Energy management method and device for a vehicle

Abstract

The application discloses an energy management method and device of a vehicle, and relates to the field of energy management of the vehicle. A processor needs to firstly judge whether a current SOC value of a battery is within a preset SOC value range. If yes, a current power of an engine, a total current first power and a total current second power of N generators are obtained, and the total current power of the engine and the N generators is determined through the three powers. Finally, it is judged whether the total current power is within a preset total optimal power range. If the total current power is not within the preset total optimal power range, the processor controls the current power of the engine, the total current first power and the total current second power of the N generators so that the total current power is within the preset total optimal power range. In this way, the power of the N generators is ensured to be within the optimal power range of the N generators, and the power of the engine is ensured to be within the optimal power range of the engine, so that fuel consumption is reduced.

Description

Technical Field

[0001] This invention relates to the field of vehicle energy management, and in particular to a vehicle energy management method and apparatus. Background Technology

[0002] With the development of the automotive industry, especially hybrid vehicles, which have become a new hotspot in the development of new environmentally friendly vehicles worldwide, how to improve the energy management of hybrid vehicles has become an important area of ​​concern.

[0003] The power supply system of a hybrid electric vehicle mainly consists of an engine, a battery, a drive motor, and N generators. When the battery's SOC (State of Charge) value is high, the drive motor is mainly driven by the battery's electrical energy. When the battery's SOC value is low, the engine burns methanol or other fuels, converting the energy of the methanol or other fuels into kinetic energy and transmitting this kinetic energy to the N generators. After receiving the kinetic energy from the engine, the N generators convert this kinetic energy into electrical energy, part of which is transmitted to the battery and part to the drive motor, enabling the drive motor to work normally. Once the drive motor is working normally, it will drive the entire vehicle to work normally.

[0004] In existing technologies, once the battery's SOC value is within a preset SOC value range, only the power of N generators is guaranteed to be within the generator's optimal power range. However, the engine's power is not guaranteed to be within the engine's optimal power range, thus increasing fuel consumption. Summary of the Invention

[0005] The purpose of this invention is to provide a vehicle energy management method and device. The processor first determines whether the current State of Charge (SOC) of the battery is within a preset SOC range. If it is, it obtains the current power of the engine, the total current first power of the N generators, and the total current second power, and determines the total current power of the engine and the N generators using these three power values. Finally, it determines whether the total current power is within a preset optimal power range. If the total current power is not within the preset optimal power range, the processor controls the current power of the engine, the total current first power of the N generators, and the total current second power to bring the total current power within the preset optimal power range. This ensures that the power of the N generators is within their optimal power range, while also ensuring that the engine power is within its optimal power range, thus reducing fuel consumption.

[0006] To solve the above-mentioned technical problems, the present invention provides a vehicle energy management method, applied to a processor in a vehicle energy management device. The vehicle energy management device further includes: an engine, a battery, a drive motor, and N generators, each of which is connected to the engine, the battery, and the drive motor, respectively, where N is an integer not less than 1. The method includes:

[0007] Obtain the current SOC value of the battery;

[0008] Determine whether the current SOC value of the battery is within the preset SOC value range;

[0009] If the current SOC value of the battery is within the preset SOC value range, then the current power of the engine is determined, and the total current input power of the N generators and the total current output power of the N generators are determined.

[0010] The equivalent total current power of the engine and the N generators is determined based on the current power of the engine, the total current input power of the N generators, and the total current output power of the N generators.

[0011] Determine whether the total current power is within the preset optimal total power range after the engine and N generators are equivalent;

[0012] If the total current power is not within the range of the preset total optimal power after the engine and N generators are equivalent, then the current power of the engine, the total current input power of the N generators and the total current output power of the N generators are controlled so that the total current power is within the range of the preset total optimal power after the engine and N generators are equivalent.

[0013] Preferably, determining whether the current SOC value of the battery is within a preset SOC value range includes:

[0014] Determine whether the current SOC value of the battery is equal to the preset SOC value;

[0015] If the current SOC value of the battery is equal to the preset SOC value, then the current SOC value of the battery is determined to be within the preset SOC value range.

[0016] Preferably, determining the total current input power of the N generators includes:

[0017] Obtain the current voltage of the N generators;

[0018] The current voltages of the N generators are added together to obtain the current total voltage of the N generators;

[0019] Obtain the current current of the N generators;

[0020] The current currents of the N generators are summed to obtain the total current of the N generators.

[0021] The total current input power of N generators is determined based on the current total voltage, the current total current, and the relationship between the generator's input power and the generator's voltage and current.

[0022] Preferably, determining the total current output power of the N generators includes:

[0023] Obtain the current torque of the N generators;

[0024] The current torque of the N generators is summed to obtain the current total torque of the N generators;

[0025] Obtain the current rotational speed of the N generators;

[0026] Add the current speeds of the N generators together to obtain the total current speed of the N generators;

[0027] The total current output power of N generators is determined based on the current total torque, the current total speed, and the relationship between the generator's output power and the generator's torque and speed.

[0028] Preferably, determining the current power of the engine includes:

[0029] Obtain the current torque of the engine;

[0030] Obtain the current speed of the engine;

[0031] The current power of the engine is determined based on the current torque of the engine, the current speed of the engine, and the relationship between the engine power and the torque and speed of the engine.

[0032] Preferably, determining the current power of the engine includes:

[0033] The current operating level of the battery is determined based on the current SOC value of the battery, and the operating level of the battery corresponds to different SOC value ranges of the battery.

[0034] The rated power of the engine is determined based on the current operating level of the battery and the correspondence between the engine power and the operating level of the battery.

[0035] The rated power of the engine is used as the current power of the engine.

[0036] Preferably, after determining the rated power of the engine based on the current operating level of the battery and the correspondence between the engine power and the operating level of the battery, the method further includes:

[0037] The preset cumulative energy consumption of the vehicle within the first preset time period is determined based on the current operating level of the battery and the correspondence between the battery's operating level and the vehicle's preset cumulative energy consumption within the first preset time period.

[0038] The preset cumulative energy consumption of the engine in the first preset time period is determined based on the preset cumulative energy consumption of the vehicle in the first preset time period and the correspondence between the preset cumulative energy consumption of the vehicle in the first preset time period and the preset cumulative energy consumption of the engine in the first preset time period.

[0039] Obtain the actual cumulative energy consumption of the engine during the first preset time period;

[0040] The value obtained by subtracting the actual cumulative energy consumption of the engine during the first preset time period from the preset cumulative energy consumption of the engine during the first preset time period is used as the offset of the rated power of the engine.

[0041] The actual power of the engine is obtained by subtracting the offset of the rated power of the engine from the rated power of the engine.

[0042] The actual power of the engine is taken as the current power of the engine.

[0043] Preferably, determining the equivalent total current power of the engine and the N generators based on the current power of the engine, the total current input power of the N generators, and the total current output power of the N generators includes:

[0044] Obtain the fuel consumption of the engine within a second preset time period;

[0045] The current fuel consumption rate of the engine is obtained based on the relationship between the engine's fuel consumption, the engine's current power, and the engine's fuel consumption rate within the second preset time period.

[0046] The relationship for the fuel consumption rate of the engine is as follows:

[0047] The engine's fuel consumption rate = the amount of fuel consumed by the engine within the second preset time period / the engine's power.

[0048] The total current efficiency of the N generators is obtained based on the relationship between the total current input power of the N generators, the total current output power of the N generators, and the total efficiency of the N generators.

[0049] The relationship between the total efficiency of the N generators is as follows:

[0050] The total efficiency of the N generators = (total output power of the N generators / total input power of the N generators) * 100%;

[0051] The current equivalent fuel consumption rate is obtained based on the relationship between the current fuel consumption rate of the engine, the total current efficiency of N generators, and the equivalent fuel consumption rate.

[0052] The total current power of the engine and N generators after equivalent operation is obtained based on the current equivalent fuel consumption rate and the correspondence between the current equivalent fuel consumption rate and the total power of the engine and N generators after equivalent operation;

[0053] The equivalent fuel consumption rate is expressed as follows:

[0054] The equivalent fuel consumption rate = the current fuel consumption rate of the engine / the total current efficiency of N generators.

[0055] Preferably, determining whether the total current power is within the preset total optimal power range of the engine and N generators after equivalent calculation includes:

[0056] Determine whether the current equivalent fuel consumption rate is within the preset equivalent minimum fuel consumption rate range;

[0057] If the current equivalent fuel consumption rate is not within the range of the preset equivalent minimum fuel consumption rate, then the total current power is determined to be outside the range of the preset total optimal power after the engine and N generators are equivalent.

[0058] To solve the above-mentioned technical problems, the present invention also provides a vehicle energy management device, comprising: a processor, an engine, a battery, a drive motor and N generators, wherein each of the generators is connected to the engine, the battery and the drive motor respectively, and N is an integer not less than 1;

[0059] The processor is used to implement the steps of the energy management method for the vehicle as described above when executing the computer program.

[0060] The purpose of this invention is to provide a vehicle energy management method and device. The processor first determines whether the current State of Charge (SOC) of the battery is within a preset SOC range. If it is, it obtains the current power of the engine, the total current first power of the N generators, and the total current second power, and determines the total current power of the engine and the N generators using these three power values. Finally, it determines whether the total current power is within a preset optimal power range. If the total current power is not within the preset optimal power range, the processor controls the current power of the engine, the total current first power of the N generators, and the total current second power to bring the total current power within the preset optimal power range. This ensures that the power of the N generators is within their optimal power range, while also ensuring that the engine power is within its optimal power range, thus reducing fuel consumption. Attached Figure Description

[0061] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the prior art and embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0062] Figure 1 A process flow diagram of a vehicle energy management method provided by the present invention;

[0063] Figure 2 A schematic diagram of a vehicle control dynamic filtering method provided by the present invention;

[0064] Figure 3 A schematic diagram illustrating the process of determining the current power of a generator, provided by the present invention;

[0065] Figure 4 A schematic diagram illustrating the process of determining the current equivalent fuel consumption rate provided by the present invention;

[0066] Figure 5 A schematic diagram illustrating the influence of vehicle power provided by the present invention;

[0067] Figure 6 This is a schematic diagram of the structure of a vehicle energy management device provided by the present invention. Detailed Implementation

[0068] The core of this invention is to provide a vehicle energy management method and device. The processor first determines whether the battery's current State of Charge (SOC) is within a preset SOC range. If so, it acquires the engine's current power, the total current first power of N generators, and the total current second power, and uses these three power values ​​to determine the total current power of the engine and the N generators. Finally, it determines whether the total current power is within a preset optimal power range. If the total current power is not within the preset optimal power range, the processor controls the engine's current power, the total current first power of the N generators, and the total current second power to bring the total current power within the preset optimal power range. This ensures that the power of the N generators is within their optimal power range, while also ensuring that the engine's power is within its optimal power range, thus reducing fuel consumption.

[0069] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0070] Please refer to Figure 1 , Figure 1 This invention provides a process flowchart for a vehicle energy management method. The energy management device of the vehicle includes a processor, an engine 1, a battery 2, a drive motor 3, and N generators 4, each generator 4 being connected to the engine 1, battery 2, and drive motor 3 respectively, where N is an integer not less than 1. The method includes:

[0071] S10: Get the current SOC value of battery 2;

[0072] In this invention, because it is necessary to ensure that the current SOC value of battery 2 is within the preset SOC value range, it is necessary to obtain the current SOC value of battery 2 first, which improves the accuracy of management.

[0073] It should be noted that the engine 1 and N generators 4 in the vehicle's energy management device form an auxiliary power unit, which provides the drive motor 3 with the electrical energy required to drive the vehicle, and does not directly drive the vehicle. Therefore, in order to reduce the losses caused by frequent charging and discharging of battery 2 during the operation of the device, it is necessary to ensure that the current SOC value of battery 2 is within the preset SOC value range.

[0074] S11: Determine whether the current SOC value of battery 2 is within the preset SOC value range;

[0075] In this invention, after obtaining the current SOC value of battery 2, in order to ensure that the current SOC value of battery 2 is within the preset SOC value range, it is necessary to first judge the obtained current SOC value of battery 2, thereby improving the reliability of management.

[0076] It should be noted that when the system operates under conditions of high torque output, regenerative braking, or significant deviation in SOC (State of Charge) value, the vehicle's energy management device primarily prioritizes stable vehicle operation. Specifically, if the SOC value (the current SOC value of battery 2 exceeds the preset SOC range) is high, only battery 2 supplies power to drive motor 3 when there is no high power demand. In this case, engine 1 idles, while generator 4 operates in free-running mode for regenerative braking. If the SOC value is moderate (the current SOC value of battery 2 is within the preset SOC range), when there is no high power demand, the power output of engine 1 and generator 4 is used as control variables. The power output of engine 1 and generator 4 is adjusted to meet the vehicle's power requirements: Vehicle power requirements = Drive motor 3 power + SOC control + accessory power consumption. If the SOC value is low, when there is no high power demand, battery 2 stops outputting power, and engine 1 increases its output power to charge battery 2. Therefore, in order to ensure that the vehicle has good power reserve and braking feedback space, the SOC value of battery 2 must be kept within a reasonable range (the maximum value of the preset SOC value SOC_max > the SOC value of battery 2 > the minimum value of the preset SOC value SOC_min). The optimization objectives of this application, the hard and soft limitations of the device during operation are shown in Table 1.

[0077] Table 1

[0078]

[0079]

[0080] S12: If the current SOC value of battery 2 is within the preset SOC value range, then determine the current power of engine 1, and determine the total current input power of N generators 4 and the total current output power of N generators 4.

[0081] In this invention, if the current SOC value of battery 2 is determined to be within the preset SOC value range, it is necessary to consider whether the power of engine 1 and the power of N generators 4 are simultaneously within the optimal power range. Since the power of N engines 1 is related to the input power and output power of N engines 1, it is necessary to first determine the current power of engine 1, the total current input power of N generators 4, and the total current output power of N generators 4, thereby improving the reliability of management.

[0082] In practical applications, the current power of engine 1 can be determined by determining the rated power of engine 1 based on the relationship between the working level of battery 2 and the rated power of engine 1, and then subtracting the offset from the rated power as the current power of engine 1, or by other methods.

[0083] In practical applications, the total current input power of N generators 4 can be determined by obtaining the current total voltage and current of the N generators 4 after summing their current voltages, and then determining the total current input power of the N generators 4 based on the current total voltage, current, and the relationship between the input power of the generators 4 and their voltage and current, or by other methods.

[0084] In practical applications, the total current output power of N generators 4 can be determined by obtaining the current total torque obtained by adding the current torques of N generators 4 and the current total speed obtained by adding the current speeds of N generators 4, and then determining the total current output power of N generators 4 based on the current total torque, current total speed, and the relationship between the output power of generators 4 and the torque and speed of generators 4, or by other methods.

[0085] It should be noted that the power requirements of the vehicle, the torque requirements of engine 1, and the speed requirements of generator 4 all require dynamic filtering control in practical applications, such as... Figure 2 As shown. It should also be noted that the speed change of generator 4 is controlled by ramp control, as shown... Figure 2 As shown.

[0086] S13: Determine the equivalent total current power of engine 1 and N generators 4 based on the current power of engine 1, the total current input power of N generators 4, and the total current output power of N generators 4;

[0087] In this invention, after determining the current power of engine 1, the total current input power of N generators 4, and the total current output power of N generators 4, in order to ensure that the total power of N generators 4 is within the optimal power range of N generators 4, and also to ensure that the power of engine 1 is within the optimal power range of engine 1, it is necessary to first determine the equivalent total current power of engine 1 and N generators 4, thereby improving the reliability of management.

[0088] S14: Determine whether the total current power is within the range of the total optimal power after the preset engine 1 and N generators 4 are equivalent;

[0089] In this invention, in order to ensure that the total power of N generators 4 is within the optimal power range of N generators 4, while also ensuring that the power of engine 1 is within the optimal power range of engine 1, it is necessary to first determine the current total power of engine 1 and N generators 4 after equivalent calculation, and determine whether it is within the preset optimal total power range of engine 1 and N generators 4 after equivalent calculation. If it is, it proves that at this time, the total power of N generators 4 is within the optimal power range of N generators 4, and the power of engine 1 is also within the optimal power range of engine 1, thereby improving the stability of management.

[0090] S15: If the total current power is not within the range of the total optimal power after the preset engine 1 and N generators 4 are equivalent, then the current power of engine 1, the total current input power of N generators 4 and the total current output power of N generators 4 are controlled to make the total current power within the range of the total optimal power after the preset engine 1 and N generators 4 are equivalent.

[0091] In this invention, if the total current power of engine 1 and N generators 4 after equivalent operation is not within the preset range of the total optimal power of engine 1 and N generators 4 after equivalent operation, it cannot be guaranteed that the total power of N generators 4 is within the range of the optimal power of N generators 4, while the power of engine 1 is also within the range of the optimal power of engine 1. Therefore, it is necessary to control the current power of engine 1, the total current input power of N generators 4, and the total current output power of N generators 4 so that the total current power of engine 1 and N generators 4 after equivalent operation is within the preset range of the total optimal power of engine 1 and N generators 4. This ensures that the power of N generators 4 is within the range of the optimal power of N generators 4, while the power of engine 1 is also within the range of the optimal power of engine 1, thereby reducing the fuel consumption of the vehicle during operation.

[0092] This embodiment provides a vehicle energy management method. The processor first determines whether the current SOC value of battery 2 is within a preset SOC value range. If it is, it obtains the current power of engine 1, the total current first power of N generators 4, and the total current second power, and determines the total current power of engine 1 and N generators 4 using these three power values. Finally, it determines whether the total current power is within a preset total optimal power range. If the total current power is not within the preset total optimal power range, the processor controls the current power of engine 1, the total current first power of N generators 4, and the total current second power to bring the total current power within the preset total optimal power range. This ensures that the power of N generators 4 is within the optimal power range of N generators 4, while also ensuring that the power of engine 1 is within the optimal power range of engine 1, thus reducing fuel consumption.

[0093] Based on the above embodiments:

[0094] As a preferred embodiment, determining whether the current SOC value of battery 2 is within a preset SOC value range includes:

[0095] Determine whether the current SOC value of battery 2 is equal to the preset SOC value;

[0096] If the current SOC value of battery 2 is equal to the preset SOC value, then the current SOC value of battery 2 is determined to be within the preset SOC value range.

[0097] In this invention, the method for determining whether the current SOC value of battery 2 is within the preset SOC value range mainly involves determining whether the current SOC value of battery 2 is equal to the preset SOC value. If the current SOC value of battery 2 is equal to the preset SOC value, then the current SOC value of battery 2 is determined to be within the preset SOC value range; if the current SOC value of battery 2 is not equal to the preset SOC value, then the current SOC value of battery 2 is determined to be outside the preset SOC value range, thereby improving the reliability of the determination process.

[0098] As a preferred embodiment, determining the total current input power of the N generators 4 includes:

[0099] Obtain the current voltage of N generators 4;

[0100] Add the current voltages of the N generators 4 together to get the current total voltage of the N generators 4;

[0101] Obtain the current of N generators 4;

[0102] Add the current currents of the N generators 4 together to get the total current of the N generators 4.

[0103] The total current input power of N generators 4 is determined based on the current total voltage, current total current, and the relationship between the input power of generator 4 and the voltage and current of generator 4.

[0104] In this invention, the input power formula for generator 4 is: P1 is the input power of generator 4, U1 is the input voltage of generator 4, I1 is the input current of generator 4, and Φ is the phase angle of generator 4. However, since the generator 4 used in this invention is a synchronous generator 4, the phase angle is not considered. The input power of generator 4 is determined only by the input voltage and input current of generator 4. Therefore, the method for determining the total current input power of N generators 4 requires obtaining the current total voltage and current of N generators 4 after summing their current voltages. The total current input power of N generators 4 is determined according to the current total voltage, current, and the relationship between the input power of generator 4 and the voltage and current of generator 4 (the input power formula of generator 4). This method can accurately and quickly determine the total current input power of N generators 4.

[0105] As a preferred embodiment, determining the total current output power of the N generators 4 includes:

[0106] Get the current torque of N generators 4;

[0107] Add the current torques of the N generators 4 together to get the total current torque of the N generators 4;

[0108] Get the current rotational speed of N generators 4;

[0109] Add the current speeds of the N generators 4 together to get the total current speed of the N generators 4;

[0110] The total current output power of N generators 4 is determined based on the current total torque, current total speed, and the relationship between the output power of generator 4 and the torque and speed of generator 4.

[0111] In this invention, the output power formula of generator 4 is: P2 = T1 * n1 / 9550, where P2 is the output power of generator 4, T1 is the torque of generator 4, and n1 is the rotational speed of generator 4. According to the formula, the output power of generator 4 is determined by its torque and rotational speed. Therefore, the method for determining the total current output power of N generators 4 is to obtain the current total torque obtained by adding the current torques of N generators 4 and the current total rotational speed obtained by adding the current rotational speeds of N generators 4. Then, based on the current total torque, current total rotational speed, and the relationship between the output power of generator 4 and its torque and rotational speed (generator 4 output power formula), the total current output power of N generators 4 can be determined accurately and quickly. When N is 2, the process for determining the current power of N generators 4 is as follows: Figure 3 As shown.

[0112] As a preferred embodiment, determining the current power of engine 1 includes:

[0113] Get the current torque of engine 1;

[0114] Get the current speed of engine 1;

[0115] The current power of engine 1 is determined based on the current torque of engine 1, the current speed of engine 1, and the relationship between the power of engine 1 and the torque and speed of engine 1.

[0116] In this invention, the power formula of engine 1 is: P3 = T2 * n2 / 9550, where P3 is the power of engine 1, T2 is the torque of engine 1, and n2 is the rotational speed of engine 1. According to the formula, the power of engine 1 is determined by the torque and rotational speed of engine 1. Therefore, the method to determine the current power of engine 1 is to obtain the current torque and current rotational speed of engine 1, and determine the current power of engine 1 based on the current torque, current rotational speed of engine 1, and the relationship between the power of engine 1 and the torque and rotational speed of engine 1 (the power formula of engine 1). This method can accurately and quickly determine the current power of engine 1.

[0117] As a preferred embodiment, determining the current power of engine 1 includes:

[0118] The current operating level of battery 2 is determined based on the current SOC value of battery 2. The operating level of battery 2 corresponds to different SOC value ranges of battery 2.

[0119] The current rated power of engine 1 is determined based on the current operating level of battery 2 and the correspondence between the power of engine 1 and the operating level of battery 2.

[0120] The current rated power of engine 1 is taken as the current power of engine 1.

[0121] In this invention, because the battery 2 is divided into 5 operating levels: 0-IV (0, I, II, II, IV, 0 is pure electric mode), each level of the battery 2 corresponds to the rated power of the engine 1. Therefore, the method to determine the current power of the engine 1 is to determine the current rated power of the engine 1 based on the current operating level of the battery 2, and use the current rated power of the engine 1 as the current power of the engine 1 to obtain the current power of the engine 1. This method can accurately and quickly determine the current power of the engine 1.

[0122] In a preferred embodiment, after determining the current rated power of engine 1 based on the current operating level of battery 2 and the correspondence between the power of engine 1 and the operating level of battery 2, the method further includes:

[0123] The preset cumulative energy consumption of the vehicle within the first preset time period is determined based on the current operating level of battery 2 and the correspondence between the operating level of battery 2 and the preset cumulative energy consumption of the vehicle within the first preset time period.

[0124] The preset cumulative energy consumption of engine 1 within the first preset time period is determined based on the preset cumulative energy consumption of the vehicle within the first preset time period and the correspondence between the preset cumulative energy consumption of the vehicle within the first preset time period and the preset cumulative energy consumption of engine 1 within the first preset time period.

[0125] Obtain the actual cumulative energy consumption of engine 1 within a first preset time period;

[0126] The value obtained by subtracting the actual cumulative energy consumption of engine 1 within the first preset time period from the preset cumulative energy consumption of engine 1 within the first preset time period is used as the offset of the current rated power of engine 1.

[0127] The actual power of engine 1 is obtained by subtracting the offset of the current rated power of engine 1 from the current rated power of engine 1.

[0128] The actual power of engine 1 is taken as the current power of engine 1.

[0129] In this invention, after determining the current rated power of engine 1 based on the current operating level of battery 2 and the correspondence between the power of engine 1 and the operating level of battery 2, the level of each battery 2 corresponds to the preset cumulative energy consumption of the vehicle within a first preset time. Furthermore, the preset cumulative energy consumption of the vehicle within the first preset time also corresponds to the preset cumulative energy consumption of engine 1 within the first preset time. Therefore, the preset cumulative energy consumption of engine 1 within the first preset time can be determined. Then, by obtaining the actual cumulative energy consumption of engine 1 within the first preset time, the difference between these two energy consumption values ​​is used as the offset of the current rated power of engine 1. Finally, the value obtained by subtracting the offset of the current rated power of engine 1 from the current rated power of engine 1 is used as the current power of engine 1. This method yields a more accurate current power of engine 1, improving management stability.

[0130] It should be noted that a0-a3 represent the expected cumulative energy consumption of the vehicle at each operating level (I-IV) of battery 2 for the first preset time. Each operating level of battery 2 corresponds to a rated power of engine 1, PI0-PIV0. The operating range of engine 1 at each operating level of battery 2 is [Pi0-Δp, Pi+Δp] (i = I, II, III, IV), where Δp is the offset of engine power. The real-time cumulative energy consumption of the vehicle at each operating level (I-IV) of battery 2 for the first preset time is Δpact. Δfix = ai - Δpact (ai = a0, a1, a2, a3), where Δfix is ​​the offset of cumulative energy consumption. The power of engine 1 is determined based on Δfix; the larger Δfix is, the smaller the operating range of engine 1.

[0131] As a preferred embodiment, determining the equivalent total current power of engine 1 and N generators 4 based on the current power of engine 1, the total current input power of N generators 4, and the total current output power of N generators 4 includes:

[0132] Obtain the fuel consumption of engine 1 within a second preset time period;

[0133] The current fuel consumption rate of engine 1 is obtained based on the relationship between the fuel consumption of engine 1, the current power of engine 1, and the fuel consumption rate of engine 1 within a second preset time period.

[0134] The fuel consumption rate of engine 1 is expressed as follows:

[0135] Fuel consumption rate of engine 1 = Fuel consumption of engine 1 within a second preset time period / Power of engine 1;

[0136] The total current efficiency of N generators 4 is obtained based on the relationship between the total current input power of N generators 4, the total current output power of N generators 4, and the total efficiency of N generators 4.

[0137] The relationship between the total efficiency of N generators 4 is as follows:

[0138] The total efficiency of N generators 4 = (total output power of N generators 4 / total input power of N generators 4) * 100%;

[0139] The current equivalent fuel consumption rate is obtained based on the relationship between the current fuel consumption rate of engine 1, the total current efficiency of N generators 4, and the equivalent fuel consumption rate.

[0140] The total current power of engine 1 and N generators 4 after equivalent power consumption rate is obtained based on the current equivalent fuel consumption rate and the corresponding relationship between the total power of engine 1 and N generators 4 after equivalent power consumption rate.

[0141] The equivalent fuel consumption rate is expressed as follows:

[0142] Equivalent fuel consumption rate = Current fuel consumption rate of engine 1 / Total current efficiency of N generators 4.

[0143] In this invention, after obtaining the fuel consumption of engine 1 within a second preset time period, the current fuel consumption rate of engine 1 can be obtained according to the formula for the fuel consumption rate of engine 1, and the total current efficiency of N generators 4 can be obtained according to the formula for the total efficiency of N generators 4. Finally, the current equivalent fuel consumption rate can be obtained according to the formula for the equivalent fuel consumption rate. The specific process is as follows: Figure 4 As shown. Finally, based on the formula: Total current power of engine 1 and N generators 4 after equivalent operation = Fuel consumption of engine 1 within the second preset time / Current equivalent fuel consumption rate, the total current power of engine 1 and N generators 4 after equivalent operation can be obtained accurately and quickly.

[0144] As a preferred embodiment, determining whether the total current power is within the range of the preset optimal total power after the equivalent of engine 1 and N generators 4 includes:

[0145] Determine whether the current equivalent fuel consumption rate is within the preset minimum equivalent fuel consumption rate range;

[0146] If the current equivalent fuel consumption rate is not within the preset equivalent minimum fuel consumption rate range, then the total current power is determined to be outside the preset total optimal power range after the equivalent of engine 1 and N generators 4.

[0147] In this invention, the method for determining whether the total current power is within the range of the preset total optimal power after the equivalent of engine 1 and N generators 4 (near the parallel efficiency line) is to determine whether the current equivalent fuel consumption rate is within the range of the preset equivalent minimum fuel consumption rate. If the current equivalent fuel consumption rate is not within the range of the preset equivalent minimum fuel consumption rate, then the total current power is determined to be outside the range of the preset total optimal power after the equivalent of engine 1 and N generators 4; if the current equivalent fuel consumption rate is within the range of the preset equivalent minimum fuel consumption rate, then the total current power is determined to be within the range of the preset total optimal power after the equivalent of engine 1 and N generators 4, thus improving the reliability of the determination process.

[0148] It should be noted that the parallel efficiency line is the range of the equivalent minimum fuel consumption rate for a given power demand.

[0149] In practical applications, a vehicle's power is affected by NVH (Noise, Vibration, and Harshness), power demand (the vehicle's power requirements), series efficiency line, and equivalent fuel consumption rate, such as... Figure 5 As shown.

[0150] Please refer to Figure 6 , Figure 6 This is a schematic diagram of a vehicle energy management device provided by the present invention. The device includes: a processor, an engine 1, a battery 2, a drive motor 3, and N generators 4, each generator 4 being connected to the engine 1, the battery 2, and the drive motor 3 respectively, where N is an integer not less than 1;

[0151] A processor is used to execute computer programs to implement the energy management methods of vehicles as described above.

[0152] It should be noted that when N is 2, the structure of the vehicle's energy management device is as follows: Figure 6 As shown.

[0153] The vehicle energy management device provided in this embodiment corresponds to the method described above, and therefore has the same beneficial effects as the method described above. Therefore, for the embodiment of the vehicle energy management device, please refer to the description of the embodiment in the method section, which will not be repeated here.

[0154] It should be noted that, in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0155] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An energy management method of a vehicle, characterized by, A processor applied to an energy management device of a vehicle, the energy management device of the vehicle further comprising: an engine, a battery, a driving motor and N generators, each of the generators being connected with the engine, the battery and the driving motor respectively, N being an integer not less than 1; the method comprising: acquiring a current SOC value of the battery; judging whether the current SOC value of the battery is within a preset SOC value range; if the current SOC value of the battery is within the preset SOC value range, determining a current power of the engine, and determining a total current input power of the N generators and a total current output power of the N generators; determining a total current power of the engine and the N generators after equivalence based on the current power of the engine, the total current input power of the N generators and the total current output power of the N generators; judging whether the total current power is within a preset total optimal power range of the engine and the N generators after equivalence; if the total current power is not within the preset total optimal power range of the engine and the N generators after equivalence, making the total current power within the preset total optimal power range of the engine and the N generators after equivalence by controlling the current power of the engine, the total current input power of the N generators and the total current output power of the N generators; determining the current power of the engine, comprising: determining a current working level of the battery according to the current SOC value of the battery, the working level of the battery corresponding to different SOC value intervals of the battery respectively; determining a rated power of the engine according to the current working level of the battery and a corresponding relationship between the power of the engine and the working level of the battery; taking the rated power of the engine as the current power of the engine; after determining the rated power of the engine according to the current working level of the battery and the corresponding relationship between the power of the engine and the working level of the battery, further comprising: determining a preset cumulative energy consumption of the vehicle within a first preset time according to the current working level of the battery and a corresponding relationship between the working level of the battery and the preset cumulative energy consumption of the vehicle within the first preset time; determining a preset cumulative energy consumption of the engine within the first preset time according to the preset cumulative energy consumption of the vehicle within the first preset time and a corresponding relationship between the preset cumulative energy consumption of the vehicle within the first preset time and the preset cumulative energy consumption of the engine within the first preset time; acquiring an actual cumulative energy consumption of the engine within the first preset time; taking a value obtained by subtracting the actual cumulative energy consumption of the engine within the first preset time from the preset cumulative energy consumption of the engine within the first preset time as an offset of the rated power of the engine; taking a value obtained by subtracting the offset of the rated power of the engine from the rated power of the engine as an actual power of the engine; taking the actual power of the engine as the current power of the engine.

2. The energy management method of a vehicle according to claim 1, characterized by, determining whether the current SOC value of the battery is within a preset SOC value range, comprising: determining whether the current SOC value of the battery is equal to a preset SOC value; if the current SOC value of the battery is equal to the preset SOC value, determining that the current SOC value of the battery is within the preset SOC value range.

3. The energy management method of a vehicle according to claim 1, characterized by, determining the total current input power of the N generators, comprising: obtaining the current voltages of the N generators; adding the current voltages of the N generators to obtain the total current voltage of the N generators; obtaining the current currents of the N generators; adding the current currents of the N generators to obtain the total current current of the N generators; determining the total current input power of the N generators according to the total current voltage, the total current current, and a relationship between the input power of the generator and the voltage and current of the generator.

4. The energy management method of a vehicle according to claim 1, characterized by, determining the total current output power of the N generators, comprising: obtaining the current torques of the N generators; adding the current torques of the N generators to obtain the total current torque of the N generators; obtaining the current speeds of the N generators; adding the current speeds of the N generators to obtain the total current speed of the N generators; determining the total current output power of the N generators according to the total current torque, the total current speed, and a relationship between the output power of the generator and the torque and speed of the generator.

5. The energy management method of a vehicle according to claim 1, characterized by, determining the current power of the engine, comprising: obtaining the current torque of the engine; obtaining the current speed of the engine; determining the current power of the engine according to the current torque of the engine, the current speed of the engine, and a relationship between the power of the engine and the torque and speed of the engine.

6. The energy management method for a vehicle according to any one of claims 1 to 5, characterized by, determining the total current power of the engine and the N generators after equivalence based on the current power of the engine, the total current input power of the N generators, and the total current output power of the N generators, comprising: obtaining the fuel consumption of the engine within a second preset time; obtaining the current fuel consumption rate of the engine based on the fuel consumption of the engine within the second preset time, the current power of the engine, and a relationship between the fuel consumption rate of the engine and the fuel consumption of the engine; wherein the relationship between the fuel consumption rate of the engine and the fuel consumption of the engine is: fuel consumption rate of the engine = fuel consumption of the engine within the second preset time / power of the engine; obtaining the total current efficiency of the N generators based on the total current input power of the N generators, the total current output power of the N generators, and a relationship between the total efficiency of the N generators and the total input power and the total output power of the N generators; wherein the relationship between the total efficiency of the N generators and the total input power and the total output power of the N generators is: total efficiency of the N generators = (total output power of the N generators / total input power of the N generators) * 100%; obtaining the current equivalent fuel consumption rate based on the current fuel consumption rate of the engine, the total current efficiency of the N generators, and a relationship between the equivalent fuel consumption rate and the fuel consumption rate of the engine and the total efficiency of the N generators. obtaining a total current equivalent fuel consumption rate of the engine and the N generators based on the current equivalent fuel consumption rate and a corresponding relationship between the total power of the engine and the N generators and the equivalent fuel consumption rate; wherein the relationship of the equivalent fuel consumption rate is: the equivalent fuel consumption rate = the current fuel consumption rate of the engine / N total current efficiency of the N generators.

7. The energy management method for a vehicle according to claim 6, characterized by, judging whether the total current power is within a preset total optimal power range of the engine and the N generators, comprising: judging whether the current equivalent fuel consumption rate is within a preset equivalent minimum fuel consumption rate range; if the current equivalent fuel consumption rate is not within the preset equivalent minimum fuel consumption rate range, determining that the total current power is not within the preset total optimal power range of the engine and the N generators.

8. An energy management apparatus for a vehicle, characterized by comprising: comprising: a processor, an engine, a battery, a driving motor and N generators, each of the generators is connected with the engine, the battery and the driving motor, and N is an integer not less than 1; the processor is configured to execute a computer program to realize the steps of the energy management method of the vehicle according to any one of claims 1 to 7.

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