WO2025200301A1 - 车辆控制的方法、存储介质、电子设备及车辆 - Google Patents

车辆控制的方法、存储介质、电子设备及车辆

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Publication number
WO2025200301A1
WO2025200301A1 PCT/CN2024/116676 CN2024116676W WO2025200301A1 WO 2025200301 A1 WO2025200301 A1 WO 2025200301A1 CN 2024116676 W CN2024116676 W CN 2024116676W WO 2025200301 A1 WO2025200301 A1 WO 2025200301A1
Authority
WO
WIPO (PCT)
Prior art keywords
target
interval
level
load
preset
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/CN2024/116676
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English (en)
French (fr)
Inventor
韩懿
彭勃
朱福堂
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
BYD Co Ltd
Original Assignee
BYD Co Ltd
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Filing date
Publication date
Application filed by BYD Co Ltd filed Critical BYD Co Ltd
Publication of WO2025200301A1 publication Critical patent/WO2025200301A1/zh
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/11—Controlling the power contribution of each of the prime movers to meet required power demand using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/12—Controlling the power contribution of each of the prime movers to meet required power demand using control strategies taking into account route information
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/50—Control modes by future state prediction
    • B60L2260/54—Energy consumption estimation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present disclosure relates to the field of vehicle control technology, and in particular, to a vehicle control method, a storage medium, an electronic device, and a vehicle.
  • the engine of a hybrid vehicle powers the drive motor and the power battery.
  • the engine's power generation can be adjusted to meet the vehicle's driving needs in different driving scenarios.
  • the engine's power generation can be correlated with the throttle position: a wider throttle opening results in higher power output, while a narrower throttle opening results in lower power output.
  • the present disclosure aims to provide a vehicle control method, a storage medium, an electronic device, and a vehicle.
  • the present disclosure provides a vehicle control method, applied to a hybrid vehicle, the method comprising:
  • An engine operation of the hybrid vehicle is controlled based on the target generated power.
  • determining the target load level includes:
  • the load level corresponding to the target interval is used as the target load level.
  • obtaining the average driving load includes:
  • a plurality of driving loads within a preset time period is obtained; the preset time period refers to a time period before a current moment, and the average driving load is: an average value of the plurality of driving loads.
  • determining the target demand level includes:
  • the target demand level is determined according to the preset charge demand information, the remaining driving time and the charging-related information.
  • the target demand level is determined according to the state of charge interval, in combination with the driving time interval and the charging information interval.
  • determining a driving time interval according to the remaining driving time includes:
  • determining the charging information interval according to the charging-related information includes:
  • the charging information interval is determined from at least two preset charging information intervals according to the charging related information.
  • determining the target demand level according to the state of charge interval, in combination with the driving time interval and the charging information interval includes:
  • the demand level corresponding to the state of charge interval, the driving duration interval, and the charging information interval is used as the target demand level.
  • determining the target power generation according to the target load level and the target demand level includes:
  • the target power generation corresponding to the target load level and the target demand level is determined through a preset corresponding relationship; the preset corresponding relationship is a corresponding relationship between the load level, the demand level and the power generation.
  • the present disclosure provides a vehicle control device, the device comprising:
  • a first determination module is configured to determine a target load level and a target demand level when the hybrid vehicle is in series mode; wherein the target load level is a level determined from at least two load levels; and the target demand level is a level determined from at least two demand levels;
  • the target power generation power of the engine can be determined according to the target load level and the target demand level; so that the power generation power can simultaneously meet the driving needs of the vehicle and the control needs of the charge state of the vehicle battery, thereby improving the flexibility of vehicle control; and, since the target power generation power can be a fixed range or a fixed value, controlling the engine based on the target power generation power can make the engine output stably over a period of time, avoiding frequent changes in the output power of the engine, extending the service life of the engine, reducing the production cost of the engine, and improving the working efficiency of the engine.
  • FIG1 is a flowchart showing a method for controlling a vehicle according to an exemplary embodiment.
  • FIG3 is a flowchart showing another vehicle control method according to an exemplary embodiment.
  • Fig. 4 is a block diagram showing a vehicle control device according to an exemplary embodiment.
  • Fig. 5 is a block diagram of an electronic device according to an exemplary embodiment.
  • Fig. 6 is a block diagram of another electronic device according to an exemplary embodiment.
  • FIG7 is a block diagram of a vehicle according to an exemplary embodiment.
  • the hybrid vehicle engine can power both the drive motor and the power battery.
  • the engine power can be adjusted to meet the driving needs of the hybrid vehicle.
  • the engine power can be correlated with the throttle position: a wide throttle opening results in a high power output, while a narrow throttle opening results in a low power output.
  • the vehicle's engine determines the corresponding power generation, allowing the vehicle to travel at that power.
  • the driver may frequently step on the accelerator, causing the engine's power generation to fluctuate frequently and resulting in unstable engine operation.
  • the present disclosure provides a vehicle control method, storage medium, electronic device and vehicle, which are applied to a hybrid vehicle; when the hybrid vehicle is in series mode, a target load level is determined; and a target demand level is determined; wherein the target load level is a level determined from at least two load levels; the target demand level is a level determined from at least two demand levels; according to the target load level and the target demand level, a target generated power is determined; according to the target generated power, the engine operation of the hybrid vehicle is controlled; through the above technical solution, the target generated power of the engine can be determined according to the target load level and the target demand level; so that the generated power can simultaneously meet the driving demand of the vehicle and the control demand of the state of charge of the vehicle battery, providing The flexibility of vehicle control is improved; and since the target power generation power can be a fixed range or a fixed value, controlling the engine based on the target power generation power can make the engine output stable over a period of time, avoiding frequent changes in the engine's output power, extending the
  • FIG1 it is a flow chart of a vehicle control method according to an exemplary embodiment, wherein the method can be applied to a vehicle and can include the following steps.
  • the target load level is a level determined from at least two load levels; and the target demand level is a level determined from at least two demand levels.
  • the series mode may refer to a mode in which the engine of the hybrid vehicle is connected in series with the drive motor and the power battery, and the power generated by the engine can supply power to the drive motor and the power battery to operate the drive motor and the power battery.
  • the demand level may be an SOC (State of Charge) demand level.
  • the load level may be a load range; the demand level may be an SOC demand range.
  • S102 Determine a target power generation capacity according to the target load level and the target demand level.
  • S103 Control the operation of the engine of the hybrid vehicle according to the target generated power.
  • the target power generation power of the engine can be determined according to the target load level and the target demand level; so that the power generation power can simultaneously meet the driving needs of the vehicle and the control needs of the charge state of the vehicle battery, thereby improving the flexibility of vehicle control; and, since the target power generation power can be a fixed range or a fixed value, controlling the engine based on the target power generation power can make the engine output stably over a period of time, avoiding frequent changes in the output power of the engine, extending the service life of the engine, reducing the production cost of the engine, and improving the working efficiency of the engine.
  • Determining the target load level in the above S101 may include:
  • S1012 determine a target interval from at least one load interval according to the average driving load; wherein each load The load interval corresponds to a load level; the target interval is: the average driving load falls into the target interval.
  • the target interval may be determined from at least one load interval according to the average driving load and a preset load threshold.
  • the preset load threshold may include a first preset load threshold, a second preset load threshold, and a third preset load threshold;
  • the target interval may include a first load interval, a second load interval, a third load interval, and a fourth load interval.
  • the target interval may be determined to be the first load interval; if it is determined that the average driving load is greater than or equal to the first preset load threshold and less than the second preset load threshold, the target interval may be determined to be the second load interval; if it is determined that the average driving load is greater than or equal to the second preset load threshold and less than the third preset load threshold, the target interval may be determined to be the third load interval; and if it is determined that the average driving load is greater than or equal to the third preset load threshold, the target interval may be determined to be the fourth load interval.
  • the load level may include a first load level, a second load level, a third load level, and a fourth load level; the first load level may correspond to the first load interval; the second load level may correspond to the second load interval; the third load level may correspond to the third load interval; and the fourth load level may correspond to the fourth load interval.
  • the target load level when it is determined that the average driving load is less than or equal to the first preset load threshold, the target load level may be determined to be the first load level; when it is determined that the average driving load is greater than or equal to the first preset load threshold and less than the second preset load threshold, the target load level may be determined to be the second load level; when it is determined that the average driving load is greater than or equal to the second preset load threshold and less than the third preset load threshold, the target load level may be determined to be the third load level; and when it is determined that the average driving load is greater than or equal to the third preset load threshold, the target load level may be determined to be the fourth load level.
  • the target load level can be determined from at least two load levels through the corresponding relationship in Table 1 below.
  • the target load level corresponding to the average driving load can be determined from at least two load levels using a preset load correspondence relationship.
  • the preset load correspondence relationship can be a correspondence relationship between the average driving load and the load level, with each average driving load corresponding to a load level.
  • the above S1021 may include: obtaining multiple driving loads within a preset time period; the preset time period refers to a time period before the current moment; the average driving load is: an average value of the multiple driving loads.
  • the preset time period can be a pre-set time period, and the time range of the preset time period can be set by the user and is not limited herein.
  • the preset time period can be the time period between the current time and the start time of the hybrid vehicle, or the time period between the current time and a period of time (e.g., half an hour, an hour, or two hours) prior to the current time. In this way, by setting different time period ranges, different average driving loads can be determined, the time range can be flexibly adjusted, and the response speed of the device is improved.
  • the running load may include an initial load, which may be the running load at the start of the hybrid vehicle.
  • the initial load may be a load value or a load range, which is not limited here.
  • determining the target demand level in the above S101 may include: determining the target demand level according to preset charge demand information, remaining driving time and charging-related information.
  • the driving route may include a departure location and a destination location, and the remaining driving time may be determined based on the departure location, the destination location, and the current location of the vehicle in combination with preset map information.
  • the charging-related information can be determined based on the destination location and the preset map information.
  • the preset map information can be built-in map information of the vehicle. In this way, the remaining driving time and charging-related information of the vehicle can be accurately determined by combining the preset map information, thereby improving work efficiency.
  • the above-mentioned determination of the target demand level based on the preset charge demand information, the remaining driving time and the charging related information includes: determining the charge state interval based on the preset charge demand information; determining the charge state interval based on the remaining driving time ... remaining driving time. According to the driving time, a driving time interval is determined; according to the charging related information, a charging information interval is determined; according to the state of charge interval, the target demand level is determined in combination with the driving time interval and the charging information interval.
  • determining the SOC interval according to the preset charge requirement information may include: determining the SOC interval from at least two preset SOC intervals according to the preset charge requirement information.
  • the preset SOC interval may include a first preset SOC interval and a second preset SOC interval; the SOC interval may be determined as follows: if it is determined that the preset charge requirement information is greater than or equal to a preset SOC threshold, the SOC interval is determined to be the first preset SOC interval; or, if it is determined that the preset charge requirement information is less than the preset SOC threshold, the SOC interval is determined to be the second preset SOC interval.
  • the first preset SOC interval has a greater impact on the generated power than the second preset SOC interval.
  • the preset SOC threshold may be set by the user based on the vehicle's operating conditions, which is not limited here.
  • determining the SOC range based on the preset charge requirement information may include determining the SOC range based on the SOC information and the preset charge requirement information.
  • the SOC information may be the current SOC information of the hybrid vehicle.
  • determining the driving duration interval based on the remaining driving time may include: determining the driving duration interval from at least two preset driving duration intervals based on the remaining driving time.
  • the preset driving duration interval may include a first preset driving duration interval and a second preset driving duration interval.
  • the driving duration interval may be determined in the following manner: if it is determined that the remaining driving time is less than a preset time threshold, the driving duration interval is determined to be the first preset driving duration interval; or, if it is determined that the remaining driving time is greater than or equal to the preset time threshold, the driving duration interval is determined to be the second preset driving duration interval.
  • the first preset driving duration interval has a greater impact on the generated power than the second preset driving duration interval.
  • the preset time threshold may be set by the user based on the vehicle's operating conditions and is not limited here.
  • determining the charging information interval according to the charging-related information may include: determining the charging information interval from at least two preset charging information intervals according to the charging-related information.
  • the charging-related information may include the number of charging times; determining the charging information interval based on the charging-related information may include: if a charging pile is determined to be present in the surrounding environment of the destination location of the driving route, determining the number of times the vehicle has been charged at the charging pile; and determining the charging information interval based on the charging number.
  • the determination of whether a charging pile is present in the surrounding environment of the destination location may be based on the destination location and preset map information.
  • the first preset charging information interval has a greater impact on the generated power than the second preset charging information interval.
  • the preset number threshold may be set by the user and is not limited herein.
  • the above-mentioned determination of the target demand level based on the state of charge interval, the driving time interval and the charging information interval includes: taking the demand level corresponding to the state of charge interval, the driving time interval and the charging information interval among at least two of the demand levels as the target demand level.
  • the first demand level range includes multiple demand levels
  • the second demand level range includes multiple demand levels.
  • the number and type of demand levels in the first demand level range may not be exactly the same as the number and type of demand levels in the second demand level range.
  • the first preset state of charge interval is a1, and the second preset state of charge interval is a2; the first preset driving time interval is b1, and the second preset driving time interval is b2; the first preset charging information interval is c1, and the second preset charging information interval is c2; the demand levels include the first demand level ⁇ 1, the second demand level ⁇ 2, the third demand level ⁇ 3 and the fourth demand level ⁇ 4; the first demand level range can include the first demand level ⁇ 1 and the second demand level ⁇ 2; the second demand level range can include the first demand level ⁇ 1, the second demand level ⁇ 2, the third demand level ⁇ 3 and the fourth demand level ⁇ 4.
  • the target demand level can be determined from the first demand level range according to the corresponding relationship in Table 2 below.
  • the target demand level can be determined from the second demand level range according to the corresponding relationship in Table 3 below.
  • the above-mentioned determination of the target power generation power based on the target load level and the target demand level may include: determining the target power generation power corresponding to the target load level and the target demand level through a preset corresponding relationship; the preset corresponding relationship is the corresponding relationship between the load level, demand level and power generation power.
  • the load levels may include a first load level ⁇ 1, a second load level ⁇ 2, a third load level ⁇ 3 and a fourth load level ⁇ 4
  • the demand levels include a first demand level ⁇ 1, a second demand level ⁇ 2, a third demand level ⁇ 3 and a fourth demand level ⁇ 4
  • the power generation may include a first power generation P1, a second power generation P2, a third power generation P3, a fourth power generation P4, a fifth power generation P5 and a sixth power generation P6;
  • the target power generation may be determined through the corresponding relationship in Table 4 below.
  • Fig. 3 is a flow chart of another vehicle control method according to an exemplary embodiment. As shown in Fig. 3 , the method can be applied to a hybrid vehicle, which can be in a series mode. The method can include the following steps.
  • S302 Calculate the average value of the multiple driving loads as the average driving load.
  • S303 Determine a target interval from at least one load interval according to the average driving load.
  • S306 Determine the remaining driving time and charging-related information based on the driving route.
  • S307 Determine a target demand level according to the preset charge demand information, the remaining driving time, and the charging-related information.
  • S308 Determine the target power generation corresponding to the target load level and the target demand level through a preset corresponding relationship.
  • the preset corresponding relationship is the corresponding relationship among the load level, demand level and power generation.
  • S309 Control the operation of the engine of the hybrid vehicle according to the target generated power.
  • execution method shown in the flowchart of the vehicle control method in FIG3 is only one of multiple execution methods.
  • S301-S304 and S305-S307 may be executed simultaneously; or S301-S304 may be executed first, then S305-S307; or S305-S307 may be executed first, then S301-S304, without limitation herein.
  • the target power generation power of the engine can be determined according to the target load level and the target demand level; so that the power generation power can simultaneously meet the driving needs of the vehicle and the control needs of the charge state of the vehicle battery, thereby improving the flexibility of vehicle control; and, since the target power generation power can be a fixed range or a fixed value, controlling the engine based on the target power generation power can make the engine output stably over a period of time, avoiding frequent changes in the output power of the engine, extending the service life of the engine, reducing the production cost of the engine, and improving the working efficiency of the engine.
  • FIG4 is a block diagram of a vehicle control device according to an exemplary embodiment. As shown in FIG4 , the device includes a first determination module 410, a second determination module 420, and a control module 430;
  • the first determination module 410 is configured to determine a target load level and a target demand level when the hybrid vehicle is in series mode; wherein the target load level is a level determined from at least two load levels; and the target demand level is a level determined from at least two demand levels.
  • the second determining module 420 is configured to determine a target generated power according to the target load level and the target demand level;
  • the control module 430 is configured to control the operation of the engine of the hybrid vehicle according to the target power generation.
  • the target power generation power of the engine can be determined according to the target load level and the target demand level; so that the power generation power can simultaneously meet the driving needs of the vehicle and the control needs of the charge state of the vehicle battery, thereby improving the flexibility of vehicle control; and, since the target power generation power can be a fixed range or a fixed value, controlling the engine based on the target power generation power can make the engine output stably over a period of time, avoiding frequent changes in the output power of the engine, extending the service life of the engine, reducing the production cost of the engine, and improving the working efficiency of the engine.
  • the first determination module 410 is used to obtain the average driving load; determine a target interval from at least one load interval based on the average driving load; wherein each load interval corresponds to a load level; the target interval is: the average driving load falls into the target interval; and the load level corresponding to the target interval is used as the target load level.
  • the first determining module 410 is configured to obtain a plurality of driving loads within a preset time period; the preset time period refers to a time period before a current moment, and the average driving load is: an average value of the plurality of driving loads.
  • the first determination module 410 is configured to determine the target demand level according to preset charge demand information, remaining driving time, and charging-related information.
  • the first determination module 410 is used to obtain a driving route; determine the remaining driving time and the charging-related information based on the driving route; and determine the target demand level based on the preset charge requirement information, the remaining driving time and the charging-related information.
  • the first determination module 410 is used to determine the charge state interval based on the preset charge demand information; determine the driving time interval based on the remaining driving time; determine the charging information interval based on the charging-related information; and determine the target demand level based on the charge state interval, combined with the driving time interval and the charging information interval.
  • the first determining module 410 is configured to determine the driving duration interval from at least two preset driving duration intervals according to the remaining driving duration.
  • the first determining module 410 is configured to determine the charging information interval from at least two preset charging information intervals according to the charging related information.
  • the first determining module 410 is configured to use, among the at least two demand levels, a demand level corresponding to the state of charge interval, the driving duration interval, and the charging information interval as the target demand level.
  • the second determination module 420 is used to determine the target power generation corresponding to the target load level and the target demand level through a preset correspondence relationship; the preset correspondence relationship is a correspondence relationship between load level, demand level and power generation.
  • the present disclosure provides a vehicle control method, storage medium, electronic device and vehicle, which are applied to hybrid vehicles; when the hybrid vehicle is in series mode, a target load level is determined; and a target demand level is determined; wherein the target load level is a level determined from at least two load levels; the target demand level is a level determined from at least two demand levels; according to the target load level and the target demand level, a target generated power is determined; according to the target generated power, the engine operation of the hybrid vehicle is controlled; through the above technical solution, the target generated power of the engine can be determined according to the target load level and the target demand level; so that the generated power can simultaneously meet the driving needs of the vehicle and the control needs of the charge state of the vehicle battery, thereby improving the flexibility of vehicle control; and, since the target generated power can be a fixed range or a fixed value, controlling the engine based on the target generated power can make the engine output stable over a period of time, avoid frequent changes in the output power of the engine, extend the service life of the engine, reduce the production cost of
  • Embodiment 5 is a diagrammatic representation of Embodiment 5:
  • FIG5 is a block diagram of an electronic device 500 according to an exemplary embodiment.
  • the electronic device 500 may include a processor 501 and a memory 502.
  • the electronic device 500 may also include one or more of a multimedia component 503, an input/output interface 504, and a communication component 505.
  • the processor 501 is used to control the overall operation of the electronic device 500 to complete all or part of the steps in the above-mentioned vehicle control method.
  • the memory 502 is used to store various types of data to support the operation of the electronic device 500. Such data may include, for example, instructions for any application or method operating on the electronic device 500, as well as application-related data, such as contact information, sent and received messages, pictures, audio, video, etc.
  • the memory 502 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk.
  • the multimedia component 503 may include a screen and an audio component.
  • the screen may be, for example, a touch screen, and the audio component is used to output and/or input audio signals.
  • the audio component may include a microphone for receiving external audio signals.
  • the received audio signal may be further stored in the memory 502 or sent through the communication component 505.
  • the audio component also includes at least one speaker for outputting audio signals.
  • the input/output interface 504 provides an interface between the processor 501 and other interface modules, and the above-mentioned other interface modules may be a keyboard, a mouse, buttons, etc. These buttons may be virtual buttons or physical buttons.
  • the communication component 505 is used for wired or wireless communication between the electronic device 500 and other devices. Wireless communication, such as Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G, 4G, NB-IOT, eMTC, or other 5G, etc., or a combination of one or more of them, is not limited here. Therefore, the corresponding communication component 505 may include: a Wi-Fi module, a Bluetooth module, an NFC module, etc.
  • the electronic device 500 may be implemented by one or more application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), or other similar devices.
  • ASICs application specific integrated circuits
  • DSPs digital signal processors
  • DSPDs digital signal processing devices
  • PLDs programmable logic devices
  • FPGAs field programmable gate arrays
  • controller, microcontroller, microprocessor or other electronic components are used to execute the above-mentioned vehicle control method.
  • a computer-readable storage medium including program instructions When executed by a processor, the program instructions implement the steps of the vehicle control method described above.
  • the computer-readable storage medium may be the aforementioned memory 502 including the program instructions.
  • the program instructions may be executed by the processor 501 of the electronic device 500 to perform the vehicle control method described above.
  • FIG. 6 is a block diagram of another electronic device 600 according to an exemplary embodiment.
  • electronic device 600 may be provided as a server.
  • electronic device 600 includes one or more processors 622 and a memory 632 for storing a computer program executable by processor 622.
  • the computer program stored in memory 632 may include one or more modules, each corresponding to a set of instructions.
  • processor 622 may be configured to execute the computer program to perform the aforementioned vehicle control method.
  • the electronic device 600 may further include a power supply component 626 and a communication component 650.
  • the power supply component 626 may be configured to perform power management of the electronic device 600
  • the communication component 650 may be configured to implement communication, such as wired or wireless communication, of the electronic device 600.
  • the electronic device 600 may further include an input/output interface 658. The electronic device 600 may operate based on an operating system stored in the memory 632.
  • Embodiment 8 is a diagrammatic representation of Embodiment 8
  • a computer-readable storage medium including program instructions When executed by a processor, the program instructions implement the steps of the vehicle control method described above.
  • the non-transitory computer-readable storage medium may be the aforementioned memory 632 including the program instructions.
  • the program instructions may be executed by the processor 622 of the electronic device 600 to perform the vehicle control method described above.
  • Embodiment 9 is a diagrammatic representation of Embodiment 9:
  • a computer program product includes a computer program executable by a programmable device, and has a code portion for executing the above-mentioned vehicle control method when executed by the programmable device.
  • Embodiment 10 is a diagrammatic representation of Embodiment 10:
  • Fig. 7 is a block diagram of a vehicle according to an exemplary embodiment. As shown in Fig. 7 , the vehicle 700 may include the electronic device 500 described above.

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Abstract

一种车辆控制的方法、存储介质、电子设备及车辆。在混合动力车辆处于串联模式的情况下，确定目标负荷等级；以及，确定目标需求等级。其中，该目标负荷等级是从至少两个负荷等级中确定的等级，该目标需求等级是从至少两个需求等级中确定的等级。根据该目标负荷等级和该目标需求等级，确定目标发电功率。根据该目标发电功率控制该混合动力车辆的发动机运行。可以使得发电功率同时满足车辆的驱动需求和车辆电池的荷电状态的控制需求。并且，由于该目标发电功率可以是固定范围或固定值，可以使该发动机在一段时间内稳定输出。

Description

车辆控制的方法、存储介质、电子设备及车辆
相关申请的交叉引用
本公开要求在2024年03月29日提交中国专利局、申请号为202410396040.6、名称为“车辆控制的方法、存储介质、电子设备及车辆”的中国专利申请的优先权，其全部内容通过引用结合在本公开中。
技术领域
本公开涉及车辆控制技术领域，具体地，涉及一种车辆控制的方法、存储介质、电子设备及车辆。
背景技术
混合动力车辆的发动机可以为驱动电机和动力电池供电，在不同的行驶场景下，可以通过调整发动机的发电功率，以满足混合动力车辆的行驶需求。发动机的发电功率可以与油门相关，在油门开度较大的情况下，输出功率较大，在油门开度较小的情况下，输出功率较小。
相关技术中，混合动力车辆在行驶时，若驾驶员踩踏油门，会使车辆发动机确定对应的发电功率，以使车辆可以按照对应的发电功率行驶。但是，在一些行驶场景下，例如车辆当前的行驶道路较为拥堵、行驶道路较为曲折、或者行驶道路不够平整等，驾驶员可能会频繁踩踏油门，从而造成车辆发动机的发电功率频繁变化，导致车辆发动机无法稳定工作。
发明内容
本公开的目的是提供一种车辆控制的方法、存储介质、电子设备及车辆。
为了实现上述目的，第一方面，本公开提供一种车辆控制的方法，应用于混合动力车辆，所述方法包括：
在所述混合动力车辆处于串联模式的情况下，确定目标负荷等级；以及，确定目标需求等级；其中，所述目标负荷等级是从至少两个负荷等级中确定的等级；所述目标需求等级是从至少两个需求等级中确定的等级；
根据所述目标负荷等级和所述目标需求等级，确定目标发电功率；
根据所述目标发电功率控制所述混合动力车辆的发动机运行。
可选地，所述确定目标负荷等级包括：
获取平均行驶负荷；
根据所述平均行驶负荷从至少一个负荷区间中确定目标区间；其中，每一个负荷区间对应一个负荷等级；所述目标区间为：所述平均行驶负荷落入所述目标区间；
将与所述目标区间对应的负荷等级，作为所述目标负荷等级。
可选地，所述获取平均行驶负荷包括：
获取预设时间段内的多个行驶负荷；所述预设时间段指的是当前时刻之前的时间段，所述平均行驶负荷为：所述多个行驶负荷的平均值。
可选地，所述确定目标需求等级包括：
根据预设荷电需求信息、剩余行驶时长和充电相关信息，确定所述目标需求等级。
可选地，所述根据预设荷电需求信息、剩余行驶时长和充电相关信息，确定所述目标需求等级包括：
获取行驶路径；
根据所述行驶路径，确定所述剩余行驶时长和所述充电相关信息；
根据所述预设荷电需求信息、所述剩余行驶时长和所述充电相关信息，确定所述目标需求等级。
可选地，所述根据预设荷电需求信息、剩余行驶时长和充电相关信息，确定所述目标需求等级包括：
根据所述预设荷电需求信息，确定荷电状态区间；
根据所述剩余行驶时长，确定行驶时长区间；
根据所述充电相关信息，确定充电信息区间；
根据所述荷电状态区间，结合所述行驶时长区间和所述充电信息区间，确定所述目标需求等级。
可选地，所述根据所述预设荷电需求信息，确定荷电状态区间包括：
根据所述预设荷电需求信息，从至少两个预设荷电状态区间中确定所述荷电状态区间。
可选地，所述根据所述剩余行驶时长，确定行驶时长区间包括：
根据所述剩余行驶时长，从至少两个预设行驶时长区间中确定所述行驶时长区间。
可选地，所述根据所述充电相关信息，确定充电信息区间包括：
根据所述充电相关信息，从至少两个预设充电信息区间中确定所述充电信息区间。
可选地，所述根据所述荷电状态区间，结合所述行驶时长区间和所述充电信息区间，确定所述目标需求等级包括：
将至少两个所述需求等级中，与所述荷电状态区间、所述行驶时长区间和所述充电信息区间对应的需求等级，作为所述目标需求等级。
可选地，所述根据所述目标负荷等级和所述目标需求等级，确定目标发电功率包括：
通过预设对应关系，确定与所述目标负荷等级和所述目标需求等级对应的所述目标发电功率；所述预设对应关系是负荷等级、需求等级和发电功率三者之间的对应关系。
第二方面，本公开提供一种车辆控制的装置，所述装置包括：
第一确定模块，用于在所述混合动力车辆处于串联模式的情况下，确定目标负荷等级；以及，确定目标需求等级；其中，所述目标负荷等级是从至少两个负荷等级中确定的等级；所述目标需求等级是从至少两个需求等级中确定的等级；
第二确定模块，用于根据所述目标负荷等级和所述目标需求等级，确定目标发电功率；
控制模块，用于根据所述目标发电功率控制所述混合动力车辆的发动机运行。
可选地，所述第一确定模块，用于获取平均行驶负荷；根据所述平均行驶负荷从至少一个负荷区间中确定目标区间；其中，每一个负荷区间对应一个负荷等级；所述目标区间为：所述平均行驶负荷落入所述目标区间；将与所述目标区间对应的负荷等级，作为所述目标负荷等级。
可选地，所述第一确定模块，用于获取预设时间段内的多个行驶负荷；所述预设时间段指的是当前时刻之前的时间段，所述平均行驶负荷为：所述多个行驶负荷的平均值。
可选地，所述第一确定模块，用于根据预设荷电需求信息、剩余行驶时长和充电相关信息，确定所述目标需求等级。
可选地，所述第一确定模块，用于获取行驶路径；根据所述行驶路径，确定所述剩余行驶时长和所述充电相关信息；根据所述预设荷电需求信息、所述剩余行驶时长和所述充电相关信息，确定所述目标需求等级。
可选地，所述第一确定模块，用于根据所述预设荷电需求信息，确定荷电状态区间；根据所述剩余行驶时长，确定行驶时长区间；根据所述充电相关信息，确定充电信息区 间；根据所述荷电状态区间，结合所述行驶时长区间和所述充电信息区间，确定所述目标需求等级。
可选地，所述第一确定模块，用于根据所述预设荷电需求信息，从至少两个预设荷电状态区间中确定所述荷电状态区间。
可选地，所述第一确定模块，用于根据所述剩余行驶时长，从至少两个预设行驶时长区间中确定所述行驶时长区间。
可选地，所述第一确定模块，用于根据所述充电相关信息，从至少两个预设充电信息区间中确定所述充电信息区间。
可选地，所述第一确定模块，用于将至少两个所述需求等级中，与所述荷电状态区间、所述行驶时长区间和所述充电信息区间对应的需求等级，作为所述目标需求等级。
可选地，所述第二确定模块，用于通过预设对应关系，确定与所述目标负荷等级和所述目标需求等级对应的所述目标发电功率；所述预设对应关系是负荷等级、需求等级和发电功率三者之间的对应关系。
第三方面，本公开提供一种非临时性计算机可读存储介质，其上存储有计算机程序，该程序被处理器执行时实现上述第一方面所述的车辆控制的方法的步骤。
第四方面，本公开提供一种电子设备，包括：
存储器，其上存储有计算机程序；
处理器，用于执行所述存储器中的所述计算机程序，以实现上述第一方面所述的车辆控制的方法的步骤。
第五方面，本公开提供一种车辆，包括上述第四方面所述的电子设备。
通过上述技术方案，可以根据目标负荷等级和目标需求等级，确定发动机的目标发电功率；使得发电功率可以同时满足车辆的驱动需求和车辆电池的荷电状态的控制需求，提升了车辆控制的灵活性；并且，由于该目标发电功率可以是固定范围或固定值，基于该目标发电功率控制发动机，可以使该发动机在一段时间内稳定输出，避免了发动机的输出功率的频繁变化，延长了发动机的使用寿命，降低了发动机的生产成本，提升了发动机的工作效率。
本公开的其他特征和优点将在随后的具体实施方式部分予以详细说明。
附图说明
附图是用来提供对本公开的进一步理解，并且构成说明书的一部分，与下面的具体 实施方式一起用于解释本公开，但并不构成对本公开的限制。附图如下。
图1是根据一示例性实施例示出的一种车辆控制的方法的流程图。
图2是根据图1的示例性实施例示出的一种车辆控制的方法的流程图。
图3是根据一示例性实施例示出的另一种车辆控制的方法的流程图。
图4是根据一示例性实施例示出的一种车辆控制的装置的框图。
图5是根据一示例性实施例示出的一种电子设备的框图。
图6是根据一示例性实施例示出的另一种电子设备的框图。
图7是根据一示例性实施例示出的一种车辆的框图。
具体实施方式
以下结合附图对本公开的具体实施方式进行详细说明。应当理解的是，此处所描述的具体实施方式仅用于说明和解释本公开，并不用于限制本公开。
首先，对本公开的应用场景进行介绍，本公开应用在调整混合动力车辆发动机的发电功率的场景中。混合动力车辆的发动机可以为驱动电机和动力电池供电，在不同的行驶场景下，可以通过调整发动机的发电功率，以满足混合动力车辆的行驶需求。发动机的发电功率可以与油门相关，在油门开度较大的情况下，输出功率较大，在油门开度较小的情况下，输出功率较小。
相关技术中，混合动力车辆在行驶时，若驾驶员踩踏油门，会使车辆发动机确定对应的发电功率，以使车辆可以按照对应的发电功率行驶。但是，在一些行驶场景下，例如车辆当前的行驶道路较为拥堵、行驶道路较为曲折、或者行驶道路不够平整等，驾驶员可能会频繁踩踏油门，从而造成车辆发动机的发电功率频繁变化，导致车辆发动机无法稳定工作。
为了解决上述问题，本公开提供一种车辆控制的方法、存储介质、电子设备及车辆，应用于混合动力车辆；在该混合动力车辆处于串联模式的情况下，确定目标负荷等级；以及，确定目标需求等级；其中，该目标负荷等级是从至少两个负荷等级中确定的等级；该目标需求等级是从至少两个需求等级中确定的等级；根据该目标负荷等级和该目标需求等级，确定目标发电功率；根据该目标发电功率控制该混合动力车辆的发动机运行；通过上述技术方案，可以根据目标负荷等级和目标需求等级，确定发动机的目标发电功率；使得发电功率可以同时满足车辆的驱动需求和车辆电池的荷电状态的控制需求，提 升了车辆控制的灵活性；并且，由于该目标发电功率可以是固定范围或固定值，基于该目标发电功率控制发动机，可以使该发动机在一段时间内稳定输出，避免了发动机的输出功率的频繁变化，延长了发动机的使用寿命，降低了发动机的生产成本，提升了发动机的工作效率。
下面描述上述车辆控制的方法的多个实施例。
实施例一：
如图1所示，是根据一示例性实施例示出的一种车辆控制的方法的流程图。其中，所述方法可以应用于车辆，所述方法可以包括以下步骤。
S101、在该混合动力车辆处于串联模式的情况下，确定目标负荷等级；以及，确定目标需求等级。
其中，该目标负荷等级是从至少两个负荷等级中确定的等级；该目标需求等级是从至少两个需求等级中确定的等级。
示例地，该串联模式可以指的是该混合动力车辆的发动机与驱动电机和动力电池串联的模式，该发动机产生的发电功率可以为该驱动电机和动力电池供电，以使该驱动电机和动力电池工作。该需求等级可以是SOC(State of Charge，荷电状态)需求等级。
示例地，该负荷等级可以是负荷范围；该需求等级可以是SOC需求范围。
S102、根据该目标负荷等级和该目标需求等级，确定目标发电功率。
S103、根据该目标发电功率控制该混合动力车辆的发动机运行。
通过上述技术方案，可以根据目标负荷等级和目标需求等级，确定发动机的目标发电功率；使得发电功率可以同时满足车辆的驱动需求和车辆电池的荷电状态的控制需求，提升了车辆控制的灵活性；并且，由于该目标发电功率可以是固定范围或固定值，基于该目标发电功率控制发动机，可以使该发动机在一段时间内稳定输出，避免了发动机的输出功率的频繁变化，延长了发动机的使用寿命，降低了发动机的生产成本，提升了发动机的工作效率。
实施例二：
如图2所示，是根据图1的示例性实施例示出的一种车辆控制的方法的流程图。上述S101中确定目标负荷等级可以包括：
S1011、获取平均行驶负荷。
S1012、根据该平均行驶负荷从至少一个负荷区间中确定目标区间；其中，每一个负 荷区间对应一个负荷等级；该目标区间为：该平均行驶负荷落入该目标区间。
S1013、将与该目标区间对应的负荷等级，作为该目标负荷等级。
在一些实施例中，可以根据该平均行驶负荷和预设负荷阈值，从至少一个负荷区间中确定该目标区间。
示例地，该预设负荷阈值可以包括第一预设负荷阈值、第二预设负荷阈值和第三预设负荷阈值；该目标区间可以包括第一负荷区间、第二负荷区间、第三负荷区间和第四负荷区间。可以在确定该平均行驶负荷小于或等于该第一预设负荷阈值的情况下，确定该目标区间为该第一负荷区间；可以在确定该平均行驶负荷大于或等于该第一预设负荷阈值，且小于该第二预设负荷阈值的情况下，确定该目标区间为该第二负荷区间；可以在确定该平均行驶负荷大于或等于该第二预设负荷阈值，且小于该第三预设负荷阈值的情况下，确定该目标区间为该第三负荷区间；可以在确定该平均行驶负荷大于或等于该第三预设负荷阈值的情况下，确定该目标区间为该第四负荷区间。
该负荷等级可以包括第一负荷等级、第二负荷等级、第三负荷等级和第四负荷等级；该第一负荷等级可以与该第一负荷区间对应；该第二负荷等级可以与该第二负荷区间对应；该第三负荷等级可以与该第三负荷区间对应；该第四负荷等级可以与该第四负荷区间对应。因此，可以在确定该平均行驶负荷小于或等于该第一预设负荷阈值的情况下，确定该目负荷等级为第一负荷等级；可以在确定该平均行驶负荷大于或等于该第一预设负荷阈值，且小于该第二预设负荷阈值的情况下，确定该目负荷等级为第二负荷等级；可以在确定该平均行驶负荷大于或等于该第二预设负荷阈值，且小于该第三预设负荷阈值的情况下，确定该目负荷等级为第三负荷等级；可以在确定该平均行驶负荷大于或等于该第三预设负荷阈值的情况下，确定该目负荷等级为第四负荷等级。
举例来说，假设平均行驶负荷为T；第一预设负荷阈值为D1、第二预设负荷阈值为D2、第三预设负荷阈值为D3；第一负荷等级为δ1、第二负荷等级为δ2、第三负荷等级为δ3、第四负荷等级为δ4；可以通过下表1的对应关系，从至少两个负荷等级中，确定该目标负荷等级。
表1：

在一些实施例中，可以通过预设负荷对应关系，从至少两个该负荷等级中确定与该平均行驶负荷对应的该目标负荷等级。其中，预设负荷对应关系可以是该平均行驶负荷与该负荷等级的对应关系，每个平均行驶负荷对应一个负荷等级。
在一些实施例中，上述S1021可以包括：获取预设时间段内的多个行驶负荷；该预设时间段指的是当前时刻之前的时间段；该平均行驶负荷为：该多个行驶负荷的平均值。
示例地，该预设时间段可以是预先设置的时间段，该预设时间段的时间范围可以由用户进行设置，此处不作限定。例如，该预设时间段可以是当前时刻与该混合动力车辆的起始时刻之间的时间段，也可以是当前时刻先前一段时间(例如半个小时、一个小时或两个小时等)与当前时刻之间的时间段。这样，通过设定不同的时间段范围，可以确定不同的平均行驶负荷，能够灵活调整时间范围，提高了设备的响应速度。
示例地，该行驶负荷中可以包括初始负荷，该初始负荷可以是该混合动力车辆的起始时刻的行驶负荷。例如，该初始负荷可以是负荷值，也可以是负荷范围，此处不作限定。
在一些实施例中，上述S101中确定目标需求等级可以包括：根据预设荷电需求信息、剩余行驶时长和充电相关信息，确定该目标需求等级。
在另一些实施例中，上述根据预设荷电需求信息、剩余行驶时长和充电相关信息，确定该目标需求等级可以包括：获取行驶路径；根据该行驶路径，确定该剩余行驶时长和该充电相关信息；根据该预设荷电需求信息、该剩余行驶时长和该充电相关信息，确定该目标需求等级。
示例地，该行驶路径可以包括出发位置和目的地位置，可以根据该出发位置、该目的地位置以及该车辆的当前位置，结合预设地图信息，确定该剩余行驶时长。
在另一些实施例中，可以根据该目的地位置和该预设地图信息，确定该充电相关信息。示例地，该预设地图信息可以是车辆内置的地图信息。这样，可以结合预设地图信息精准确定出车辆的剩余行驶时长和充电相关信息，提高了工作效率。
在一些实施例中，上述根据预设荷电需求信息、剩余行驶时长和充电相关信息，确定该目标需求等级包括：根据该预设荷电需求信息，确定荷电状态区间；根据该剩余行 驶时长，确定行驶时长区间；根据该充电相关信息，确定充电信息区间；根据该荷电状态区间，结合该行驶时长区间和该充电信息区间，确定该目标需求等级。
在另一些实施例中，上述根据该预设荷电需求信息，确定荷电状态区间可以包括：根据该预设荷电需求信息，从至少两个预设荷电状态区间中确定该荷电状态区间。
示例地，该预设荷电状态区间可以包括第一预设荷电状态区间和第二预设荷电状态区间；可以通过以下方式确定该荷电状态区间：在确定该预设荷电需求信息大于或等于预设荷电状态阈值的情况下，确定该荷电状态区间为该第一预设荷电状态区间；或者，在确定该预设荷电需求信息小于该预设荷电状态阈值的情况下，确定该荷电状态区间为该第二预设荷电状态区间。其中，该第一预设荷电状态区间对该发电功率的影响大于该第二预设荷电状态区间对该发电功率的影响。示例地，该预设荷电状态阈值可以由用户根据车辆的运行情况进行设置，此处不作限定。
需要说明的是，在一些实施例中，上述根据该预设荷电需求信息，确定荷电状态区间可以包括：根据荷电状态信息和该预设荷电需求信息，确定该荷电状态区间。示例地，该荷电状态信息可以是该混合动力车辆当前的荷电状态信息(SOC)。
在另一些实施例中，上述根据该剩余行驶时长，确定行驶时长区间可以包括：根据该剩余行驶时长，从至少两个预设行驶时长区间中确定该行驶时长区间。
示例地，该预设行驶时长区间可以包括第一预设行驶时长区间和第二预设行驶时长区间，可以通过以下方式确定该行驶时长区间：在确定该剩余行驶时长小于预设时间阈值的情况下，确定该行驶时长区间为该第一预设行驶时长区间；或者，在确定该剩余行驶时长大于或等于该预设时间阈值的情况下，确定该行驶时长区间为该第二预设行驶时长区间。其中，该第一预设行驶时长区间对该发电功率的影响大于该第二预设行驶时长区间对该发电功率的影响。示例地，该预设时间阈值可以由用户根据车辆的运行情况进行设置，此处不作限定。
在另一些实施例中，上述根据该充电相关信息，确定充电信息区间可以包括：根据该充电相关信息，从至少两个预设充电信息区间中确定该充电信息区间。
示例地，该充电相关信息可以包括充电次数；上述根据该充电相关信息，确定充电信息区间可以包括：在确定该行驶路径的目的地位置的周围环境中存在充电桩的情况下，确定该车辆在该充电桩的充电次数；根据该充电次数，确定该充电信息区间。其中，可以根据该目的地位置和预设地图信息，确定该目的地位置的周围环境中是否存在充电桩。
示例地，该充电信息区间可以包括第一预设充电信息区间或第二预设充电信息区间；上述根据该充电次数，确定充电信息区间可以包括：在确定该充电次数大于或等于预设次数阈值的情况下，确定该充电信息区间为该第一预设充电信息区间；或者，在确定该充电次数小于该预设次数阈值的情况下，确定该充电信息区间为该第二预设充电信息区间。其中，该第一预设充电信息区间对该发电功率的影响大于该第二预设充电信息区间对该发电功率的影响。示例地，该预设次数阈值可以由用户进行设置，此处不作限定。
在一些实施例中，上述根据该荷电状态区间，结合该行驶时长区间和该充电信息区间，确定该目标需求等级包括：将至少两个该需求等级中，与该荷电状态区间、该行驶时长区间和该充电信息区间对应的该需求等级，作为该目标需求等级。
示例地，该需求等级可以包括第一需求等级范围和第二需求等级范围；上述将至少两个该需求等级中，与该荷电状态区间、该行驶时长区间和该充电信息区间对应的该需求等级，作为该目标需求等级可以包括：在确定该预设荷电状态区间为该第一预设荷电状态区间的情况下，根据该行驶时长区间和该充电信息区间，从该第一需求等级范围中确定该目标需求等级；在确定该预设荷电状态区间为该第二预设荷电状态区间的情况下，根据该行驶时长区间和该充电信息区间，从该第二需求等级范围中确定该目标需求等级。
其中，该第一需求等级范围中包括多个需求等级，该第二需求等级范围中包括多个需求等级，该第一需求等级范围中的需求等级的数量和类型可以与该第二需求等级范围中的需求等级的数量和类型不完全相同。
举例来说，假设第一预设荷电状态区间为a1，第二预设荷电状态区间为a2；第一预设行驶时长区间为b1，第二预设行驶时长区间为b2；第一预设充电信息区间为c1，第二预设充电信息区间为c2；需求等级包括第一需求等级Δ1、第二需求等级Δ2、第三需求等级Δ3和第四需求等级Δ4；该第一需求等级范围中可以包括该第一需求等级Δ1和该第二需求等级Δ2；该第二需求等级范围中可以包括该第一需求等级Δ1、该第二需求等级Δ2、该第三需求等级Δ3和该第四需求等级Δ4。
在该预设荷电状态区间为a1的情况下，可以通过下表2的对应关系，从第一需求等级范围中，确定该目标需求等级。
表2：
在该预设荷电状态区间为a2的情况下，可以通过下表3的对应关系，从第二需求等级范围中，确定该目标需求等级。
表3：
在另一些实施例中，上述根据该目标负荷等级和该目标需求等级，确定目标发电功率可以包括：通过预设对应关系，确定与该目标负荷等级和该目标需求等级对应的该目标发电功率；该预设对应关系是该负荷等级、需求等级和发电功率三者之间的对应关系。
举例来说，假设负荷等级可以包括第一负荷等级δ1、第二负荷等级δ2、第三负荷等级δ3和第四负荷等级δ4；需求等级包括第一需求等级Δ1、第二需求等级Δ2、第三需求等级Δ3和第四需求等级Δ4；发电功率可以包括第一发电P1、第二发电功率P2、第三发电功率P3、第四发电功率P4、第五发电功率P5和第六发电功率P6；可以通过下表4的对应关系，确定该目标发电功率。
表4：
实施例三：
图3是根据一示例性实施例示出的另一种车辆控制的方法的流程图。如图3所示，所述方法可以应用于混合动力车辆，该混合动力车辆可以处于串联模式，该方法可以包括以下步骤。
S301、获取预设时间段内的多个行驶负荷。
S302、将该多个行驶负荷的平均值，作为平均行驶负荷。
S303、根据该平均行驶负荷，从至少一个负荷区间中确定目标区间。
S304、将与该目标区间对应的负荷等级，作为目标负荷等级。
S305、获取行驶路径。
S306、根据该行驶路径，确定剩余行驶时长和充电相关信息。
S307、根据预设荷电需求信息、该剩余行驶时长和该充电相关信息，确定目标需求等级。
S308、通过预设对应关系，确定与该目标负荷等级和该目标需求等级对应的目标发电功率。
其中，该预设对应关系是该负荷等级、需求等级和发电功率三者之间的对应关系。
S309、根据该目标发电功率控制混合动力车辆的发动机运行。
需要说明的是，图3的车辆控制的方法的流程图所示的执行方式，仅为多种执行方式中的一种。在本公开中，可以同时执行上述S301-S304和上述S305-S307；或者，可以先执行上述S301-S304，再执行上述S305-S307；亦或者，可以先执行上述S305-S307，再执行上述S301-S304，此处不作限定。
通过上述技术方案，可以根据目标负荷等级和目标需求等级，确定发动机的目标发电功率；使得发电功率可以同时满足车辆的驱动需求和车辆电池的荷电状态的控制需求，提升了车辆控制的灵活性；并且，由于该目标发电功率可以是固定范围或固定值，基于该目标发电功率控制发动机，可以使该发动机在一段时间内稳定输出，避免了发动机的输出功率的频繁变化，延长了发动机的使用寿命，降低了发动机的生产成本，提升了发动机的工作效率。
实施例四：
图4是根据一示例性实施例示出的一种车辆控制的装置的框图。如图4所示，该装置包括第一确定模块410、第二确定模块420和控制模块430；
该第一确定模块410用于在该混合动力车辆处于串联模式的情况下，确定目标负荷等级；以及，确定目标需求等级；其中，该目标负荷等级是从至少两个负荷等级中确定的等级；该目标需求等级是从至少两个需求等级中确定的等级；
该第二确定模块420用于根据该目标负荷等级和该目标需求等级，确定目标发电功率；
该控制模块430用于根据该目标发电功率控制该混合动力车辆的发动机运行。
通过上述技术方案，可以根据目标负荷等级和目标需求等级，确定发动机的目标发电功率；使得发电功率可以同时满足车辆的驱动需求和车辆电池的荷电状态的控制需求，提升了车辆控制的灵活性；并且，由于该目标发电功率可以是固定范围或固定值，基于该目标发电功率控制发动机，可以使该发动机在一段时间内稳定输出，避免了发动机的输出功率的频繁变化，延长了发动机的使用寿命，降低了发动机的生产成本，提升了发动机的工作效率。
可选地，该第一确定模块410用于获取平均行驶负荷；根据该平均行驶负荷从至少一个负荷区间中确定目标区间；其中，每一个负荷区间对应一个负荷等级；该目标区间为：该平均行驶负荷落入该目标区间；将与该目标区间对应的负荷等级，作为该目标负荷等级。
可选地，该第一确定模块410用于获取预设时间段内的多个行驶负荷；该预设时间段指的是当前时刻之前的时间段，该平均行驶负荷为：该多个行驶负荷的平均值。
可选地，该第一确定模块410用于根据预设荷电需求信息、剩余行驶时长和充电相关信息，确定该目标需求等级。
可选地，该第一确定模块410用于获取行驶路径；根据该行驶路径，确定该剩余行驶时长和该充电相关信息；根据该预设荷电需求信息、该剩余行驶时长和该充电相关信息，确定该目标需求等级。
可选地，该第一确定模块410用于根据该预设荷电需求信息，确定荷电状态区间；根据该剩余行驶时长，确定行驶时长区间；根据该充电相关信息，确定充电信息区间；根据该荷电状态区间，结合该行驶时长区间和该充电信息区间，确定该目标需求等级。
可选地，该第一确定模块410用于根据该预设荷电需求信息，从至少两个预设荷电状态区间中确定该荷电状态区间。
可选地，该第一确定模块410用于根据该剩余行驶时长，从至少两个预设行驶时长区间中确定该行驶时长区间。
可选地，该第一确定模块410用于根据该充电相关信息，从至少两个预设充电信息区间中确定该充电信息区间。
可选地，该第一确定模块410用于将至少两个该需求等级中，与该荷电状态区间、该行驶时长区间和该充电信息区间对应的需求等级，作为该目标需求等级。
可选地，该第二确定模块420用于通过预设对应关系，确定与该目标负荷等级和该目标需求等级对应的该目标发电功率；该预设对应关系是负荷等级、需求等级和发电功率三者之间的对应关系。
关于上述实施例中的装置，其中各个模块执行操作的具体方式已经在有关该方法的实施例中进行了详细描述，此处将不做详细阐述说明。
综上所述，本公开提供一种车辆控制的方法、存储介质、电子设备及车辆，应用于混合动力车辆；在该混合动力车辆处于串联模式的情况下，确定目标负荷等级；以及，确定目标需求等级；其中，该目标负荷等级是从至少两个负荷等级中确定的等级；该目标需求等级是从至少两个需求等级中确定的等级；根据该目标负荷等级和该目标需求等级，确定目标发电功率；根据该目标发电功率控制该混合动力车辆的发动机运行；通过上述技术方案，可以根据目标负荷等级和目标需求等级，确定发动机的目标发电功率；使得发电功率可以同时满足车辆的驱动需求和车辆电池的荷电状态的控制需求，提升了车辆控制的灵活性；并且，由于该目标发电功率可以是固定范围或固定值，基于该目标发电功率控制发动机，可以使该发动机在一段时间内稳定输出，避免了发动机的输出功率的频繁变化，延长了发动机的使用寿命，降低了发动机的生产成本，提升了发动机的 工作效率。
实施例五：
图5是根据一示例性实施例示出的一种电子设备500的框图。如图5所示，该电子设备500可以包括：处理器501，存储器502。该电子设备500还可以包括多媒体组件503，输入/输出接口504，以及通信组件505中的一者或多者。
其中，处理器501用于控制该电子设备500的整体操作，以完成上述车辆控制的方法中的全部或部分步骤。存储器502用于存储各种类型的数据以支持在该电子设备500的操作，这些数据例如可以包括用于在该电子设备500上操作的任何应用程序或方法的指令，以及应用程序相关的数据，例如联系人数据、收发的消息、图片、音频、视频等等。该存储器502可以由任何类型的易失性或非易失性存储设备或者它们的组合实现，例如静态随机存取存储器(Static Random Access Memory，简称SRAM)，电可擦除可编程只读存储器(Electrically Erasable Programmable Read-Only Memory，简称EEPROM)，可擦除可编程只读存储器(Erasable Programmable Read-Only Memory，简称EPROM)，可编程只读存储器(Programmable Read-Only Memory，简称PROM)，只读存储器(Read-Only Memory，简称ROM)，磁存储器，快闪存储器，磁盘或光盘。多媒体组件503可以包括屏幕和音频组件。其中屏幕例如可以是触摸屏，音频组件用于输出和/或输入音频信号。例如，音频组件可以包括一个麦克风，麦克风用于接收外部音频信号。所接收的音频信号可以被进一步存储在存储器502或通过通信组件505发送。音频组件还包括至少一个扬声器，用于输出音频信号。输入/输出接口504为处理器501和其他接口模块之间提供接口，上述其他接口模块可以是键盘，鼠标，按钮等。这些按钮可以是虚拟按钮或者实体按钮。通信组件505用于该电子设备500与其他设备之间进行有线或无线通信。无线通信，例如Wi-Fi，蓝牙，近场通信(Near Field Communication，简称NFC)，2G、3G、4G、NB-IOT、eMTC、或其他5G等等，或它们中的一种或几种的组合，在此不做限定。因此相应的该通信组件505可以包括：Wi-Fi模块，蓝牙模块，NFC模块等等。
在一示例性实施例中，电子设备500可以被一个或多个应用专用集成电路(Application Specific Integrated Circuit，简称ASIC)、数字信号处理器(Digital Signal Processor，简称DSP)、数字信号处理设备(Digital Signal Processing Device，简称DSPD)、可编程逻辑器件(Programmable Logic Device，简称PLD)、现场可编程门阵列(Field  Programmable Gate Array，简称FPGA)、控制器、微控制器、微处理器或其他电子元件实现，用于执行上述车辆控制的方法。
实施例六：
在另一示例性实施例中，还提供了一种包括程序指令的计算机可读存储介质，该程序指令被处理器执行时实现上述车辆控制的方法的步骤。例如，该计算机可读存储介质可以为上述包括程序指令的存储器502，上述程序指令可由电子设备500的处理器501执行以完成上述车辆控制的方法。
实施例七：
图6是根据一示例性实施例示出的另一种电子设备600的框图。例如，电子设备600可以被提供为一服务器。参照图6，电子设备600包括处理器622，其数量可以为一个或多个，以及存储器632，用于存储可由处理器622执行的计算机程序。存储器632中存储的计算机程序可以包括一个或一个以上的每一个对应于一组指令的模块。此外，处理器622可以被配置为执行该计算机程序，以执行上述车辆控制的方法。
另外，电子设备600还可以包括电源组件626和通信组件650，该电源组件626可以被配置为执行电子设备600的电源管理，该通信组件650可以被配置为实现电子设备600的通信，例如，有线或无线通信。此外，该电子设备600还可以包括输入/输出接口658。电子设备600可以操作基于存储在存储器632的操作系统。
实施例八：
在另一示例性实施例中，还提供了一种包括程序指令的计算机可读存储介质，该程序指令被处理器执行时实现上述车辆控制的方法的步骤。例如，该非临时性计算机可读存储介质可以为上述包括程序指令的存储器632，上述程序指令可由电子设备600的处理器622执行以完成上述车辆控制的方法。
实施例九：
在另一示例性实施例中，还提供一种计算机程序产品，该计算机程序产品包含能够由可编程的装置执行的计算机程序，该计算机程序具有当由该可编程的装置执行时用于执行上述车辆控制的方法的代码部分。
实施例十：
图7是根据一示例性实施例示出的一种车辆的框图。如图7所示，该车辆700可以包括上述电子设备500。
以上结合附图详细描述了本公开的优选实施方式，但是，本公开并不限于上述实施方式中的具体细节，在本公开的技术构思范围内，可以对本公开的技术方案进行多种简单变型，这些简单变型均属于本公开的保护范围。
另外需要说明的是，在上述具体实施方式中所描述的各个具体技术特征，在不矛盾的情况下，可以通过任何合适的方式进行组合，为了避免不必要的重复，本公开对各种可能的组合方式不再另行说明。
此外，本公开的各种不同的实施方式之间也可以进行任意组合，只要其不违背本公开的思想，其同样应当视为本公开所公开的内容。

Claims (14)

  1. 一种车辆控制的方法，其特征在于，应用于混合动力车辆，所述方法包括：
    在所述混合动力车辆处于串联模式的情况下，确定目标负荷等级；以及，确定目标需求等级；其中，所述目标负荷等级是从至少两个负荷等级中确定的等级；所述目标需求等级是从至少两个需求等级中确定的等级；
    根据所述目标负荷等级和所述目标需求等级，确定目标发电功率；
    根据所述目标发电功率控制所述混合动力车辆的发动机运行。
  2. 根据权利要求1所述的方法，其特征在于，所述确定目标负荷等级包括：
    获取平均行驶负荷；
    根据所述平均行驶负荷从至少一个负荷区间中确定目标区间；其中，每一个负荷区间对应一个负荷等级；所述目标区间为：所述平均行驶负荷落入所述目标区间；
    将与所述目标区间对应的负荷等级，作为所述目标负荷等级。
  3. 根据权利要求2所述的方法，其特征在于，所述获取平均行驶负荷包括：
    获取预设时间段内的多个行驶负荷；所述预设时间段指的是当前时刻之前的时间段，所述平均行驶负荷为：所述多个行驶负荷的平均值。
  4. 根据权利要求1所述的方法，其特征在于，所述确定目标需求等级包括：
    根据预设荷电需求信息、剩余行驶时长和充电相关信息，确定所述目标需求等级。
  5. 根据权利要求4所述的方法，其特征在于，所述根据预设荷电需求信息、剩余行驶时长和充电相关信息，确定所述目标需求等级包括：
    获取行驶路径；
    根据所述行驶路径，确定所述剩余行驶时长和所述充电相关信息；
    根据所述预设荷电需求信息、所述剩余行驶时长和所述充电相关信息，确定所述目标需求等级。
  6. 根据权利要求5所述的方法，其特征在于，所述根据预设荷电需求信息、剩余行驶时长和充电相关信息，确定所述目标需求等级包括：
    根据所述预设荷电需求信息，确定荷电状态区间；
    根据所述剩余行驶时长，确定行驶时长区间；
    根据所述充电相关信息，确定充电信息区间；
    根据所述荷电状态区间，结合所述行驶时长区间和所述充电信息区间，确定所述目标需求等级。
  7. 根据权利要求6所述的方法，其特征在于，所述根据所述预设荷电需求信息，确定荷电状态区间包括：
    根据所述预设荷电需求信息，从至少两个预设荷电状态区间中确定所述荷电状态区间。
  8. 根据权利要求6所述的方法，其特征在于，所述根据所述剩余行驶时长，确定行驶时长区间包括：
    根据所述剩余行驶时长，从至少两个预设行驶时长区间中确定所述行驶时长区间。
  9. 根据权利要求6所述的方法，其特征在于，所述根据所述充电相关信息，确定充电信息区间包括：
    根据所述充电相关信息，从至少两个预设充电信息区间中确定所述充电信息区间。
  10. 根据权利要求6所述的方法，其特征在于，所述根据所述荷电状态区间，结合所述行驶时长区间和所述充电信息区间，确定所述目标需求等级包括：
    将至少两个所述需求等级中，与所述荷电状态区间、所述行驶时长区间和所述充电信息区间对应的需求等级，作为所述目标需求等级。
  11. 根据权利要求1所述的方法，其特征在于，所述根据所述目标负荷等级和所述目标需求等级，确定目标发电功率包括：
    通过预设对应关系，确定与所述目标负荷等级和所述目标需求等级对应的所述目标发电功率；所述预设对应关系是负荷等级、需求等级和发电功率三者之间的对应关系。
  12. 一种非临时性计算机可读存储介质，其特征在于，其上存储有计算机程序，该 程序被处理器执行时实现权利要求1-11中任一项所述方法的步骤。
  13. 一种电子设备，其特征在于，包括：
    存储器，其上存储有计算机程序；
    处理器，用于执行所述存储器中的所述计算机程序，以实现权利要求1-11中任一项所述方法的步骤。
  14. 一种车辆，其特征在于，包括权利要求13所述的电子设备。
PCT/CN2024/116676 2024-03-29 2024-09-03 车辆控制的方法、存储介质、电子设备及车辆 Pending WO2025200301A1 (zh)

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