Methods, devices and equipment for controlling the power generation of engines in hybrid vehicles

Abstract

This invention discloses a method, apparatus, and device for controlling the power generation of a hybrid vehicle's engine. The method includes: during the hybrid vehicle's operation, acquiring the slope information of the road where the hybrid vehicle is located, as well as acquiring the battery temperature, the maximum allowable charging power of the battery, and the energy recovery power of the drive motor; if the slope information indicates that the hybrid vehicle is in a downhill condition and the battery temperature is greater than a preset temperature threshold, controlling the engine's power generation based on the slope information; if the slope information indicates that the hybrid vehicle is in a downhill condition and the battery temperature is less than or equal to the preset temperature threshold, controlling the engine's power generation based on the maximum charging power and the energy recovery power. This invention solves the technical problem of simultaneously ensuring the vehicle's battery charging capability and reducing the risk of battery overcharging.

Description

Technical Field

[0001] This invention belongs to the field of engine control technology, and particularly relates to a method, device and equipment for controlling the power generation of an engine in a hybrid vehicle. Background Technology

[0002] Hybrid vehicles currently widely feature energy recovery systems. During this process, the vehicle's kinetic energy is converted into electrical energy to recharge the battery, thus improving overall energy efficiency. However, this also presents a problem: the battery is susceptible to overcharging and damage. Prolonged overcharging accelerates cell degradation and shortens battery life. Furthermore, the vehicle's control system may forcibly release excess energy to mitigate overcharging risks, leading to energy waste and increased fuel consumption. Current technology typically addresses battery overcharging by limiting engine power generation. However, this can result in a continuous decrease in battery charge, insufficient battery capacity, and subsequent high-power engine generation during uphill driving or acceleration, which increases fuel consumption and negatively impacts driving experience. Therefore, the challenge of balancing ensuring adequate battery capacity with mitigating overcharging risks is a critical technical issue that urgently needs to be addressed. Summary of the Invention

[0003] This invention provides a method, device, and equipment for controlling the power generation of an engine in a hybrid vehicle, solving the technical problem of simultaneously ensuring the vehicle's power supply capability and reducing the risk of battery overcharging.

[0004] In a first aspect, embodiments of the present invention provide a method for controlling the power generation of an engine in a hybrid vehicle, comprising: during the driving of the hybrid vehicle, acquiring slope information of the road where the hybrid vehicle is located, and acquiring the battery temperature of the hybrid vehicle, the maximum allowable charging power of the battery of the hybrid vehicle, and the energy recovery power of the drive motor of the hybrid vehicle; if the slope information indicates that the hybrid vehicle is in a downhill condition and the battery temperature is greater than a preset temperature threshold, controlling the power generation of the engine based on the slope information; if the slope information indicates that the hybrid vehicle is in a downhill condition and the battery temperature is less than or equal to the preset temperature threshold, controlling the power generation of the engine based on the maximum charging power and the energy recovery power.

[0005] In conjunction with the first aspect of the present invention, in some embodiments, controlling the generator power of the engine based on the maximum charging power and the energy recovery power includes: obtaining the required driving power for the hybrid vehicle to maintain its current speed; if the difference between the maximum charging power and the energy recovery power is greater than a preset power threshold, controlling the generator power of the engine based on the required driving power, the maximum charging power, and the energy recovery power; if the difference between the maximum charging power and the energy recovery power is less than or equal to the preset power threshold, controlling the generator power of the engine based on the required driving power.

[0006] In conjunction with the first aspect of the present invention, in some embodiments, controlling the power generation power of the engine based on the demand-driven power, the maximum charging power, and the energy recovery power includes: taking the difference between the maximum charging power and the energy recovery power as a first value; summing the first value and the demand-driven power as a target power generation power; and controlling the power generation power of the engine based on the target power generation power.

[0007] In conjunction with the first aspect of the present invention, in some embodiments, the slope information includes a downhill slope; controlling the power generation of the engine based on the slope information includes: obtaining the basic power generation of the engine; the basic power generation is the power generation of the engine when the hybrid vehicle is driving on a flat road; determining a compensation power based on the downhill slope, wherein the steeper the downhill slope, the greater the compensation power; determining a target power generation based on the difference between the basic power generation and the compensation power; and controlling the power generation of the engine based on the target power generation.

[0008] In conjunction with the first aspect of the present invention, in some embodiments, if the downhill slope is 0% to -5%, the compensation power is 0% to 6% of the base power generation; if the downhill slope is -5% to -10%, the compensation power is 6% to 12% of the base power generation; if the downhill slope is -10% to -15%, the compensation power is 12% to 18% of the base power generation.

[0009] In conjunction with the first aspect of the present invention, in some embodiments, if the slope information indicates that the hybrid vehicle is in an uphill condition, the power generation of the engine is controlled based on the slope information.

[0010] In conjunction with the first aspect of the present invention, in some embodiments, the slope information includes an uphill slope; controlling the power generation of the engine based on the slope information includes: obtaining the basic power generation of the engine; the basic power generation is the power generation of the engine when the hybrid vehicle is driving on a flat road; determining a compensation power based on the uphill slope; wherein, the steeper the uphill slope, the greater the compensation power; determining a target power generation based on the sum of the basic power generation and the compensation power; and controlling the power generation of the engine based on the target power generation.

[0011] In conjunction with the first aspect of the present invention, in some embodiments, if the uphill slope is 0% to 5%, the compensation power is 0% to 10% of the base power generation; if the uphill slope is 5% to 10%, the compensation power is 10% to 15% of the base power generation; and if the uphill slope is 10% to 15%, the compensation power is 15% to 20% of the base power generation.

[0012] In conjunction with the first aspect of the present invention, in some embodiments, the hybrid vehicle is equipped with a slope detection sensor; the step of obtaining the slope information of the road where the hybrid vehicle is located includes: obtaining the detected slope of the slope detection sensor; if the detected slope is within a preset slope range, using the detected slope as the slope information of the road where the hybrid vehicle is located; if the detected slope is not within the preset slope range, obtaining multi-dimensional slope-related parameters, and calculating the slope information of the road where the hybrid vehicle is located based on the multi-dimensional slope-related parameters.

[0013] In conjunction with the first aspect of the present invention, in some embodiments, the acquisition of multidimensional slope-related parameters includes: acquiring the motor torque of the hybrid vehicle, the total reduction ratio of the transmission system, the transmission efficiency of the transmission system, the wheel rolling radius, the vehicle mass, the longitudinal acceleration, the vehicle speed, the rolling resistance coefficient, the wind resistance coefficient, and the frontal area.

[0014] Secondly, embodiments of the present invention provide a power generation control device for an engine of a hybrid vehicle, comprising: an information acquisition unit, configured to acquire, during the driving of the hybrid vehicle, the slope information of the road where the hybrid vehicle is located, and the battery temperature of the hybrid vehicle, the maximum allowable charging power of the battery of the hybrid vehicle, and the energy recovery power of the drive motor of the hybrid vehicle; a first power control unit, configured to control the power generation of the engine based on the slope information if the slope information indicates that the hybrid vehicle is in a downhill condition and the battery temperature is greater than a preset temperature threshold; and a second power control unit, configured to control the power generation of the engine based on the maximum charging power and the energy recovery power if the slope information indicates that the hybrid vehicle is in a downhill condition and the battery temperature is less than or equal to the preset temperature threshold.

[0015] Thirdly, embodiments of the present invention provide an electronic device, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the method described in any of the first aspects.

[0016] The one or more technical solutions provided in the embodiments of the present invention achieve at least the following technical effects or advantages: This invention, in its embodiments, acquires the slope information of the road where the hybrid vehicle is located, as well as the battery temperature, the maximum allowable charging power of the battery, and the energy recovery power of the drive motor during the hybrid vehicle's operation. If the slope information indicates that the hybrid vehicle is in a downhill condition and the battery temperature is greater than a preset temperature threshold, the engine's power generation is controlled based on the slope information. If the slope information indicates that the hybrid vehicle is in a downhill condition and the battery temperature is less than or equal to the preset temperature threshold, the engine's power generation is controlled based on the maximum charging power and the energy recovery power. When the battery temperature is greater than the preset temperature threshold, the maximum allowable charging power of the battery is relatively large, and there is no need to excessively limit the engine's power generation. In this case, the engine's power generation can be slightly reduced based on the slope information to avoid excessive limitation of the engine's power generation, which would cause the battery charge to continuously decrease, thus ensuring the vehicle's battery retention capability. When the battery temperature is less than or equal to the preset temperature threshold, the maximum charging power is significantly reduced. In this case, the engine's power generation is controlled based on the maximum charging power and the energy recovery power to prevent the current charging power of the battery from exceeding the maximum charging power, thereby fundamentally preventing overcharging of the battery caused by the superposition of the two charging power sources. Therefore, it achieves the beneficial effect of balancing the vehicle's power retention capability with reducing the risk of battery overcharging. Attached Figure Description

[0017] 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 some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a flowchart of a method for controlling the power generation of a hybrid vehicle's engine, as described in an embodiment of the present invention. Figure 2 This is a functional block diagram of the generator power control device of the engine of a hybrid vehicle in an embodiment of the present invention; Figure 3 This is a schematic diagram of the structure of an electronic device in an embodiment of the present invention. Detailed Implementation

[0019] 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 the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0020] In this invention, the terms "first," "second," etc., are used 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 feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. Furthermore, the technical solutions of the various embodiments can be combined with each other, but only on the basis of being achievable by those skilled in the art. If the combination of technical solutions is contradictory or impossible to implement, such a combination of technical solutions should be considered non-existent and not within the scope of protection claimed by this invention.

[0021] This invention provides a method for controlling the power generation of a hybrid vehicle's engine, with reference to... Figure 1 As shown, the method includes the following steps S101 to S103: S101: During the operation of the hybrid vehicle, obtain the slope information of the road where the hybrid vehicle is located, as well as the battery temperature of the hybrid vehicle, the maximum allowable charging power of the hybrid vehicle's battery, and the energy recovery power of the hybrid vehicle's drive motor.

[0022] It should be noted that the battery can be a power battery. The maximum allowable charging power of the battery is the maximum charging input power that the battery can safely withstand in the current battery state, calculated and output in real time by the power battery management system. It is a rigid safety threshold on the charging side of the entire vehicle, used to avoid irreversible damage such as battery overcharging, lithium plating in cells, and thermal runaway. The unit is generally kW. The maximum charging power value is dynamic and changes in real time with the battery state. In low-temperature environments, the activity of lithium ions decreases, and the allowable charging power will decrease significantly. When the battery is close to full charge, the allowable charging power will also gradually narrow. It is also affected by factors such as battery health status and the consistency of individual cell voltage. It should also be noted that the energy recovery power of the drive motor is the power that the drive motor switches to generator operation mode when the hybrid vehicle is downhill, coasting, or braking, converting the kinetic energy (or gravitational potential energy) of the hybrid vehicle into electrical energy and feeding it back to the vehicle's high-voltage bus. This is a renewable free charging power, and the unit is generally kW. The amount of regenerative power is directly related to vehicle speed, road gradient, brake pedal depth, and the maximum power generation capacity of the motor; the steeper the gradient, the higher the vehicle speed, and the greater the braking intensity, the higher the regenerative power; at the same time, the actual output limit of regenerative power is also limited by the maximum charging power currently allowed by the battery.

[0023] In some implementations, the hybrid vehicle is equipped with a slope detection sensor; obtaining the slope information of the road where the hybrid vehicle is located includes: obtaining the detected slope of the slope detection sensor; if the detected slope is within a preset slope range, using the detected slope as the slope information of the road where the hybrid vehicle is located; if the detected slope is not within the preset slope range, obtaining multi-dimensional slope-related parameters, and calculating the slope information of the road where the hybrid vehicle is located based on the multi-dimensional slope-related parameters.

[0024] It should be noted that the preset slope range can be -15% to 15%, or -20% to 20%. Specifically, using the detected slope as the slope information of the road where the hybrid vehicle is located can be: using the detected slope as the uphill or downhill slope of the road where the hybrid vehicle is located.

[0025] In some implementations, multidimensional slope-related parameters are obtained, including: the motor torque of the hybrid vehicle, the total reduction ratio of the transmission system, the transmission efficiency of the transmission system, the wheel rolling radius, the vehicle mass, the longitudinal acceleration, the vehicle speed, the rolling resistance coefficient, the wind resistance coefficient, and the frontal area.

[0026] In some implementations, the slope information of the road where the hybrid vehicle is located is calculated based on multi-dimensional slope-related parameters, including: the motor torque of the hybrid vehicle, the total reduction ratio of the transmission system, the transmission efficiency of the transmission system, the wheel rolling radius, the vehicle mass, the longitudinal acceleration, the vehicle speed, the rolling resistance coefficient, the wind resistance coefficient, and the frontal area.

[0027] It should be noted that the total reduction ratio of the transmission system is the ratio of the output shaft speed of the drive motor to the speed of the drive wheels in a hybrid vehicle, and is equal to the product of the transmission ratios of all stages of the reduction mechanism between the motor and the wheels. The rolling resistance coefficient is a dimensionless parameter characterizing the rolling resistance of the wheels, defined as the ratio of the rolling resistance experienced by the wheels to the vertical load on the wheels (vehicle weight), comprehensively reflecting the resistance level caused by tire deformation, road surface micro-friction, and tire hysteresis loss. The drag coefficient is a dimensionless parameter measuring the air resistance characteristics of a vehicle, defined as the ratio of air resistance to the product of air pressure and frontal area, determined by the overall vehicle design; a smaller value indicates lower air resistance. The frontal area is the projected area of ​​the vehicle along the positive direction of travel, measured in square meters, and is a geometric parameter determining the magnitude of air resistance; a larger area results in greater air resistance. Longitudinal acceleration is the linear acceleration of the vehicle along the forward and backward travel direction, measured in m / s². 2 The value is positive when the vehicle accelerates and negative when it decelerates or brakes.

[0028] Specifically, the slope information of the road where the hybrid vehicle is located can be calculated based on multi-dimensional slope-related parameters, and the following formula can be used as a reference: ; Where i represents the uphill or downhill slope, with uphill being positive and downhill being negative; T represents the motor torque, in N. m; i g η is the total reduction ratio of the transmission system. T The transmission efficiency of the transmission system is 0.9 to 0.98; r is the wheel rolling radius in meters (m); m is the vehicle mass in kilograms (kg); and a is the longitudinal acceleration in meters per second (m / s²). 2 v is the vehicle speed in km / h; g is the acceleration due to gravity, which can be 9.81 m / s². 2 f is the rolling resistance coefficient, which can take a value of 0.015; C D A is the drag coefficient, which is typically around 0.3 for cars; A is the frontal area, which is approximately 2.0 m² for cars. 2 .

[0029] It should be noted that, through multi-level slope signal verification and fault-tolerance mechanisms, this invention significantly improves the accuracy and reliability of slope input information, providing a stable input foundation for the precise adjustment of the vehicle's power generation. In the slope-based power generation control strategy, the slope signal is the core basis for determining operating conditions and calculating power. If the sensor signal is distorted, jumps, or lost, it will directly lead to misjudgment of the vehicle's operating conditions: for example, if an uphill condition is misjudged as a flat road or downhill, it will result in insufficient power generation, causing battery depletion and limited power output; if a downhill condition is misjudged as an uphill, it will lead to redundant power generation, which will increase fuel consumption and easily lead to the risk of battery overcharging due to the superposition of energy recovery power, directly affecting the reliability of vehicle operation and battery life. This invention employs a three-tiered protection mechanism to ensure the validity of slope information: First, by limiting the slope range within a reasonable range, abnormal jump signals exceeding normal road conditions are quickly filtered out, completing an initial validity check. Second, relying on the vehicle dynamics model, the theoretical slope value is calculated in real time based on multiple source parameters such as longitudinal acceleration and motor torque, forming a redundant check with the measured slope signal from the chassis. When the measured slope signal fails, the system automatically switches to the theoretical slope value to complete the power generation calculation, ensuring continuous and uninterrupted control logic. Simultaneously, a fault alert is triggered to guide user troubleshooting and prevent control logic malfunction. This mechanism reduces the interference of abnormal signals on power generation control from the source, improves the accuracy of slope information, and thus ensures the precision of engine power generation adjustment.

[0030] S102: If the slope information indicates that the hybrid vehicle is in a downhill condition and the battery temperature is greater than the preset temperature threshold, the engine's power generation is controlled based on the slope information.

[0031] In some implementations, the slope information includes the downhill slope; controlling the engine's power generation based on the slope information includes: obtaining the engine's base power generation; the base power generation is the engine's power generation when the hybrid vehicle is driving on a flat road; determining compensation power based on the downhill slope, wherein the steeper the downhill slope, the greater the compensation power; determining a target power generation based on the difference between the base power generation and the compensation power; and controlling the engine's power generation based on the target power generation.

[0032] More specifically, the base power generation capacity can be the engine's power generation capacity during the last time the hybrid vehicle was driven on a flat road. The preset temperature threshold can be -15℃ to -20℃.

[0033] In some implementations, the target power generation is determined based on the difference between the base power generation and the compensation power. This can be achieved by subtracting the compensation power from the base power generation and using the difference as the target power generation.

[0034] In other implementations, the target power generation is determined based on the difference between the base power generation and the compensation power. This can be achieved by: determining the difference between the base power generation and the compensation power; and multiplying the difference between the base power generation and the compensation power by a preset first correction coefficient, and using the resulting product as the target power generation.

[0035] In some implementations, if the downhill slope is 0% to -5%, the compensation power is 0% to 6% of the base power generation; if the downhill slope is -5% to -10%, the compensation power is 6% to 12% of the base power generation; and if the downhill slope is -10% to -15%, the compensation power is 12% to 18% of the base power generation.

[0036] It should be noted that the embodiments of the present invention use a base power generation capacity as a benchmark, combined with a control method that adds or subtracts compensation power based on slope conditions. This allows for precise adaptation and smooth transition of power generation capacity under slope conditions while ensuring fuel economy under basic operating conditions, combining engineering practicality with advantages in overall vehicle performance. Flat roads represent the most frequent operating condition for vehicles in daily driving. The base power generation capacity, calibrated based on the engine's optimal fuel consumption range, battery SOC maintenance target, and high-voltage accessory load, serves as the optimal benchmark for vehicle energy management. Using this as the control basis ensures that the engine always operates in its efficient operating range during the most frequent regular driving scenarios, fundamentally guaranteeing the vehicle's basic fuel economy and battery power retention capabilities. This avoids increased fuel consumption in basic driving scenarios due to deviations from optimal operating conditions caused by independent slope settings. By linearly increasing or decreasing the power generation capacity based on the slope gradient on the base power generation capacity on flat roads, precise matching between power generation output and road resistance can be achieved. When going uphill, driving resistance increases with the gradient. Increased power generation can promptly replenish driving energy consumption, suppressing rapid drops in battery SOC and ensuring power reserves for continuous climbing. When going downhill, driving demand decreases with the gradient. Reduced power generation avoids fuel waste caused by excess power generation and weakens the cumulative effect of charging power. This method ensures that the power adjustment range corresponds directly to the resistance change, preventing power limitations due to insufficient power on steep slopes and increased energy consumption due to redundant power on gentle slopes. Furthermore, the benchmark-based adjustment architecture significantly reduces calibration workload, facilitating rapid adaptation to different vehicle models. Continuous and gradual changes in power generation during operating condition switching avoid engine torque fluctuations and driving jerks caused by power jumps. In case of abnormal gradient signals, the system can directly revert to the benchmark power for flat roads, providing a safety net and effectively improving the robustness of the vehicle's energy management strategy.

[0037] Regarding the downhill driving condition, the engine's power generation is controlled based on gradient information. This control is performed using a base power generation capacity and a compensation power. Because the base power generation capacity under flat road conditions is considered, adjustments can be made based on this base capacity during subsequent downhill driving, improving vehicle smoothness. In contrast, the power generation can also be directly determined using a lookup table method. This method reduces computational load and improves vehicle response speed, as follows: In other embodiments, the slope information includes the downhill slope; controlling the engine's power generation based on the slope information includes: inputting the downhill slope into a first correspondence to obtain a target power generation; and controlling the engine's power generation based on the target power generation; wherein the first correspondence is a correspondence between the downhill slope and the power generation.

[0038] S103: If the slope information indicates that the hybrid vehicle is in a downhill condition and the battery temperature is less than or equal to a preset temperature threshold, the engine's power generation power is controlled based on the maximum charging power and energy recovery power.

[0039] It's important to note that when the battery temperature exceeds the preset temperature threshold, the maximum allowable charging power is relatively high, and there's no need to excessively limit the engine's power generation. In this case, the engine's power generation can be slightly reduced based on the slope information to avoid excessive limitation leading to a continuous decrease in battery charge, thus ensuring the vehicle's overall battery capacity. When the battery temperature is below or equal to the preset temperature threshold, the maximum charging power decreases significantly. At this point, the engine's power generation is controlled based on the maximum charging power and energy recovery power to prevent the current battery charging power from exceeding the maximum charging power, fundamentally avoiding overcharging caused by the superposition of two charging power sources. Therefore, this achieves a beneficial balance between ensuring the vehicle's overall battery capacity and reducing the risk of battery overcharging.

[0040] In some implementations, controlling the engine's power generation based on the maximum charging power and energy recovery power includes: obtaining the required driving power for the hybrid vehicle to maintain its current speed; if the difference between the maximum charging power and the energy recovery power is greater than a preset power threshold, controlling the engine's power generation based on the required driving power, the maximum charging power, and the energy recovery power; if the difference between the maximum charging power and the energy recovery power is less than or equal to the preset power threshold, controlling the engine's power generation based on the required driving power.

[0041] It should be noted that the preset power threshold can be 0. If the difference between the maximum charging power and the energy recovery power is greater than the preset power threshold, it means that the battery can still receive additional charging power after absorbing all the energy recovery power. If the difference between the maximum charging power and the energy recovery power is less than or equal to the preset power threshold, it means that the battery's full charging capacity has been filled by the energy recovery power alone; in this case, the engine does not need to generate electricity for the battery at all, only needing to output just enough driving power to meet the vehicle's driving needs.

[0042] In some implementations, controlling the engine's power generation based on demand-driven power, maximum charging power, and energy recovery power includes: using the difference between the maximum charging power and the energy recovery power as a first value; summing the first value with the demand-driven power as a target power generation; and controlling the engine's power generation based on the target power generation.

[0043] Specifically, the difference between the maximum charging power and the energy recovery power can be used as the first value. Alternatively, the difference between the maximum charging power and the energy recovery power can be used as the first value.

[0044] In some implementations, controlling the engine's power generation based on demand-driven power can be achieved by: using demand-driven power as the target power generation; and controlling the engine's power generation based on the target power generation.

[0045] This method for calculating tiered power generation under low-temperature downhill conditions fundamentally resolves the core contradiction between battery overcharging risk and energy waste, simultaneously achieving the dual benefits of battery safety protection and improved fuel economy. Specifically, addressing the reduced lithium-ion activity and significant decrease in the battery's maximum allowable charging power at low temperatures, this solution uses the battery's maximum allowable charging power as a rigid constraint boundary. It prioritizes utilizing free regenerative braking power to fill the charging allowance, then dynamically matches the engine's power generation, completely avoiding the problem of excessive power overlap between engine generation and regenerative braking power under traditional fixed power generation strategies. When the difference between the maximum charging power and the regenerative braking power exceeds a preset power threshold, engine generation only supplements the actual driving demand and remaining charging allowance. This ensures power supply for vehicle operation, avoids forced battery discharge at low temperatures which exacerbates cell degradation, fully utilizes the battery's remaining charging capacity, eliminates excess energy dissipation, and improves overall vehicle energy efficiency. When the difference between the maximum charging power and the energy recovery power is less than or equal to a preset power threshold, the engine only outputs enough driving power to sustain driving, completely stopping charging-related power generation output. This cuts off additional charging input at the source, thoroughly avoiding the risk of overcharging caused by power superposition and preventing irreversible damage such as lithium plating and premature capacity decay in the battery cells. Simultaneously, excess recovered energy is converted into automatic energy, and its release does not generate fuel loss, significantly reducing ineffective fuel consumption compared to the engine's multiple-generation and re-release scheme. This dual-branch calculation logic, through refined power matching, minimizes ineffective fuel consumption while strictly adhering to the bottom line of battery charging safety. Compared to a single power limiting strategy, it avoids both excessive conservatism leading to battery depletion and insufficient power, and eliminates the risk of overcharging, achieving an optimal balance between battery life and overall vehicle economy under low-temperature downhill conditions.

[0046] It should be noted that steps S102 and S103 are for downhill conditions. However, the hybrid vehicle's engine power generation control method also includes step S104, which is for uphill conditions. S104: If the slope information indicates that the hybrid vehicle is in an uphill condition, control the engine's power generation based on the slope information.

[0047] In some implementations, the slope information includes the uphill slope; controlling the engine's power generation based on the slope information includes: obtaining the engine's basic power generation; the basic power generation is the engine's power generation when the hybrid vehicle is driving on a flat road; determining the compensation power based on the uphill slope; wherein, the steeper the uphill slope, the greater the compensation power; determining the target power generation based on the sum of the basic power generation and the compensation power; and controlling the engine's power generation based on the target power generation.

[0048] In some implementations, the target power generation is determined based on the sum of the base power generation and the compensation power. This can be achieved by using the sum of the base power generation and the compensation power as the target power generation.

[0049] In other implementations, the target power generation is determined based on the sum of the base power generation and the compensation power. This can be achieved by: determining the sum of the base power generation and the compensation power; and multiplying the sum of the base power generation and the compensation power by a preset second correction coefficient, and using the resulting product as the target power generation.

[0050] In some implementations, if the uphill slope is 0% to 5%, the compensation power is 0% to 10% of the base power generation; if the uphill slope is 5% to 10%, the compensation power is 10% to 15% of the base power generation; and if the uphill slope is 10% to 15%, the compensation power is 15% to 20% of the base power generation.

[0051] It should be noted that the embodiments of the present invention adjust the increase or decrease of power generation according to different slope gradients to achieve precise matching between power generation output and road driving resistance, taking into account the vehicle's battery retention capacity, fuel economy, and driving smoothness. In uphill conditions, driving resistance increases significantly with increasing slope, vehicle driving energy consumption increases rapidly, and the battery discharge rate accelerates accordingly. The greater the slope, the higher the additional power generation, which can promptly replenish the energy consumed by driving, preventing a rapid drop in battery SOC (State of Charge), ensuring sufficient power output during continuous climbing, and preventing power limitation due to insufficient battery charge; at the same time, it reduces the need for forced power generation during subsequent flat road phases, lowering the overall fuel consumption of the vehicle. In downhill conditions, the greater the slope, the more work is done by the vehicle's gravity, the lower the driving power required, and the higher the regenerative braking power. The greater the slope, the greater the additional reduction in power generation, which can precisely reduce engine output, avoiding fuel waste caused by excessive power generation; at the same time, it weakens the superposition effect of power generation and regenerative braking, reducing the risk of battery overcharging and improving energy utilization efficiency. This gradient adjustment method avoids the shortcomings of fixed power adjustment, such as redundancy in gentle slope conditions and insufficient power in steep slope conditions, so that the power generation always matches the actual operating conditions and achieves the optimal balance between power supply and fuel saving across the entire slope range.

[0052] Regarding the uphill driving condition, the engine's power generation is controlled based on gradient information. This control is performed using a base power generation and compensation power. Because the base power generation under flat road conditions is considered, adjustments can be made based on this base power generation under subsequent uphill conditions, improving vehicle driving smoothness. In contrast, the power generation can also be directly determined using a lookup table method. This method reduces computational load and improves vehicle response speed, as follows: In other embodiments, the slope information includes the uphill slope; controlling the engine's power generation based on the slope information includes: inputting the uphill slope into a second correspondence to obtain a target power generation; and controlling the engine's power generation based on the target power generation; wherein the second correspondence is a correspondence between the uphill slope and the power generation.

[0053] It should be noted that various modifications and variations can be made to this invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this invention should be included within the scope of the claims of this invention.

[0054] It is important to note that for hybrid vehicles, fuel efficiency and energy conservation are paramount. The selection of engine power generation under different operating conditions is a crucial factor directly affecting the user's driving experience (customers want sufficient power generation to meet power demands when accelerating uphill, and only need sufficient power generation for descent). Furthermore, appropriate strategies are needed when the gradient signal is problematic to ensure normal vehicle operation and a positive driving experience. This invention considers the impact of gradient changes on power generation requirements and improves the vehicle's energy conservation and energy conservation capabilities by adjusting the power generation. It should also be noted that this invention uses a base power generation capacity as a benchmark, combined with a control method that adds or subtracts additional compensation power under gradient conditions. This allows for precise adaptation and smooth transition of power generation under gradient conditions while ensuring fuel economy under basic operating conditions, combining engineering practicality with overall vehicle performance advantages. Flat roads represent the most frequent operating condition for vehicles in daily driving. The base power generation capacity, calibrated based on the engine's optimal fuel consumption range, battery SOC maintenance target, and high-voltage accessory load, serves as the optimal benchmark for vehicle energy management.

[0055] To ensure both battery life and fuel efficiency in hybrid vehicles during actual road driving, this invention employs a slope-based power generation correction control method. First, the slope signal from the chassis is received in real-time to determine the vehicle's operating condition (climbing, flat road, downhill). When climbing, the power generation is increased to maintain the State of Charge (SOC); when descending, the power generation is reduced to save fuel. This is also linked to energy recovery levels to ensure the final battery charging power does not cause overcharging. To prevent slope signal distortion and loss, the slope signal is filtered and its maximum / minimum values ​​are limited. The vehicle controller also calculates an analog signal based on the acceleration signal and compares it with the real signal. If the signal from the chassis is incorrect, a corresponding fault is reported. The vehicle's power generation is then calculated based on the slope signal to ensure the SOC remains at an appropriate value.

[0056] This invention's embodiment sets the vehicle's power generation capacity differently depending on the gradient, compared to a gradient of 0. This ensures sufficient power generation during uphill driving to maintain the battery's State of Charge (SOC) and guarantee adequate vehicle power. During downhill driving, the power generation capacity is appropriate to prevent excessive SOC charging and achieve fuel efficiency. The failure of the gradient signal does not significantly affect the adjustment of the power generation capacity. Based on Chinese road conditions, a gradient range of -15% to 15% covers most vehicle driving conditions, serving as the reasonable gradient range for the entire control strategy. First, the chassis transmits the gradient signal to the vehicle controller via CAN communication. The vehicle controller selects an appropriate power generation capacity based on the input gradient. This invention's multi-branch calculation logic, through refined power matching, minimizes unnecessary fuel consumption while strictly adhering to battery charging safety standards. Compared to a single power limiting strategy, it avoids overly conservative approaches that lead to battery depletion and insufficient power, while also eliminating the risk of overcharging, achieving an optimal balance between battery life and vehicle economy at low temperatures.

[0057] It's important to note that for uphill driving, energy recovery is essentially nonexistent. Therefore, the total power generated during climbing is equivalent to the base power generated on flat roads plus the additional power generated during the uphill climb. Furthermore, the power generated uphill is primarily used for driving, with minimal charging. The battery actually outputs power for driving, so overcharging is not a concern. Instead, attention should be paid to potential over-discharging when the discharge power is low. For downhill driving, the power used for driving decreases, and energy recovery is more frequent. The vehicle's power generation can be adjusted according to the gradient to reduce engine power and achieve fuel efficiency. A special scenario exists during downhill driving: if the battery's rechargeable power is low at low temperatures, and the vehicle's driving power is also low, most of the engine's power will be used to charge the battery. Combined with the energy recovery power, the charging power for the battery may be excessive. To prevent overcharging, some recovered energy will be wasted. Therefore, when going downhill and the battery temperature is too low, the maximum charging power of the battery is relatively small. Under these conditions, the energy generated by the battery cannot be fully utilized, and the battery is prone to overcharging. Therefore, the engine's power generation is controlled based on the maximum charging power and energy recovery power to avoid battery overcharging.

[0058] It should be noted that there are several methods for representing slope. The first is the percentage method: this is the most common calculation, dividing the vertical height by the horizontal distance and then multiplying by 100%. For example, a 3% slope means that for every 100 meters traveled horizontally, the vertical direction rises or falls by 3 meters. The second is the degree method: using angles to represent steepness, calculated using inverse trigonometric functions. The formula is angle = arctan(vertical height / horizontal distance), for example, a 45° angle corresponds to a 100% slope. The third is the ratio method: often written in engineering or on maps as 1:m, where m is the ratio of horizontal width to vertical height; the larger m is, the gentler the slope. This embodiment of the invention uses the percentage method to represent slope.

[0059] It's important to note that with the continuous development of the new energy vehicle industry, range-extended and hybrid vehicles have become a key market trend due to their advantages of long range and low energy consumption. Fuel efficiency and energy conservation remain the core objectives of vehicle energy management. The dynamic matching of engine power generation directly determines the vehicle's fuel economy, battery lifespan, and user driving experience: sufficient power generation is needed to ensure stable power output and battery level during uphill driving, while power generation needs to be appropriately reduced during downhill driving to lower energy consumption and mitigate the risks associated with charging. Currently, most mainstream energy management strategies in the industry optimize operating points around the engine's optimal fuel consumption range. Some slope adaptation solutions rely on in-vehicle navigation systems to predict road gradients, pre-set target state of charge, and start the engine to replenish power, thus addressing energy consumption fluctuations during uphill driving. However, such navigation prediction solutions are highly dependent on network conditions and route stability. In scenarios with no signal or temporary route changes, significant deviations in battery estimation can occur, easily leading to increased fuel consumption and decreased power experience, and they cannot dynamically adjust power generation based on real-time gradients. Meanwhile, existing solutions rarely optimize for downhill low-temperature conditions. In low-temperature environments, the battery's allowable charging power decreases significantly. The combined power of engine generation and regenerative braking can easily exceed the battery's charging limit, leading to irreversible damage such as lithium plating and premature capacity decay. The forced release of excess energy also wastes fuel. Furthermore, existing strategies generally lack fault-tolerant mechanisms for slope signal failure. Slope sensor malfunctions can easily lead to misjudgments of operating conditions, disrupting the vehicle's energy management logic. To address these shortcomings, this invention proposes the following method: This invention, in its embodiments, acquires the slope information of the road where the hybrid vehicle is located, as well as the battery temperature, the maximum allowable charging power of the battery, and the energy recovery power of the drive motor during the hybrid vehicle's operation. If the slope information indicates that the hybrid vehicle is in a downhill condition and the battery temperature is greater than a preset temperature threshold, the engine's power generation is controlled based on the slope information. If the slope information indicates that the hybrid vehicle is in a downhill condition and the battery temperature is less than or equal to the preset temperature threshold, the engine's power generation is controlled based on the maximum charging power and the energy recovery power. When the battery temperature is greater than the preset temperature threshold, the maximum allowable charging power of the battery is relatively large, and there is no need to excessively limit the engine's power generation. In this case, the engine's power generation can be slightly reduced based on the slope information to avoid excessive limitation of the engine's power generation, which would cause the battery charge to continuously decrease, thus ensuring the vehicle's battery retention capability. When the battery temperature is less than or equal to the preset temperature threshold, the maximum charging power is significantly reduced. In this case, the engine's power generation is controlled based on the maximum charging power and the energy recovery power to prevent the current charging power of the battery from exceeding the maximum charging power, thereby fundamentally preventing overcharging of the battery caused by the superposition of the two charging power sources. Therefore, it achieves the beneficial effect of balancing the vehicle's power retention capability with reducing the risk of battery overcharging.

[0060] Based on the same inventive concept, and referring to Figure 2 As shown, this embodiment of the invention provides a generator power control device 10 for a hybrid vehicle engine, comprising: an information acquisition unit 110, used to acquire, during the driving of the hybrid vehicle, the slope information of the road where the hybrid vehicle is located, as well as the battery temperature of the hybrid vehicle, the maximum allowable charging power of the hybrid vehicle battery, and the energy recovery power of the hybrid vehicle's drive motor; a first power control unit 120, used to control the generator power of the engine based on the slope information if the slope information indicates that the hybrid vehicle is in a downhill condition and the battery temperature is greater than a preset temperature threshold; and a second power control unit 130, used to control the generator power of the engine based on the maximum charging power and the energy recovery power if the slope information indicates that the hybrid vehicle is in a downhill condition and the battery temperature is less than or equal to a preset temperature threshold.

[0061] Specifically, the second power control unit 130 includes: a power acquisition subunit for acquiring the required driving power for the hybrid vehicle to maintain its current speed; a first control subunit for controlling the engine's power generation based on the required driving power, maximum charging power, and energy recovery power if the difference between the maximum charging power and the energy recovery power is greater than a preset power threshold; and a second control subunit for controlling the engine's power generation based on the required driving power if the difference between the maximum charging power and the energy recovery power is less than or equal to the preset power threshold.

[0062] Understandably, the first control subunit is specifically used to: take the difference between the maximum charging power and the energy recovery power as a first value; sum the first value and the demand-driven power as the target power generation; and control the engine's power generation based on the target power generation.

[0063] Understandably, the slope information includes the downhill slope; the first power control unit 120 is specifically used for: acquiring the engine's basic power generation; the basic power generation is the engine's power generation when the hybrid vehicle is driving on a flat road; determining the compensation power based on the downhill slope, wherein the steeper the downhill slope, the greater the compensation power; determining the target power generation based on the difference between the basic power generation and the compensation power; and controlling the engine's power generation based on the target power generation. Specifically, if the downhill slope is 0% to -5%, the compensation power is 0% to 6% of the basic power generation; if the downhill slope is -5% to -10%, the compensation power is 6% to 12% of the basic power generation; and if the downhill slope is -10% to -15%, the compensation power is 12% to 18% of the basic power generation.

[0064] It is understandable that the engine power generation control device 10 of the hybrid vehicle also includes: a third power control unit, used to control the engine power generation based on the slope information if the slope information indicates that the hybrid vehicle is in an uphill condition.

[0065] Understandably, the slope information includes the uphill slope; the third power control unit is specifically used for: obtaining the engine's base power generation; the base power generation is the engine's power generation when the hybrid vehicle is driving on a flat road; determining the compensation power based on the uphill slope; wherein, the steeper the uphill slope, the greater the compensation power; determining the target power generation based on the sum of the base power generation and the compensation power; and controlling the engine's power generation based on the target power generation. Specifically, if the uphill slope is 0%–5%, the compensation power is 0%–10% of the base power generation; if the uphill slope is 5%–10%, the compensation power is 10%–15% of the base power generation; and if the uphill slope is 10%–15%, the compensation power is 15%–20% of the base power generation.

[0066] It is understandable that hybrid vehicles are equipped with slope detection sensors; the information acquisition unit 110 is specifically used for: acquiring the slope detected by the slope detection sensor; if the detected slope is within a preset slope range, using the detected slope as the slope information of the road where the hybrid vehicle is located; if the detected slope is not within the preset slope range, acquiring multi-dimensional slope-related parameters, and calculating the slope information of the road where the hybrid vehicle is located based on the multi-dimensional slope-related parameters. The acquired multi-dimensional slope-related parameters include: acquiring the hybrid vehicle's motor torque, total reduction ratio of the transmission system, transmission efficiency of the transmission system, wheel rolling radius, vehicle mass, longitudinal acceleration, vehicle speed, rolling resistance coefficient, drag coefficient, and frontal area.

[0067] It should be understood that further implementation details of the generator power control device 10 of the hybrid vehicle engine in the embodiments of the present invention are described in the aforementioned generator power control method of the hybrid vehicle engine, and will not be repeated here for the sake of brevity.

[0068] The above description is merely an embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of the claims of the present invention.

[0069] Based on the same inventive concept, embodiments of the present invention also provide an electronic device, such as... Figure 3 As shown, it includes a memory 304, a processor 302, and a computer program stored in the memory 304 and executable on the processor 302. The processor 302 executes the program to implement the steps described in any embodiment of the method for controlling the power generation of the engine of a hybrid vehicle.

[0070] Among them, Figure 3 In this document, a bus architecture (represented by bus 300) is used. Bus 300 may include any number of interconnected buses and bridges, linking various circuits including one or more processors represented by processor 302 and memory represented by memory 304. Bus 300 may also link various other circuits such as peripheral devices, voltage regulators, and power management circuits, which are well known in the art and therefore will not be described further herein. Bus interface 305 provides an interface between bus 300 and receiver 301 and transmitter 303. Receiver 301 and transmitter 303 may be the same element, i.e., a transceiver, providing a unit for communicating with various other devices over a transmission medium. Processor 302 is responsible for managing bus 300 and general processing, while memory 304 can be used to store data used by processor 302 during operation.

[0071] The functions described herein can be implemented in hardware, software executed by a processor, firmware, or any combination thereof. If implemented in software executed by a processor, the functions can be stored as one or more instructions or code on or transmitted via a computer-readable medium. Other examples and embodiments are within the scope and spirit of this invention and the appended claims. For example, due to the nature of software, the functions described above can be implemented using software executed by a processor, hardware, firmware, hardwired, or any combination thereof. Furthermore, the functional units can be integrated into a single processing unit, or each unit can exist physically separately, or two or more units can be integrated into a single unit. The above descriptions are merely embodiments of the present invention and are not intended to limit the invention. Various modifications and variations can be made to the invention by those skilled in the art.

[0072] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms. The above descriptions are merely embodiments of the present invention and are not intended to limit the present invention. For those skilled in the art, the present invention can have various modifications and variations.

[0073] The units described as separate components may or may not be physically separate. Similarly, the components of the control device may or may not be physical units; they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment, depending on actual needs.

[0074] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0075] The above description is merely an embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of the claims of the present invention.

Claims

1. A method for controlling the power generation of an engine in a hybrid vehicle, characterized in that, include: During the operation of the hybrid vehicle, the slope information of the road where the hybrid vehicle is located is obtained, as well as the battery temperature of the hybrid vehicle, the maximum allowable charging power of the battery of the hybrid vehicle, and the energy recovery power of the drive motor of the hybrid vehicle are obtained. If the slope information indicates that the hybrid vehicle is in a downhill condition and the battery temperature is greater than a preset temperature threshold, the power generation of the engine is controlled based on the slope information. If the slope information indicates that the hybrid vehicle is in a downhill condition and the battery temperature is less than or equal to the preset temperature threshold, the power generation power of the engine is controlled based on the maximum charging power and the energy recovery power.

2. The method for controlling the power generation of a hybrid vehicle's engine according to claim 1, characterized in that, The method of controlling the engine's power generation based on the maximum charging power and the energy recovery power includes: Obtain the required drive power for the hybrid vehicle to maintain its current speed; If the difference between the maximum charging power and the energy recovery power is greater than a preset power threshold, the power generation power of the engine is controlled based on the demand drive power, the maximum charging power and the energy recovery power; If the difference between the maximum charging power and the energy recovery power is less than or equal to the preset power threshold, the power generation power of the engine is controlled based on the demand-driven power.

3. The method for controlling the power generation of a hybrid vehicle's engine according to claim 2, characterized in that, The method of controlling the engine's power generation based on the demand-driven power, the maximum charging power, and the energy recovery power includes: The difference between the maximum charging power and the energy recovery power is taken as the first value; The sum of the first value and the demand-driven power is taken as the target power generation. The power generation of the engine is controlled based on the target power generation.

4. The method for controlling the power generation of a hybrid vehicle's engine according to claim 1, characterized in that, The slope information includes downhill slope; controlling the engine's power generation based on the slope information includes: Obtain the basic power generation capacity of the engine; the basic power generation capacity is the power generation capacity of the engine when the hybrid vehicle is driving on a flat road. The compensation power is determined based on the downhill slope, wherein the steeper the downhill slope, the greater the compensation power. The target power generation is determined based on the difference between the base power generation and the compensation power. The power generation of the engine is controlled based on the target power generation.

5. The method for controlling the power generation of a hybrid vehicle's engine according to claim 4, characterized in that, If the downhill slope is 0% to -5%, then the compensation power is 0% to 6% of the base power generation. If the downhill slope is -5% to -10%, then the compensation power is 6% to 12% of the base power generation. If the downhill slope is -10% to -15%, then the compensation power is 12% to 18% of the base power generation.

6. The method for controlling the power generation of a hybrid vehicle's engine according to claim 1, characterized in that, Also includes: If the slope information indicates that the hybrid vehicle is in an uphill condition, the power generation of the engine is controlled based on the slope information.

7. The method for controlling the power generation of an engine in a hybrid vehicle according to claim 6, characterized in that, The slope information includes the uphill slope; controlling the engine's power generation based on the slope information includes: Obtain the basic power generation capacity of the engine; the basic power generation capacity is the power generation capacity of the engine when the hybrid vehicle is driving on a flat road. The compensation power is determined based on the uphill slope; wherein, the steeper the uphill slope, the greater the compensation power. The target power generation is determined by summing the base power generation and the compensation power. The power generation of the engine is controlled based on the target power generation.

8. The method for controlling the power generation of a hybrid vehicle's engine according to claim 7, characterized in that, If the uphill slope is 0% to 5%, then the compensation power is 0% to 10% of the base power generation. If the uphill slope is 5% to 10%, then the compensation power is 10% to 15% of the base power generation. If the slope of the uphill section is 10% to 15%, then the compensation power is 15% to 20% of the base power generation.

9. The method for controlling the power generation of an engine in a hybrid vehicle according to any one of claims 1-8, characterized in that, The hybrid vehicle is equipped with a slope detection sensor; acquiring the slope information of the road where the hybrid vehicle is located includes: Obtain the detected slope from the slope detection sensor; If the detected slope is within a preset slope range, the detected slope will be used as the slope information of the road where the hybrid vehicle is located; If the detected slope is not within the preset slope range, multi-dimensional slope-related parameters are obtained, and the slope information of the road where the hybrid vehicle is located is calculated based on the multi-dimensional slope-related parameters.

10. The method for controlling the power generation of an engine in a hybrid vehicle according to claim 9, characterized in that, The acquisition of multidimensional slope-related parameters includes: The following parameters are obtained for the hybrid vehicle: motor torque, total reduction ratio of the transmission system, transmission efficiency of the transmission system, wheel rolling radius, vehicle mass, longitudinal acceleration, vehicle speed, rolling resistance coefficient, wind resistance coefficient, and frontal area.

11. A power generation control device for an engine of a hybrid vehicle, characterized in that, include: The information acquisition unit is used to acquire, during the driving process of the hybrid vehicle, the slope information of the road where the hybrid vehicle is located, the battery temperature of the hybrid vehicle, the maximum allowable charging power of the battery of the hybrid vehicle, and the energy recovery power of the drive motor of the hybrid vehicle. A first power control unit is configured to control the power generation of the engine based on the slope information if the slope information indicates that the hybrid vehicle is in a downhill condition and the battery temperature is greater than a preset temperature threshold. The second power control unit is used to control the engine's power generation power based on the maximum charging power and the energy recovery power if the slope information indicates that the hybrid vehicle is in a downhill condition and the battery temperature is less than or equal to the preset temperature threshold.

12. An electronic device, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, implements the method of any one of claims 1-10.

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