CN117125044A

CN117125044A - Vehicle power control method, control unit, hybrid power system and vehicle

Info

Publication number: CN117125044A
Application number: CN202210552358.XA
Authority: CN
Inventors: 何斌; 史明杰; 徐金辉
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2022-05-20
Filing date: 2022-05-20
Publication date: 2023-11-28

Abstract

The invention discloses a vehicle power control method, a control unit, a hybrid power system and a vehicle. The method comprises the following steps: acquiring an ambient pressure parameter and a power parameter, wherein the power parameter comprises a current SOC, an externally set SOC and an internally set SOC; determining a first target SOC according to the ambient pressure parameter and the power parameter; and controlling a generator control unit and an engine control unit of the vehicle to work according to the first target SOC. The method can realize the comprehensive consideration of the power parameters of the power battery and the environmental pressure parameters of the external environment in the vehicle power control process, so as to further ensure the power performance and the driving performance of the vehicle.

Description

Vehicle power control method, control unit, hybrid power system and vehicle

Technical Field

The present invention relates to the field of vehicle control technologies, and in particular, to a vehicle power control method, a control unit, a hybrid power system, and a vehicle.

Background

In the current vehicle, an externally set SOC or an internally set SOC is mainly determined as a target SOC of the entire vehicle of the power battery, and the power battery is controlled based on the target SOC. The externally set SOC is an amount of electricity that the driver inputs to the desired power battery through an external input device such as a meter or multimedia. The internal set SOC is preset by an internal program of the system, and the electric quantity required to be kept by the power battery is determined according to the current vehicle data.

Such a power battery is electrically controlled based on the externally set SOC or the internally set SOC, and the performance change of the power battery and the influence of the external environmental pressure are not comprehensively considered, which may result in poor power performance and drivability of the vehicle.

Disclosure of Invention

The embodiment of the invention provides a vehicle power control method, a control unit, a hybrid power system and a vehicle, which are used for solving the problem that the performance change of a power battery and the influence of external environmental pressure are not considered in the current vehicle power control process, and the power performance and the drivability of the vehicle are influenced.

The embodiment of the invention provides a vehicle power control method, which comprises the following steps:

acquiring an ambient pressure parameter and a power parameter, wherein the power parameter comprises a current SOC, an externally set SOC and an internally set SOC;

determining a first target SOC according to the ambient pressure parameter and the power parameter;

and controlling a generator control unit and an engine control unit of the vehicle to work according to the first target SOC.

Preferably, before the determining the first target SOC according to the ambient pressure parameter and the power parameter, the vehicle power control method further includes:

determining a vehicle running mode according to the power parameter;

Controlling the vehicle to run according to the vehicle running mode;

wherein the vehicle operation mode includes a maintenance SOC mode and an adjustment SOC mode.

Preferably, the determining a vehicle operation mode according to the power parameter includes:

comparing the current SOC, the externally set SOC, and the internally set SOC;

if the current SOC is the maximum value, determining that the vehicle running mode is a maintenance SOC mode;

and if the current SOC is not the maximum value, determining the vehicle running mode as an adjustment SOC mode.

Preferably, the determining the first target SOC according to the ambient pressure parameter and the power parameter includes:

and if the vehicle running mode is an adjustment SOC mode, comparing the external set SOC with the internal set SOC, and determining the larger value of the external set SOC and the internal set SOC as the first target SOC.

Preferably, the controlling the generator control unit and the engine control unit of the vehicle to operate according to the first target SOC includes:

if the internal set SOC is the first target SOC, acquiring a current battery attenuation coefficient and a current altitude coefficient according to the environmental pressure parameter and the current SOC;

If the current battery attenuation coefficient and the current plateau coefficient meet preset conditions, determining a second target SOC according to the first target SOC, the current battery attenuation coefficient and the current plateau coefficient;

determining a target power generation torque and a target power generation rotational speed according to the second target SOC;

controlling a generator control unit and an engine control unit of the vehicle to work according to the target power generation torque and the target power generation rotating speed;

the preset condition is that the current battery attenuation coefficient is larger than the maximum threshold value of the attenuation coefficient, and the current altitude coefficient is larger than the maximum threshold value of the altitude coefficient.

Preferably, after the current battery attenuation coefficient and the current altitude coefficient are obtained, the vehicle power control method further includes:

and if the current battery attenuation coefficient and the current plateau coefficient do not meet the preset conditions, determining the target power generation torque according to an economic curve, and determining the target power generation rotating speed according to the economic curve and an NVH curve.

Preferably, the determining the second target SOC according to the first target SOC, the current battery decay factor, and the current altitude factor includes:

Acquiring a first updated SOC according to the current battery attenuation coefficient and the first target SOC;

acquiring a second updated SOC according to the current plateau coefficient and the first target SOC;

and taking the larger value of the first updating SOC and the second updating SOC, and determining the larger value as the second target SOC.

Preferably, the obtaining a first updated SOC according to the current battery attenuation coefficient and the first target SOC includes:

comparing the current battery attenuation coefficient with at least one attenuation coefficient critical threshold value to determine a target attenuation coefficient interval corresponding to the current battery attenuation coefficient;

determining a first update coefficient according to the target attenuation coefficient interval;

and acquiring the first updated SOC according to the first updated coefficient and the first target SOC.

Preferably, the obtaining a second updated SOC according to the current altitude coefficient and the first target SOC includes:

comparing the current plateau coefficient with at least one plateau coefficient critical threshold value to determine a target plateau coefficient interval corresponding to the current plateau coefficient;

determining a second update coefficient according to the target plateau coefficient interval;

and acquiring the second updated SOC according to the second updated coefficient and the first target SOC.

Preferably, after comparing the current altitude coefficient with at least one altitude coefficient critical threshold value to determine a target altitude coefficient section corresponding to the current altitude coefficient, the vehicle power control method further includes:

determining a third update coefficient according to the target plateau coefficient interval;

determining permitted power corresponding to the non-critical external equipment according to the third updating coefficient and the maximum power corresponding to the non-critical external equipment;

and controlling the generator control unit and the engine control unit to work according to the permitted power corresponding to the non-critical external equipment.

Preferably, the determining the target power generation torque and the target power generation rotation speed according to the second target SOC includes:

and determining the target power generation torque according to the second target SOC and the external characteristic curve, and determining the target power generation rotating speed according to the target SOC and the maximum power curve.

Preferably, before determining the target power generation torque and the target power generation rotational speed according to the second target SOC, the vehicle power control method further includes:

and comparing the second target SOC with a full charge threshold, and adopting the full charge threshold as the second target SOC if the second target SOC is larger than or equal to the full charge threshold.

if the externally set SOC is the first target SOC, determining the target power generation torque according to an economic curve, and determining the target power generation rotating speed according to an economic curve and an NVH curve;

and controlling a generator control unit and an engine control unit of the vehicle to work according to the target power generation torque and the target power generation rotating speed.

Preferably, the acquiring the environmental pressure parameter and the power parameter includes:

acquiring current vehicle data, and judging whether the current vehicle data meets an SOC active condition or not;

and if the current vehicle data meets the SOC active condition, acquiring the environmental pressure parameter and the power parameter.

The embodiment of the invention provides a control unit which comprises a memory, a processor and a computer program stored in the memory and capable of running on the processor, wherein the processor realizes the vehicle power control method when executing the computer program.

The embodiment of the invention provides a hybrid power system which comprises the control unit, an engine control unit and a generator control unit which are connected with the control unit, and external electric equipment connected with the control unit.

The embodiment of the invention provides a vehicle which comprises the hybrid power system.

According to the vehicle power control method, the control unit, the hybrid power system and the vehicle, the power conversion efficiency, the customer requirements and the design requirements are comprehensively considered according to the environmental pressure parameters and the power parameters, the first target SOC is determined, and then the generator control unit and the engine control unit of the vehicle are controlled to work according to the first target SO, SO that the control process is controlled, the power parameters of the power battery and the environmental pressure parameters of the external environment are comprehensively considered, and further the power performance and the drivability of the vehicle are guaranteed.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are needed in the description of the embodiments of the present invention will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

FIG. 1 is a schematic diagram of a hybrid powertrain according to an embodiment of the present invention;

FIG. 2 is a flow chart of a method of controlling vehicle dynamics in an embodiment of the invention;

FIG. 3 is another flow chart of a method of controlling vehicle dynamics in an embodiment of the invention;

FIG. 4 is another flow chart of a method of controlling vehicle dynamics in an embodiment of the invention;

FIG. 5 is another flow chart of a method of controlling vehicle dynamics in an embodiment of the invention;

FIG. 6 is another flow chart of a method of controlling vehicle dynamics in an embodiment of the invention;

FIG. 7 is another flow chart of a method of controlling vehicle dynamics in an embodiment of the invention;

FIG. 8 is another flow chart of a method of controlling vehicle dynamics in an embodiment of the invention;

FIG. 9 is another flow chart of a method of controlling vehicle dynamics in an embodiment of the invention;

FIG. 10 is another flow chart of a method of controlling vehicle dynamics in an embodiment of the invention;

FIG. 11 is another flow chart of a vehicle power control method in an embodiment of the invention.

Detailed Description

The following description of the embodiments of the present invention will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are some, but not all embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.

The vehicle power control method provided by the embodiment of the invention can be applied to a vehicle, and particularly applied to a hybrid power system of the vehicle. As shown in fig. 1, the hybrid power system includes a control unit, an engine control unit and a generator control unit connected to the control unit, and external electric equipment connected to the control unit. In this example, the hybrid system further includes a power battery management unit, an external input device, and a whole vehicle mode switch unit. The control unit can acquire sensor data such as a power supply gear state signal acquired by the whole-vehicle mode switch unit, a vehicle speed signal acquired by the vehicle speed sensor, an environment temperature signal acquired by the temperature sensor and the like; and fault detection data of each power subsystem and components thereof can be obtained, wherein the fault detection data comprise fault codes, fault grades, fault states and the like. The engine control unit can acquire sensor data such as an intake pressure signal acquired by the pressure sensor, a cooling liquid temperature signal acquired by the temperature sensor and the like, and sends the sensor data to the control unit. The power battery management unit is used for collecting battery state data such as voltage signals, current signals and battery temperature signals of the power battery.

In one embodiment, as shown in fig. 2, a vehicle power control method is provided, and the control unit of fig. 1 is used as an example to illustrate the method, and the method includes the following steps:

s201: acquiring an ambient pressure parameter and a power parameter, wherein the power parameter comprises a current SOC, an externally set SOC and an internally set SOC;

s202: determining a first target SOC according to the ambient pressure parameter and the power parameter;

s203: the generator control unit and the engine control unit of the vehicle are controlled to operate according to the first target SOC.

The environmental pressure parameter is a parameter related to the environmental pressure acquired at the current moment. The power parameter is a parameter related to the power battery. In this example, the power parameters include, but are not limited to, a current SOC, an externally set SOC, and an internally set SOC. The current SOC is the SOC of the power battery acquired and calculated at the current moment, and specifically comprises the step that the power battery management unit calculates the determined SOC in real time according to the voltage signal and the current signal of the power battery. The externally set SOC is the amount of electricity that the driver inputs into the desired power battery through an external input device such as a meter or multimedia, that is, the externally set SOC is the SOC that the driver desires to hold, and can satisfy the customer demand of the driver. The internal set SOC is preset by the internal program of the system, and the electric quantity required to be kept by the power battery is determined according to the current vehicle data, that is, the internal set SOC is determined to be expected to be kept according to the internal program of the system, so that the design requirement of the internal program of the system can be met.

As an example, in step S201, the control unit may acquire the environmental pressure parameter acquired by the pressure sensor in real time and the power parameter corresponding to the power battery, where the power parameter includes the current SOC sent by the power battery management unit in real time, the externally set SOC input by the driver through an external input device such as an instrument or multimedia, and the internally set SOC determined by calculation by the system internal program, so as to perform the electric quantity control based on the environmental pressure parameter and the power parameter (including, but not limited to, the current SOC, the externally set SOC, and the internally set SOC), so as to implement the power control of the vehicle.

The first target SOC is to determine the electric quantity needed to control the power battery to keep at the current moment according to the environmental pressure parameter and the power parameter.

As an example, in step S202, after obtaining the environmental pressure parameter and the power parameter, the control unit calculates the environmental pressure parameter and the power parameter by adopting the SOC calculation logic that is set comprehensively in advance based on the power conversion efficiency, the customer requirement and the design requirement, so as to determine the first target SOC, so that the first target SOC can consider the power conversion efficiency, the customer requirement and the design requirement.

As an example, in step S203, after determining the first target SOC, the control unit may control the generator control unit and the engine control unit of the vehicle to operate according to the first target SOC, specifically, make the generator control unit control the generator to operate, and make the engine control unit control the engine to operate, so that in the operation process of the generator control unit and the engine control unit, the power parameter of the power battery and the environmental pressure parameter of the external environment may be comprehensively considered, so as to further ensure the power performance and the drivability of the vehicle.

In this embodiment, according to the environmental pressure parameter and the power parameter, the power conversion efficiency, the customer requirement and the design requirement are comprehensively considered, the first target SOC is determined, and then according to the first target SO, the generator control unit and the engine control unit of the vehicle are controlled to work, SO that the control process is controlled, the power parameter of the power battery and the environmental pressure parameter of the external environment are comprehensively considered, and further the power performance and the drivability of the vehicle are ensured.

In one embodiment, as shown in fig. 3, before determining the first target SOC according to the ambient pressure parameter and the power parameter, the vehicle power control method further includes:

s301: determining a vehicle running mode according to the power parameter;

s302: controlling the operation of the vehicle according to the operation mode of the vehicle;

wherein the vehicle operating mode includes a maintenance SOC mode and an adjustment SOC mode.

The vehicle running mode refers to a running mode of the vehicle at the current moment. As an example, the vehicle operation mode may be any one of a maintenance SOC mode and an adjustment SOC mode. The maintenance SOC mode is an operation mode in which a target SOC corresponding to the current time is required to be maintained. The SOC adjustment mode is an operation mode in which the target SOC corresponding to the current time is required to be adjusted.

As an example, in step S301, the control unit may determine the vehicle running mode according to the power parameter collected at the current time, and specifically includes: and according to the current SOC, the external set SOC and the internal set SOC acquired at the current moment, comprehensively considering the power conversion efficiency, the customer demand and the design demand to determine any one of the maintenance SOC mode and the adjustment SOC mode as the vehicle running mode. In this example, the control unit may determine the vehicle running mode based on a comparison result of the current SOC, the externally set SOC, and the internally set SOC.

As an example, in step S302, the control unit controls the vehicle to run according to the vehicle running mode after determining the vehicle running mode according to the power parameter. That is, when the vehicle operation mode is the maintenance SOC mode, the vehicle operation is controlled based on the same target SOC; when the vehicle running mode is the SOC adjustment mode, the vehicle running is controlled based on the target SOC determined by real-time adjustment, so that the aims of considering power conversion efficiency, customer requirements and design requirements are fulfilled.

In this embodiment, the vehicle is controlled to run according to the vehicle running mode determined by the power parameter, so that the target SOC of the power battery can achieve the purpose of considering the power conversion efficiency, the customer requirement and the design requirement in the vehicle running process, which is helpful for guaranteeing the power performance and the driving performance of the vehicle.

In one embodiment, as shown in fig. 4, step S301, i.e. determining a vehicle operation mode according to a power parameter, includes:

s401: comparing the current SOC, the externally set SOC and the internally set SOC;

s402: if the current SOC is the maximum value, determining that the vehicle running mode is a maintenance SOC mode;

s403: and if the current SOC is not the maximum value, determining that the vehicle running mode is an adjustment SOC mode.

As an example, in step S301, the control unit, when determining its vehicle running mode according to the power parameters, needs to compare the magnitudes of three power parameters, i.e., the current SOC, the externally set SOC, and the internally set SOC, in order to determine the vehicle running mode according to the comparison result.

As an example, in step S302, the control unit may determine the vehicle movement mode as the maintenance SOC mode when the current SOC is the maximum value, that is, when the current SOC is greater than the externally set SOC and the current SOC is greater than the internally set SOC. In this example, when the current SOC is the maximum value, it may be determined that the current SOC of the power battery meets both the customer requirement of the driver and the design requirement of the internal program of the system, and at this time, the target SOC does not need to be adjusted, so that the vehicle operation mode is determined to be the maintenance SOC mode, so that the vehicle does not perform mode conversion, so that the power conversion efficiency of the vehicle is the highest, and the energy loss caused by mode conversion is avoided.

As an example, in step S303, the control unit may determine the vehicle movement mode as the adjustment SOC mode when the current SOC is not the maximum value, that is, the current SOC is not greater than the externally set SOC, or the current SOC is not greater than the internally set SOC. In this example, when the current SOC is not the maximum value, it may be determined that the current SOC of the power battery does not meet the customer requirement of the driver or does not meet the design requirement of the internal program of the system, and at this time, the target SOC needs to be adjusted to achieve the purpose of considering both the customer requirement and the design requirement.

In this embodiment, when the current SOC is the maximum value among the current SOC, the externally set SOC, and the internally set SOC, the vehicle operation mode is determined to be the maintenance SOC mode, so that the highest power conversion efficiency can be ensured; when the current SOC is not the maximum value of the current SOC, the externally set SOC and the internally set SOC, determining the vehicle running mode as an adjustment SOC mode so as to achieve the aim of considering the customer requirement and the design requirement.

In one embodiment, determining the first target SOC from the ambient pressure parameters and the power parameters includes:

if the vehicle running mode is the adjustment SOC mode, the external set SOC and the internal set SOC are compared, and the larger value of the two is determined as a first target SOC.

As an example, when the vehicle operation mode is the adjustment SOC mode, that is, when the current SOC is the maximum value of the power parameters, the externally set SOC and the internally set SOC may be further compared, and the larger value of the two may be determined as the first target SOC. For example, when the externally set SOC is larger than the internally set SOC, the customer demand of the driver needs to be satisfied preferentially, and therefore, the externally set SOC may be determined as the first target SOC. For another example, when the internal set SOC is larger than the external set SOC, the design requirement of the internal program of the system needs to be satisfied preferentially, and therefore, the internal set SOC may be determined as the first target SOC.

In this example, when the vehicle operation mode is the adjustment SOC mode, the larger value of the externally set SOC and the internally set SOC is determined as the first target SOC, so that the objective of satisfying both the customer demand and the design demand can be achieved.

As an example, when the vehicle operation mode is the maintenance SOC mode, the current SOC may be directly determined as the first target SOC thereof without adjusting the target SOC, so that the vehicle does not perform mode conversion, so that the power conversion efficiency of the vehicle is highest, and energy loss caused by the mode conversion is avoided.

In an embodiment, as shown in fig. 5, step S203, that is, controlling the generator control unit and the engine control unit of the vehicle to operate according to the first target SOC, includes:

S501: if the first target SOC is the internal set SOC, acquiring a current battery attenuation coefficient and a current plateau coefficient according to the environmental pressure parameter and the current SOC;

s502: if the current battery attenuation coefficient and the current altitude coefficient meet the preset conditions, determining a second target SOC according to the first target SOC, the current battery attenuation coefficient and the current altitude coefficient;

s503: determining a target power generation torque and a target power generation rotational speed according to the second target SOC;

s504: according to the target power generation torque and the target power generation rotating speed, a generator control unit and an engine control unit of the vehicle are controlled to work;

As an example, in step S501, when the vehicle running mode is the adjustment SOC mode and the first target SOC is the internal set SOC (i.e. the internal set SOC is greater than the external set SOC), the control unit needs to calculate and determine the current battery attenuation coefficient and the current altitude coefficient according to the ambient pressure parameter and the power parameter.

As an example, the control unit needs to use preset attenuation coefficient calculation logic to perform attenuation calculation on the current SOC, and determine the current battery attenuation coefficient corresponding to the current SOC. The attenuation coefficient calculation logic here is processing logic set in advance for calculating the attenuation coefficient according to the current SOC. The current battery degradation coefficient refers to a coefficient determined by calculating the degree of the power battery according to the current SOC.

In a specific embodiment, the control unit may perform calculation processing on the current SOC and the designed SOC of the power battery, and determine the current battery attenuation coefficient. In general, the power battery decay factor is a ratio of the current battery capacity to the designed battery capacity, and thus, the control unit may calculate the current battery decay factor according to the current SOC. Understandably, the current battery attenuation coefficient can reflect the attenuation degree of the power battery at the current moment, so that the subsequent power control can be performed according to the current battery attenuation coefficient, which is helpful for guaranteeing the power performance and the driving performance of the vehicle.

As an example, the control unit needs to use preset altitude coefficient calculation logic to calculate the environmental pressure parameter, and determine the current altitude coefficient corresponding to the environmental pressure parameter. The plateau coefficient calculation logic is preset processing logic for calculating the plateau coefficient according to the environmental pressure parameter. In general, the higher the altitude, the lower the ambient pressure, and therefore its altitude can be estimated from the ambient pressure parameters, and therefore the altitude coefficient calculation logic is based on the relationship between altitude and ambient pressure to determine its altitude coefficient calculation logic.

In one embodiment, the control unit may perform a calculation process on the ambient pressure parameter and the standard atmospheric pressure to determine the current altitude coefficient. In this example, the control unit may determine the ratio between the ambient pressure parameter and the standard atmospheric pressure as the current altitude coefficient. Generally, the larger the current altitude coefficient is, the larger the environmental pressure parameter is, the higher the altitude of the vehicle is, and the greater the power attenuation of the engine is, so that the subsequent power control can be performed according to the current altitude coefficient, and the power performance and the driving performance of the vehicle can be guaranteed.

The maximum threshold value of the attenuation coefficient is a preset maximum threshold value used for evaluating whether the current battery attenuation coefficient reaches an allowable value. The plateau coefficient maximum threshold is a preset maximum threshold for evaluating whether the current plateau coefficient reaches an allowable value.

The second target SOC is a target SOC which updates the first target SOC by adopting the current battery attenuation coefficient and the current altitude coefficient. Understandably, when the first target SOC is an internal set SOC, the current battery attenuation coefficient and the current altitude coefficient may both reflect the power attenuation degree, and the first target SOC is updated by using the current battery attenuation coefficient and the current altitude coefficient, so that the obtained second target SOC may not only meet the design requirement of the internal program of the system, but also may be matched with the power attenuation degree, so as to ensure the power performance and the drivability of the vehicle.

As an example, in step S502, the control unit may determine whether the preset condition is satisfied according to the current battery attenuation coefficient and the current altitude coefficient after calculating and determining the current battery attenuation coefficient and the current altitude coefficient, and may determine the second target SOC according to the first target SOC, the current battery attenuation coefficient and the current altitude coefficient when the preset condition is satisfied, that is, the current battery attenuation coefficient is greater than the attenuation coefficient maximum threshold value and the current altitude coefficient is greater than the altitude coefficient maximum threshold value.

In the example, the first target SOC is updated by adopting the current battery attenuation coefficient and the current altitude coefficient, so that the acquired second target SOC not only meets the design requirement of the internal program of the system, but also can be matched with the power attenuation degree, and the generator control unit and the engine control unit are controlled to work according to the second target SOC, so that the power performance and the driving performance of the vehicle can be more effectively ensured.

As an example, in step S503, the control unit may determine the target power generation torque and the target power generation rotational speed according to the second target SOC, and may determine the target power generation torque and the target power generation rotational speed according to control curves, e.g., an external characteristic curve and a maximum power curve, corresponding to the second target SOC. The external characteristic curve is a curve of engine output power (torque) as a function of rotation speed measured when the engine throttle opening is 100%. It features that both the power curve and the torque curve exhibit convex curves, but the two do not behave the same. In the gasoline engine external characteristic curve: the power curve has a small value at lower speeds, but increases rapidly with increasing speed, and after increasing speed to a certain interval, the power increases slowly, until it reaches a maximum, and then decreases, although the speed continues to increase. The maximum power curve is a curve reflecting the relationship between the maximum power at which the engine operates and the rotational speed.

As an example, in S504, the control unit controls the generator control unit and the engine control unit of the vehicle to operate according to the target power generation torque and the target power generation rotational speed, specifically including: the control unit transmits the target power generation torque and the target power generation rotational speed to the generator control unit, so that the generator control unit controls the generator to operate based on the target power generation torque and the target power generation rotational speed.

In this embodiment, when the first target SOC is an internal set SOC, a current battery attenuation coefficient and a current altitude coefficient reflecting a power battery attenuation degree may be determined according to an environmental pressure parameter and a current SOC, and when the current battery attenuation coefficient and the current altitude coefficient satisfy preset conditions, the second target SOC may be determined according to the first target SOC, the current battery attenuation coefficient and the current altitude coefficient, so as to control the vehicle to operate based on the second target SOC.

In an embodiment, after step S501, that is, after the current battery attenuation coefficient and the current altitude coefficient are acquired, the vehicle power control method further includes:

if the current battery attenuation coefficient and the current altitude coefficient do not meet the preset conditions, determining the target power generation torque according to the economic curve, and determining the target power generation rotating speed according to the economic curve and the NVH curve.

As an example, when the current battery attenuation coefficient and the current altitude coefficient do not satisfy the preset conditions, that is, when the current battery attenuation coefficient is not greater than the attenuation coefficient maximum threshold, or the current altitude coefficient is not greater than the altitude coefficient maximum threshold, it is indicated that the vehicle power attenuation degree does not reach the maximum at this time, the target power generation torque may be determined according to the economic curve, and the target power generation rotational speed may be determined according to the economic curve and the NVH curve, so as to control the generator control unit and the engine control unit to operate according to the target power generation torque and the target power generation rotational speed.

As an example, the control unit may determine the target power generation torque required to control the operation of the generator according to a preset economic curve. In this example, the control unit may obtain the economic curve parameter, specifically may determine the corresponding economic curve parameter according to the first target SOC, and then query a preset economic curve based on the economic curve parameter to determine the target power generation torque. The target power generation torque is the torque required to control the operation of the generator.

As an example, the control unit may determine the target power generation rotational speed at which the operation of the generator needs to be controlled, based on the economic curve and the HVH curve set in advance. In this example, the control unit may obtain the economic curve parameter and the NVH optimal area parameter, specifically may determine the economic curve parameter and the NVH optimal area parameter corresponding to the first target SOC, and determine the target power generation rotational speed according to the economic curve parameter and the NVH optimal area parameter, and query the economic curve and the NVH curve.

As an example, the control unit controls the generator control unit and the engine control unit to operate according to the target power generation torque and the target power generation rotational speed, specifically including: the control unit sends the target power generation torque and the target power generation rotating speed to the generator control unit so that the generator control unit controls the generator to work based on the target power generation torque and the target power generation rotating speed; because the power source of the vehicle is a generator, the control unit can transmit the target power generation torque and the target power generation rotating speed to the engine control unit through the communication bus, so that the engine control unit responds to the target power generation torque of the control unit and can enable the generator control unit to control the generator to generate power.

In one embodiment, as shown in fig. 6, step S502, that is, determining the second target SOC according to the first target SOC, the current battery decay coefficient, and the current altitude coefficient, includes:

s601: acquiring a first updated SOC according to the current battery attenuation coefficient and a first target SOC;

s602: acquiring a second updated SOC according to the current altitude coefficient and the first target SOC;

s603: and taking the larger value of the first updating SOC and the second updating SOC, and determining the larger value as a second target SOC.

As an example, in step S601, the control unit may update the first target SOC with the preset first update processing logic and with the current battery attenuation coefficient to obtain the first updated SOC. The first update processing logic is preset processing logic for updating the first target SOC by the current battery decay factor, and when the first target SOC is the internal set SOC, the first update processing logic is understood to be logic for updating the internal set SOC. The first updated SOC is an SOC that updates the first set SOC with the current battery decay factor.

As an example, in step S602, the control unit may update the first target SOC with the preset second update processing logic and with the current altitude coefficient to obtain the second updated SOC. The second update processing logic is preset processing logic for updating the first target SOC by the current altitude coefficient, and when the first target SOC is the internal SOC, the second update processing logic is understood to be logic for updating the internal set SOC. The second updated SOC is an SOC that updates the first target SOC with the current altitude coefficient.

As an example, in step S603, the control unit may screen and determine the second target SOC from among the first updated SOC and the second updated SOC after acquiring the first updated SOC and the second updated SOC. In this example, the control unit may take a larger value of the first updated SOC and the second updated SOC, and determine the larger value as the second target SOC.

In this embodiment, when the current battery attenuation coefficient and the current altitude coefficient are adopted, the first target SOC is updated, the first updated SOC and the second updated SOC are respectively obtained, a larger value of the first updated SOC and the second updated SOC is taken, and the second target SOC is determined, so that the second target SOC is the target SOC obtained by updating the first target SOC by adopting the current battery attenuation coefficient or the current altitude coefficient, the attenuation degree corresponding to any one of the current battery attenuation coefficient or the current altitude coefficient is achieved, and the purpose of determining the second target SOC is updated, so that the power performance and the driving performance of the following vehicle are ensured.

In one embodiment, as shown in fig. 7, step S601, that is, obtaining a first updated SOC according to a current battery attenuation coefficient and a first target SOC, includes:

s701: comparing the current battery attenuation coefficient with at least one attenuation coefficient critical threshold value to determine a target attenuation coefficient interval corresponding to the current battery attenuation coefficient;

S702: determining a first update coefficient according to the target attenuation coefficient interval;

s703: and acquiring a first updated SOC according to the first updated coefficient and the first target SOC.

The attenuation coefficient critical threshold is a preset critical threshold for dividing the attenuation coefficient interval, and the attenuation coefficient critical threshold is larger than 1. The attenuation coefficient critical threshold is a threshold value that is less than the attenuation coefficient maximum threshold value. In this example, at least one attenuation coefficient critical threshold is preset in the hybrid power, at least two configuration attenuation coefficient intervals may be divided, each configuration attenuation coefficient interval corresponds to one attenuation update coefficient, ki may be used to represent the attenuation update coefficient corresponding to the ith configuration attenuation coefficient interval, and the attenuation update coefficient may be set to a value between 0 and 1.

As an example, in step S701, the control unit may compare the current battery attenuation coefficient with at least one preset attenuation coefficient threshold value in the process of updating the first target SOC with the current battery attenuation coefficient, and determine the configured attenuation coefficient interval to which the current battery attenuation coefficient belongs as the corresponding target attenuation coefficient interval.

As an example, in step S702, when determining the target attenuation coefficient interval corresponding to the current battery attenuation coefficient, the control unit may determine the attenuation update coefficient corresponding to the target attenuation coefficient interval as the first update coefficient corresponding to the current battery attenuation coefficient.

As an example, in step S703, after determining the first update coefficient corresponding to the current battery attenuation coefficient, the control unit may update the first target SOC with the first update coefficient to obtain the first updated SOC. In this example, the product of the first update coefficient and the first target SOC may be determined as the first updated SOC.

For example, the current battery attenuation coefficient is X0, the attenuation coefficient critical threshold is Xmax, at least one attenuation coefficient critical threshold is X1, X2 and X3 in sequence from large to small, and the attenuation update coefficients are set to K1, K2, K3 and K4 respectively; when X1 is less than or equal to X0< Xmax, the control unit can determine the attenuation update coefficient K1 as a first update coefficient, and the product of the first update coefficient K1 and the first target SOC is determined as a first update SOC; when X2 is less than or equal to X0< X1, determining the attenuation update coefficient K2 as a first update coefficient, and determining the product of the first update coefficient K2 and the first target SOC as a first update SOC; when X3 is less than or equal to X0< X2, determining the attenuation update coefficient K3 as a first update coefficient, and determining the product of the first update coefficient K3 and the first target SOC as a first update SOC; when X0> X3, the attenuation update coefficient K4 can be determined as a first update coefficient, and the product of the first update coefficient K4 and the first target SOC is determined as a first update SOC, so that the first target SOC is updated by using the current battery attenuation coefficient, the obtained first update SOC can be combined with the attenuation degree of the power battery, and the reliability of vehicle power control is ensured.

In one embodiment, as shown in fig. 8, step S602, that is, obtaining the second updated SOC according to the current altitude coefficient and the first target SOC, includes:

s801: comparing the current altitude coefficient with at least one altitude coefficient critical threshold value to determine a target altitude coefficient interval corresponding to the current altitude coefficient;

s802: determining a second update coefficient according to the target original coefficient interval;

s803: and acquiring a second updated SOC according to the second updated coefficient and the first target SOC.

The threshold value of the altitude coefficient is a preset threshold value for dividing altitude coefficient intervals, and the threshold value of the altitude coefficient is larger than 1. The plateau coefficient critical threshold is a threshold value that is less than the maximum plateau coefficient threshold. In this example, at least one altitude coefficient critical threshold is preset in the hybrid power, at least two configuration altitude coefficient intervals may be divided, each configuration altitude coefficient interval corresponds to one altitude update coefficient, qi may be used to represent an altitude update coefficient corresponding to the ith configuration altitude coefficient interval, and the altitude update coefficient may be set to a value between 0 and 1.

As an example, in step S801, the control unit may compare the current altitude coefficient with at least one preset altitude coefficient threshold value and determine a configured altitude coefficient section to which the current altitude coefficient belongs as the corresponding target altitude coefficient section in updating the first target SOC with the current altitude coefficient.

As an example, in step S802, after determining the target altitude coefficient section corresponding to the current altitude coefficient, the control unit may determine the altitude update coefficient corresponding to the target altitude coefficient section as the second update coefficient corresponding to the current altitude coefficient.

As an example, in step S803, after determining the second update coefficient corresponding to the current altitude coefficient, the control unit may update the first target SOC with the second update coefficient to obtain the second updated SOC. In this example, the product of the second update coefficient and the first target SOC may be determined as the second update SOC.

For example, the current altitude coefficient is Y0, the altitude coefficient critical threshold is Ymax, at least one altitude coefficient critical threshold is Y1, Y2 and Y3 in order from large to small, and altitude update coefficients are respectively set to Q1, Q2, Q3 and Q4; when Y1 is less than or equal to Y0< Ymax, the control unit can determine the altitude updating coefficient Q1 as a second updating coefficient, and the product of the second updating coefficient Q1 and the first target SOC is determined as a second updating SOC; when Y2 is less than or equal to Y0< Y1, the plateau updating coefficient Q2 can be determined to be a second updating coefficient, and the product of the second updating coefficient Q2 and the first target SOC is determined to be a second updating SOC; when Y3 is less than or equal to Y0< Y2, the plateau updating coefficient Q3 can be determined to be a second updating coefficient, and the product of the second updating coefficient Q3 and the first target SOC is determined to be a second updating SOC; when Y0> Y3, the altitude update coefficient Q4 can be determined as a second update coefficient, the product of the second update coefficient Q4 and the first target SOC is determined as a second update SOC, so that the first target SOC is updated by using the current altitude coefficient, the acquired second update SOC can be combined with the power attenuation degree corresponding to the altitude coefficient, and the reliability of vehicle power control is ensured

In one embodiment, as shown in fig. 9, after comparing the current altitude coefficient with at least one altitude coefficient critical threshold value to determine a target altitude coefficient section corresponding to the current altitude coefficient, the vehicle power control method further includes:

s901: determining a third update coefficient according to the target original coefficient interval;

s902: determining permitted power corresponding to the non-critical external equipment according to the third updating coefficient and the maximum power corresponding to the non-critical external equipment;

s903: and controlling the generator control unit and the engine control unit to work according to the corresponding allowable power of the non-critical external equipment.

Wherein the third update coefficient is a coefficient determined for implementing the power update according to the current altitude coefficient. In this example, at least one altitude coefficient critical threshold is preset in the hybrid power, at least two configuration altitude coefficient intervals can be divided, each configuration altitude coefficient interval corresponds to a power update coefficient, and the power update coefficient can be set to a value between 0 and 1.

As an example, in step S901, after determining the target altitude coefficient section corresponding to the current altitude coefficient, the control unit may determine the power update coefficient corresponding to the target altitude coefficient section as the third update coefficient corresponding to the current altitude coefficient.

The maximum power corresponding to the non-critical external equipment is the power which the system allows the non-critical external equipment to work before the power update is not performed. And after the power allowed to be used by the non-critical external equipment is corresponding to the power allowed to be used by the non-critical external equipment, the system allows the non-critical external equipment to work. In this example, the non-critical external device refers to other external electric devices than the critical external device. The key external devices herein refer to key electrical consumers that affect the driving of the vehicle, including but not limited to meters.

As an example, in step S902, after determining the third update coefficient corresponding to the current altitude coefficient, the control unit may update the maximum power corresponding to the non-critical external device with the third update coefficient, determine the allowable power corresponding to the non-critical external device, and understand the upper power limit of the non-critical external device. In this example, the product of the third update coefficient and the maximum power corresponding to the non-critical external device may be determined as the allowed power corresponding to the non-critical external device.

As an example, in step S903, after determining the allowable power for use corresponding to the non-critical external device, the control unit may control the generator control unit and the engine control unit to work according to the allowable power for use corresponding to the non-critical external device, so that in the vehicle power control process, the non-critical external device is subjected to power limitation to reduce the power consumption of the power battery.

In this example, in the process of updating the second target SOC by using the current altitude coefficient, the power of the non-critical external device may be limited based on the current altitude coefficient to update the allowable power of the non-critical external device, so as to reduce the power consumption of the power battery and improve the applicability of power control. Understandably, when the vehicle is in a plateau environment, the engine has a certain power attenuation, and the allowable power corresponding to non-critical external equipment needs to be limited, so that the power performance and the driving performance of the vehicle are effectively ensured. In contrast, in the process of updating the second target SOC by using the current battery attenuation coefficient, since the attenuation of the power battery is normally a slower process, even if the power is attenuated to some extent in the non-altitude environment of the vehicle, the power battery still has a considerable energy storage space, and the engine can also respond to the power generation demand, so that the allowable power for use corresponding to the non-critical external device can not be limited in consideration of the customer demand angle of the driver.

In an embodiment, step S503, that is, determining the target power generation torque and the target power generation rotational speed according to the second target SOC, includes:

And determining a target power generation torque according to the second target SOC and the external characteristic curve, and determining a target power generation rotating speed according to the target SOC and the maximum power curve.

As an example, the control unit may determine the target power generation torque required to control the operation of the generator according to the external characteristic curve set in advance. In this example, the control unit determines the corresponding external characteristic curve parameter according to the second target SOC, and then queries the preset external characteristic curve based on the external characteristic curve parameter to determine the target power generation torque.

As an example, the control unit may determine the target power generation rotational speed required to control the operation of the generator according to a preset maximum power curve. In this example, the control unit may determine the corresponding maximum power curve parameter according to the second target SOC, and then determine the target power generation rotational speed by querying the maximum power curve according to the maximum power curve parameter.

In this example, the control unit may make the target power generation torque select an external characteristic parameter and the target power generation rotation speed select a maximum power curve parameter according to the external characteristic, so as to control the generator control unit and the engine control unit to work. In this example, when the second target SOC is less than the full charge threshold, the generator control unit and the engine control unit are controlled to operate according to the external characteristic curve, so that the dynamic property of the control process is prioritized, and the maximum generated power can be provided to meet the requirements of stronger power, faster response of drivability and greater electricity consumption.

In an embodiment, before determining the target power generation torque and the target power generation rotational speed according to the second target SOC, the vehicle dynamics control method further includes:

and comparing the second target SOC with the full charge threshold, and if the second target SOC is greater than or equal to the full charge threshold, adopting the full charge threshold as the second target SOC.

The full power threshold is a preset threshold for evaluating whether the full power standard is reached. As an example, the full charge threshold may be set to 100%, 99%, or other value.

As an example, the control unit may compare the acquired second target SOC with a preset full charge threshold value to evaluate whether the second target SOC reaches the full charge standard. When the second target SOC is greater than or equal to the full charge threshold, the control unit determines that the second target SOC reaches or exceeds the full charge threshold, and at the moment, the full charge threshold is required to be used as the second target SOC so as to control the generator control unit and the engine control unit to work based on the updated second target SOC. In this example, when the second target SOC is greater than or equal to the full charge threshold, the full charge threshold is used as a new second target SOC to prevent overflow, avoid overcharging of the power battery, and ensure safety of the power battery.

As an example, when the second target SOC is smaller than the full charge threshold, the control unit determines that the second target SOC does not reach the full charge threshold, and may maintain the second target SOC, determine the target power generation torque and the target power generation rotational speed according to the second target SOC, that is, determine the target power generation torque according to the external characteristic curve, and determine the target power generation rotational speed according to the maximum power curve, so as to achieve the driving performance and the requirement of greater power consumption according to the external characteristic curve and the maximum power curve.

In an embodiment, as shown in fig. 10, step S203 of controlling the operation of the generator control unit and the engine control unit of the vehicle according to the first target SOC includes:

s1001: if the first target SOC is the externally set SOC, determining a target power generation torque according to the economic curve, and determining a target power generation rotating speed according to the economic curve and the NVH curve;

s1002: the generator control unit and the engine control unit of the vehicle are controlled to operate according to the target power generation torque and the target power generation rotational speed.

The economic curve is a curve which is formed by connecting parameters such as torque, rotating speed and the like corresponding to the lowest fuel consumption of the engine and the like, wherein the parameters are used for generating electricity with the same power by the generator. The NVH curve is a curve which is represented by a parameter connection such as torque and rotation speed, which is best in NVH performance (generally, the lower the sound pressure is, the better the sound quality is, the more comfortable) when the generator generates electricity.

As an example, in S1001, when the first target SOC is the externally set SOC, the control unit controls the generator control unit and the engine control unit to operate according to the economy curve and the NVH curve, specifically determines the target power generation torque according to the economy curve and determines the target power generation rotational speed according to the economy curve and the NVH curve.

As an example, in S1002, the control unit may control the generator control unit and the engine control unit of the vehicle to operate according to the target power generation torque and the target power generation rotational speed after acquiring the target power generation torque and the target power generation rotational speed, specifically including: the control unit transmits the target power generation torque and the target power generation rotational speed to the generator control unit, so that the generator control unit controls the generator to operate based on the target power generation torque and the target power generation rotational speed.

In this embodiment, when the first target SOC is the externally set SOC, the control unit indicates that the determination of the first target SOC needs to be preferentially satisfied with the customer requirement of the driver, and at this time, the engine control unit and the generator control unit may be controlled to operate according to the preset economic curve and NVH curve, so as to ensure the economy and comfort of the vehicle power control process, and reduce the vibration noise of the vehicle.

In one embodiment, as shown in FIG. 11, acquiring the ambient pressure parameter and the power parameter includes:

s1101: acquiring current vehicle data, and judging whether the current vehicle data meets the SOC active condition;

s1102: and if the current vehicle data meets the SOC active condition, acquiring the environmental pressure parameter and the power parameter.

The current vehicle data refers to a value related to the vehicle, which is acquired at the current moment. As an example, current vehicle data includes, but is not limited to, fault detection data for each power subsystem and its constituent components, including fault codes, fault levels, fault conditions, and the like. The SOC active condition is a preset condition for evaluating whether or not active calculation of the first target SOC is possible.

As an example, in step S1201, the control unit may acquire the current vehicle data collected and transmitted by the vehicle sensors, the power subsystems, the system bus or other devices, and then compare the current vehicle data with the preset SOC active conditions to determine whether the current vehicle data meets the SOC active conditions.

As an example, in step S1202, the control unit may acquire the ambient pressure parameter and the power parameter when the current vehicle data satisfies the SOC active condition, for example, when the failure detection data is that there is no failure in each power subsystem and its constituent parts. In this example, when the current vehicle data does not satisfy the SOC active condition, for example, when the fault detection data indicates that at least one of each power subsystem and its constituent components has a fault, the control unit needs to control the vehicle to enter a fault mode, and cannot perform the first target SOC active calculation.

It should be understood that the sequence number of each step in the foregoing embodiment does not mean that the execution sequence of each process should be determined by the function and the internal logic, and should not limit the implementation process of the embodiment of the present invention.

In an embodiment, a control unit is provided, including a memory, a processor, and a computer program stored in the memory and capable of running on the processor, where the processor executes the computer program to implement the vehicle power control method in the above embodiment, for example, S201-S203 shown in fig. 2, or S201-S203 shown in fig. 11, which are not repeated herein.

In an embodiment, a hybrid power system is provided, which includes a control unit in the above embodiment, an engine control unit and a generator control unit connected to the control unit, and external electric equipment connected to the control unit, where the control unit may implement a vehicle power control method in the above embodiment, for example, S201-S203 shown in fig. 2, or S203 shown in fig. 3-11, which are not repeated here.

In an embodiment, a vehicle is provided, which includes the hybrid system in the above embodiment, and the vehicle system may implement the vehicle power control method in the above embodiment, for example, S201-S203 shown in fig. 2, or S201-S203 shown in fig. 3-11, which are not repeated here.

Those skilled in the art will appreciate that implementing all or part of the above described methods may be accomplished by way of a computer program stored on a non-transitory computer readable storage medium, which when executed, may comprise the steps of the embodiments of the methods described above. Any reference to memory, storage, database, or other medium used in embodiments provided herein may include non-volatile and/or volatile memory. The nonvolatile memory can include Read Only Memory (ROM), programmable ROM (PROM), electrically Programmable ROM (EPROM), electrically Erasable Programmable ROM (EEPROM), or flash memory. Volatile memory can include Random Access Memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms such as Static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double Data Rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous Link DRAM (SLDRAM), memory bus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), among others.

It will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-described division of the functional units and modules is illustrated, and in practical application, the above-described functional distribution may be performed by different functional units and modules according to needs, i.e. the internal structure of the apparatus is divided into different functional units or modules to perform all or part of the above-described functions.

The above embodiments are only for illustrating the technical solution of the present invention, and are not limiting; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention, and are intended to be included in the scope of the present invention.

Claims

1. A vehicle power control method characterized by comprising:

2. The vehicle power control method according to claim 1, characterized in that the vehicle power control method further includes, before the first target SOC is determined from the ambient pressure parameter and the power parameter:

determining a vehicle running mode according to the power parameter;

controlling the vehicle to run according to the vehicle running mode;

3. The vehicle power control method according to claim 2, characterized in that the determining a vehicle running mode according to the power parameter includes:

comparing the current SOC, the externally set SOC, and the internally set SOC;

4. The vehicle power control method according to claim 3, characterized in that the determining a first target SOC from the ambient pressure parameter and the power parameter includes:

5. The vehicle power control method according to claim 4, characterized in that the controlling the operation of the generator control unit and the engine control unit of the vehicle according to the first target SOC includes:

6. The vehicle power control method according to claim 5, characterized in that after the current battery attenuation coefficient and the current altitude coefficient are obtained, the vehicle power control method further comprises:

7. The vehicle power control method according to claim 5, characterized in that the determining a second target SOC from the first target SOC, the current battery decay coefficient, and the current altitude coefficient includes:

8. The vehicle power control method according to claim 7, characterized in that the obtaining a first updated SOC from the current battery decay coefficient and the first target SOC includes:

9. The vehicle power control method according to claim 7, characterized in that the obtaining a second updated SOC from the current altitude coefficient and the first target SOC includes:

10. The vehicle power control method according to claim 9, characterized in that after said comparing the current altitude coefficient with at least one altitude coefficient threshold value to determine a target altitude coefficient section corresponding to the current altitude coefficient, the vehicle power control method further comprises:

11. The vehicle power control method according to claim 5, characterized in that the determining a target power generation torque and a target power generation rotational speed according to the second target SOC includes:

12. The vehicle power control method according to claim 11, characterized in that before the target power generation torque and target power generation rotational speed are determined in accordance with the second target SOC, the vehicle power control method further comprises:

13. The vehicle power control method according to claim 4, characterized in that the controlling the operation of the generator control unit and the engine control unit of the vehicle according to the first target SOC includes:

14. The vehicle power control method according to any one of claims 1 to 13, characterized in that the acquiring the ambient pressure parameter and the power parameter includes:

15. A control unit comprising a memory, a processor and a computer program stored in the memory and executable on the processor, characterized in that the processor implements the vehicle dynamics control method according to any one of claims 1 to 14 when executing the computer program.

16. A hybrid system comprising the control unit of claim 15, an engine control unit and a generator control unit coupled to the control unit, and an external consumer coupled to the control unit.

17. A vehicle comprising the hybrid system of claim 16.