Hybrid vehicle, power generation method, device, and vehicle controller

Abstract

A hybrid vehicle and its power generation method, device, and vehicle controller are disclosed. The method includes a step (S101) of acquiring location information of the hybrid vehicle, a ratio of different vehicle speed ranges within a predetermined time, and a ratio of different gradient ranges of a road on which the hybrid vehicle is located within the predetermined time, a step (S102) of determining a current mode of the hybrid vehicle based on the location information, the ratio of different vehicle speed ranges, and the ratio of different gradient ranges, a step (S103) of acquiring a corresponding target power generation based on the mode, and a step (S104) of controlling the hybrid vehicle to generate power based on the target power generation.

Description

[Technical field]

[0001] (CROSS REFERENCE TO RELATED APPLICATIONS) This disclosure claims priority to a Chinese patent application filed on January 4, 2022, bearing application number 202210002120.X and entitled "HYBRID VEHICLE AND ITS POWER GENERATION METHOD, APPARATUS, AND VEHICLE CONTROLLER," the entire contents of which are incorporated herein by reference.

[0002] The present disclosure relates to the technical field of hybrid vehicles, and in particular to a hybrid vehicle and its power generation method, device, and vehicle controller. [Background technology]

[0003] With the rapid development of hybrid vehicles, the vehicle power generation strategy of hybrid vehicles is becoming more and more important. The conventional vehicle power generation strategy is to obtain driving signals based on the driver's actions and then determine the vehicle driving mode. However, according to the vehicle power generation strategy, the mode is determined only by the obtained driving signals, and when the driver is in a fatigued driving state, it is not possible to obtain reasonable driving signals, so the vehicle driving mode cannot be reasonably predicted. In addition, the vehicle power generation strategy is fixed and single, and cannot meet the vehicle power generation requirements in a low SOC state, which reduces the fuel economy of the hybrid vehicle. Summary of the Invention [Problem to be solved by the invention]

[0004] The present disclosure aims to at least partially solve one of the technical problems in the related art. To this end, the present disclosure provides a power generation method for a hybrid vehicle, in which position information of the hybrid vehicle, the proportions of different vehicle speed ranges and the proportions of different gradient ranges are obtained to determine a current mode, so that prediction of the vehicle driving mode is more reasonable, and the hybrid vehicle is controlled to generate power using different power generation strategies in different modes, so as to meet the vehicle power generation requirements of the hybrid vehicle in low SOC states in different modes, thereby achieving the objective of improving the fuel economy of the hybrid vehicle. [Means for solving the problem]

[0005] The present disclosure further provides a hybrid vehicle power plant.

[0006] The present disclosure further provides a vehicle controller.

[0007] The present disclosure further provides a hybrid vehicle.

[0008] A power generation method for a hybrid vehicle according to an embodiment of the first aspect of the present disclosure includes the steps of acquiring position information of the hybrid vehicle, a percentage of different vehicle speed ranges within a specified time, and a percentage of different gradient ranges of a road on which the hybrid vehicle is located within the specified time, determining a current mode of the hybrid vehicle based on the position information, the percentage of different vehicle speed ranges, and the percentage of different gradient ranges, acquiring a corresponding target power generation based on the mode, and controlling the hybrid vehicle to generate power based on the target power generation.

[0009] According to the power generation method for a hybrid vehicle of the embodiment of the present disclosure, the position information of the hybrid vehicle, the ratio of different vehicle speed ranges within a predetermined time, and the ratio of different gradient ranges of the road on which the hybrid vehicle is located within a predetermined time are obtained, a current mode of the hybrid vehicle is determined based on the obtained position information, the ratio of different vehicle speed ranges, and the ratio of different gradient ranges, a corresponding target power generation is obtained based on the current mode, and the hybrid vehicle is controlled to generate power based on the target power generation. Thus, by obtaining the position information of the hybrid vehicle, the ratio of different vehicle speed ranges, and the ratio of different gradient ranges to determine the current mode, the prediction of the vehicle driving mode becomes more reasonable, and the hybrid vehicle is controlled to generate power using different power generation strategies in different modes, thereby meeting the vehicle power generation requirements of the hybrid vehicle in low SOC states in different modes and achieving the purpose of improving the fuel economy of the hybrid vehicle.

[0010] According to an embodiment of the present disclosure, the step of determining a current mode of the hybrid vehicle based on the location information, the percentage of different vehicle speed ranges, and the percentage of different gradient ranges includes a step of determining that the mode is the urban mode when the location information is an urban road, the percentage of a first vehicle speed range is greater than a first percentage threshold, and the percentage of the first gradient range is less than a fourth percentage threshold, and a step of determining that the mode is the rural road / suburban mode when the location information is a rural road / suburban road, the percentage of a second vehicle speed range is greater than a second percentage threshold, and the percentage of the first gradient range is less than a fourth percentage threshold. the step of determining that the mode is a high-speed mode when the location information indicates an expressway, the proportion of the third vehicle speed range is greater than a third proportion threshold, and the proportion of the first gradient range is less than a fourth proportion threshold, the step of determining that the mode is a mountain road mode when the proportion of the first gradient range is equal to or greater than the fourth proportion threshold, the step of determining that the mode is a mountain road mode when the proportion of the first gradient range is greater than the fourth proportion threshold, the step of determining that the mode is a mountain road mode when the proportion of the first gradient range is greater than the fourth proportion threshold.

[0011] According to one embodiment of the present disclosure, the step of obtaining a corresponding target power generation based on a mode includes the steps of obtaining an initial power generation of the hybrid vehicle, obtaining a corresponding correction coefficient based on the mode, and correcting the initial power generation based on the correction coefficient to obtain the target power generation.

[0012] According to an embodiment of the present disclosure, the step of obtaining the corresponding correction coefficient based on the mode includes the steps of: if the mode is an urban mode, setting the correction coefficient as a first coefficient; if the mode is a rural / suburban mode, setting the correction coefficient as a second coefficient; if the mode is a mountain road mode, setting the correction coefficient as a third coefficient; and if the mode is a highway mode, setting the correction coefficient as a fourth coefficient; where if the current SOC of the power battery of the hybrid vehicle is greater than the SOC equilibrium point, the first coefficient, the second coefficient, the third coefficient and the fourth coefficient are all 1; if the SOC is equal to or less than the SOC equilibrium point, the first coefficient, the second coefficient, the third coefficient and the fourth coefficient are all greater than 1, and the fourth coefficient > the third coefficient > the second coefficient > the first coefficient.

[0013] According to one embodiment of the present disclosure, the step of acquiring the initial generated power of the hybrid vehicle includes the steps of acquiring the running power required for the hybrid vehicle and the current SOC of the power battery, and acquiring the initial generated power based on the running power required for the hybrid vehicle and the current SOC.

[0014] According to one embodiment of the present disclosure, when the traveling required power is constant, the initial generated power and the current SOC are inversely correlated, and when the current SOC is constant, the initial generated power and the traveling required power are positively correlated.

[0015] According to one embodiment of the present disclosure, the method includes steps of acquiring a driving power requirement of the hybrid vehicle and a current SOC of a power battery, and if it is determined that the hybrid vehicle needs to be controlled to generate power based on the driving power requirement and the current SOC, acquiring location information of the hybrid vehicle, a percentage of different vehicle speed ranges within a specified time period, and a percentage of different gradient ranges of the road on which the hybrid vehicle is located within the specified time period.

[0016] According to one embodiment of the present disclosure, after the step of obtaining the driving power requirement of the hybrid vehicle and the current SOC of the power battery, the method further includes a step of determining a corresponding SOC power generation range based on the driving power requirement, and determining that the hybrid vehicle needs to be controlled to generate power if the current SOC is within the SOC power generation range, or a step of determining a corresponding driving power requirement power generation range based on the current SOC, and determining that the hybrid vehicle needs to be controlled to generate power if the driving power requirement is within the driving power generation range.

[0017] A power generation device for a hybrid vehicle according to an embodiment of the second aspect of the present disclosure includes an acquisition module that acquires position information of the hybrid vehicle, the proportion of different vehicle speed ranges within a specified time, and the proportion of different gradient ranges of a road on which the hybrid vehicle is located within a specified time; a mode identification module that determines a current mode of the hybrid vehicle based on the position information, the proportion of different vehicle speed ranges, and the proportion of different gradient ranges; a generated power acquisition module that acquires a corresponding target generated power based on the mode; and a control module that controls the hybrid vehicle to generate power based on the target generated power.

[0018] According to the power generation device for a hybrid vehicle of the embodiment of the present disclosure, an acquisition module acquires location information of the hybrid vehicle, the ratio of different vehicle speed ranges within a predetermined time, and the ratio of different gradient ranges of the road on which the hybrid vehicle is located within a predetermined time, a mode identification module determines a current mode of the hybrid vehicle based on the acquired location information, the ratio of different vehicle speed ranges, and the ratio of different gradient ranges, a generated power acquisition module acquires a corresponding target generated power based on the current mode, and a control module controls the hybrid vehicle to generate power based on the target generated power. Thus, by acquiring the location information of the hybrid vehicle, the ratio of different vehicle speed ranges, and the ratio of different gradient ranges to determine the current mode, the prediction of the vehicle driving mode becomes more reasonable, and the hybrid vehicle is controlled to generate power using different power generation strategies in different modes, thereby meeting the vehicle power generation requirements of the hybrid vehicle in low SOC states in different modes, and achieving the purpose of improving the fuel economy of the hybrid vehicle.

[0019] A vehicle controller according to an embodiment of the third aspect of the present disclosure includes a memory, a processor, and a hybrid vehicle power generation program stored in the memory and executable on the processor, and when the processor executes the program, realizes the hybrid vehicle power generation method according to the embodiment of the first aspect.

[0020] According to the vehicle controller of the embodiment of the present disclosure, the above-mentioned power generation method for a hybrid vehicle obtains position information of the hybrid vehicle, the proportion of different vehicle speed ranges, and the proportion of different gradient ranges to determine the current mode, thereby making the prediction of the vehicle driving mode more reasonable, and controls the hybrid vehicle to generate power using different power generation strategies in different modes, thereby meeting the vehicle power generation requirements of the hybrid vehicle in low SOC states in different modes, and achieving the purpose of improving the fuel economy of the hybrid vehicle.

[0021] A hybrid vehicle according to an embodiment of the fourth aspect of the present disclosure includes the power generation device of the hybrid vehicle according to the embodiment of the second aspect.

[0022] According to the hybrid vehicle of the embodiment of the present disclosure, the power generation device of the hybrid vehicle obtains the position information of the hybrid vehicle, the proportion of different vehicle speed ranges, and the proportion of different gradient ranges to determine the current mode, thereby making the prediction of the vehicle driving mode more reasonable, and by controlling the hybrid vehicle to generate power using different power generation strategies in different modes, the vehicle power generation requirements of the hybrid vehicle in low SOC states in different modes are met, thereby achieving the purpose of improving the fuel economy of the hybrid vehicle.

[0023] Additional aspects and advantages of the disclosure will be set forth in part in the description that follows, and in part will be obvious from the description, or may be learned by practice of the disclosure. [Brief description of the drawings]

[0024] [Figure 1] 4 is a flowchart of a power generation method for a hybrid vehicle according to one embodiment of the present disclosure. [Diagram 2] 13 is a flowchart for obtaining a corresponding target power generation based on a mode according to one embodiment of the present disclosure. [Diagram 3] 1 is a schematic diagram of a method for generating electricity in a hybrid vehicle according to one embodiment of the present disclosure. [Figure 4] 1 is a schematic configuration diagram of a power generation device for a hybrid vehicle according to an embodiment of the present disclosure. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0025] Hereinafter, the embodiments of the present disclosure will be described in detail, and examples of the embodiments are shown in the drawings, in which the same or similar reference numerals throughout represent the same or similar parts, or parts having the same or similar functions. The embodiments described below with reference to the drawings are merely illustrative and are for interpreting the present disclosure, but should not be understood as limiting the present disclosure.

[0026] Hereinafter, a hybrid vehicle and its power generation method, device, and vehicle controller according to an embodiment of the present disclosure will be described with reference to the drawings.

[0027] 1 is a flowchart of a power generation method for a hybrid vehicle according to an embodiment of the present disclosure. As shown in FIG 1, the power generation method for a hybrid vehicle includes the following steps S101 to S104.

[0028] In step S101, the location information of the hybrid vehicle, the percentage of different vehicle speed ranges within a predetermined time, and the percentage of different gradient ranges on the road on which the hybrid vehicle is located within a predetermined time are obtained.

[0029] Furthermore, during the driving process of a hybrid vehicle, using a single fixed power generation strategy alone makes it difficult to meet the power generation requirements of the hybrid vehicle when encountering different driving modes. In order to ensure that the engine of the hybrid vehicle can operate at an optimal point under various driving mode conditions, reduce the fuel consumption of the hybrid vehicle, and achieve the goal of improving the fuel economy of the hybrid vehicle, it is necessary to obtain an optimal power generation strategy when the hybrid vehicle is driving in different driving modes, and use the corresponding power generation strategy based on the current driving mode of the hybrid vehicle to meet the power generation requirements in different driving modes of the hybrid vehicle.

[0030] Specifically, the current driving environment and road condition information of the hybrid vehicle, including data such as the position, vehicle speed, acceleration, gradient, ambient temperature, and altitude of the hybrid vehicle, is detected in real time by the on-board high-precision map system, GPS (Global Positioning System), and vehicle sensors, and the real-time detected data is integrated to obtain the current driving state of the hybrid vehicle. For example, when the on-board high-precision map system acquires the current driving position of the hybrid vehicle, if the on-board high-precision map system displays that the current hybrid vehicle is driving on an urban road, the acquired current position information of the hybrid vehicle is an urban road, and when the on-board high-precision map system displays that the current hybrid vehicle is driving on a regional road / suburban road, the acquired current hybrid vehicle position information is an urban road. When the position information of the hybrid vehicle is a local road / suburban road and the on-board high precision map system indicates that the current hybrid vehicle is traveling on a highway, the acquired position information of the current hybrid vehicle is a highway, the on-board GPS may acquire the current traveling speed of the hybrid vehicle, and the proportion of different vehicle speed ranges within a predetermined time may be acquired based on the traveling speed to form the proportion of different vehicle speed ranges, and further the on-board vehicle sensor may acquire the inclination angle of the current hybrid vehicle, and the gradient of the road on which the current hybrid vehicle is traveling is determined based on the acquired inclination angle to acquire the proportion of different gradient ranges within the predetermined time. Since the traveling state of the vehicle is acquired in real time by the on-board high precision map system, GPS, and vehicle sensor, the identification prediction of the current traveling mode has a certain timeliness.

[0031] In step S102, the current mode of the hybrid vehicle is determined based on the position information, the ratio of different vehicle speed ranges, and the ratio of different gradient ranges.

[0032] Specifically, the current driving mode of the hybrid vehicle is determined by comprehensively determining based on the acquired position information of the hybrid vehicle, the ratio of different vehicle speed ranges, and the ratio of different gradient ranges.

[0033] In some embodiments, determining a current mode of the hybrid vehicle based on the location information, the percentage of the different vehicle speed ranges, and the percentage of the different gradient ranges includes determining that the mode is the urban mode if the location information is an urban road, the percentage of the first vehicle speed range is greater than a first percentage threshold, and the percentage of the first gradient range is less than a fourth percentage threshold; and determining that the mode is the rural / suburban mode if the location information is a rural / suburban road, the percentage of the second vehicle speed range is greater than a second percentage threshold, and the percentage of the first gradient range is less than a fourth percentage threshold. the step of determining that the mode is a high-speed mode if the location information indicates an expressway, the proportion of the third vehicle speed range is greater than a third proportion threshold, and the proportion of the first gradient range is less than a fourth proportion threshold, the step of determining that the mode is a mountain road mode if the proportion of the first gradient range is equal to or greater than the fourth proportion threshold, the step of determining that the mode is a mountain road mode if the proportion of the first gradient range is greater than the fourth proportion threshold, the step of determining that the mode is a mountain road mode if the proportion of the first gradient range is greater than the fourth proportion threshold.

[0034] Specifically, when it is determined that the current hybrid vehicle is traveling on an urban road, the traveling speed of the hybrid vehicle is obtained in real time, a first vehicle speed range and a first percentage threshold are preset in the hybrid vehicle system for the road conditions of the urban road, and the percentage of the time that the hybrid vehicle's traveling speed is in the first vehicle speed range within a predetermined time is obtained relative to the predetermined time, and the gradient of the current traveling road while the hybrid vehicle is traveling is obtained in real time, and a first gradient range and a fourth percentage threshold are preset in the hybrid vehicle system for the traveling gradient, and the percentage of the time that the hybrid vehicle's traveling gradient is in the first gradient range within a predetermined time is obtained, and if the percentage of the hybrid vehicle's traveling speed in the first vehicle speed range is greater than the first percentage threshold and the percentage of the traveling gradient in the first gradient range is less than the fourth percentage threshold, it is determined that the current hybrid vehicle mode is urban mode.

[0035] Specifically, when it is determined that the current hybrid vehicle is traveling on a local road / suburban road, the traveling speed of the hybrid vehicle is acquired in real time, and a second vehicle speed range and a second ratio threshold are preset in the hybrid vehicle system for the road conditions of the local road / suburban road, and within a predetermined time, the ratio of the time during which the traveling speed of the hybrid vehicle is in the second vehicle speed range to the predetermined time is acquired, and the vehicle speed in the second vehicle speed range is higher than the vehicle speed in the first vehicle speed range, for example, the first vehicle speed range is [0 km / h, 60 km / h) and the second vehicle speed range is [60 km / h, 80 km / h), and in this embodiment, the first vehicle speed range is [0 km / h, 60 km / h] and the second vehicle speed range is [60 km / h, 80 km / h]. The vehicle speed range and the second vehicle speed range may or may not be adjacent, for example, the second vehicle speed range may be set to [65 km / h, 80 km / h), as long as it is ensured that the vehicle speed in the second vehicle speed range is greater than the vehicle speed in the first vehicle speed range. Then, while the hybrid vehicle is traveling, the proportion of time during which the driving gradient is in the first gradient range is obtained, and if the proportion of time during which the hybrid vehicle's driving speed is in the second vehicle speed range is greater than the second proportion threshold and the proportion of time during which the driving gradient is in the first gradient range is less than the fourth proportion threshold, it is determined that the current mode of the hybrid vehicle is local road / suburban mode.

[0036] Specifically, when it is determined that the current hybrid vehicle is traveling on an expressway, the traveling speed of the hybrid vehicle is acquired in real time. A third vehicle speed range and a third ratio threshold are preset in the hybrid vehicle system for the road conditions of the expressway. Within a predetermined time, the ratio of the time during which the traveling speed of the hybrid vehicle is in the third vehicle speed range to the predetermined time is acquired. Note that the vehicle speed in the third vehicle speed range is greater than the vehicle speed in the second vehicle speed range. For example, the first vehicle speed range is [60km / h, 80km / h], and the third vehicle speed range is [80km / h, 100km / h]. In this embodiment, The first vehicle speed range and the second vehicle speed range may or may not be adjacent, for example, the second vehicle speed range may be set to [85 km / h, 100 km / h), as long as it is ensured that the vehicle speed in the third vehicle speed range is greater than the vehicle speed in the second vehicle speed range. Then, while the hybrid vehicle is traveling, the proportion of the time during which the driving gradient is in the first gradient range is obtained, and if the proportion of the hybrid vehicle's driving speed in the third vehicle speed range is greater than a third proportion threshold and the proportion of the driving gradient in the first gradient range is less than a fourth proportion threshold, it is determined that the current mode of the hybrid vehicle is the high-speed mode.

[0037] If the ratio of the time during which the road gradient of the hybrid vehicle is greater than the first gradient to a predetermined time is greater than a fourth ratio threshold while the hybrid vehicle is traveling, the current mode of the hybrid vehicle is determined to be mountain road mode, and the ratio of the first gradient area is the ratio of gradients greater than the first gradient. In other words, if it is determined that the ratio of the time during which the road gradient on which the hybrid vehicle is traveling is greater than the first gradient to a predetermined time is greater than the fourth ratio threshold, the mode is uniformly determined to be mountain road mode without considering the position information and vehicle speed information of the hybrid vehicle.

[0038] If the hybrid vehicle is unable to determine the driving mode based on the above-mentioned judgment conditions, the mode of the hybrid vehicle is considered to be another mode.

[0039] In step S103, the corresponding target generated power is obtained based on the mode.

[0040] Specifically, the current mode of the hybrid vehicle is determined based on the position information, the proportion of different vehicle speed ranges, and the proportion of different gradient ranges, and then the target power generation in different modes of the hybrid vehicle is obtained, and the corresponding power generation strategy is used to meet the power generation requirements in different driving modes.

[0041] In some embodiments, as shown in FIG. 2, obtaining the corresponding target power generation based on the mode includes steps S201 to S203.

[0042] In step S201, the initial generated power of the hybrid vehicle is obtained.

[0043] In some embodiments, obtaining the initial generated power of the hybrid vehicle includes obtaining a running power requirement of the hybrid vehicle and a current SOC of a power battery, and obtaining the initial generated power based on the running power requirement and the current SOC.

[0044] Specifically, while the hybrid vehicle is traveling, data such as the current hybrid vehicle speed, acceleration, gradient, temperature, and altitude are obtained in real time using an on-board high-precision map system, a GPS (Global Positioning System), and vehicle sensors. The hybrid vehicle's required running power is calculated based on the hybrid vehicle's speed, acceleration, gradient, temperature, and altitude data. The hybrid vehicle system also obtains the current SOC of the power battery, and the initial power generation power of the hybrid vehicle is obtained based on the obtained required running power and the current SOC (i.e., the minimum SOC battery discharge capacity).

[0045] In some embodiments, when the running required power is constant, the initial generated power and the current SOC are inversely correlated, and when the current SOC is constant, the initial generated power and the running required power are positively correlated. That is, the initial generated power of a hybrid vehicle is determined by the running required power and the current SOC, and the initial generated power increases with a decrease in the current SOC and an increase in the running required power. When the running required power is constant, the initial generated power and the SOC are inversely correlated, and when the current SOC is constant, the initial generated power and the running required power are positively correlated.

[0046] In step S202, a corresponding correction coefficient is obtained based on the mode.

[0047] Specifically, based on a driving mode of the hybrid vehicle, a correction coefficient corresponding to the mode is obtained, and an optimal power generation strategy is used when the hybrid vehicle is driven under the conditions of the mode.

[0048] In some embodiments, obtaining the corresponding correction factor based on the mode includes: if the mode is an urban mode, setting the correction factor as a first factor; if the mode is a rural / suburban mode, setting the correction factor as a second factor; if the mode is a mountain road mode, setting the correction factor as a third factor; and if the mode is a highway mode, setting the correction factor as a fourth factor; wherein if a current SOC of a power battery of the hybrid vehicle is greater than an SOC equilibrium point, the first factor, the second factor, the third factor and the fourth factor are all 1; and if the SOC is equal to or less than the SOC equilibrium point, the first factor, the second factor, the third factor and the fourth factor are all greater than 1, and the fourth factor > the third factor > the second factor > the first factor.

[0049] Specifically, the first coefficient a, the second coefficient b, the third coefficient c, and the fourth coefficient d are preset according to different driving modes in the hybrid vehicle system, and the SOC balance point is preset in the power battery. When the current SOC of the power battery is below the SOC balance point, the first coefficient a, the second coefficient b, the third coefficient c, and the fourth coefficient d are all set to be greater than 1; that is, when the current SOC of the power battery is below the SOC balance point, the power generation power of the hybrid vehicle needs to be corrected to avoid the SOC of the vehicle's power battery being lower than the minimum allowable SOC and to maintain the SOC of the vehicle above the minimum SOC value; and for different modes of the hybrid vehicle, the corresponding correction coefficients are also different, and it is determined that the current mode of the hybrid vehicle is the urban mode. if it is determined that the current mode of the hybrid vehicle is the local road / suburban mode, the correction coefficient is the second coefficient b; if it is determined that the current mode of the hybrid vehicle is the mountain road mode, the correction coefficient is the third coefficient c; if it is determined that the current mode of the hybrid vehicle is the highway mode, the correction coefficient is the fourth coefficient d, and if the fourth coefficient d>the third coefficient c>the second coefficient b>the first coefficient a, and the current SOC of the hybrid vehicle's power battery is greater than the SOC equilibrium point, the first coefficient a, the second coefficient b, the third coefficient c, and the fourth coefficient d are all set to 1, that is, if the current SOC of the hybrid vehicle's power battery is greater than the SOC equilibrium point, the initial power generation power is not corrected regardless of what mode the hybrid vehicle is in.

[0050] In step S203, the initial generated power is corrected based on the correction coefficient to obtain the target generated power.

[0051] Specifically, when the current SOC of the power battery is below the SOC equilibrium point, the initial power generation power can be multiplied by the correction coefficient for the mode based on the correction coefficient for the different mode to obtain the target power generation power for the mode. As shown in FIG. 3, different power generation strategies are used under different mode conditions, and in different power generation strategies, different correction coefficients are used to calculate the power generation power in different modes to meet the driver's driving requirements and avoid the occurrence of a situation where the SOC of the vehicle is lower than the minimum SOC value, and the SOC of the vehicle is always maintained above the minimum SOC value, that is, the power generation requirements of the vehicle in low SOC states in different modes can be met. On the other hand, when the current SOC of the power battery is higher than the SOC equilibrium point, there is no need to correct the initial power generation power, that is, the initial power generation power of the hybrid vehicle is the target power generation power of the hybrid vehicle.

[0052] It should be noted that even if it is determined that the hybrid vehicle is in another mode, there is no need to correct the initial generated power, that is, the initial generated power of the hybrid vehicle is the target generated power of the hybrid vehicle.

[0053] In step S104, the hybrid vehicle is controlled to generate power based on the target generated power.

[0054] Specifically, after obtaining the corrected target power generation, when the hybrid vehicle runs in a different mode, the hybrid vehicle is controlled to generate power according to the target power generation corrected according to the corresponding mode, thereby satisfying the power generation requirements in the different running modes of the hybrid vehicle.

[0055] In some embodiments, the power generation method for the hybrid vehicle further includes the steps of acquiring a driving power requirement of the hybrid vehicle and a current SOC of the power battery, and, if it is determined based on the driving power requirement and the current SOC that it is necessary to control the hybrid vehicle to generate power, acquiring location information of the hybrid vehicle, the percentage of different vehicle speed ranges within a specified time period, and the percentage of different gradient ranges of the road on which the hybrid vehicle is located within a specified time period.

[0056] According to one embodiment of the present disclosure, after the step of obtaining the driving power requirement of the hybrid vehicle and the current SOC of the power battery, the method further includes a step of determining a corresponding SOC power generation range based on the driving power requirement, and determining that the hybrid vehicle needs to be controlled to generate power if the current SOC is within the SOC power generation range, or a step of determining a corresponding driving power requirement power generation range based on the current SOC, and determining that the hybrid vehicle needs to be controlled to generate power if the driving power requirement is within the driving power generation range.

[0057] Specifically, while the hybrid vehicle is running, the hybrid vehicle system obtains the running power requirement and the current SOC of the power battery in real time, and determines the corresponding SOC power generation range based on the running power requirement. If the current SOC is within the SOC power generation range or the running power requirement is within the running power generation range, the hybrid vehicle needs to be controlled to generate power; otherwise, the vehicle power generation strategy is not enabled and the hybrid vehicle continues to run. As shown in FIG. 3, when it is determined that the vehicle power generation strategy needs to be enabled, the vehicle high-precision map system, GPS, and vehicle sensors are used to obtain the position, vehicle speed, acceleration, and Data such as gradient, ambient temperature, altitude, etc. are obtained in real time, and the above data detected in real time is integrated to obtain the current location information of the hybrid vehicle, the proportion of different vehicle speed ranges within a specified time, and the proportion of different gradient ranges on the road on which the hybrid vehicle is located within a specified time. Based on the obtained location information of the hybrid vehicle, the proportion of different vehicle speed ranges, and the proportion of different gradient ranges, the current driving mode of the hybrid vehicle is determined, and different power generation strategies are used according to different driving modes, thereby ensuring that the engine of the hybrid vehicle can operate at an optimal point in various driving modes, so as to realize the reduction of the fuel consumption of the hybrid vehicle, and further achieving the purpose of improving the fuel economy of the hybrid vehicle.

[0058] As described above, according to the power generation method for a hybrid vehicle of the embodiment of the present disclosure, the position information of the hybrid vehicle, the ratio of different vehicle speed ranges within a predetermined time, and the ratio of different gradient ranges of the road on which the hybrid vehicle is located within a predetermined time are acquired, the current mode of the hybrid vehicle is determined based on the acquired position information, the ratio of different vehicle speed ranges, and the ratio of different gradient ranges, and the corresponding target power generation is acquired based on the current mode, and the hybrid vehicle is controlled to generate power based on the target power generation. Thus, by acquiring the position information of the hybrid vehicle, the ratio of different vehicle speed ranges, and the ratio of different gradient ranges to determine the current mode, the prediction of the vehicle driving mode becomes more reasonable, and the hybrid vehicle is controlled to generate power using different power generation strategies in different modes, thereby meeting the vehicle power generation requirements of the hybrid vehicle in low SOC states in different modes and achieving the purpose of improving the fuel economy of the hybrid vehicle.

[0059] 4 is a schematic diagram of a power generating device for a hybrid vehicle according to an embodiment of the present disclosure. As shown in FIG. 4, the power generating device 100 for a hybrid vehicle includes an acquisition module 110, a mode identification module 120, a generated power acquisition module 130, and a control module 140.

[0060] The acquisition module 110 acquires location information of the hybrid vehicle, the proportion of different vehicle speed ranges within a specified time, and the proportion of different gradient ranges of the road on which the hybrid vehicle is located within a specified time; the mode identification module 120 determines a current mode of the hybrid vehicle based on the location information, the proportion of different vehicle speed ranges, and the proportion of different gradient ranges; the generated power acquisition module 130 acquires a corresponding target generated power based on the mode; and the control module 140 controls the hybrid vehicle to generate power based on the target generated power.

[0061] In some embodiments, the mode identification module 120 specifically determines that the mode is an urban mode when the location information is an urban road, the proportion of the first vehicle speed range is greater than a first proportion threshold, and the proportion of the first gradient range is less than a fourth proportion threshold; determines that the mode is a rural road / suburban mode when the location information is a rural / suburban road, the proportion of the second vehicle speed range is greater than a second proportion threshold, and the proportion of the first gradient range is less than a fourth proportion threshold; determines that the mode is a rural / suburban mode when the vehicle speed of the second vehicle speed range is greater than the vehicle speed of the first vehicle speed range, the location information is a highway, the proportion of the third vehicle speed range is greater than the third proportion threshold, and the proportion of the first gradient range is less than a fourth proportion threshold; determines that the mode is a mountain road mode when the vehicle speed of the third vehicle speed range is greater than the vehicle speed of the second vehicle speed range, and the proportion of the first gradient range is equal to or greater than the fourth proportion threshold;

[0062] In some embodiments, the generated power acquisition module 130 specifically acquires an initial generated power of the hybrid vehicle, acquires a corresponding correction coefficient based on the mode, and corrects the initial generated power based on the correction coefficient to acquire a target generated power.

[0063] In some embodiments, the generated power acquisition module 130 specifically sets the correction coefficient as a first coefficient when the mode is an urban mode, sets the correction coefficient as a second coefficient when the mode is a rural / suburban mode, sets the correction coefficient as a third coefficient when the mode is a mountain road mode, and sets the correction coefficient as a fourth coefficient when the mode is a highway mode; when the current SOC of the hybrid vehicle's power battery is greater than the SOC equilibrium point, the first coefficient, the second coefficient, the third coefficient, and the fourth coefficient are all 1; when the SOC is equal to or less than the SOC equilibrium point, the first coefficient, the second coefficient, the third coefficient, and the fourth coefficient are all greater than 1, and the fourth coefficient > the third coefficient > the second coefficient > the first coefficient.

[0064] In some embodiments, the generated power acquisition module 130 specifically acquires the running power requirement of the hybrid vehicle and the current SOC of the power battery, and acquires the initial generated power based on the running power requirement and the current SOC.

[0065] In some embodiments, when the traveling required power is constant, the initial generated power and the current SOC are inversely correlated, and when the current SOC is constant, the initial generated power and the traveling required power are positively correlated.

[0066] In some embodiments, the acquisition module 110 specifically acquires the driving power requirement of the hybrid vehicle and the current SOC of the power battery, and if it determines that the hybrid vehicle needs to be controlled to generate power based on the driving power requirement and the current SOC, acquires the location information of the hybrid vehicle, the percentage of different vehicle speed ranges within a specified time, and the percentage of different gradient ranges of the road on which the hybrid vehicle is located within a specified time.

[0067] In some embodiments, the power generation device of the hybrid vehicle further includes a power generation determination module (not shown), which specifically determines a corresponding SOC power generation range based on the driving required power, and determines that the hybrid vehicle needs to be controlled to generate power if the current SOC is within the SOC power generation range, or determines a corresponding driving required power power generation range based on the current SOC, and determines that the hybrid vehicle needs to be controlled to generate power if the driving required power is within the driving required power power generation range.

[0068] For an explanation of the power generation device for a hybrid vehicle in this disclosure, please refer to the explanation of the power generation method for a hybrid vehicle in this disclosure, and a detailed explanation will be omitted here.

[0069] According to the power generation device for a hybrid vehicle of the embodiment of the present disclosure, an acquisition module acquires location information of the hybrid vehicle, the ratio of different vehicle speed ranges within a predetermined time, and the ratio of different gradient ranges of the road on which the hybrid vehicle is located within a predetermined time, a mode identification module determines a current mode of the hybrid vehicle based on the acquired location information, the ratio of different vehicle speed ranges, and the ratio of different gradient ranges, a generated power acquisition module acquires a corresponding target generated power based on the current mode, and a control module controls the hybrid vehicle to generate power based on the target generated power. Thus, by acquiring the location information of the hybrid vehicle, the ratio of different vehicle speed ranges, and the ratio of different gradient ranges to determine the current mode, the prediction of the vehicle driving mode becomes more reasonable, and the hybrid vehicle is controlled to generate power using different power generation strategies in different modes, thereby meeting the vehicle power generation requirements of the hybrid vehicle in low SOC states in different modes, and achieving the purpose of improving the fuel economy of the hybrid vehicle.

[0070] In addition, a vehicle controller according to an embodiment of the present disclosure includes a memory, a processor, and a hybrid vehicle power generation program stored in the memory and executable on the processor, and when the processor executes the program, the above-mentioned hybrid vehicle power generation method is realized.

[0071] According to the vehicle controller of the embodiment of the present disclosure, the above-mentioned power generation method for a hybrid vehicle obtains position information of the hybrid vehicle, the proportion of different vehicle speed ranges, and the proportion of different gradient ranges to determine the current mode, thereby making the prediction of the vehicle driving mode more reasonable, and controls the hybrid vehicle to generate power using different power generation strategies in different modes, thereby meeting the vehicle power generation requirements of the hybrid vehicle in low SOC states in different modes, and achieving the purpose of improving the fuel economy of the hybrid vehicle.

[0072] Moreover, a hybrid vehicle according to an embodiment of the present disclosure includes the above-described hybrid vehicle power generation device.

[0073] According to the hybrid vehicle of the embodiment of the present disclosure, the power generation device of the hybrid vehicle obtains the position information of the hybrid vehicle, the proportion of different vehicle speed ranges, and the proportion of different gradient ranges to determine the current mode, thereby making the prediction of the vehicle driving mode more reasonable, and by controlling the hybrid vehicle to generate power using different power generation strategies in different modes, the vehicle power generation requirements of the hybrid vehicle in low SOC states in different modes are met, thereby achieving the purpose of improving the fuel economy of the hybrid vehicle.

[0074] It should be noted that the logic and / or steps shown in the flow charts or otherwise described in this disclosure may be considered, for example, as an ordered list of executable instructions for implementing logical functions, and may be tangibly embodied in any computer-readable medium for use by or in combination with an instruction execution system, device, or apparatus (e.g., a computer-based system, a system including a processor, or other system capable of reading and executing instructions from an instruction execution system, device, or apparatus). As used herein, a "computer-readable medium" may be any device capable of storing, storing, communicating, propagating, or transmitting a program for use by or in combination with an instruction execution system, device, or apparatus. More specific examples (non-exhaustive list) of computer-readable media include an electrical connection having one or more wires (electronic device), a portable computer disk box (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), a fiber optic device, and a portable read-only memory (CD-ROM). The computer readable medium may also be paper or other suitable medium on which the program may be printed so that the program may be obtained electronically and thereafter stored in computer memory, for example by optically scanning the paper or other medium and then editing, interpreting or processing in any other suitable manner as necessary.

[0075] It should be understood that each part of the present disclosure can be realized by hardware, software, firmware, or a combination thereof. In the above embodiment, a plurality of steps or methods can be realized by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, when realized by hardware, as in another embodiment, it can be realized by any one or combination of known techniques in the art, such as a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application specific integrated circuit having a suitable combinational logic gate circuit, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0076] In the description of this specification, a description that refers to the terms "one embodiment," "some embodiments," "examples," "particular examples," or "some examples" means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present disclosure. In this specification, exemplary expressions of the above terms are not necessarily limited to the same embodiment or example. In addition, the specific features, structures, materials, or characteristics described can be appropriately combined in any one or more embodiments or examples.

[0077] Additionally, the terms "first" and "second" are merely for descriptive purposes and should not be understood to indicate or suggest a relative importance or to implicitly indicate the number of technical features indicated. Thus, a feature qualified with "first" or "second" may explicitly or implicitly include at least one of the feature. In the description of this disclosure, "plurality" means at least two, e.g., two, three, etc., unless otherwise clearly and specifically limited.

[0078] In the present disclosure, unless otherwise specified and limited, the terms "attached", "coupled", "connected", "fixed", etc. should be understood in a broad sense, and unless otherwise specified, may be, for example, a fixed connection, a detachable connection, or an integral connection, may be a mechanical connection, may be an electrical connection, may be a direct connection, may be an indirect connection via an intermediate medium, may be an internal communication between two elements, or may be an interaction relationship between two elements. A person skilled in the art can understand the specific meaning of the above terms in the present disclosure based on the specific situation.

[0079] Although the embodiments of the present disclosure have been shown and described above, the above embodiments are illustrative and should not be understood as limiting the present disclosure. Those skilled in the art may make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present disclosure.

Claims

1. A method for generating electricity in a hybrid vehicle, comprising: acquiring location information of the hybrid vehicle, a percentage of different vehicle speed ranges within a predetermined time period, and a percentage of different gradient ranges of the road on which the hybrid vehicle is located within the predetermined time period; determining a current mode of the hybrid vehicle based on the position information, the percentage of the different vehicle speed ranges, and the percentage of the different gradient ranges; obtaining a corresponding target power generation based on the mode; controlling the hybrid vehicle to generate power based on the target power generation; Including, How hybrid vehicles generate electricity.

2. determining a current mode of the hybrid vehicle based on the position information, the ratio of the different vehicle speed ranges, and the ratio of the different gradient ranges, determining that the mode is an urban mode when the location information indicates an urban road, a proportion of a first vehicle speed range is greater than a first proportion threshold, and a proportion of a first gradient range is less than a fourth proportion threshold; a step of determining that the mode is a local road / suburban road when the position information indicates a local road / suburban road, a ratio of a second vehicle speed range is greater than a second ratio threshold, and a ratio of the first gradient range is less than the fourth ratio threshold, and the step of determining that the mode is a local road / suburban mode, in which the vehicle speed in the second vehicle speed range is greater than the vehicle speed in the first vehicle speed range; a step of determining that the mode is a high-speed mode when the position information indicates a highway, a ratio of a third vehicle speed range is greater than a third ratio threshold, and a ratio of the first gradient range is less than the fourth ratio threshold, and the vehicle speed in the third vehicle speed range is greater than the vehicle speed in the second vehicle speed range; determining that the mode is a mountain road mode when the proportion of the first gradient area is equal to or greater than the fourth proportion threshold, and the proportion of the first gradient area is a proportion of a gradient greater than a first gradient; Including, The method of claim 1.

3. The step of obtaining a corresponding target power generation based on the mode includes: acquiring an initial power generation power of the hybrid vehicle; obtaining a corresponding correction factor based on the mode; correcting the initial generated power based on the correction coefficient to obtain the target generated power; Including, The method of claim 2.

4. The step of obtaining a corresponding correction factor based on the mode includes: If the mode is an urban mode, setting the correction coefficient as a first coefficient; if the mode is a rural / suburban mode, setting the correction factor as a second factor; If the mode is a mountain road mode, setting the correction coefficient as a third coefficient; If the mode is a high speed mode, the correction coefficient is set to a fourth coefficient; Including, When the current SOC of the power battery of the hybrid vehicle is greater than an SOC equilibrium point, the first coefficient, the second coefficient, the third coefficient, and the fourth coefficient are all 1; When the SOC is equal to or lower than the SOC equilibrium point, the first coefficient, the second coefficient, the third coefficient, and the fourth coefficient are all greater than 1, and the fourth coefficient>the third coefficient>the second coefficient>the first coefficient. The method according to claim 3.

5. The step of acquiring an initial power generation power of the hybrid vehicle includes: acquiring a running power requirement of the hybrid vehicle and a current SOC of a power battery; acquiring the initial generated power based on the traveling required power and the current SOC; Including, The method according to claim 3.

6. When the traveling required electric power is constant, the initial generated electric power and the current SOC are inversely correlated. When the current SOC is constant, the initial generated power and the traveling required power are positively correlated. The method according to claim 5.

7. acquiring a running power requirement of the hybrid vehicle and a current SOC of a power battery; When it is determined that it is necessary to control the hybrid vehicle to generate power based on the required electric power for traveling and the current SOC, acquiring position information of the hybrid vehicle, a ratio of different vehicle speed ranges within a predetermined time, and a ratio of different gradient ranges of a road on which the hybrid vehicle is located within the predetermined time; Including, The method according to any one of claims 1 to 6.

8. After obtaining the driving power required for the hybrid vehicle and the current SOC of the power battery, determining a corresponding SOC power generation range based on the running required power, and if the current SOC is within the SOC power generation range, determining that the hybrid vehicle needs to be controlled to generate power; or determining a corresponding power generation region of electric power required for traveling based on the current SOC, and if the electric power required for traveling is within the power generation region of electric power required for traveling, determining that it is necessary to control the hybrid vehicle to generate electric power; Further comprising: The method according to claim 7.

9. A power generation device for a hybrid vehicle, an acquisition module for acquiring location information of the hybrid vehicle, a ratio of different vehicle speed ranges within a predetermined time period, and a ratio of different gradient ranges of the road on which the hybrid vehicle is located within the predetermined time period; a mode identification module that determines a current mode of the hybrid vehicle based on the position information, the percentage of the different vehicle speed ranges, and the percentage of the different gradient ranges; a power generation acquisition module that acquires a corresponding target power generation power based on the mode; a control module that controls the hybrid vehicle to generate power based on the target power generation; Including, Hybrid vehicle power generation unit.

10. A hybrid vehicle power generation program including a memory, a processor, and a hybrid vehicle power generation program stored in the memory and executable on the processor, When the processor executes the program, the power generation method for a hybrid vehicle according to any one of claims 1 to 8 is realized. Vehicle controller.

11. The hybrid vehicle power generation device according to claim 9, Hybrid car.

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