CN119459447B

CN119459447B - A method for coordinated control of automobile starting power supply and engine

Info

Publication number: CN119459447B
Application number: CN202510034388.5A
Authority: CN
Inventors: 何冠宁
Original assignee: Shenzhen Cheng Keli Industrial Co ltd
Current assignee: Shenzhen Cheng Keli Industrial Co ltd
Priority date: 2025-01-09
Filing date: 2025-01-09
Publication date: 2025-04-15
Anticipated expiration: 2045-01-09
Also published as: CN119459447A

Abstract

The present disclosure relates to a method for coordinated control of a vehicle starting power supply and an engine, and relates to the field of vehicle control technology; engine information matching the user's engine usage habits is determined through a vehicle starting signal and an engine usage habit model, and starting power supply information matching the user's starting power supply usage habits is determined through battery power, starting power supply power, and historical usage information. Based on the engine information and starting power supply information, the determined engine starting strategy can match the user's usage habits. Thus, the technical solution can achieve coordinated control of the starting power supply and the engine based on the user's usage habits.

Description

Cooperative control method for automobile starting power supply and engine

Technical Field

The disclosure relates to the technical field of automobile control, in particular to a cooperative control method for an automobile starting power supply and an engine.

Background

With the development of automobile technology, electric automobiles are also developed. In electric vehicle applications, the application of starting power is also common. Starting the power supply is an important complement to the electrical system of the car, especially in case of reduced battery performance or in severe environments, its function is important. With the development of technology, the starting power supply is also continuously improved to adapt to wider application scenes and provide more reliable performance.

Currently, the application of starting the power supply is usually implemented based on the user's requirements, and the flexibility is poor.

Disclosure of Invention

In order to overcome the problems in the related art, the present disclosure provides a method for controlling a vehicle starting power supply and an engine in cooperation.

According to the embodiment of the disclosure, an automobile starting power supply and engine cooperative control method is provided, which comprises the steps of obtaining an automobile starting signal, battery electric quantity, starting power supply electric quantity and historical use information, wherein the historical use information is used for representing battery use conditions and starting power supply use conditions from a historical time point to a current time point, the historical time point is a time point when a battery finishes charging last time, determining engine information matched with an engine use habit of a user according to the automobile starting signal and an engine use habit model, determining starting power supply information matched with the starting power supply use habit of the user according to the battery electric quantity, the starting power supply electric quantity and the historical use information, determining an engine starting control strategy according to the engine information and the starting power supply information, and executing the engine starting control strategy, wherein the engine starting control strategy comprises a battery control strategy and a starting power supply control strategy.

The method comprises the steps of determining an automobile power-on percentage according to an automobile starting signal and an engine using habit model, obtaining a preset automobile power-on percentage which is the automobile power-on percentage determined according to a historical automobile power-on percentage, determining a difference value between the automobile power-on percentage and the preset automobile power-on percentage, determining the weight of the automobile power-on percentage according to the difference value, inputting the weight of the automobile power-on percentage and the weight of the automobile power-on percentage into the engine using habit model, and obtaining engine information output by the engine using habit model.

The method for controlling the automobile starting power supply and the engine cooperatively further comprises the steps of obtaining a preset engine using habit model, training the preset engine using habit model through a first training data set, wherein the first training data set is a training data set generated based on big data, the big data comprises various automobile engine starting information and automobile power-on percentages corresponding to the various automobile engine starting information, generating a second training data set according to historical engine starting information and the automobile power-on percentages corresponding to the historical engine starting information, generating a target training data set according to the first training data set and the second training data set, wherein the proportion of data belonging to the first training data set and the proportion of data belonging to the second training data set in the target training data set are related to the data quantity of the second training data set, and updating and training the preset engine using habit model according to the target training data set to obtain the engine using habit model.

Optionally, the historical use information comprises historical use information corresponding to a target automobile subsystem, the historical use information comprises historical battery power, historical starting power, historical battery use power and historical starting power use power which have corresponding relations, starting power information matched with the starting power use habit of the user is determined according to the battery power, the starting power and the historical use information, the target historical battery power matched with the battery power is determined from the historical use information, the target starting power battery power matched with the starting power is determined from the historical use information, a first use power ratio between the historical battery use power corresponding to the target historical battery power and the historical starting power use power is determined, a second use power ratio between the historical battery use power corresponding to the target historical starting power and the historical starting power use power is determined, and the starting power information is determined according to the first use power ratio and the second use power ratio.

Optionally, the starting power supply information comprises starting power supply using time, wherein the starting power supply information is determined according to the first electric quantity using ratio and the second electric quantity using ratio, the starting power supply information comprises determining that the starting power supply using time is later than the starting time of the engine if the first electric quantity using ratio is smaller than the second electric quantity using ratio, determining that the starting power supply using time is earlier than or equal to the starting time of the engine if the first electric quantity using ratio is larger than the second electric quantity using ratio, and determining that the starting power supply using time is earlier than or equal to the starting time of the engine if the first electric quantity using ratio is equal to the second electric quantity using ratio according to historical starting power supply using electric quantity corresponding to the target historical starting power supply using electric quantity or historical starting power supply using electric quantity corresponding to the target historical starting power supply electric quantity.

Optionally, the starting power supply information is used for representing that the starting power supply independently starts the engine or the starting power supply auxiliary battery starts the engine, and the determining the starting power supply information according to the first used electric quantity ratio and the second used electric quantity ratio includes determining the starting power supply information used for representing that the starting power supply auxiliary battery starts the engine if the first used electric quantity ratio is smaller than the second used electric quantity ratio, determining the starting power supply information used for representing that the starting power supply independently starts the engine if the first used electric quantity ratio is larger than the second used electric quantity ratio, and determining the starting power supply information according to the historical starting power supply used electric quantity corresponding to the target historical battery electric quantity and the historical starting power supply used electric quantity corresponding to the target historical starting power supply electric quantity if the first used electric quantity ratio is equal to the second used electric quantity ratio.

Optionally, the engine information comprises a starting rotation speed and a starting current, the starting power supply information comprises a starting power supply starting use time, the engine starting control strategy is determined according to the engine information and the starting power supply information, the battery control strategy is determined according to the starting rotation speed and the starting current if the starting power supply starting use time is later than the starting time of the engine, the starting power supply control strategy is determined according to the starting power supply starting use time, the battery control strategy is determined according to the starting rotation speed and the starting current if the starting power supply starting use time is earlier than or equal to the starting time of the engine, and the starting power supply control strategy is determined according to the starting power supply starting use time and the battery control strategy.

Optionally, the engine information comprises a starting rotating speed and a starting current, the starting power supply information is used for representing that the starting power supply singly starts the engine or the starting power supply assists a battery to start the engine, and the engine starting control strategy is determined according to the engine information and the starting power supply information; and if the starting power supply information is used for representing that the starting power supply assists the battery to start the engine, determining the battery control strategy and the starting power supply control strategy according to the starting rotating speed and the starting current.

Optionally, the cooperative control method of the automobile starting power supply and the engine further comprises the steps of obtaining a plurality of engine starting control strategies recorded between the historical time point and the current time point, determining similarity between the plurality of engine starting control strategies and the currently executed engine starting control strategy, determining an evaluation result used for representing the cooperative control stability of the automobile starting power supply and the engine according to the similarity, and updating the engine using habit model according to the evaluation result.

Optionally, the determining the similarity of the multiple engine start control strategies and the engine start control strategy currently executed comprises determining battery control strategy similarity between the multiple engine start control strategies and the engine start control strategies currently executed, determining starting power supply control strategy similarity between the multiple engine start control strategies and the engine start control strategies currently executed, and determining the similarity between the multiple engine start control strategies and the engine start control strategies currently executed according to the battery control strategy similarity and the starting power supply control strategy similarity.

The technical scheme provided by the embodiment of the disclosure can comprise the following beneficial effects:

And determining engine information matched with the engine using habit of the user through the automobile starting signal and the engine using habit model, and determining starting power supply information matched with the starting power supply using habit of the user through the battery power, the starting power supply power and the historical using information. Based on the engine information and the start power information, the determined engine start strategy may be matched to the usage habits of the user. Therefore, the technical scheme can realize the cooperative control of the starting power supply and the engine based on the use habit of the user.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the disclosure and together with the description, serve to explain the principles of the disclosure.

Fig. 1 is a schematic diagram of an application scenario, according to an example embodiment.

FIG. 2 is a flowchart illustrating a method for controlling a vehicle start power source in conjunction with an engine, according to an exemplary embodiment.

Fig. 3 is a schematic diagram illustrating a type of historical usage information according to an example embodiment.

Fig. 4 is a block diagram illustrating an apparatus for controlling a vehicle start power supply in conjunction with an engine according to an exemplary embodiment.

Fig. 5 is a block diagram of an automobile, according to an exemplary embodiment.

Detailed Description

Reference will now be made in detail to exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, the same numbers in different drawings refer to the same or similar elements, unless otherwise indicated. The implementations described in the following exemplary examples are not representative of all implementations consistent with the present disclosure. Rather, they are merely examples of apparatus and methods consistent with some aspects of the present disclosure as detailed in the accompanying claims.

It should be noted that, all actions for acquiring signals, information or data in the present disclosure are performed under the condition of conforming to the corresponding data protection rule policy of the country of the location and obtaining the authorization given by the owner of the corresponding device.

Fig. 1 is a schematic diagram of an application scenario, as shown in fig. 1, in which a starting power source, an engine and a cooperative control system are involved, the starting power source and the engine belonging to an automobile, according to an exemplary embodiment.

With respect to the starting power supply, it is common to include an energy storage unit, most commonly a lithium ion battery or a lead acid battery. The energy storage unit stores enough electric energy for starting the automobile.

The starting power supply internally comprises a power conversion module which can convert Direct Current (DC) in the energy storage unit into high-current DC suitable for starting the automobile.

The starting power supply is provided with an intelligent control system, can identify the type and the battery state of the connected automobile, and automatically adjusts the output current and the output voltage to match the starting requirement of the automobile.

In addition, in order to ensure the use safety, the starting power supply is provided with multiple safety protection mechanisms, such as short-circuit protection, overload protection, overheat protection and the like, so as to prevent accidents in the use process.

Regarding the engine, the engine of an electric automobile receives electric power through a battery pack of the automobile. The battery pack is a main energy storage unit of an electric vehicle.

Electric vehicles typically use two types of engines, a dc motor and an ac motor. Of the ac motors, permanent magnet synchronous motors and asynchronous motors are the two most common.

The engine of an electric vehicle is managed by an electronic controller that adjusts the magnitude and direction of current based on driver inputs (e.g., accelerator pedal position) to control the speed and torque of the engine.

With respect to the cooperative control system, it may be part of the control system of the engine or part of the automotive system for achieving cooperative control of the starting power supply and the engine.

It can be appreciated that on the basis of the starting power supply having an intelligent control system, the cooperative control system can be connected with the intelligent control system to realize corresponding control of the starting power supply.

Based on this, the embodiment of the disclosure provides a technical scheme, in which, through an automobile starting signal and an engine using habit model, engine information matched with the engine using habit of a user is determined, and through battery power, starting power and historical using information, starting power information matched with the starting power using habit of the user is determined. Based on the engine information and the start power information, the determined engine start strategy may be matched to the usage habits of the user. Therefore, the technical scheme can realize the cooperative control of the starting power supply and the engine based on the use habit of the user.

FIG. 2 is a flowchart illustrating a method for controlling the coordination of an automotive power source and an engine, as shown in FIG. 1, according to an exemplary embodiment, including the following steps.

Step 201, obtaining an automobile starting signal, battery power, starting power supply power and historical use information. The historical use information is used for representing the battery use condition and the starting power supply use condition between a historical time point and a current time point, wherein the historical time point is the time point when the last battery of the battery finishes charging;

Step 202, determining engine information matched with the engine using habit of the user according to the automobile starting signal and the engine using habit model.

Step 203, determining the starting power information matched with the using habit of the starting power of the user according to the battery power, the starting power and the historical using information.

Step 204, determining an engine start control strategy according to the engine information and the start power supply information, and executing the engine start control strategy, wherein the engine start control strategy comprises a battery control strategy and a start power supply control strategy.

In some embodiments, the vehicle start signal may be a signal initiated by a user (driver) through a start device, for example, the user starts the whole vehicle system and steps on the accelerator, thereby starting the driving of the vehicle.

In some embodiments, the electric vehicle may employ autopilot, in which case the vehicle start signal may be an autopilot system initiated start signal.

In some embodiments, the battery power and the starting power are both information that can be monitored by the automobile system and can be directly obtained.

In some embodiments, the historical time point is a time point when the battery last time the battery was charged, and the historical usage information characterizes battery usage and starting power usage between the historical time point and the current time point. With respect to the implementation of the history use information, description will be made in the following examples.

In step 202, engine information matching the user's engine usage habits is determined based on the vehicle start signal and the engine usage habit model.

It will be appreciated that users typically have their own driving habits (i.e., usage habits) during driving of the vehicle, which may be manifested during start-stop. Therefore, the driving habit of the user corresponding to the start-stop process is analyzed, and the engine information matched with the driving habit can be determined so as to control the engine based on the engine information.

As an optional implementation mode, step 202 includes determining a vehicle power-on percentage according to a vehicle start signal, obtaining a preset vehicle power-on percentage, wherein the preset vehicle power-on percentage is the vehicle power-on percentage determined according to a historical vehicle power-on percentage, determining a difference value between the vehicle power-on percentage and the preset vehicle power-on percentage, determining a weight of the vehicle power-on percentage according to the difference value, inputting the weight of the vehicle power-on percentage and the weight of the vehicle power-on percentage into an engine using habit model, and obtaining engine information output by the engine using habit model.

It will be appreciated that the percent power on of the vehicle may be indicative of the vehicle launch speed demanded by the user.

In some embodiments, the preset vehicle power-up percentage may have an initial value, which may be a general vehicle power-up percentage configured by the vehicle manufacturer. The preset percentage of car power up may be updated later with the use of the user. Therefore, the preset vehicle power-up percentage may be updated based on the historical vehicle power-up percentage.

For example, the percent of power up of the car at each time is recorded and updated based on the percent of power up of the car. The updating mode can be that an average value of the historical automobile power-on percentages is determined, and the preset automobile power-on percentages are updated to the average value. Or determining the median value of the historical automobile power-on percentages, and updating the preset automobile power-on percentages to the median value.

In some embodiments, the weight of the vehicle power-on percentage may be directly the difference between the vehicle power-on percentage and the preset vehicle power-on percentage, or may be a weight value obtained by converting the difference between the vehicle power-on percentage and the preset vehicle power-on percentage, and the conversion relationship may be preset. For example, a plurality of difference ranges are configured, different weight values are corresponding to different difference ranges, and based on the conversion relation, the current weight value can be determined.

In some embodiments, the engine usage habit model may be a model that is pre-trained.

The method comprises the steps of obtaining a preset engine using habit model, training the preset engine using habit model through a first training data set, wherein the first training data set is a training data set generated based on big data, the big data comprises multiple automobile engine starting information and automobile power-on percentages corresponding to the multiple automobile engine starting information, a second training data set is generated according to the historical engine starting information and the automobile power-on percentages corresponding to the historical engine starting information, a target training data set is generated according to the first training data set and the second training data set, the proportion of data belonging to the first training data set in the target training data set and the proportion of data belonging to the second training data set are related to the data quantity of the second training data set, and updating and training the preset engine using habit model according to the target training data set to obtain the engine using habit model.

In this embodiment, an initial usage habit model obtained by training based on a training data set generated from big data is preset, and it is understood that the usage habit model may be regarded as a general habit model, and engine information may be determined by the usage habit model when there is less data capable of analyzing the usage habit of the user in the early stage.

Therefore, the preset usage habit model is the usage habit model used under the condition that no historical engine starting information and no automobile power-up percentage corresponding to the historical engine starting information exist.

Further, with the use of the vehicle, after having historical engine start information and corresponding percent of power-up of the vehicle for the historical engine start information, a new training data set, i.e., a second training data set, may be generated.

In some embodiments, the greater the number of data in the second training data set, the greater the proportion of data in the second training data set.

For example, the ratio of the data belonging to the first training data set and the ratio of the data belonging to the second training data set in the target training data set may be determined according to the ratio of the data amount of the first training data set and the data amount of the second training data set, for example, if the data amount of the first training data set is 100 and the data amount of the second training data set is 50, the ratio of the data belonging to the first training data set in the target training data set may be 2/3 and the ratio of the data belonging to the second training data set may be 1/3.

Furthermore, based on the target training data, the preset engine usage habit model can be updated and trained to obtain the engine usage habit model.

In some embodiments, when the data amount of the second training data set reaches a value greater than that of the first training data set, the first training data set may not be needed, and only the second training data set is used as update training data to perform continuous update training on the model. That is, the engine usage habit model is updated continuously with the increase of data.

In some embodiments, the plurality of automobile engine start information may be start information of an automobile of the same type as the current automobile, and may also include start information of an automobile of the same type and an automobile of a different type.

In some embodiments, the engine starting information of the automobile can comprise starting rotating speed and starting current, and it can be understood that the data recorded in the big data and the historical data are measured data, so that the engine using habit model is trained through the data, and the engine using habit model can output engine information based on the input weight of the automobile power-on percentage and the automobile power-on percentage.

In some embodiments, the engine usage habit model may be a large language model or a neural network model, or the like.

In some embodiments, the weight of the power-on percentage of the automobile can be regarded as the input weight of the engine using habit model, and the prediction result of the engine using habit model can be more accurate.

In some embodiments, when training a model based on the training data set, the weight determining manner may be adopted to determine the corresponding weight, and input the corresponding weight into the model for training, where the weight may be regarded as a training data tag.

In step 203, starting power information matching the user's starting power usage habit is determined based on the battery power, the starting power, and the historical usage information.

As an alternative implementation mode, the historical use information comprises historical use information corresponding to the target automobile subsystem, and the historical use information comprises historical battery power, historical starting power, historical battery use and historical starting power use which have corresponding relations.

In some embodiments, the target automobile subsystem may be a drive control system, an entertainment system, an air conditioning system, and the like.

In some embodiments, the historical battery power, the historical starting power, the historical battery power usage and the historical starting power usage with a corresponding relationship may be recorded in the form of a chart.

Fig. 3 is a schematic diagram of a type of history use information shown in accordance with an exemplary embodiment, the history use information being recorded in the form of a graph as shown in fig. 3.

In fig. 3, the battery charge, the start-up power supply charge, the battery usage charge, and the start-up power supply usage charge are referred to, and these are values recorded in the discharge period of the battery. When the recording is performed, a sampling recording mode can be adopted, for example, the recording is performed once every preset time, and the battery electric quantity, the starting power supply electric quantity, the battery used electric quantity and the starting power supply used electric quantity at the moment are recorded, wherein the battery used electric quantity and the starting power supply used electric quantity are the used electric quantity monitored from the beginning moment of a discharging period.

It will be appreciated that the variation of the different information shown in fig. 3 is merely an example and is not limiting of the embodiments of the present disclosure.

Further, step 203 may include determining a target historical battery level matching the battery level from the historical usage information, determining a target starting power supply battery level matching the starting power supply level from the historical usage information, determining a first usage level ratio between the historical battery level and the historical starting power supply level corresponding to the target historical battery level, determining a second usage level ratio between the historical battery level and the historical starting power supply level corresponding to the target historical starting power supply level, and determining starting power supply information according to the first usage level ratio and the second usage level ratio.

In such an embodiment, the first used power ratio may characterize historical battery used power and historical starting power used power usage determined from the battery power dimension, and the second used power ratio may characterize historical battery used power and historical starting power used power usage determined from the starting power dimension.

Generally, the amount of electricity used by the battery is greater than that used by the starting power source, so the ratio of the first amount of electricity used to the second amount of electricity used is greater than 1.

Therefore, assuming that the electricity consumption of the battery is relatively constant, the user can see the using habit of the starting power supply by analyzing the magnitude relation between the first electricity consumption ratio and the second electricity consumption ratio, for example, the using habit of the starting power supply can determine whether the starting power supply participates in the starting of the engine according to the using habit of the electricity consumption.

Therefore, as an optional implementation manner, the starting power supply information comprises starting power supply using time, determining starting power supply information according to a first using power quantity ratio and a second using power quantity ratio, wherein the starting power supply information comprises determining that the starting power supply using time is later than the starting time of an engine if the first using power quantity ratio is smaller than the second using power quantity ratio, determining that the starting power supply using time is earlier than or equal to the starting time of the engine if the first using power quantity ratio is larger than the second using power quantity ratio, and determining that the starting power supply using time is equal to the starting time of the engine if the first using power quantity ratio is equal to the second using power quantity ratio according to historical starting power supply using power quantity corresponding to the target historical battery power quantity or historical starting power supply using power quantity corresponding to the target historical starting power supply power quantity.

In this embodiment, if the first electricity usage ratio is smaller than the second electricity usage ratio, which indicates that the user uses less electricity for the starting power source, the starting power source may not be used for engine starting, and the starting power source may be operated after engine starting. The first electricity consumption ratio is larger than the second electricity consumption ratio, which indicates that the user uses more electricity for the starting power supply, and the starting power supply can be operated before the engine is started.

Therefore, the starting use time of the starting power supply accords with the use habit of a user for the starting power supply.

In some embodiments, when the ratio of the first power consumption is equal to the ratio of the second power consumption, it is explained that the user is basically stable for the use of the starting power supply, and at this time, the starting power supply start-up time can be determined according to the historical starting power supply use power quantity corresponding to the target historical battery power quantity or the historical starting power supply use power quantity corresponding to the target historical starting power supply power quantity.

For example, if the historical starting power supply usage amount corresponding to the target historical battery power amount or the historical starting power supply usage amount corresponding to the target historical starting power supply power amount is greater than or equal to the preset usage amount, the starting power supply usage time is earlier than the starting time of the engine, otherwise, the starting power supply usage time is later than the starting time of the engine.

The start-up time of the engine is understood to be the time at which the start-up current is input to the engine, and if the start-up power supply starts to be used for a time earlier than the start-up time of the engine, the start-up time is any time between the current time and the start-up time of the engine. It is understood that the magnitude of this time may be on the order of milliseconds or less.

As another alternative, the start power information is used to characterize whether the start power alone starts the engine or the start power assists the battery in starting the engine. Step 203 includes determining starting power supply information for representing that the starting power supply assists the battery to start the engine if the first power consumption ratio is smaller than the second power consumption ratio, determining starting power supply information for representing that the starting power supply independently starts the engine if the first power consumption ratio is larger than the second power consumption ratio, and determining starting power supply information according to historical starting power supply using power corresponding to the target historical battery power and historical starting power supply using power corresponding to the target historical starting power supply power if the first power consumption ratio is equal to the second power consumption ratio.

In such an embodiment, it may be determined directly that the starting power source starts the engine alone or that the starting power source assists the battery in starting the engine for the same situation as the previous embodiment.

That is, if the usage habit is that the usage habit is less, the starting power supply can be used as the auxiliary starting power supply, and if the usage habit is that the usage habit is more, the starting power supply can be directly and independently started.

In some embodiments, if the first electricity consumption ratio is equal to the second electricity consumption ratio, the starting power information is determined according to the historical starting power consumption corresponding to the target historical battery electricity consumption and the historical starting power consumption corresponding to the target historical starting power consumption.

For example, if the historical starting power supply usage electric quantity corresponding to the target historical battery electric quantity and the historical starting power supply usage electric quantity corresponding to the target historical starting power supply electric quantity are both greater than or equal to the preset usage electric quantity, the starting power supply is determined to independently start the engine, otherwise, the starting power supply is determined to assist the battery to start the engine.

Further, in step 204, an engine start control strategy is determined based on the engine information and the start power information.

In an alternative embodiment, where the engine information includes a starting rotational speed and a starting current, the starting power supply information includes a starting power supply start-up time, step 204 includes determining a battery control strategy based on the starting rotational speed and the starting current if the starting power supply start-up time is later than the starting time of the engine, and determining a starting power supply control strategy based on the starting power supply start-up time, and determining a battery control strategy based on the starting rotational speed and the starting current if the starting power supply start-up time is earlier than or equal to the starting time of the engine, and determining the starting power supply control strategy based on the starting power supply start-up time and the battery control strategy.

In some embodiments, determining the startup power control strategy based on the startup power start-up time may include controlling the startup power to start up at the startup power start-up time.

In some embodiments, a battery control strategy is determined based on a starting speed and a starting current, including converting output power of a battery to an engine control signal that matches the starting speed and the starting current. It will be appreciated that engine control signals, such as pulse width modulated signals and sinusoidal pulses, may be adaptively generated where the starting speed and starting current are known. In particular, how to generate the corresponding control signal according to the starting rotation speed and the starting current can be referred to the mature technology in the field.

In some embodiments, determining the battery control strategy based on the starting speed and the starting current includes converting the output power of the battery into an engine control signal that matches the starting speed and the starting current, and the starting speed and the starting current corresponding to the engine control signal may be less than those of the previous embodiment. Determining the starting power supply control strategy according to the starting power supply using time and the battery control strategy can comprise controlling the starting power supply to start at the starting power supply using time, and converting the output electric energy of the starting power supply into an engine control signal according to the starting rotating speed and the starting current which can be achieved by the engine control signal in the battery control strategy. That is, the start-up power source and the battery output electric power together to the engine to start the engine.

For the embodiment in which the starting power source and the battery output electric energy to the engine together, reference may also be made to the mature technology in the art, so long as it is ensured that the starting speed and the starting current of the final engine can be achieved.

As an alternative implementation, in the case that the engine information includes a starting rotational speed and a starting current, the starting power supply information is used for representing that the starting power supply is used for independently starting the engine or the starting power supply is used for assisting the battery to start the engine, step 204 includes determining a starting power supply control strategy according to the starting rotational speed and the starting current if the starting power supply information is used for representing that the starting power supply is used for independently starting the engine, and determining a battery control strategy according to the starting power supply control strategy if the starting power supply information is used for representing that the starting power supply is used for assisting the starting of the battery engine, and determining the battery control strategy and the starting power supply control strategy according to the starting rotational speed and the starting current.

In some embodiments, the method for determining the starting power control strategy according to the starting rotation speed and the starting current may refer to the foregoing method for determining the battery control strategy according to the starting rotation speed and the starting current, but the target is the starting power.

In some embodiments, determining the battery control strategy based on the start-up power control strategy may include controlling the battery to output a corresponding control signal in the start-up power control strategy in place of the start-up power when a problem occurs with the start-up power. That is, in this case, the battery can be used as a backup engine starting power source, and when a problem occurs in the starting power source, the problem can be solved in time.

In some embodiments, determining the battery control strategy and the starting power control strategy based on the starting speed and the starting current may include dividing between the battery and the starting power based on the starting speed and the starting current to determine the power required by the battery and the power required by the starting power. Thus, the battery control strategy is determined based on the power required by the battery, and the start-up power control strategy is determined based on the power required by the start-up power. Wherein the power required by the battery is greater than the power required by the starting power supply. The battery and the starting power supply together control the engine to achieve corresponding starting rotational speed and starting current.

It will be appreciated that the above-mentioned output signal, or corresponding control of the battery, the start-up power source, is essentially the control of the output current and voltage of the battery or the start-up power source, and is specifically referred to in the art and will not be described in detail herein.

Further, when executing the engine start control strategy, the battery control strategy may be synchronized to the engine driving system, and the start power control strategy may be synchronized to the intelligent control system of the start power, so that the engine driving system and the intelligent control system respectively execute corresponding control. It will be appreciated that the intelligent control system may communicate with the engine drive system to automatically adjust the output current and voltage to match the starting requirements of the vehicle.

As an optional implementation mode, the method further comprises the steps of obtaining a plurality of engine starting control strategies recorded from a historical time point to a current time point, determining similarity between the plurality of engine starting control strategies and the currently executed engine starting control strategy, determining an evaluation result used for representing the stability of the cooperative control of the automobile starting power supply and the engine according to the similarity, and updating an engine using habit model according to the evaluation result.

The method for determining the similarity of the multiple engine start control strategies and the currently executed engine start control strategies comprises the steps of determining the similarity of battery control strategies between the multiple engine start control strategies and the currently executed engine start control strategies, determining the similarity of starting power supply control strategies between the multiple engine start control strategies and the currently executed engine start control strategies, and determining the similarity of the multiple engine start control strategies and the currently executed engine start control strategies according to the similarity of the battery control strategies and the similarity of the starting power supply control strategies.

In some embodiments, the battery control strategy similarity between the multiple engine start control strategy and the currently executed engine start control strategy may be the battery control strategy similarity between the earliest of the multiple engine start control strategies and the currently executed engine start control strategy. The starting power control strategy similarity between the multiple engine start control strategy and the currently executed engine start control strategy may be the starting power control strategy similarity between the earliest engine start control strategy of the multiple engine start control strategies and the currently executed engine start control strategy.

In some embodiments, the battery control strategy similarity may be a similarity of the output current and the output voltage of the battery, which may be determined according to a current difference value and a voltage difference value, e.g., the greater the difference value, the lesser the similarity. The similarity of the control strategy of the starting power supply can be the similarity of the output current and the output voltage of the starting power supply, and the similarity can also be determined according to the current difference value and the voltage difference value. Wherein, if the starting power supply does not participate in engine starting, the output current and the output voltage of the starting power supply can be regarded as 0.

In some embodiments, the final similarity may be a weighted sum of the battery control strategy similarity and the starting power control strategy similarity. The weight of the battery control strategy similarity is smaller than that of the starting power supply control strategy.

Further, determining an evaluation result for characterizing the stability of the cooperative control of the automobile starting power supply and the engine according to the similarity may include searching a stability evaluation result corresponding to the current similarity according to a corresponding relationship between a preset similarity range and the stability evaluation result. Wherein the stability evaluation result may be a stability. And, the higher the similarity, the higher the stability.

Thus, if the stability of the evaluation result characterization is good, the engine usage habit model may not be updated. If the stability of the evaluation result characterization is poor, the engine usage habit model needs to be updated. In this case, the update may be performed by updating the model with new data, or may be performed by adjusting parameters of the model.

FIG. 4 is a block diagram illustrating an automotive power-on and engine cooperative control apparatus according to an exemplary embodiment. Referring to fig. 4, the apparatus includes:

The obtaining module 401 is configured to obtain an automobile starting signal, a battery power, a starting power and historical usage information, where the historical usage information is used to characterize a battery usage condition and a starting power usage condition between a historical time point and a current time point, and the historical time point is a time point when a last battery of the battery finishes charging;

The control module 402 is configured to determine engine information matching the engine usage habit of the user according to the vehicle start signal and the engine usage habit model, determine starting power information matching the starting power usage habit of the user according to the battery power, the starting power and the historical usage information, determine an engine start control strategy according to the engine information and the starting power information, and execute the engine start control strategy, where the engine start control strategy includes a battery control strategy and a starting power control strategy.

The specific manner in which the various modules perform the operations in the apparatus of the above embodiments have been described in detail in connection with the embodiments of the method, and will not be described in detail herein.

The present disclosure also provides a computer readable storage medium having stored thereon computer program instructions which, when executed by a processor, implement the steps of the method for controlling the co-operation of an automotive starting power supply and an engine provided by the present disclosure.

Fig. 5 is a block diagram of an automobile 500, according to an example embodiment. For example, the vehicle 500 may be a hybrid vehicle, or may be a non-hybrid vehicle, an electric vehicle, a fuel cell vehicle, or other type of vehicle. The automobile 500 may be an autonomous automobile, a semi-autonomous automobile, or a non-autonomous automobile.

Referring to fig. 5, an automobile 500 may include various subsystems, such as an infotainment system 510, a perception system 520, a decision control system 530, a drive system 540, and a computing platform 550. Where the automobile 500 may also include more or fewer subsystems, and each subsystem may include multiple components. In addition, interconnections between each subsystem and between each component of the automobile 500 may be achieved by wired or wireless means.

In some embodiments, the infotainment system 510 may include a communication system, an entertainment system, a navigation system, and the like.

The sensing system 520 may include several sensors for sensing information of the environment surrounding the automobile 500. For example, sensing system 520 may include a global positioning system (which may be a GPS system, or may be a beidou system or other positioning system), an inertial measurement unit (inertial measurement unit, IMU), a lidar, millimeter wave radar, an ultrasonic radar, and a camera device.

Decision control system 530 may include a computing system, a vehicle controller, a steering system, a throttle, and a braking system.

The drive system 540 may include components that provide powered movement of the automobile 500. In one embodiment, the drive system 540 may include an engine, an energy source, a transmission, and wheels. The engine may be one or a combination of an internal combustion engine, an electric motor, an air compression engine. The engine is capable of converting energy provided by the energy source into mechanical energy.

Some or all of the functions of the automobile 500 are controlled by the computing platform 550. The computing platform 550 may include at least one processor 551 and memory 552, and the processor 551 may execute instructions 553 stored in the memory 552.

The processor 551 may be any conventional processor, such as a commercially available CPU. The processor may also include, for example, an image processor (Graphic Process Unit, GPU), a field programmable gate array (Field Programmable GATE ARRAY, FPGA), a System On Chip (SOC), an Application SPECIFIC INTEGRATED Circuit (ASIC), or a combination thereof.

The memory 552 may be implemented by any type or combination of volatile or nonvolatile memory devices such as Static Random Access Memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic or optical disk.

In addition to instructions 553, memory 552 may store data such as road maps, route information, location, direction, speed, etc. of a car. The data stored by memory 552 may be used by computing platform 550.

In an embodiment of the present disclosure, the processor 551 may execute the instructions 553 to complete all or part of the steps of the method for controlling the vehicle starting power and engine in coordination as described above.

Furthermore, the word "exemplary" is used herein to mean serving as an example, instance, illustration. Any aspect or design described herein as "exemplary" is not necessarily to be construed as advantageous over other aspects or designs. Rather, the use of the word exemplary is intended to present concepts in a concrete fashion. As used herein, the term "or" is intended to mean an inclusive "or" rather than an exclusive "or". That is, unless specified otherwise, or clear from context, "X application a or B" is intended to mean any one of the natural inclusive permutations. That is, if X application A, X application B, or both X applications A and B, "X application A or B" is satisfied under any of the foregoing instances. In addition, the articles "a" and "an" as used in this application and the appended claims are generally understood to mean "one or more" unless specified otherwise or clear from context to be directed to a singular form.

Also, although the disclosure has been shown and described with respect to one or more implementations, equivalent alterations and modifications will occur to others skilled in the art upon the reading and understanding of this specification and the annexed drawings. The present disclosure includes all such modifications and alterations and is limited only by the scope of the claims. In particular regard to the various functions performed by the above described components (e.g., elements, resources, etc.), the terms used to describe such components are intended to correspond, unless otherwise indicated, to any component which performs the specified function of the described component (which is functionally equivalent), even though not structurally equivalent to the disclosed structure. In addition, while a particular feature of the disclosure may have been disclosed with respect to only one of several implementations, such feature may be combined with one or more other features of the other implementations as may be desired and advantageous for any given or particular application. Furthermore, to the extent that the terms "includes," including, "" has, "" having, "or variants thereof are used in either the detailed description or the claims, such terms are intended to be inclusive in a manner similar to the term" comprising.

Other embodiments of the disclosure will be apparent to those skilled in the art from consideration of the specification and practice of the disclosure disclosed herein. This application is intended to cover any adaptations, uses, or adaptations of the disclosure following, in general, the principles of the disclosure and including such departures from the present disclosure as come within known or customary practice within the art to which the disclosure pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the disclosure being indicated by the following claims.

It is to be understood that the present disclosure is not limited to the precise arrangements and instrumentalities shown in the drawings, and that various modifications and changes may be effected without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.

Claims

1. A method for controlling the cooperative operation of an automobile starting power supply and an engine is characterized by comprising the following steps:

Acquiring an automobile starting signal, battery electric quantity, starting power supply electric quantity and historical use information, wherein the historical use information is used for representing battery use conditions and starting power supply use conditions from a historical time point to a current time point, and the historical time point is the time point when the last battery of the battery finishes charging;

Determining engine information matched with the engine using habit of a user according to the automobile starting signal and the engine using habit model;

Determining starting power supply information matched with the starting power supply using habit of the user according to the battery electric quantity, the starting power supply electric quantity and the historical using information;

determining an engine starting control strategy according to the engine information and the starting power supply information, and executing the engine starting control strategy, wherein the engine starting control strategy comprises a battery control strategy and a starting power supply control strategy;

According to the automobile starting signal and the engine using habit model, determining engine information matched with the engine using habit of the user comprises the following steps:

determining the power-on percentage of the automobile according to the automobile starting signal;

Acquiring a preset automobile power-on percentage, wherein the preset automobile power-on percentage is an automobile power-on percentage determined according to a historical automobile power-on percentage;

Determining a difference between the vehicle power-on percentage and the preset vehicle power-on percentage;

determining the weight of the power-on percentage of the automobile according to the difference value;

inputting weights of the automobile power-on percentage and the automobile power-on percentage into the engine using habit model to obtain engine information output by the engine using habit model;

The historical use information comprises historical use information corresponding to a target automobile subsystem, wherein the historical use information comprises historical battery power, historical starting power, historical battery use power and historical starting power use power which have corresponding relations, and starting power information matched with the starting power use habit of the user is determined according to the battery power, the starting power and the historical use information:

determining a target historical battery power matched with the battery power from the historical use information;

determining a target historical starting power supply electric quantity matched with the starting power supply electric quantity from the historical use information;

determining a first electricity consumption ratio between the historical battery electricity consumption corresponding to the target historical battery electricity consumption and the historical starting power supply electricity consumption;

determining a second electricity consumption ratio between the historical battery electricity consumption corresponding to the target historical starting power supply electricity consumption and the historical starting power supply electricity consumption;

And determining the starting power supply information according to the first electricity consumption ratio and the second electricity consumption ratio.

2. The cooperative control method for an automobile starting power supply and an engine according to claim 1, characterized in that the cooperative control method for an automobile starting power supply and an engine further comprises:

Acquiring a preset engine use habit model, wherein the preset engine use habit model is obtained by training through a first training data set, the first training data set is a training data set generated based on big data, and the big data comprises various automobile engine starting information and automobile power-on percentages corresponding to the various automobile engine starting information;

generating a second training data set according to the historical engine starting information and the automobile power-on percentage corresponding to the historical engine starting information;

generating a target training data set according to the first training data set and the second training data set, wherein the proportion of data belonging to the first training data set and the proportion of data belonging to the second training data set in the target training data set are related to the data quantity of the second training data set;

And according to the target training data set, updating and training the preset engine using habit model to obtain the engine using habit model.

3. The method for controlling a power source and an engine in coordination with each other according to claim 1, wherein the power source information includes a start-up time of the power source, and the determining the power source information according to the first power consumption ratio and the second power consumption ratio includes:

if the first electricity consumption ratio is smaller than the second electricity consumption ratio, determining that the starting time of the starting power supply is later than the starting time of the engine;

if the first electricity consumption ratio is larger than the second electricity consumption ratio, determining that the starting time of the starting power supply is earlier than or equal to the starting time of the engine;

And if the first electricity consumption ratio is equal to the second electricity consumption ratio, determining the starting time of the starting power supply according to the historical starting power supply electricity consumption corresponding to the target historical battery electricity consumption or the historical starting power supply electricity consumption corresponding to the target historical starting power supply electricity consumption.

4. The method according to claim 1, wherein the starting power information is used to characterize that the starting power alone starts the engine or the starting power auxiliary battery starts the engine, and the determining the starting power information according to the first power usage ratio and the second power usage ratio includes:

if the first electricity consumption ratio is smaller than the second electricity consumption ratio, determining starting power supply information used for representing that the starting power supply auxiliary battery starts the engine;

if the first electricity consumption ratio is larger than the second electricity consumption ratio, determining starting power supply information used for representing that the starting power supply independently starts the engine;

And if the first electricity consumption ratio is equal to the second electricity consumption ratio, determining the starting power supply information according to the historical starting power supply electricity consumption corresponding to the target historical battery electricity consumption and the historical starting power supply electricity consumption corresponding to the target historical starting power supply electricity consumption.

5. The method for controlling the power supply and the engine in coordination of claim 1, wherein the engine information includes a starting rotational speed and a starting current, the starting power supply information includes a starting power supply start-up time, and the determining an engine starting control strategy according to the engine information and the starting power supply information includes:

If the starting power supply starts to use time is later than the starting time of the engine, determining the battery control strategy according to the starting rotating speed and the starting current, and determining the starting power supply control strategy according to the starting power supply starts to use time;

if the starting power supply starting use time is earlier than or equal to the starting time of the engine, determining the battery control strategy according to the starting rotating speed and the starting current, and determining the starting power supply control strategy according to the starting power supply starting use time and the battery control strategy.

6. The method according to claim 1, wherein the engine information includes a starting rotational speed and a starting current, the starting power information is used to characterize that the starting power alone starts the engine or the starting power auxiliary battery starts the engine, and the determining the engine starting control strategy according to the engine information and the starting power information includes:

if the starting power supply information is used for representing that the starting power supply is used for independently starting the engine, determining the starting power supply control strategy according to the starting rotating speed and the starting current, and determining the battery control strategy according to the starting power supply control strategy;

And if the starting power supply information is used for representing that the starting power supply assists the battery to start the engine, determining the battery control strategy and the starting power supply control strategy according to the starting rotating speed and the starting current.

7. The cooperative control method for an automobile starting power supply and an engine according to claim 1, characterized in that the cooperative control method for an automobile starting power supply and an engine further comprises:

Acquiring a plurality of engine start control strategies recorded between the historical time point and the current time point;

Determining a similarity of the multiple engine start control strategy to the currently executed engine start control strategy;

determining an evaluation result for representing the stability of the cooperative control of the automobile starting power supply and the engine according to the similarity;

and updating the engine using habit model according to the evaluation result.

8. The method of controlling a power source in conjunction with an engine in accordance with claim 7, wherein said determining a similarity of said multiple engine start control strategy to said currently executed engine start control strategy comprises:

Determining a battery control strategy similarity between the multiple engine start control strategy and the currently executed engine start control strategy;

Determining a starting power supply control strategy similarity between the multiple engine starting control strategy and the currently executed engine starting control strategy;

And determining the similarity of the multiple engine start control strategies and the currently executed engine start control strategy according to the battery control strategy similarity and the start power supply control strategy similarity.