CN109572675B - Hybrid electric vehicle and power generation control method and device thereof - Google Patents

Abstract

The invention discloses a hybrid electric vehicle and a power generation control method and device thereof. The control method includes: acquiring the gradient, accelerator depth and power of electric equipment of the hybrid electric vehicle, determining the target electricity consumption level of the hybrid electric vehicle; obtaining the hybrid electric vehicle The SOC value and SOC balance point of the power battery of the vehicle determine the power generation demand level of the hybrid vehicle; obtain the maximum allowable power generation of the auxiliary motor of the hybrid vehicle, the power generation output power of the engine in the preset optimal economic area, and the power battery The allowable charging power is used to determine the power generation capability level of the HEV; the final power generation level of the HEV is determined according to the target power consumption level, the power generation demand level and the power generation capability level, and the power generation of the HEV is controlled according to the final power generation level. In this way, the power generation control is combined with the electricity consumption, the vehicle power protection capability is improved, and the user experience is improved.

Description

Hybrid electric vehicle and its power generation control method and device

technical field

The present invention relates to the technical field of automobiles, and in particular, to a power generation control method for a hybrid electric vehicle, a computer-readable storage medium, a power generation control device for a hybrid electric vehicle, and a hybrid electric vehicle.

Background technique

In the power consumption strategy of the relevant hybrid power system, the vehicle speed-power curve is usually checked according to the current vehicle speed, and then multiplied by the first coefficient obtained according to the SOC (State Of Charge) value, and then multiplied by the current SOC and The second coefficient obtained from the difference between the SOC balance points is finally limited by the power generation capacity of the entire vehicle to obtain the generated power.

However, the problem with the related technology is that the consideration is not comprehensive enough to generate electricity according to the actual situation, which may easily lead to a decrease in the power conservation capability of the whole vehicle. If it is too fast, it will lead to the decline of the vehicle's power saving ability and affect the user's experience.

SUMMARY OF THE INVENTION

The present invention aims to solve one of the technical problems in the related art at least to a certain extent. Therefore, the first object of the present invention is to provide a power generation control method for a hybrid vehicle, which can enhance the power conservation capability.

A second object of the present invention is to provide a computer-readable storage medium.

The third object of the present invention is to provide a power generation control device for a hybrid vehicle.

The fourth object of the present invention is to provide a hybrid vehicle.

In order to achieve the above object, a method for controlling power generation of a hybrid electric vehicle proposed by an embodiment of the first aspect of the present invention includes the following steps: obtaining the gradient, accelerator depth and power of electrical equipment of the hybrid electric vehicle, and according to the gradient , the accelerator depth and the power of the electrical equipment determine the target power consumption level of the hybrid electric vehicle; obtain the SOC value and SOC balance point of the power battery of the hybrid electric vehicle, according to the SOC value of the power battery and SOC balance point to determine the power generation demand level of the hybrid electric vehicle; obtain the maximum allowable power generation power of the auxiliary motor of the hybrid electric vehicle, the power generation output power of the engine in the preset optimal economic area and the power battery Allowable charging power, and determine the power generation capability level of the hybrid vehicle according to the maximum allowable power generation of the auxiliary motor, the power generation output power of the engine within a preset optimal economic region, and the allowable charging power of the power battery; The final power generation level of the hybrid vehicle is determined according to the target power consumption level, the power generation demand level and the power generation capability level, and the power generation of the hybrid vehicle is controlled according to the final power generation level.

According to the power generation control method of the hybrid electric vehicle proposed in the embodiment of the present invention, by acquiring the gradient of the hybrid electric vehicle, the accelerator depth and the power of the electric equipment, the target power of the hybrid electric vehicle is determined according to the gradient, the accelerator depth and the power of the electric equipment. Electric level, obtain the SOC value and SOC balance point of the power battery of the hybrid vehicle, determine the power generation demand level of the hybrid vehicle according to the SOC value and SOC balance point of the power battery, and then obtain the maximum allowable power generation of the auxiliary motor of the hybrid vehicle. , and determine the power generation capability level of the hybrid vehicle according to the maximum allowable power generation of the auxiliary motor, the power generation output power of the engine in the preset optimal economic region, and the allowable charging power of the power battery, according to the target power consumption level, power generation demand level The final power generation level of the hybrid vehicle is determined with the power generation capability level, and the power generation of the hybrid vehicle is controlled according to the final power generation level. Therefore, the power generation control method of the hybrid electric vehicle according to the embodiment of the present invention can be based on the gradient of the hybrid electric vehicle, the accelerator depth, the power of the electrical equipment, the SOC value of the power battery, the SOC balance point, and the maximum allowable power generation of the auxiliary motor. , The power generation output power of the engine in the preset optimal economic area and the allowable charging power of the power battery determine the power generation level, so that the judgment conditions are more comprehensive, and can be comprehensively judged according to the power status of the vehicle, the user's power consumption status and the power generation capacity. Generate power, realize power generation control combined with electricity consumption, improve vehicle power conservation capability, and enhance user experience.

In order to achieve the above object, an embodiment of the second aspect of the present invention provides a computer-readable storage medium having instructions stored therein, and when the instructions are executed, the hybrid electric vehicle executes the power generation control method.

According to the computer-readable storage medium proposed in the embodiment of the present invention, by executing the instructions of the power generation control method of the hybrid electric vehicle, the power generation power can be comprehensively judged according to the state of electricity of the whole vehicle, the power consumption state of the user, the power generation capacity, etc., and the combination of power generation control can be realized. Improve the vehicle's power conservation capability and improve user experience.

In order to achieve the above object, a power generation control device for a hybrid electric vehicle proposed by an embodiment of the third aspect of the present invention includes a controller and a memory, the memory stores a plurality of instructions, and the instructions are suitable for being loaded by the controller. and execute: acquiring the gradient, the accelerator depth and the power of the electric equipment of the hybrid electric vehicle, and determining the target electricity consumption level of the hybrid electric vehicle according to the gradient, the accelerator depth and the power of the electric equipment; Obtain the SOC value and SOC balance point of the power battery of the hybrid electric vehicle, and determine the power generation demand level of the hybrid electric vehicle according to the SOC value and the SOC balance point of the power battery; obtain the auxiliary motor of the hybrid electric vehicle. The maximum allowable power generation, the power generation output power of the engine within the preset optimal economic region and the allowable charging power of the power battery, and according to the maximum allowable generated power of the auxiliary motor, the engine is within the preset optimum region The power generation output power of the power battery and the allowable charging power of the power battery determine the power generation capability level of the hybrid electric vehicle; and determine the hybrid electric vehicle according to the target electricity consumption level, the power generation demand level and the power generation capability level and control the power generation of the hybrid vehicle according to the final power generation level.

According to the power generation control device of the hybrid electric vehicle proposed in the embodiment of the present invention, by acquiring the gradient of the hybrid electric vehicle, the accelerator depth and the power of the electric equipment, the target power of the hybrid electric vehicle is determined according to the gradient, the accelerator depth and the power of the electric equipment. Electricity level; obtain the SOC value and SOC balance point of the power battery of the HEV, and determine the power generation demand level of the HEV according to the SOC value and SOC balance point of the power battery; obtain the maximum allowable power generation of the auxiliary motor of the HEV, The power generation output power of the engine in the preset optimal economic area and the allowable charging power of the power battery are based on the maximum allowable power generation power of the auxiliary motor, the power generation output power of the engine in the preset optimal area and the allowable charging power of the power battery. The charging power determines the power generation capability level of the hybrid electric vehicle; and determines the final power generation level of the hybrid electric vehicle according to the target power consumption level, the power generation demand level and the power generation capability level, and controls the power generation of the hybrid electric vehicle according to the final power generation level. Therefore, the power generation control device of the hybrid electric vehicle according to the embodiment of the present invention can be based on the gradient of the hybrid electric vehicle, the accelerator depth, the power of the electrical equipment, the SOC value of the power battery, the SOC balance point, the maximum allowable power generation of the auxiliary motor, The power generation output power of the engine in the preset optimal economic area and the allowable charging power of the power battery determine the power generation level, so that the judgment conditions are more comprehensive, and the power generation can be comprehensively judged according to the power status of the vehicle, the user's power consumption status and power generation capacity. power, realize power generation control combined with electricity consumption, improve vehicle power conservation capability, and enhance user experience.

In order to achieve the above object, the hybrid vehicle provided by the embodiment of the fourth aspect of the present invention includes the above-mentioned power generation control device for the hybrid vehicle.

According to the hybrid electric vehicle of the embodiment of the present invention, the power generation control device of the hybrid electric vehicle can comprehensively judge the power generation power according to the state of electricity of the whole vehicle, the user's power consumption state and the power generation capacity, etc., so as to realize the power generation control combined with the power consumption situation and improve the overall Car battery protection capability to improve user experience.

Description of drawings

1 is a schematic block diagram of a hybrid vehicle according to an embodiment of the present invention;

2a is a schematic structural diagram of a power system of a hybrid electric vehicle according to an embodiment of the present invention;

2b is a schematic structural diagram of a power system of a hybrid vehicle according to another embodiment of the present invention;

3 is a schematic block diagram of a power system of a hybrid electric vehicle according to another embodiment of the present invention;

4 is a flowchart of a method for controlling power generation of a hybrid electric vehicle according to an embodiment of the present invention;

5 is a flow chart of determining a target power consumption level for a hybrid vehicle according to an embodiment of the present invention;

6 is a flow chart of determining a power generation demand level by a hybrid vehicle according to an embodiment of the present invention;

FIG. 7 is a flow chart of determining a power generation capability level of a hybrid vehicle according to an embodiment of the present invention;

FIG. 8 is a flowchart of determining the final generated power of a hybrid vehicle according to an embodiment of the present invention;

9 is a schematic block diagram of a power generation control device for a hybrid vehicle according to an embodiment of the present invention; and

10 is a schematic block diagram of a hybrid vehicle according to an embodiment of the present invention.

Detailed ways

The following describes in detail the embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary, and are intended to explain the present invention and should not be construed as limiting the present invention.

The following describes the power generation control method of the hybrid vehicle, the power system of the hybrid vehicle, and the hybrid vehicle according to the embodiments of the present invention with reference to the accompanying drawings.

According to the embodiment of FIGS. 1-3 , the power system 200 of the hybrid vehicle includes: an engine 1 , a power motor 2 , a power battery 3 , a DC-DC converter 4 and an auxiliary motor 5 .

1 to 3 , the engine 1 outputs power to the wheels 7 of the hybrid vehicle through the clutch 6 ; the power motor 2 is used to output the driving force to the wheels 7 of the hybrid vehicle. That is to say, the power system of the embodiment of the present invention can provide power for the normal driving of the hybrid vehicle through the engine 1 and/or the power motor 2 . In some embodiments of the present invention, the power source of the power system 200 may be the engine 1 and the power motor 2, that is, any one of the engine 1 and the power motor 2 can output power to the wheels 7 independently, or the engine 1 And the power motor 2 can output power to the wheels 7 at the same time.

The power battery 3 is used to supply power to the power motor 2 ; the auxiliary motor 5 is connected to the engine 1 , for example, the auxiliary motor 5 can be connected to the engine 1 through the wheel train end of the engine 1 . The auxiliary motor 5 is respectively connected with the power motor 2, the DC-DC converter 4 and the power battery 3. When the auxiliary motor 5 generates electricity under the driving of the engine 1, it can charge the power battery 3, supply power to the power motor 2, and supply power to the DC- The DC converter 4 powers at least one of them. In other words, the engine 1 can drive the auxiliary motor 5 to generate electricity, and the electric energy generated by the auxiliary motor 5 can be supplied to at least one of the power battery 3 , the power motor 2 and the DC-DC converter 4 . It should be understood that the engine 1 can drive the auxiliary motor 5 to generate electricity while outputting power to the wheels 7 , or can drive the auxiliary motor 5 to generate electricity independently.

Therefore, the power motor 2 and the auxiliary motor 5 act as the driving motor and the generator respectively. Since the auxiliary motor 5 has high power generation power and power generation efficiency at low speed, it can meet the electricity demand of low-speed driving and maintain the low speed of the whole vehicle. Electric balance, maintain the low-speed smoothness of the whole vehicle, and improve the dynamic performance of the whole vehicle.

In some embodiments, the auxiliary motor 5 may be a BSG (Belt-driven Starter Generator, belt-driven starter/generator integrated motor) motor. It should be noted that the auxiliary motor 5 is a high-voltage motor. For example, the power generation voltage of the auxiliary motor 5 is equivalent to the voltage of the power battery 3, so the electric energy generated by the auxiliary motor 5 can directly charge the power battery 3 without voltage conversion, and can also directly charge the power battery 3. Powered by the power motor 2 and/or the DC-DC converter 4 . In addition, the auxiliary motor 5 also belongs to a high-efficiency generator. For example, the auxiliary motor 5 can be driven to generate electricity at the idle speed of the engine 1 to achieve a power generation efficiency of more than 97%.

In addition, in some embodiments of the present invention, the auxiliary motor 5 can be used to start the engine 1, that is, the auxiliary motor 5 can have the function of starting the engine 1. For example, when the engine 1 is started, the auxiliary motor 5 can drive the crankshaft of the engine 1 to rotate. , so that the piston of the engine 1 reaches the ignition position, thereby realizing the starting of the engine 1, whereby the auxiliary motor 5 can realize the function of a starter in the related art.

As described above, both the engine 1 and the power motor 2 can be used to drive the wheels 7 of the hybrid vehicle. For example, as shown in FIG. 2a, the engine 1 and the power motor 2 jointly drive the same wheel of the hybrid vehicle, such as a pair of front wheels 71 (including the left front wheel and the right front wheel); for another example, as shown in FIG. 2b, the engine 1 The first wheel of the hybrid vehicle can be driven, for example, a pair of front wheels 71 (including the left front wheel and the right front wheel), and the power motor 2 can drive the power to the second wheel of the hybrid vehicle, such as a pair of rear wheels 72 (including the left rear wheel). wheel and right rear wheel).

In other words, when the engine 1 and the power motor 2 jointly drive the pair of front wheels 71, the driving force of the power system 200 is output to the pair of front wheels 71, and the whole vehicle can be driven by two-wheel drive; when the engine 1 drives the pair of front wheels 71 When the wheels 71 and the power motor 2 drive the pair of rear wheels 72, the driving force of the power system 200 is output to the pair of front wheels 71 and the pair of rear wheels 72 respectively, and the whole vehicle can be driven by four-wheel drive.

Further, when the engine 1 and the power motor 2 jointly drive the same wheel, as shown in FIG. 2a, the power system 200 of the hybrid vehicle further includes a final gear 8 and a transmission 90, wherein the engine 1 passes through the clutch 6, the transmission 90 and The final gear 8 outputs power to the first wheel of the hybrid vehicle, such as a pair of front wheels 71, and the power motor 2 outputs driving force to the first wheel of the hybrid vehicle, eg, a pair of front wheels 71 through the final gear 8. Among them, the clutch 6 and the transmission 90 can be integrated.

When the engine 1 drives the first wheel and the power motor 2 drives the second wheel, as shown in FIG. 2b, the power system 200 of the hybrid vehicle further includes a first transmission 91 and a second transmission 92, wherein the engine 1 passes through the clutch 6 and The first transmission 91 outputs power to the first wheels of the hybrid vehicle such as a pair of front wheels 71 , and the power motor 2 outputs driving force to the second wheels of the hybrid vehicle such as a pair of rear wheels 72 through the second transmission 92 . Wherein, the clutch 6 and the first transmission 91 can be integrated.

Further, in some embodiments of the present invention, as shown in FIG. 1 to FIG. 3 , the auxiliary motor 5 further includes a first controller 51 , the power motor 2 further includes a second controller 21 , and the auxiliary motor 5 is controlled by the first controller 51 . The converter 51 is connected to the power battery 3 and the DC-DC converter 4 respectively, and is connected to the power motor 2 through the first controller 51 and the second controller 21 .

Specifically, the first controller 51 is respectively connected with the second controller 21 , the power battery 3 and the DC-DC converter 4 , the first controller 51 may have an AC-DC conversion unit, and the auxiliary motor 5 can generate alternating current when generating electricity The AC-DC conversion unit can convert the alternating current generated by the high-voltage motor 2 into high-voltage direct current, such as 600V high-voltage direct current, so as to realize at least one of charging the power battery 3, powering the power motor 2, and powering the DC-DC converter 4 .

Similarly, the second controller 21 can have a DC-AC conversion unit, the first controller 51 can convert the alternating current generated by the auxiliary motor 5 into high-voltage direct current, and the DC-AC conversion unit can convert the first controller 51 into a high-voltage direct current. The high voltage direct current is converted into alternating current to supply power to the power motor 2 .

In other words, as shown in FIG. 3 , when the auxiliary motor 5 generates electricity, the auxiliary motor 5 can charge the power battery 3 and/or supply power to the DC-DC converter 4 through the first controller 51 . In addition, the auxiliary motor 5 can also supply power to the power motor 2 through the first controller 51 and the second controller 21 .

Further, as shown in FIGS. 1 to 3 , the DC-DC converter 4 is also connected to the power battery 3 . The DC-DC converter 4 is also connected to the power motor 2 through the second controller 21 .

In some embodiments, as shown in FIG. 3 , the first controller 51 has a first DC terminal DC1, the second controller 21 has a second DC terminal DC2, the DC-DC converter 4 has a third DC terminal DC3, The third DC terminal DC3 of the DC-DC converter 4 can be connected to the first DC terminal DC1 of the first controller 51 to perform DC-DC on the high-voltage direct current output by the first controller 51 through the first DC terminal DC1 transform. In addition, the third DC terminal DC3 of the DC-DC converter 4 can also be connected to the power battery 3, and then the first DC terminal DC1 of the first controller 51 can be connected to the power battery 3, so that the first controller 51 can pass through the power battery 3. The first direct current terminal DC1 outputs high voltage direct current to the power battery 3 to charge the power battery 3 . Further, the third DC terminal DC3 of the DC-DC converter 4 can also be connected to the second DC terminal DC2 of the second controller 21, and then the first DC terminal DC1 of the first controller 51 can be connected to the second controller 21. The second DC terminal DC2 of the 21 is connected, so that the first controller 51 outputs high voltage DC to the second controller 21 through the first DC terminal DC1 to supply power to the power motor 2 .

Further, as shown in FIG. 3 , the DC-DC converter 4 is also connected to the first electrical equipment 10 and the low-voltage battery 20 in the hybrid vehicle, respectively, to supply power to the first electrical equipment 10 and the low-voltage battery 20 , and the low-voltage battery 20 It is also connected to the first electrical device 10 .

In some embodiments, as shown in FIG. 3 , the DC-DC converter 4 also has a fourth DC terminal DC4, and the DC-DC converter 4 can pass the high-voltage direct current output from the power battery 3 and/or the auxiliary motor 5 through the first DC terminal DC4. The high-voltage DC power output by the controller 51 is converted into low-voltage DC power, and the low-voltage DC power is output through the fourth DC terminal DC4. Further, the fourth DC terminal DC4 of the DC-DC converter 4 can be connected to the first electrical equipment 10 to supply power to the first electrical equipment 10, wherein the first electrical equipment 10 can be low-voltage electrical equipment, including but not Limited to headlights, radios, etc. The fourth DC terminal DC4 of the DC-DC converter 4 can also be connected to the low-voltage battery 20 to charge the low-voltage battery 20 .

In addition, the low-voltage battery 20 is connected to the first electrical equipment 10 to supply power to the first electrical equipment 10. In particular, when the auxiliary motor 5 stops generating electricity and the power battery 3 fails or the power is insufficient, the low-voltage battery 20 can be the first electrical equipment. 10 power supply, so as to ensure the low-voltage power consumption of the whole vehicle, ensure that the whole vehicle can run in pure fuel mode, and help meet the user's mileage requirements for the whole vehicle.

As above, the third DC terminal DC3 of the DC-DC converter 4 is connected to the first controller 51, and the fourth DC terminal DC4 of the DC-DC converter 4 is connected to the first electrical equipment 10 and the low-voltage battery 20 respectively. When the power motor 2. When the second controller 21 and the power battery 3 fail, the auxiliary motor 5 can generate electricity to supply power to the first electrical device 10 and/or charge the low-voltage battery 20 through the first controller 51 and the DC-DC converter 4 , so that the hybrid vehicle runs in pure fuel mode.

In other words, when the power motor 2, the second controller 21 and the power battery 3 fail, the first controller 51 can convert the alternating current generated by the auxiliary motor 5 into high-voltage direct current, and the DC-DC converter 4 can convert the first control The high-voltage DC power converted by the device 51 is converted into low-voltage DC power to supply power to the first electrical device 10 and/or charge the low-voltage battery 20 .

Therefore, the auxiliary motor 5 and the DC-DC converter 4 have a separate power supply channel. When the power motor 2, the second controller 21 and the power battery 3 fail, the electric drive cannot be realized. At this time, the auxiliary motor 5 and the DC -The independent power supply channel of the DC converter 4 can ensure the low-voltage power consumption of the whole vehicle, ensure that the whole vehicle can run in pure fuel mode, and help meet the user's mileage requirement for the whole vehicle.

Further in conjunction with the embodiment of FIG. 3 , the first controller 51 , the second controller 21 and the power battery 3 are respectively connected to the second electrical equipment 30 in the hybrid vehicle.

In some embodiments, as shown in FIG. 3 , the first DC terminal DC1 of the first controller 51 can be connected to the second electrical device 30 , and when the auxiliary motor 5 generates electricity, the auxiliary motor 5 can pass through the first controller. 51 directly supplies power to the second electrical device 30 . In other words, the AC-DC conversion unit of the first controller 51 can also convert the alternating current generated by the auxiliary motor 5 into high-voltage direct current, and directly supply power to the second electrical equipment 30 .

Similarly, the power battery 3 can also be connected to the second electrical device 30 to supply power to the second electrical device 30 . In other words, the high-voltage direct current output from the power battery 3 can be directly supplied to the second electrical device 30 .

Wherein, the second electrical equipment 30 may be a high-voltage electrical equipment, which may include, but not limited to, an air conditioner compressor, a PTC (Positive Temperature Coefficient, positive temperature coefficient) heater, and the like.

As above, by generating electricity from the auxiliary motor 5 , the power battery 3 can be charged, or the power motor 2 can be powered, or the first electrical device 10 and the second electrical device 30 can be powered. In addition, the power battery 3 can supply power to the power motor 2 through the second controller 21 , or to the second electrical equipment 30 , and can also supply power to the first electrical equipment 10 and/or the low-voltage battery 20 through the DC-DC converter 4 . This enriches the power supply mode of the whole vehicle, meets the electricity demand of the whole vehicle under different working conditions, and improves the performance of the whole vehicle.

It should be noted that, in the embodiment of the present invention, the low voltage may refer to a voltage of 12V (volts) or 24V, and the high voltage may refer to a voltage of 600V, but is not limited thereto.

As a result, in the power system of the hybrid vehicle according to the embodiment of the present invention, the engine can not participate in driving at low speed, and thus the clutch is not used, thereby reducing clutch wear or slippage, reducing frustration, improving comfort, and At low speed, it can make the engine work in the economic area, only generate electricity but not drive, reduce fuel consumption, reduce engine noise, maintain the low-speed electric balance and low-speed smoothness of the whole vehicle, and improve the performance of the whole vehicle. Moreover, the auxiliary motor can directly charge the power battery, and can also supply power for low-voltage devices such as low-voltage batteries, first electrical equipment, etc., and can also be used as a starter.

Based on the structure of the power system of the hybrid electric vehicle, an embodiment of the present invention also proposes a power generation control method for the hybrid electric vehicle.

As shown in FIG. 4 , the power generation control method of the hybrid electric vehicle according to the embodiment of the present invention includes the following steps:

S1: Obtain the gradient, accelerator depth and power of the electrical equipment of the hybrid electric vehicle, and determine the target electricity consumption level of the hybrid electric vehicle according to the gradient, the accelerator depth and the power of the electrical equipment.

It should be noted that the slope is the ratio of the vertical height of the slope to the horizontal length, the accelerator depth is the depth at which the accelerator pedal is depressed, and the current working power of the electrical equipment is the total power of all current electrical equipment. Wherein, the electrical equipment may be low-voltage electrical equipment, such as an air conditioner, a radio, and the like.

S2: Obtain the SOC value and the SOC balance point of the power battery of the hybrid vehicle, and determine the power generation demand level of the hybrid vehicle according to the SOC value and the SOC balance point of the power battery.

The SOC balance point can be the target SOC value set by the user. Even if the SOC value of the power battery is kept as close to the SOC balance point as possible, when the SOC value of the power battery is lower than the SOC balance point, the power battery can be charged.

S3: Obtain the maximum allowable power generation of the auxiliary motor of the hybrid vehicle, the power generation output power of the engine in the preset optimal economic area, and the allowable charging power of the power battery, and according to the maximum allowable power generation power of the auxiliary motor, the engine is in the preset optimal economic area. The power generation output power in the set optimal economic area and the allowable charging power of the power battery determine the power generation capability level of the hybrid vehicle.

Wherein, the power generation output power of the engine in the preset optimal economic zone may refer to the output power that the engine can use for power generation after satisfying the driving demand and running in the economic zone.

In a specific embodiment of the present invention, the target electricity consumption level can be divided into three electricity consumption levels, namely the maximum electricity consumption level, the standard electricity consumption level and the economic electricity consumption level. Similarly, the power generation demand level and the power generation capacity are also It can be divided into three levels, that is, the power generation demand level can be divided into the maximum power generation demand level, the standard power generation demand level and the economic power generation demand level.

S4: Determine the final power generation level of the hybrid vehicle according to the target power consumption level, power generation demand level and power generation capacity level, and control the power generation of the hybrid electric vehicle according to the final power generation level.

Therefore, the power generation control method of the hybrid electric vehicle according to the embodiment of the present invention can be based on the gradient of the hybrid electric vehicle, the accelerator depth, the power of the electrical equipment, the SOC value of the power battery, the SOC balance point, and the maximum allowable power generation of the auxiliary motor. , The power generation output power of the engine in the preset optimal economic area and the allowable charging power of the power battery determine the power generation level, so that the judgment conditions are more comprehensive, and can be comprehensively judged according to the power status of the vehicle, the user's power consumption status and the power generation capacity. The power generation power can be determined according to the total power consumption level, power generation demand level and power generation capacity level of the hybrid vehicle, so as to realize the power generation control combined with the power consumption situation, improve the vehicle's power protection ability, and improve the user experience.

According to an embodiment of the present invention, determining the target power consumption level of the hybrid electric vehicle according to the gradient, the accelerator depth, and the power of the electrical equipment includes: acquiring the gradient interval to which the gradient belongs, and obtaining the gradient target corresponding to the gradient interval to which the gradient belongs. Electricity level; obtain the throttle depth range to which the throttle depth belongs, and obtain the target power consumption level of the throttle depth corresponding to the throttle depth range to which the throttle depth belongs; obtain the power range to which the power of the electrical equipment belongs, and obtain the power consumption of the electrical equipment. The power target power consumption level corresponding to the power interval; the highest level among the slope target power consumption level, the throttle depth target power consumption level and the power target power consumption level is taken as the target power consumption level.

Among them, the gradient is positively correlated with the target power consumption level of the gradient, that is to say, the higher the target power consumption level of the gradient, the higher the gradient in the corresponding gradient interval, and the throttle depth is positively correlated with the target power consumption level of the throttle depth, that is to say, The higher the target power consumption level of the throttle depth, the higher the throttle depth in the corresponding throttle depth interval, and the power of the electrical equipment is positively correlated with the power target power consumption level. The working power of the electrical equipment in the interval is higher.

Specifically, each of the gradient of the hybrid vehicle, the accelerator depth, and the working power of the electrical equipment can be divided into three sections, and the three sections can respectively correspond to the maximum power consumption level, the standard power consumption level and the economical power consumption level. Level, that is, the three gradient intervals correspond to the maximum power consumption level of the gradient, the standard power consumption level of the gradient and the economical power consumption level of the gradient respectively; Economic power consumption level; the three power intervals correspond to the maximum power consumption level, the power standard power consumption level and the power economical power consumption level respectively. Among them, the maximum electricity consumption level is higher than the standard electricity consumption level, and the standard electricity consumption level is higher than the economic electricity consumption level.

Determining the power consumption level of the gradient according to the gradient may include: dividing the gradient of the hybrid vehicle into a first gradient interval, a second gradient interval and a third gradient interval, where the first gradient interval is greater than A1%, and the second gradient interval is greater than or equal to A2 % and less than or equal to A1%, and the third gradient interval is greater than 0 and less than A2%. Among them, when the gradient is greater than A1%, it is judged that the gradient belongs to the first gradient interval, and the slope power consumption level corresponding to the first gradient interval is the maximum power consumption level; when the gradient is greater than A2% and less than or equal to A1%, the gradient belongs to the second gradient. When the slope is greater than 0 and less than or equal to A2%, the slope belongs to the third slope interval, and the slope corresponding to the third slope interval is the economical electricity level. , where A1>A2>0.

Determining the power consumption level of the accelerator depth according to the accelerator depth may include: dividing the accelerator depth of the hybrid vehicle into a first depth interval, a second depth interval and a third depth interval, where the first depth interval is greater than B1%, and the second depth interval is greater than B2% and less than or equal to B1%, and the third depth interval is greater than 0 and less than or equal to B2%. Among them, when the throttle depth is greater than B1%, it is judged that the throttle depth belongs to the first throttle depth interval, and the target power consumption level of the throttle depth corresponding to the first throttle depth interval is the maximum power consumption level; when the throttle depth is greater than B2% and less than or equal to B1% , judging that the throttle depth belongs to the second throttle depth range, and the target power consumption level of the throttle depth corresponding to the second throttle depth range is the standard power consumption level; when the throttle depth is greater than 0 and less than or equal to B2%, it is judged that the throttle depth belongs to the third throttle depth range , the target power consumption level of the throttle depth corresponding to the third throttle depth interval is the economic power consumption level, wherein B1>B2>0.

Determining the power consumption level according to the operating power of the electrical equipment may include: dividing the operating power of the electrical equipment of the hybrid vehicle into a first power interval, a second power interval and a third power interval, where the first power interval is greater than or equal to C1kw, the second power interval is greater than or equal to C2kw and less than or equal to C1kw, and the third power interval is less than C2kw. Among them, when the working power of the electrical equipment is greater than C1kw, it is judged that the working power belongs to the first power interval, and the power target power consumption level corresponding to the first power interval is the maximum power consumption level; when the working power is greater than or equal to C2kw and less than or equal to C1kw, It is judged that the working power belongs to the second power range, and the power target power consumption level corresponding to the second power range is the standard power consumption level; when the working power is less than C2kw, it is judged that the working power belongs to the third power range, and the power target corresponding to the third power range is The electricity consumption level is the economic electricity consumption level, where C1>C2>0.

Further, after separately judging the power consumption level of the slope, the power consumption level of the accelerator depth and the power consumption level according to the gradient, the accelerator depth and the current working power of the electric equipment, the maximum power consumption level, the standard power consumption level, the economical The current power consumption level is determined in the descending order of the power consumption level priority, and the highest level among the slope power consumption level, the throttle depth power consumption level and the power power consumption level can be used as the power consumption level.

That is to say, if any one of the power consumption level of slope, throttle depth and power consumption level is the maximum power consumption level, the power consumption level is the maximum power consumption level. If there is no maximum power consumption level , and there is at least one standard power consumption level, then the power consumption level is the standard power consumption level. If there is neither the maximum power consumption level nor the standard power consumption level, but only at least one economic power consumption level, the electricity consumption level is the economic power consumption level. grade.

According to a specific embodiment of the present invention, as shown in FIG. 5 , the determination of the target electricity consumption level of the hybrid electric vehicle according to the embodiment of the present invention includes the following steps:

S101 : The system is powered on, obtains the gradient, the accelerator depth and the power of the electrical equipment, and executes step S102 , step S109 and step S116 respectively.

S102: Determine whether the gradient value is greater than A1%.

If yes, go to step S103; if not, go to step S104.

S103: Determine the target power consumption level of the gradient as the maximum power consumption level, and execute step S123.

S104: Determine whether the gradient value is greater than A2%.

If yes, go to step S105; if not, go to step S106.

S105: Determine the target power consumption level of the gradient as the standard power consumption level, and execute step S123.

S106: Determine whether the gradient value is greater than 0.

If yes, go to step S107; if no, go to step S108.

S107: Determine that the target power consumption level of the gradient is an economical power consumption level, and execute step S123.

S108 : Determine the power demand of the hybrid vehicle gradient and go to step S123 .

S109: Determine whether the accelerator depth is greater than B1%.

If yes, go to step S110; if not, go to step S111.

S110: Determine the target power consumption level of the accelerator depth as the maximum power consumption level, and execute step S123.

S111: Determine whether the accelerator depth is greater than B2%.

If yes, go to step S112; if not, go to step S113.

S112: Determine the target power consumption level of the accelerator depth as the standard power consumption level, and execute step S123.

S113: Determine whether the accelerator depth is greater than 0.

If yes, go to step S114; if not, go to step S115.

S114: Determine that the target power consumption level of the accelerator depth is an economical power consumption level, and execute step S123.

S115: Determine the idle power demand of the hybrid vehicle accelerator depth, and execute step S123.

S116: Determine whether the working power of the electrical equipment is greater than C1kw.

If yes, go to step S117; if not, go to step S118.

S117: Determine the power target power consumption level as the maximum power consumption level, and execute step S123.

S118: Determine whether the working power of the electrical equipment is greater than C2kw.

If yes, go to step S119; if not, go to step S120.

S119: Determine the power target power consumption level as the standard power consumption level, and execute step S123

S120: Determine whether the working power of the electrical equipment is greater than C3kw.

If yes, go to step S121; if no, go to step S122.

S121: Determine the power target electricity consumption level as the economic electricity consumption level, and execute step S123.

S122 : Determine the useless power demand of the electrical equipment of the hybrid vehicle, and execute step S123 .

S123: Use the highest level among the target power consumption level of the gradient, the target power consumption level of the accelerator depth, and the target power consumption level of the power as the target power consumption level.

According to an embodiment of the present invention, determining the power generation demand level of the hybrid vehicle according to the SOC value of the power battery and the SOC balance point includes: obtaining the SOC value interval to which the SOC value of the power battery belongs, and obtaining the SOC value interval to which the SOC value belongs The corresponding first power generation demand level; obtain the difference between the SOC balance point of the power battery and the SOC value, obtain the difference interval to which the difference belongs, and obtain the second power generation demand level corresponding to the difference interval to which the difference belongs; The highest level among the first power generation demand level and the second power generation demand level serves as the power generation demand level.

Among them, the SOC value of the power battery is positively correlated with the first power generation demand level, that is to say, the higher the first power generation demand level is, the higher the SOC value in the SOC value range of the corresponding power battery is, and the SOC balance point of the power battery is the same as that of the power battery. The difference between the SOC values is positively correlated with the second power generation demand level, that is, the higher the second power generation demand level, the higher the difference value in the corresponding difference interval.

Specifically, the SOC value and the difference value of the power battery can be divided into three intervals, and the three intervals correspond to the maximum power generation demand level, the standard power generation demand level and the economic power generation demand level respectively, that is, the three power battery SOC value intervals correspond to The maximum power generation demand level, the standard power generation demand level and the economic power generation demand level, the three difference intervals correspond to the maximum power generation demand level, the standard power generation demand level and the economic power generation demand level respectively, where the maximum power generation demand level is higher than the standard power generation demand level, The standard power generation demand level is higher than the economic power level.

Determining the first power generation demand level according to the SOC value of the power battery may include: dividing the SOC value of the power battery into a first SOC value interval, a second SOC value interval and a third SOC value, where the first SOC value interval is greater than s2 % and less than or equal to s3%, the second SOC value interval is greater than s1% and less than or equal to s2%, and the third SOC value interval is less than or equal to s1%. Among them, when the SOC value of the power battery is greater than s2% and less than or equal to s3%, it is determined that the SOC value of the power battery belongs to the first SOC value interval, and the first power generation demand level is the economic power generation demand level. When the SOC value of the power battery is greater than When s1% is less than or equal to s2%, it is judged that the SOC value of the power battery belongs to the second SOC value range, and the first power generation demand level is the standard power generation demand level. When the SOC value of the power battery is less than or equal to s1%, it is judged that the power battery The SOC value belongs to the third SOC value interval, and the first power generation demand level is the maximum power generation demand level, where s1 < s2 < s3.

Determining the second power generation demand level according to the difference between the SOC balance point of the power battery and the SOC value may include: obtaining the difference by subtracting the SOC value from the SOC balance point of the power battery, and dividing the difference into a first difference interval, a third The second difference interval and the third difference interval, the first difference interval is greater than or equal to n1%, the second difference interval is greater than or equal to n2% and less than n1%, and the third difference interval is greater than or equal to n3% and less than n2%. Among them, when the difference is greater than or equal to n1%, it is judged that the difference belongs to the first difference interval, and the second power generation demand level is the maximum power generation demand level. When the difference is greater than or equal to n2% and less than n1%, the difference is judged. It belongs to the second difference interval, and the second power generation demand level is the standard power generation demand. When the difference value is greater than or equal to n3% and less than n2%, it is judged that the difference value belongs to the third difference value interval, and the second power generation demand level is the economic power generation demand. , where n1>n2>n3.

Further, after the first power generation demand level and the second power generation demand level are independently determined according to the SOC value and the difference value of the power battery, the priority of the maximum power generation demand level, the standard power generation demand level and the economic power generation demand level can be decreased in order. After the power generation demand level is determined, the highest level among the first power generation demand level and the second power generation demand level can be used as the power generation demand level.

According to a specific embodiment of the present invention, as shown in FIG. 6 , the determination of the power generation demand level of the hybrid electric vehicle according to the embodiment of the present invention includes the following steps:

S201: Acquire the SOC value of the power battery, and execute step S202 and step S209 respectively.

S202: Determine whether the SOC value of the power battery is greater than s2% and less than or equal to s3%.

If yes, go to step S203; if not, go to step S204.

S203: Determine the first power generation demand level as the maximum power generation demand level, and execute step S217.

S204: Determine whether the SOC value of the power battery is greater than s1% and less than or equal to s2%.

If yes, go to step S205; if not, go to step S206.

S205: Determine the first power generation demand level as the standard power generation demand level, and execute step S217.

S206: Determine whether the SOC value of the power battery is less than or equal to s1%.

If yes, go to step S207; if not, go to step S208.

S207: Determine the first power generation demand level as the economic power generation demand level, and execute step S217.

S208: Determine that the first power generation demand is no demand, and execute step S217.

S209: Calculate the difference according to the SOC balance point and the SOC value of the power battery.

S210: Determine whether the difference is greater than or equal to n1%.

If yes, go to step S211; if not, go to step S212.

S211: Determine the second power generation demand level as the maximum power generation demand level, and execute step S217.

S212: Determine whether the difference is greater than or equal to n2% and less than n1%.

If yes, go to step S213; if not, go to step S214.

S213: Determine the second power generation demand level as the standard power generation demand level, and execute step S217.

S214: Determine whether the difference is greater than or equal to n3% and less than n2%.

If yes, go to step S215; if not, go to step S216.

S215: Determine that the second power generation demand level is the economic power generation demand level, and execute step S217.

S216: Determine that the second power generation demand is no demand, and execute step S217.

S217: Determine whether the first power generation demand level is greater than the second power generation demand level. Among them, the maximum power generation demand level is greater than the standard power generation demand level, and the standard power generation demand level is greater than the economic power generation demand level.

If yes, go to step S218; if not, go to step S219.

S218: Determine the first power generation demand level as the power generation demand level.

S219: Determine the second power generation demand level as the power generation demand level.

According to an embodiment of the present invention, the power generation capability level of the hybrid vehicle is determined according to the maximum allowable power generation power of the auxiliary motor, the power generation output power of the engine in the preset optimal economic region, and the allowable charging power of the power battery, including: obtaining Obtain the allowable power generation range to which the maximum allowable power generation power of the auxiliary motor belongs, and obtain the power generation capability level of the auxiliary motor corresponding to the allowable power generation power range to which the maximum allowable power generation power of the auxiliary motor belongs; obtain the power generation of the engine within the preset optimal economic zone Obtain the power generation output power interval to which the output power belongs, and obtain the engine power generation capability level corresponding to the power generation output power interval to which the power generation output power of the engine in the preset optimal economic zone belongs; obtain the allowable charging power to which the allowable charging power of the power battery belongs range, and obtain the power battery power generation capability level corresponding to the allowable charging power range to which the allowable charging power of the power battery belongs; take the lowest level among the power generation capability level of the auxiliary motor, the engine power generation capability level, and the power battery power generation capability level as the power generation capability level.

Among them, the maximum allowable power generation of the auxiliary motor is positively related to the power generation capacity level of the auxiliary motor, that is to say, the higher the power generation capacity level of the auxiliary motor, the higher the corresponding maximum allowable power generation power of the auxiliary motor. The power generation output power in the area is positively related to the power generation capability level of the engine, that is to say, the higher the engine power generation capability level, the higher the power generation output power of the corresponding engine in the preset optimal economic area, and the allowable charging power of the power battery. It is positively related to the power generation capacity level of the power battery, that is to say, the higher the power generation capacity of the power battery is, the higher the allowable charging power of the corresponding power battery is.

Specifically, each of the maximum allowable power generation of the auxiliary motor, the power generation output power of the engine within the preset optimal economic region, and the allowable charging power of the power battery can be divided into three sections, and the three sections can respectively correspond to The maximum power generation capacity level, the standard power generation capacity level and the economic power generation capacity level, that is, the maximum allowable power generation power intervals of the three auxiliary motors correspond to the maximum power generation capacity level, the standard power generation capacity level and the economic power generation capacity level respectively. The power generation output power interval in the optimal economic area corresponds to the maximum power generation capacity level, the standard power generation capacity level and the economic power generation capacity level respectively. The allowable charging power intervals of the three power batteries correspond to the maximum power generation capacity level, standard power generation capacity level and economic power generation level respectively. Ability level. Among them, the maximum power generation capability level is higher than the standard power generation capability level, and the standard power generation capability level is greater than the economic power generation capability level. Specifically, the interval threshold corresponding to the maximum power generation capability level is P1KW, and the interval threshold corresponding to the standard power generation capability level is P2KW. Economic power generation The interval threshold corresponding to the capability level is P3KW, where P1>P2>P3.

Specifically, determining the power generation capability level of the auxiliary motor according to the maximum allowable power generation power of the auxiliary motor includes: when the maximum allowable power generation power of the auxiliary motor is in the interval greater than or equal to P1KW, then judging that the power generation capability level of the auxiliary motor is the maximum power generation capability level, and when the auxiliary motor When the maximum allowable power generation is greater than or equal to P2KW and less than P1KW, the power generation capacity of the auxiliary motor is judged to be the standard power generation capacity level. When the maximum allowable power generation power of the auxiliary motor is greater than or equal to P3KW and less than P2KW, the power generation capacity of the auxiliary motor is judged For the economic power generation capacity level.

Determining the power generation capacity level of the engine according to the power generation output power of the engine in the preset optimal area includes: when the power generation output power of the engine is in the interval of P1KW or greater, then judging that the power generation capacity level of the engine is the maximum power generation capacity level, and when the power generation capacity of the engine When the output power is greater than or equal to P2KW and less than the range of P1KW, it is judged that the power generation capacity level of the engine is the standard power generation capacity level. When the power generation output power of the engine is greater than or equal to P3KW and less than the range of P2KW, it is judged that the power generation capacity level of the engine is the economic power generation capacity. grade.

Determining the power generation capacity level of the power battery according to the allowable electric power of the power battery includes: when the allowable charging electric power of the power battery is greater than or equal to P1KW, then judging that the power generation capacity level of the power battery is the maximum power generation capacity level, and when the allowable charging power is greater than or equal to P2KW and less than or equal to P2KW When P1KW, the power battery power generation capability level is judged to be the standard power generation capability level, and when the allowable charging power is greater than or equal to P3KW and less than P2KW, the power battery power generation capability level is judged to be the economic power generation capability level.

Further, according to the maximum allowable power generation of the auxiliary motor, the power generation output power of the engine in the preset optimal economic region, and the allowable charging power of the power battery, the power generation capability level of the auxiliary motor, the power generation capability level of the engine and the power are independently determined. After the battery power generation capability level, the power generation capability level can be judged in the order of increasing priority of the maximum power generation capability level, the standard power generation capability level and the economic power generation capability level, and the auxiliary motor power generation capability level, the engine power generation capability level and the power battery power generation capability level can be determined. The lowest level among the capability levels is taken as the power generation capability level.

According to a specific embodiment of the present invention, as shown in FIG. 7 , the determination of the power generation capability level of the hybrid electric vehicle according to the embodiment of the present invention includes the following steps:

S301: Obtain the maximum allowable power generation of the auxiliary motor, the power generation output power of the engine within the preset optimal economic region, and the allowable charging power of the power battery, and perform step S302, step S309 and step S316 respectively.

S302: Determine whether the maximum allowable generating power of the auxiliary motor is greater than or equal to P1KW.

If yes, go to step S303; if not, go to step S304.

S303: Determine the power generation capability level of the auxiliary motor as the maximum power generation capability level, and execute step S323.

S304: Determine whether the maximum allowable generating power of the auxiliary motor is greater than or equal to P2KW.

If yes, go to step S305; if not, go to step S306.

S305: Determine the power generation capability level of the auxiliary motor as the standard power generation capability level, and execute step S323.

S306: Determine whether the maximum allowable generating power of the auxiliary motor is greater than or equal to P3KW.

If yes, go to step S307; if not, go to step S308.

S307: Determine that the power generation capability level of the auxiliary motor is an economic power generation capability level, and execute step S323.

S308: It is determined that the power generation capacity of the auxiliary motor is insufficient, and step S323 is executed.

S309: Determine whether the power generation output power of the engine in the preset optimal economic region is greater than or equal to P1KW.

If yes, go to step S310; if no, go to step S311.

S310: Determine that the power generation capability level of the engine is the maximum power generation capability level, and execute step S323.

S311: Determine whether the power generation output power of the engine in the preset optimal economic region is greater than or equal to P2KW.

If yes, go to step S312; if not, go to step S313.

S312: Determine that the power generation capability level of the engine is a standard power generation capability level, and execute step S323.

S313: Determine whether the power generation output power of the engine in the preset optimal economic region is greater than or equal to P3KW.

If yes, go to step S314; if not, go to step S315.

S314: Determine that the power generation capability level of the engine is an economic power generation capability level, and execute step S323.

S315: It is determined that the power generation capacity of the engine is insufficient, and step S323 is executed.

S316: Determine whether the allowable charging power of the power battery is greater than or equal to P1KW.

If yes, go to step S317; if no, go to step S318.

S317: Determine that the power battery power generation capability level is the maximum power generation capability level, and execute step S323.

S318: Determine whether the allowable charging power of the power battery is greater than or equal to P2KW.

If yes, go to step S319; if not, go to step S320.

S319: Determine the power battery power generation capability level as the standard power generation capability level, and execute step S323.

S320: Determine whether the allowable charging power of the power battery is greater than or equal to P3KW.

If yes, go to step S321; if not, go to step S322.

S321: Determine that the power battery power generation capability level is an economic power generation capability level, and execute step S323.

S322: It is determined that the power battery power generation capacity is insufficient, and step S323 is executed.

S323: Determine the lowest level among the power generation capability level of the auxiliary motor, the engine power generation capability level and the power battery power generation capability level as the power generation capability level.

According to an embodiment of the present invention, determining the final power generation level of the hybrid vehicle according to the target power consumption level, the power generation demand level and the power generation capability level includes: taking the highest level between the target power consumption level and the power generation demand level as the power generation target level , and take the lowest level between the power generation target level and the power generation capability level as the final power generation level.

Specifically, as shown in FIG. 8 , the determination of the final power generation level of the hybrid electric vehicle according to the embodiment of the present invention includes the following steps:

S401: Obtain the target power consumption level, power generation demand level and power generation capacity level.

S402: Determine whether the target power consumption level is greater than the power generation demand level.

If yes, go to step S403; if not, go to step S404.

S403: Determine the target power consumption level as the power generation target level, and execute step S405.

S404: Determine the power generation demand level as the power generation target level, and execute step S405.

S405: Determine whether the power generation target level is greater than the power generation capability level.

If yes, go to step S406; if not, go to step S407.

S406: Determine the power generation capability level as the final power generation level.

S407: Determine the power generation target level as the final power generation level.

Further, controlling the power generation of the hybrid electric vehicle according to the final power generation level includes: obtaining the final power generation power corresponding to the final power generation level; and controlling the hybrid electric vehicle to generate power according to the final power generation power.

Specifically, the final power generation level may be the maximum power generation level, the standard power generation level, and the economic power generation level. When the final power generation level is the maximum power generation level, the power generation of the hybrid vehicle can be controlled according to the first preset power generation power. When the level is the standard power generation level, the power generation of the hybrid vehicle can be controlled according to the second preset power generation power, and when the final power generation level is the economic power generation level, it can be controlled according to the third preset power generation power. The first preset generating power may be P1KW, the second preset generating power may be P2KW, and the third preset generating power may be P3KW.

To sum up, according to the power generation control method of the hybrid electric vehicle proposed in the embodiment of the present invention, the hybrid electric vehicle is determined according to the gradient, the accelerator depth and the power of the electric equipment by acquiring the gradient, the accelerator depth and the power of the electric equipment of the hybrid electric vehicle. The target power consumption level of the hybrid electric vehicle is obtained, and the SOC value and SOC balance point of the power battery of the hybrid electric vehicle are obtained, and the power generation demand level of the hybrid electric vehicle is determined according to the SOC value and the SOC balance point of the power battery, and then the maximum value of the auxiliary motor of the hybrid electric vehicle is obtained. The allowable power generation, and the power generation capacity level of the hybrid vehicle is determined according to the maximum allowable power generation power of the auxiliary motor, the power generation output power of the engine in the preset optimal economic area, and the allowable charging power of the power battery. The power generation demand level and the power generation capability level determine the final power generation level of the hybrid vehicle, and control the power generation of the hybrid vehicle according to the final power generation level. Therefore, the power generation control method of the hybrid electric vehicle according to the embodiment of the present invention can be based on the gradient of the hybrid electric vehicle, the accelerator depth, the power of the electrical equipment, the SOC value of the power battery, the SOC balance point, and the maximum allowable power generation of the auxiliary motor. , The power generation output power of the engine in the preset optimal economic area and the allowable charging power of the power battery determine the power generation level, so that the judgment conditions are more comprehensive, and can be comprehensively judged according to the power status of the vehicle, the user's power consumption status and the power generation capacity. Generate power, realize power generation control combined with electricity consumption, improve vehicle power conservation capability, and enhance user experience.

The present invention also provides a computer-readable storage medium with instructions stored therein, and when the instructions are executed, the hybrid vehicle executes the above-mentioned power generation control method.

According to the computer-readable storage medium proposed in the embodiment of the present invention, by executing the instructions of the power generation control method of the hybrid electric vehicle, the power generation power can be comprehensively judged according to the state of electricity of the whole vehicle, the power consumption state of the user, the power generation capacity, etc., and the combination of power generation control can be realized. Improve the vehicle's power conservation capability and improve user experience.

FIG. 9 is a schematic block diagram of a power generation control apparatus for a hybrid electric vehicle according to an embodiment of the present invention. As shown in FIG. 9 , the power generation control device 100 of the hybrid electric vehicle according to the embodiment of the present invention includes a controller 500 and a memory 300. The memory 300 stores a plurality of instructions 400, and the instructions 400 are suitable for being loaded and executed by the controller 500: obtaining a hybrid The slope of the electric vehicle, the accelerator depth and the power of the electrical equipment, determine the target power consumption level of the hybrid vehicle according to the slope, the accelerator depth and the power of the electrical equipment; obtain the SOC value and SOC balance point of the power battery of the hybrid vehicle, Determine the power generation demand level of the hybrid vehicle according to the SOC value of the power battery and the SOC balance point; obtain the maximum allowable power generation of the auxiliary motor of the hybrid vehicle, the power generation output power of the engine in the preset optimal economic area, and the power battery The allowable charging power, and the power generation capability level of the hybrid vehicle is determined according to the maximum allowable power generation power of the auxiliary motor, the power generation output power of the engine in the preset optimal area, and the allowable charging power of the power battery; and according to the target power consumption level, The power generation demand level and the power generation capability level determine the final power generation level of the hybrid vehicle, and control the power generation of the hybrid vehicle according to the final power generation level.

According to an embodiment of the present invention, the controller 500 further executes: acquiring the gradient interval to which the gradient belongs, and acquiring the target power consumption level of the gradient corresponding to the gradient interval to which the gradient belongs; acquiring the accelerator depth interval to which the accelerator depth belongs, and acquiring the accelerator depth interval to which the accelerator depth belongs The target power consumption level of the throttle depth corresponding to the throttle depth interval of , The highest level of the target power consumption level of the throttle depth and the power target power consumption level is used as the target power consumption level.

According to an embodiment of the present invention, the gradient is positively correlated with the target power consumption level of the gradient, the throttle depth is positively correlated with the target power consumption level of the throttle depth, and the power of the electrical equipment is positively correlated with the target power consumption level.

According to an embodiment of the present invention, the controller 500 further executes: obtaining the SOC value interval to which the SOC value of the power battery belongs, and obtaining the first power generation demand level corresponding to the SOC value interval to which the SOC value belongs; obtaining the SOC balance point of the power battery The difference with the SOC value, obtain the difference interval to which the difference belongs, and obtain the second power generation demand level corresponding to the difference interval to which the difference belongs; and assign the highest level of the first power generation demand level and the second power generation demand level as the power generation demand level.

According to an embodiment of the present invention, the SOC value of the power battery is positively related to the first power generation demand level, and the difference between the SOC balance point of the power battery and the SOC value is positively related to the second power generation demand level.

According to an embodiment of the present invention, the controller 500 further executes: acquiring the allowable power generation power interval to which the maximum allowable generated power of the auxiliary motor belongs, and obtaining the power generation capacity of the auxiliary motor corresponding to the allowable power generation power interval to which the maximum allowable generated power of the auxiliary motor belongs Level; obtains the power generation output power interval to which the power generation output power of the engine within the preset optimal economic zone belongs, and obtains the engine power generation corresponding to the power generation output power interval to which the power generation output power of the engine within the preset optimum economic zone belongs Capability level; obtain the allowable charging power range to which the allowable charging power of the power battery belongs, and obtain the power battery power generation capability level corresponding to the allowable charging power range to which the allowable charging power of the power battery belongs; The lowest level among the level and the power battery power generation capability level is used as the power generation capability level.

According to an embodiment of the present invention, the maximum allowable power generation of the auxiliary motor is positively related to the power generation capability level of the auxiliary motor, and the power generation output power of the engine in the preset optimal economic region is positively related to the power generation capability level of the engine. The charging power is positively related to the power generation capacity level of the power battery.

According to an embodiment of the present invention, the controller 500 further executes: taking the highest level between the target power consumption level and the power generation demand level as the power generation target level, and taking the lowest level between the power generation target level and the power generation capability level as the final power generation level grade.

According to an embodiment of the present invention, the controller 500 further executes: acquiring the final power generation corresponding to the final power generation level, and controlling the HEV to generate power according to the final power generation.

To sum up, according to the power generation control device of the hybrid electric vehicle proposed in the embodiment of the present invention, the hybrid electric vehicle is determined according to the gradient, the accelerator depth and the power of the electric equipment by acquiring the gradient of the hybrid electric vehicle, the accelerator depth and the power of the electric equipment. obtain the SOC value and SOC balance point of the power battery of the HEV, and determine the power generation demand level of the HEV according to the SOC value and SOC balance point of the HEV; obtain the maximum allowable value of the auxiliary motor of the HEV Generated power, the power generation output power of the engine in the preset optimal economic area and the allowable charging power of the power battery, and based on the maximum allowable generated power of the auxiliary motor, the generation output power and power of the engine in the preset optimal area The allowable charging power of the battery determines the power generation capability level of the hybrid vehicle; and determines the final power generation level of the hybrid vehicle according to the target power consumption level, the power generation demand level and the power generation capability level, and controls the power generation of the hybrid vehicle according to the final power generation level . Therefore, the power generation control device of the hybrid electric vehicle according to the embodiment of the present invention can be based on the gradient of the hybrid electric vehicle, the accelerator depth, the power of the electrical equipment, the SOC value of the power battery, the SOC balance point, the maximum allowable power generation of the auxiliary motor, The power generation output power of the engine in the preset optimal economic area and the allowable charging power of the power battery determine the power generation level, so that the judgment conditions are more comprehensive, and the power generation can be comprehensively judged according to the power status of the vehicle, the user's power consumption status and power generation capacity. power, realize power generation control combined with electricity consumption, improve vehicle power conservation capability, and enhance user experience.

The embodiment of the present invention also provides a hybrid vehicle.

10 is a schematic block diagram of a hybrid vehicle according to an embodiment of the present invention. As shown in FIG. 10 , a hybrid vehicle 1000 includes the above-described hybrid vehicle power generation control device 100 .

According to the hybrid electric vehicle of the embodiment of the present invention, the power generation control device of the hybrid electric vehicle can comprehensively judge the power generation power according to the state of electricity of the whole vehicle, the user's power consumption state and the power generation capacity, etc., so as to realize the power generation control combined with the power consumption situation and improve the overall Car battery protection capability to improve user experience.

In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", " Rear, Left, Right, Vertical, Horizontal, Top, Bottom, Inner, Outer, Clockwise, Counterclockwise, Axial, The orientations or positional relationships indicated by "radial direction", "circumferential direction", etc. are based on the orientations or positional relationships shown in the accompanying drawings, which are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying the indicated devices or elements. It must have a specific orientation, be constructed and operate in a specific orientation, and therefore should not be construed as a limitation of the present invention.

In addition, the terms "first" and "second" are only used for descriptive purposes, and should not be construed as indicating or implying relative importance or implying the number of indicated technical features. Thus, a feature delimited with "first", "second" may expressly or implicitly include at least one of that feature. In the description of the present invention, "plurality" means at least two, such as two, three, etc., unless otherwise expressly and specifically defined.

In the present invention, unless otherwise expressly specified and limited, the terms "installed", "connected", "connected", "fixed" and other terms should be understood in a broad sense, for example, it may be a fixed connection or a detachable connection , or integrated; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between the two elements, unless otherwise specified limit. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

In the present invention, unless otherwise expressly specified and limited, a first feature "on" or "under" a second feature may be in direct contact between the first and second features, or the first and second features indirectly through an intermediary touch. Also, the first feature being "above", "over" and "above" the second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is level higher than the second feature. The first feature being "below", "below" and "below" the second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature has a lower level than the second feature.

In the description of this specification, description with reference to the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples", etc., mean specific features described in connection with the embodiment or example , structure, material or feature is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, those skilled in the art may combine and combine the different embodiments or examples described in this specification, as well as the features of the different embodiments or examples, without conflicting each other.

Although the embodiments of the present invention have been shown and described above, it should be understood that the above-mentioned embodiments are exemplary and should not be construed as limiting the present invention. Embodiments are subject to variations, modifications, substitutions and variations.

Claims (18)

1. A power generation control method for a hybrid vehicle, characterized by comprising the steps of:

acquiring the gradient, the accelerator depth and the power of electric equipment of the hybrid electric vehicle, and determining the target power utilization level of the hybrid electric vehicle according to the gradient, the accelerator depth and the power of the electric equipment;

acquiring an SOC value and an SOC balance point of a power battery of the hybrid electric vehicle, and determining the power generation demand level of the hybrid electric vehicle according to the SOC value and the SOC balance point of the power battery;

acquiring the maximum allowable generating power of a secondary motor of the hybrid electric vehicle, the generating output power of an engine in a preset optimal economic area and the allowable charging power of the power battery, and determining the generating capacity grade of the hybrid electric vehicle according to the maximum allowable generating power of the secondary motor, the generating output power of the engine in the preset optimal economic area and the allowable charging power of the power battery;

determining the final power generation grade of the hybrid electric vehicle according to the target power utilization grade, the power generation demand grade and the power generation capacity grade, and controlling the power generation of the hybrid electric vehicle according to the final power generation grade;

wherein, the step of determining the power generation demand level of the hybrid electric vehicle according to the SOC value and the SOC balance point of the power battery comprises the following steps:

acquiring an SOC value interval to which the SOC value of the power battery belongs, and acquiring a first power generation demand level corresponding to the SOC value interval to which the SOC value belongs;

acquiring a difference value between an SOC balance point and an SOC value of the power battery, acquiring a difference value interval to which the difference value belongs, and acquiring a second power generation demand level corresponding to the difference value interval to which the difference value belongs;

and setting the highest level of the first power generation demand level and the second power generation demand level as the power generation demand level.

2. The power generation control method of a hybrid vehicle according to claim 1, wherein the determining a target power level of the hybrid vehicle based on the gradient, the throttle depth, and the power of the electric device includes:

acquiring a gradient section to which the gradient belongs, and acquiring a gradient target power utilization level corresponding to the gradient section to which the gradient belongs;

acquiring an accelerator depth interval to which the accelerator depth belongs, and acquiring an accelerator depth target power utilization level corresponding to the accelerator depth interval to which the accelerator depth belongs;

acquiring a power interval to which the power of the electric equipment belongs, and acquiring a power target electricity utilization level corresponding to the power interval to which the power of the electric equipment belongs;

and taking the highest grade of the grade target electricity utilization grade, the throttle depth target electricity utilization grade and the power target electricity utilization grade as the target electricity utilization grade.

3. The power generation control method for a hybrid vehicle according to claim 2, wherein the gradient is positively correlated with the gradient target power level, the accelerator depth is positively correlated with the accelerator depth target power level, and the power of the electric power consumer is positively correlated with the power target power level.

4. The power generation control method of the hybrid vehicle according to claim 1, wherein the SOC value of the power battery is positively correlated with the first power generation demand level, and the difference between the SOC balance point and the SOC value of the power battery is positively correlated with the second power generation demand level.

5. The power generation control method of a hybrid vehicle according to claim 1, wherein the determining of the power generation capability level of the hybrid vehicle based on the maximum allowable power generation power of the sub-motor, the power generation output power of the engine in a preset optimum economy region, and the allowable charging power of the power battery includes:

obtaining an allowable generating power interval to which the maximum allowable generating power of the auxiliary motor belongs, and obtaining an auxiliary motor generating capacity grade corresponding to the allowable generating power interval to which the maximum allowable generating power of the auxiliary motor belongs;

acquiring a power generation output power interval to which power generation output power of the engine in a preset optimal economic region belongs, and acquiring an engine power generation capacity grade corresponding to the power generation output power interval to which the power generation output power of the engine in the preset optimal economic region belongs;

acquiring an allowable charging power interval to which allowable charging power of the power battery belongs, and acquiring a power battery power generation capacity grade corresponding to the allowable charging power interval to which the allowable charging power of the power battery belongs;

and taking the lowest grade of the secondary motor power generation capacity grade, the engine power generation capacity grade and the power battery power generation capacity grade as the power generation capacity grade.

6. The power generation control method for a hybrid vehicle according to claim 5, wherein the maximum allowable power generation of the sub-motor is positively correlated with the level of the power generation capability of the sub-motor, the power generation output of the engine in a preset optimum economic region is positively correlated with the level of the power generation capability of the engine, and the allowable charging power of the power battery is positively correlated with the level of the power generation capability of the power battery.

7. The power generation control method for a hybrid vehicle according to claim 1, wherein the determining a final power generation level of the hybrid vehicle based on the target power usage level, the power generation demand level, and the power generation capability level includes:

and taking the highest grade between the target electricity utilization grade and the power generation demand grade as a power generation target grade, and taking the lowest grade between the power generation target grade and the power generation capacity grade as the final power generation grade.

8. The power generation control method for a hybrid vehicle according to claim 1, wherein the controlling of the power generation of the hybrid vehicle according to the final power generation level includes:

acquiring final generating power corresponding to the final generating grade;

and controlling the hybrid electric vehicle to generate power according to the final generated power.

9. A computer-readable storage medium having instructions stored therein, which when executed, the hybrid vehicle executes the power generation control method according to any one of claims 1 to 8.

10. A power generation control apparatus for a hybrid vehicle, comprising a controller and a memory, the memory storing a plurality of instructions adapted to be loaded by the controller and executed:

acquiring the gradient, the accelerator depth and the power of electric equipment of the hybrid electric vehicle, and determining the target power utilization level of the hybrid electric vehicle according to the gradient, the accelerator depth and the power of the electric equipment;

acquiring an SOC value and an SOC balance point of a power battery of the hybrid electric vehicle, and determining the power generation demand level of the hybrid electric vehicle according to the SOC value and the SOC balance point of the power battery;

acquiring the maximum allowable power generation power of a secondary motor of the hybrid electric vehicle, the power generation output power of an engine in a preset optimal economic area and the allowable charging power of the power battery, and determining the power generation capacity grade of the hybrid electric vehicle according to the maximum allowable power generation power of the secondary motor, the power generation output power of the engine in the preset optimal area and the allowable charging power of the power battery; and

determining the final power generation grade of the hybrid electric vehicle according to the target power utilization grade, the power generation demand grade and the power generation capacity grade, and controlling the power generation of the hybrid electric vehicle according to the final power generation grade;

wherein the controller further performs:

acquiring an SOC value interval to which the SOC value of the power battery belongs, and acquiring a first power generation demand level corresponding to the SOC value interval to which the SOC value belongs;

acquiring a difference value between an SOC balance point and an SOC value of the power battery, acquiring a difference value interval to which the difference value belongs, and acquiring a second power generation demand level corresponding to the difference value interval to which the difference value belongs; and

and setting the highest level of the first power generation demand level and the second power generation demand level as the power generation demand level.

11. The power generation control device of the hybrid vehicle according to claim 10, wherein the controller further executes:

acquiring a gradient section to which the gradient belongs, and acquiring a gradient target power utilization level corresponding to the gradient section to which the gradient belongs;

acquiring an accelerator depth interval to which the accelerator depth belongs, and acquiring an accelerator depth target power utilization level corresponding to the accelerator depth interval to which the accelerator depth belongs;

acquiring a power interval to which the power of the electric equipment belongs, and acquiring a power target electricity utilization level corresponding to the power interval to which the power of the electric equipment belongs; and

and taking the highest grade of the grade target electricity utilization grade, the throttle depth target electricity utilization grade and the power target electricity utilization grade as the target electricity utilization grade.

12. The power generation control device for a hybrid vehicle according to claim 11,

wherein the gradient is positively correlated with the target grade of electricity for gradient, the accelerator depth is positively correlated with the target grade of electricity for accelerator depth, and the power of the electricity-using equipment is positively correlated with the target grade of electricity for power.

13. The power generation control device of the hybrid vehicle according to claim 10, wherein the SOC value of the power battery is positively correlated with the first power generation demand level, and the difference between the SOC balance point and the SOC value of the power battery is positively correlated with the second power generation demand level.

14. The power generation control device of the hybrid vehicle according to claim 10, wherein the controller further executes:

obtaining an allowable generating power interval to which the maximum allowable generating power of the auxiliary motor belongs, and obtaining an auxiliary motor generating capacity grade corresponding to the allowable generating power interval to which the maximum allowable generating power of the auxiliary motor belongs;

acquiring a power generation output power interval to which power generation output power of the engine in a preset optimal economic region belongs, and acquiring an engine power generation capacity grade corresponding to the power generation output power interval to which the power generation output power of the engine in the preset optimal economic region belongs;

acquiring an allowable charging power interval to which allowable charging power of the power battery belongs, and acquiring a power battery power generation capacity grade corresponding to the allowable charging power interval to which the allowable charging power of the power battery belongs; and

and taking the lowest grade of the secondary motor power generation capacity grade, the engine power generation capacity grade and the power battery power generation capacity grade as the power generation capacity grade.

15. The power generation control device for a hybrid vehicle according to claim 14, wherein the maximum allowable power generation of the sub-motor is positively correlated with the level of the power generation capability of the sub-motor, the power generation output of the engine in a preset optimum economic region is positively correlated with the level of the power generation capability of the engine, and the allowable charging power of the power battery is positively correlated with the level of the power generation capability of the power battery.

16. The power generation control device of a hybrid vehicle according to claim 10, wherein the instructions are loaded by the control module and further execute:

and taking the highest grade between the target electricity utilization grade and the power generation demand grade as a power generation target grade, and taking the lowest grade between the power generation target grade and the power generation capacity grade as the final power generation grade.

17. The power generation control device of the hybrid vehicle according to claim 10, wherein the controller further executes:

and acquiring final generating power corresponding to the final generating grade, and controlling the hybrid electric vehicle to generate power according to the final generating power.

18. A hybrid vehicle, characterized by comprising:

the power generation control device of the hybrid vehicle according to any one of claims 10 to 17.

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