained, and ultra-low power replenishment is required.

[0039] Those skilled in the art will understand that the above-mentioned operating conditions correspond to The specific values ​​can be calibrated and adjusted according to the engine economic characteristics and vehicle energy management strategies of different models.

[0040] : Based on the current environmental operating conditions, different environmental operating conditions correspond to different... value; As an example, when the condition is determined to be a low-temperature and high-altitude operating condition, The value is 1.3, designed to increase the charging power and ensure starting reliability under conditions of battery performance degradation at low temperatures and high starting current requirements. It should be noted that... and Achieving dynamic equilibrium Increase the power supply from the demand side of the operating conditions. By limiting the charging current from the battery safety side, the net effect of the two factors is controlled within the acceptable charging power range of the battery. This ensures both the reliability of starting in low-temperature environments and prevents the battery from being damaged by high-current charging at low temperatures.

[0041] It should be noted that the above , The specific values ​​of the boundary values ​​and coefficients of each segment interval are calibration parameters determined through bench tests and real vehicle road tests. Their specific values ​​can be adjusted according to different vehicle configurations, different battery types and different usage scenarios. This application does not impose specific limitations on them.

[0042] Therefore, this application introduces This ensures that the target power generation is precisely matched to the actual operating conditions of the vehicle, and that under conditions prone to power depletion, such as heavy load, idling, and low temperature, the power generation capacity can be precisely matched. and Actively increase supplementary power to ensure sufficient power supply; under high-speed and light-load conditions, through By reducing the power supply to avoid redundant power generation, the two opposing problems of idling power loss and high-speed redundant power generation can be solved simultaneously. At the same time, by introducing Four battery state correction coefficients enable the charging strategy to be dynamically adjusted according to the actual state of the battery, thereby reducing the charging current for aging batteries and performing temperature compensation correction for low / high temperature batteries. This fundamentally solves the problem of rigid control strategy caused by single-dimensional monitoring and significantly extends the service life of the battery.

[0043] S3. Adjust the generator's output power based on the generator regulation command; After calculating the target power generation Afterwards, according to The value generates the corresponding power generation regulation command, which is then output to the generator controller via CAN bus or hard-wired signal. Upon receiving a power generation regulation command, the generator controller adjusts the generator's output power accordingly. In this embodiment, the power generation regulation command is a pulse width modulation signal. The generator excitation regulation module receives the PWM signal and controls the generator output voltage and output power by adjusting the current of the excitation coil. Through the above method, this application pre-calculates the target power generation based on the current operating conditions, environmental conditions, battery status and power demand before the voltage deviates, and performs adjustment. This transforms the traditional passive control of "post-compensation" into active planning control of "calculation before adjustment", which greatly improves the response speed and steady-state accuracy of power balance control.

[0044] S4. Based on the operating parameters, determine the vehicle's electrical balance status after adjustment. Based on the determination result, maintain the current power generation adjustment command or output load switching command. Based on the load switching command, perform graded switching control on the vehicle load.

[0045] After adjusting the generator's output power based on the power generation regulation command, this embodiment also includes judging the adjusted vehicle electrical balance state based on operating parameters, and maintaining the current power generation regulation command or output load tiered switching command based on the judgment result. Specifically, the preferred method for determining the vehicle's electrical balance state is: Determine whether the adjusted vehicle bus voltage is within the preset stable range; As an example, for a 24V commercial vehicle electrical system, the preset stability range can be set to 25.5V~28V. Those skilled in the art will understand that this stability range can be adjusted according to different voltage platforms and the allowable voltage fluctuation range of the vehicle's electrical system. ①If the vehicle bus voltage is within the preset stable range, it means that the current power generation regulation is sufficient to maintain the electrical balance. Therefore, the current power generation regulation command is maintained and the system continues to operate at the current power generation capacity. ② If the vehicle bus voltage is lower than the preset lower limit of the stable range, it means that the current power generation regulation is insufficient to maintain the power balance. That is, the output power of the generator has reached or is close to the physical upper limit, or the load change causes the instantaneous power demand to exceed the power generation capacity. At this time, the output load level switching command is issued.

[0046] In this embodiment, the vehicle-mounted load is pre-divided into at least three priority levels: Level 1 loads are those that are essential for driving safety, including but not limited to the engine control unit (ECU), ABS braking system, vehicle instrument panel and driving lighting system. These loads are continuously powered throughout the entire process and will not be disconnected under any circumstances. Secondary loads are conventional controllable loads, including but not limited to air conditioning systems, heating systems, and windshield wiper systems. These loads can be delayed and disconnected when there is a slight imbalance in the electrical balance. Level 3 loads are non-critical redundant loads, including but not limited to external 24V power supply devices, in-vehicle entertainment screens, and redundant auxiliary heating devices. These loads will be prioritized for disconnection when there is an imbalance in the power supply.

[0047] Those skilled in the art will understand that the specific contents of the above-mentioned load levels can be adjusted according to the electrical architecture and functional safety requirements of different vehicle models. For example, some vehicle models may include the electric power steering system as a first-level load, while some vehicle models may include the rearview mirror heating system as a second-level load.

[0048] The load grading switching command specifically includes: prioritizing the disconnection of tertiary loads; if the vehicle bus voltage fails to recover to the preset stable range after a preset delay, then disconnecting secondary loads; The preset delay can be set to 5 seconds, but those skilled in the art will understand that the delay can be adjusted according to the system response characteristics and load recovery requirements, with the aim of avoiding system oscillations caused by frequent load switching. Once the vehicle bus voltage returns to the preset stable range, power supply is restored step by step in the order of secondary loads and tertiary loads. That is, conventional controllable loads are restored first, followed by non-critical redundant loads, to ensure a smooth system transition. Through the aforementioned tiered switching mechanism, this application uses the vehicle bus voltage as the final criterion. When the generator regulation is sufficient to maintain voltage stability, it independently completes the power balance control. When the generator regulation cannot maintain voltage stability, it automatically engages tiered load switching as a coordinated control measure, forming a dual-channel coordinated mechanism of "generator regulation priority, load switching as a backup." When multiple high-power loads operate simultaneously and the generator regulation cannot maintain power balance, the system proactively disconnects non-critical loads in stages to ensure absolute power supply to core safety loads such as the engine ECU and ABS, eliminating the risk of power outages to critical loads at the source and significantly improving the system's power supply stability and driving safety under extreme conditions.

[0049] Example 2: Based on the same technical concept as Embodiment 1, this application also provides a system based on the commercial vehicle dynamic electric balance control method, which is used to execute the commercial vehicle dynamic electric balance control method of Embodiment 1 above; In this embodiment, the system includes a data acquisition module, a processing module, and an execution module, specifically: The data acquisition module is used to acquire the vehicle's operating parameters and the battery's multi-dimensional status parameters. The data acquisition module includes a vehicle perception and acquisition unit and a battery status monitoring unit. The vehicle perception and acquisition unit is connected to the vehicle's CAN bus network and is used to acquire operating parameters such as engine speed, vehicle speed, throttle opening, brake switch signal, ambient temperature, vehicle bus voltage, and real-time vehicle power consumption in real time. The battery status monitoring unit is integrated inside the battery pack and is used to acquire multi-dimensional status parameters such as the battery's remaining charge, health, battery temperature, and battery internal resistance in real time. The data acquisition module transmits all acquired parameters to the processing module via CAN bus or hard-wired signals.

[0050] The processing module is used to identify the current operating conditions and environmental conditions of the vehicle based on operating parameters; calculate the target power generation of the vehicle based on operating conditions, environmental conditions, multi-dimensional state parameters and operating parameters and output power generation adjustment commands; and judge the vehicle's electrical balance state after adjustment based on operating parameters, and maintain the current power generation adjustment commands or output load tiered switching commands based on the judgment results. Specifically, the processing module includes a working condition identification unit, a central electronic control decision unit, and a load management unit; The operating condition identification unit receives the operating parameters sent by the data acquisition module, identifies the idling condition, low-speed heavy load condition, high-speed cruising condition, climbing condition, parking standby condition and low temperature and high cold condition according to the method of Embodiment 1, and sends the identification results to the central electronic control decision unit. The central electronic control decision-making unit, based on the received operating parameters, multi-dimensional status parameters, and operating condition identification results, follows... Calculate the target power generation and generate a power generation regulation command based on the target power generation, which is then sent to the execution module; After the power generation regulation is completed, the load management unit determines the power balance status based on the vehicle bus voltage and outputs load level switching commands to the execution module when necessary. Those skilled in the art will understand that the processing module can be implemented using a 32-bit automotive-grade microcontroller (MCU), which integrates a calibration database to store the segmented intervals of each correction coefficient and the corresponding correction coefficient values. The specific values ​​in the calibration database can be determined through bench testing and real vehicle road testing, and this application does not impose any specific limitations on this.

[0051] The execution module is used to adjust the output power of the generator based on the power generation regulation command; and to perform hierarchical switching control of the vehicle load based on the load switching command.

[0052] Specifically, the execution module includes a generator excitation regulation unit and a load grading control unit. The generator excitation regulation unit receives generation regulation commands from the processing module. These commands are PWM signals. The generator excitation regulation unit controls the generator output power by adjusting the generator excitation coil current. The load grading control unit receives load grading switching commands from the processing module and performs step-by-step switching control of the primary, secondary, and tertiary loads according to the method in Embodiment 1—prioritizing the disconnection of the tertiary load, delaying the disconnection of the secondary load, and maintaining continuous power supply to the primary load throughout. The division and switching logic of the above-mentioned load levels are the same as in Embodiment 1 and will not be repeated here.

[0053] Through the collaborative work of the data acquisition module, processing module and execution module described above, the system executes the method steps of Embodiment 1 in a closed loop to achieve dynamic adaptive adjustment of the vehicle's electrical balance.

[0054] The specific implementation principle, technical effect, and detailed working method of each module of the commercial vehicle dynamic electric balance control system of this application embodiment have been described in detail in the aforementioned method embodiment one, and will not be repeated here.

[0055] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0056] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0057] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A method of dynamic balance control of a commercial vehicle, characterized in that, Includes the following steps: The vehicle's operating parameters and the battery's multi-dimensional status parameters are obtained, and the vehicle's current operating conditions and environmental conditions are identified based on the operating parameters. Based on the operating conditions, environmental conditions, multi-dimensional state parameters, and operating parameters, the target power generation of the vehicle is calculated and a power generation adjustment command is output. Adjust the generator's output power based on the aforementioned power generation regulation command; Based on the operating parameters, the vehicle's electrical balance state after adjustment is determined. Based on the determination result, the current power generation adjustment command or the output load switching command is maintained. Based on the load switching command, the vehicle load is controlled in a graded switching manner.

2. The method of dynamic balance control of a commercial vehicle of claim 1, characterized in that, The operating parameters include engine speed, vehicle speed, throttle opening, brake switch signal, ambient temperature, vehicle bus voltage, and real-time power consumption of the vehicle; the multi-dimensional status parameters include the remaining battery charge, battery health, battery temperature, and battery internal resistance.

3. The method of dynamic balance control of a commercial vehicle of claim 2, characterized in that, The operating conditions include idling, low-speed heavy load, high-speed cruising, hill climbing, and parking / standby conditions; the environmental conditions include low-temperature and high-altitude cold conditions. Based on the aforementioned operating parameters, the current operating conditions and environmental conditions of the vehicle are identified, specifically including: When the vehicle speed is 0 and the engine speed is within the preset idle speed range, it is determined to be in idle condition. When the vehicle speed is less than or equal to the first preset vehicle speed threshold and the throttle opening is greater than or equal to the first preset opening threshold, it is determined to be a low-speed heavy-load condition. When the vehicle speed is within the preset cruise speed range and the throttle opening is within the preset cruise opening range, it is determined to be a high-speed cruise condition. When the vehicle speed is less than or equal to the second preset vehicle speed threshold, the throttle opening is greater than or equal to the second preset opening threshold, and the duration is greater than or equal to the preset duration, it is determined to be a climbing condition. When the vehicle speed is 0 and the real-time power consumption of the whole vehicle is less than the preset power threshold, it is determined to be in parking standby mode. When the ambient temperature is less than or equal to the preset temperature threshold, it is determined to be a low-temperature and high-altitude working condition.

4. The commercial vehicle dynamic balance control method of claim 2, characterized by, The target power generation of the vehicle is calculated based on the aforementioned operating conditions, multi-dimensional state parameters, and operating parameters, specifically as follows: ； ； wherein, is the target power generation power, is the real-time power consumption of the vehicle in the operating parameters, is the supplementary charging power of the battery, is the reference power supply, is the state of charge correction coefficient determined based on the remaining power in the multi-dimensional state parameters, is the health correction coefficient determined based on the health in the multi-dimensional state parameters, is the temperature correction coefficient determined based on the battery temperature in the multi-dimensional state parameters, is the internal resistance correction coefficient determined based on the battery internal resistance in the multi-dimensional state parameters, is the operating condition correction coefficient determined based on the identified operating condition, is the environmental condition correction coefficient determined based on the identified environmental condition.

5. The commercial vehicle dynamic balance control method of claim 4, characterized by, The According to a preset first mapping relationship, when the remaining power is greater than a first standard power threshold and less than or equal to a second standard power threshold, 1; when the remaining power is less than or equal to the first standard power threshold, greater than 1; when the remaining power is greater than the second standard power threshold and less than or equal to a third standard power threshold, less than 1 and greater than 0; when the remaining power is greater than the third standard power threshold, 0.

6. The commercial vehicle dynamic balance control method of claim 4, characterized by, The According to the second preset mapping relationship, the lower the health degree is, the smaller the value is. the smaller the value is. The According to the third preset mapping relationship, when the battery temperature is greater than the first optimal temperature threshold and less than or equal to the second optimal temperature threshold, 1; when the battery temperature is less than or equal to the first optimal temperature threshold or greater than the second optimal temperature threshold, Less than 1.

7. The commercial vehicle dynamic balance control method of claim 4, characterized by, The The ratio of the battery internal resistance to the internal resistance of a new battery is determined, and the higher the ratio, the smaller the KR. The According to the current operating condition type determination, different condition types correspond to different ; The According to the current environmental working condition type determination, different environmental working conditions correspond to different .

8. The commercial vehicle dynamic balance control method of claim 2, characterized by, Based on the operating parameters, the adjusted vehicle electrical balance state is determined. Based on the determination result, the current power generation adjustment command or output load switching command is maintained. Based on the load switching command, the on-board load is subjected to graded switching control, specifically including: Determine whether the vehicle bus voltage is within the preset stable range based on the adjusted operating parameters; If so, then maintain the current power generation regulation command; If not, output the load grading switching instruction.

9. The commercial vehicle dynamic balance control method of claim 8, characterized by, This also includes dividing the vehicle load into at least three priority levels, the three priority levels including: Level 1 load, a load that must be protected for driving safety; The secondary load is a conventional, controllable load. Level 3 load is a non-critical redundant load. The load grading switching command includes: firstly disconnecting the third-level load; if the vehicle bus voltage does not recover to the preset stable range after a preset delay, then disconnecting the second-level load; after the vehicle bus voltage recovers to the preset stable range, power supply is restored level by level in the order of the second-level load and the third-level load.

10. A system for dynamic balance control of a commercial vehicle based on the method of claim 1, characterized by include: The data acquisition module is used to acquire the vehicle's operating parameters and the battery's multi-dimensional status parameters. a processing module configured to identify a running condition and an environmental condition in which the vehicle currently locates based on the running parameter; calculate a target power generation of the vehicle based on the running condition, the environmental condition, the multi-dimensional state parameter and the running parameter, and output a power generation adjustment instruction; judge a balanced state of the vehicle after adjustment based on the running parameter, and maintain the current power generation adjustment instruction or output a load staged switching instruction based on a judgment result; an executing module configured to adjust an output power of the generator based on the power generation adjustment instruction, and perform staged switching control on the on-board load based on the load switching instruction.

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