Power battery matching method for vehicle

Abstract

The application discloses a power battery matching method for a vehicle. The method relates to the field of intelligent vehicles, and comprises the following steps: determining the motor driving power, the motor recovery power, the motor continuous driving power, the output mechanical power of an engine in the vehicle and the target battery energy; determining the power battery parameters of the vehicle according to the motor driving power, the motor recovery power, the motor continuous driving power, the output mechanical power and the target battery energy; and matching the target power battery corresponding to the vehicle from a plurality of power batteries based on the power battery parameters. The application solves the technical problem of low matching degree between the power battery and the vehicle.

Description

Technical Field

[0001] This invention relates to the field of intelligent vehicles, and more specifically, to a method for matching the power battery of a vehicle. Background Technology

[0002] Currently, hybrid vehicles are emerging as a new form of transportation in the era of clean energy, with more and more consumers choosing them as their mode of transportation. The power battery provides power / energy to the drive motor to ensure its normal output torque / speed; therefore, the power battery is a crucial factor affecting the normal operation of the vehicle. However, traditional methods for calculating power battery parameters are not rigorous, resulting in a low degree of matching between the power battery and the vehicle.

[0003] There is currently no effective solution to the above problems. Summary of the Invention

[0004] This invention provides a method for matching a vehicle's power battery, which at least solves the technical problem of low matching degree between the power battery and the vehicle.

[0005] According to one aspect of the present invention, a method for matching a vehicle's power battery is provided, comprising: determining the vehicle's motor drive power, motor regeneration power, motor continuous drive power, output mechanical power of the engine in the vehicle, and target battery energy; determining the vehicle's power battery parameters based on the motor drive power, motor regeneration power, motor continuous drive power, output mechanical power, and target battery energy; and matching the target power battery corresponding to the vehicle from a plurality of power batteries based on the power battery parameters.

[0006] Optionally, the vehicle's power battery parameters are determined based on the motor drive power, motor regenerative braking power, motor continuous drive power, output mechanical power, and target battery energy. This includes: determining the battery peak discharge power based on the motor drive power, motor drive efficiency, and inverter drive efficiency; determining the battery peak charging power based on the motor regenerative braking power and a preset calibration coefficient; determining the battery continuous discharge power based on the motor continuous drive power and battery charging efficiency; determining the battery continuous charging power based on the output mechanical power and battery charging efficiency; and determining the power battery parameters based on the battery peak discharge power, battery peak charging power, battery continuous discharge power, battery continuous charging power, and target battery energy.

[0007] Optionally, determining the motor drive power of the vehicle includes: determining the first motor drive power based on the vehicle's drive mode and road slope; determining the second motor drive power based on the vehicle's acceleration parameters, acceleration time, and the first motor drive power; and determining the motor drive power based on the first motor drive power, the second motor drive power, and the drive efficiency of the inverter in the vehicle.

[0008] Optionally, determining the first motor drive power based on the vehicle's drive mode and road surface slope includes: when the drive mode is a pure electric drive mode and the road surface slope is a first preset slope, obtaining the third motor drive power required by the vehicle in pure electric drive mode for the driving phase on the road surface at the first preset slope; when the drive mode is a pure electric drive mode and the road surface slope is a second preset slope, obtaining the fourth motor drive power required by the vehicle in pure electric drive mode for the driving phase on the road surface at the second preset slope, wherein the second preset slope is less than the first preset slope; when the drive mode is a hybrid drive mode and the road surface slope is a third preset slope, obtaining the fifth motor drive power required by the vehicle in hybrid drive mode for the starting and driving phases on the road surface at the third preset slope, wherein the third preset slope is greater than the second preset slope and less than the first preset slope; and determining the maximum motor drive power among the third motor drive power, the fourth motor drive power, and the fifth motor drive power as the first motor drive power.

[0009] Optionally, determining the second motor drive power based on the vehicle's acceleration parameters, acceleration time, and first motor drive power includes: when the acceleration parameters are a first preset speed and a second preset speed, processing the first preset speed, the second preset speed, and the acceleration time using a first preset formula to obtain a sixth motor drive power, wherein the sixth motor drive power represents the motor drive power required for the vehicle to accelerate from the first preset speed to the second preset speed within the acceleration time; when the acceleration parameters are a third preset speed and a fourth preset speed, processing the third preset speed, the fourth preset speed, and the acceleration time using the first preset formula to obtain a seventh motor drive power, wherein the third preset speed is greater than the first preset speed and less than the second preset speed, the fourth preset speed is greater than the second preset speed, and the seventh motor drive power represents the motor drive power required for the vehicle to accelerate from the third preset speed to the fourth preset speed within the acceleration time; and determining the maximum motor drive power among the first motor drive power, the sixth motor drive power, and the seventh motor drive power as the second motor drive power.

[0010] Optionally, the first preset speed, the second preset speed, and the acceleration time are processed using the first preset formula to obtain the driving power of the sixth motor, including: processing the first preset speed, the second preset speed, and the acceleration time using the first preset formula to obtain the maximum output power of the vehicle; and determining the driving power of the sixth motor based on the maximum driving power and maximum output power of the engine in the vehicle.

[0011] Optionally, obtaining the fifth motor drive power required by the vehicle in hybrid drive mode during the start-up and driving phases on a road surface with a third preset slope includes: obtaining the rotational inertia of the rotating components of the engine in the vehicle, the rotational angular velocity of the engine flywheel, and the target time required for the engine to reach the target speed from a preset speed; determining the starter motor drive power consumed during the start-up phase based on the rotational inertia of the rotating components, the rotational angular velocity of the flywheel, and the target time; determining the driving motor drive power consumed during the driving phase based on the vehicle's driving speed and the third preset slope; and determining the fifth motor drive power based on the starter motor drive power and the driving motor drive power.

[0012] Optionally, the method further includes: obtaining the target torque generated by the gas pressure during engine combustion, the speed difference and time taken for the engine to decrease from idle speed to stop speed; and determining the moment of inertia of the rotating component based on the target torque, speed difference and time taken.

[0013] Optionally, determining the vehicle's motor recovery power includes: processing the vehicle's third preset speed during deceleration using a second preset formula to obtain the braking recovery power; and determining the motor recovery power based on the braking recovery power, the frictional torque of the engine in the vehicle, and the engine speed.

[0014] Optionally, determining the output mechanical power of the engine under preset operating conditions includes: determining the target fuel consumption rate curve of the engine based on the universal characteristic curve of the engine in the vehicle; determining the target speed and target torque of the engine based on the target fuel consumption rate curve; and determining the output mechanical power based on the target speed and target torque.

[0015] Optionally, determining the target battery energy of the vehicle includes: establishing a vehicle model in a simulation environment based on the vehicle's parameters; determining the change in battery cycle energy of the vehicle model under preset standard test conditions; determining the first battery energy based on the change in battery cycle energy; determining the second battery energy based on the vehicle's preset speed, mileage, and battery consumption; and determining the maximum battery energy between the first and second battery energies as the target battery energy.

[0016] According to another aspect of the present invention, a power battery matching device for a vehicle is also provided, comprising: a first determining module, configured to determine the vehicle's motor drive power, motor regeneration power, motor continuous drive power, output mechanical power of the engine in the vehicle, and target battery energy; a second determining module, configured to determine the vehicle's power battery parameters based on the motor drive power, motor regeneration power, motor continuous drive power, output mechanical power, and target battery energy; and a matching module, configured to match the target power battery corresponding to the vehicle from a plurality of power batteries based on the power battery parameters.

[0017] According to another aspect of the present invention, a non-volatile storage medium is also provided, the non-volatile storage medium including a stored program, wherein, when the program is executed, it controls the execution of the vehicle power battery matching method of the above embodiment in the processor of the device.

[0018] According to another aspect of the present invention, a vehicle is also provided, comprising: one or more processors; a storage device for storing one or more programs; and, when the one or more programs are executed by the one or more processors, causing the one or more processors to perform the power battery matching method of the vehicle described above.

[0019] In this embodiment of the invention, the vehicle's motor drive power, motor regenerative braking power, continuous motor drive power, engine output mechanical power, and target battery energy are determined. Based on these parameters, the vehicle's power battery parameters are determined. Then, a target power battery corresponding to the vehicle is matched from multiple power batteries based on these parameters. It should be noted that matching the power battery according to its performance characteristics, such as motor drive power, motor regenerative braking power, continuous motor drive power, engine output mechanical power, and target battery energy, allows for better coordination between the vehicle and the power battery. This achieves the goal of improving the matching degree between the power battery and the vehicle, enabling the power battery to better provide kinetic energy for vehicle driving and ensuring vehicle stability during operation. This solves the technical problem of low matching degree between the power battery and the vehicle. Attached Figure Description

[0020] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0021] Figure 1 This is a flowchart of a vehicle power battery matching method according to an embodiment of the present invention;

[0022] Figure 2 This is a schematic diagram of an optional hybrid vehicle powertrain configuration according to an embodiment of the present invention;

[0023] Figure 3 This is a schematic diagram of an optional power battery matching calculation module according to an embodiment of the present invention;

[0024] Figure 4 This is a flowchart of an optional calculation method for the peak discharge power of a power battery according to an embodiment of the present invention;

[0025] Figure 5This is a schematic diagram of the relationship between vehicle speed and time under an optional standard test condition according to an embodiment of the present invention;

[0026] Figure 6 This is a schematic diagram of an optional universal characteristic curve of an engine according to an embodiment of the present invention;

[0027] Figure 7 This is a schematic diagram of an optional battery cycle energy change simulation curve according to an embodiment of the present invention;

[0028] Figure 8 This is a flowchart of an optional vehicle power battery matching method according to an embodiment of the present invention;

[0029] Figure 9 This is a schematic diagram of a vehicle power battery matching device according to an embodiment of the present invention. Detailed Implementation

[0030] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0031] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0032] Example 1

[0033] According to an embodiment of the present invention, an embodiment of a power battery matching method for a vehicle is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0034] Figure 1 This is a flowchart of a vehicle power battery matching method according to an embodiment of the present invention, such as... Figure 1 As shown, the method includes the following steps:

[0035] Step S102: Determine the vehicle's motor drive power, motor regeneration power, motor continuous drive power, engine output mechanical power, and target battery energy.

[0036] The aforementioned vehicle can be a hybrid vehicle or a vehicle with an added power battery and drive motor, capable of being driven by an engine. The power battery can be a rechargeable lithium-ion battery used to drive electric vehicles, but is not limited to this; other types of batteries are also possible. The engine is the machine within the vehicle that drives the vehicle and provides power to it.

[0037] The aforementioned motor drive power can represent the power supplied to the motor by the energy conversion device driving the motor. It can be used to assess the power required by the motor system during operation, as well as to evaluate the impact of different types and specifications of drive devices on the overall system performance.

[0038] The aforementioned motor recovery power can be the power recovered by the motor during vehicle deceleration, or the power generated during the process of converting the vehicle's kinetic energy into electrical energy and storing it in the battery through the braking system.

[0039] The aforementioned continuous drive power of the motor can be the power output by the motor continuously driving the vehicle for a certain period of time. It usually depends on the design and manufacturing quality of the motor, as well as environmental factors in the usage scenario (such as temperature, humidity, etc.).

[0040] The aforementioned output mechanical power can be the energy output rate generated by an engine, electric motor, or other energy conversion equipment. It is usually measured by the power generated per unit time, indicating how much work the equipment can complete in a certain period of time. It can be used to evaluate the operating efficiency and performance of the equipment.

[0041] The target battery energy mentioned above can be the energy of the vehicle's battery or the chemical energy stored in the battery, which is converted into electrical energy when the battery is connected to an external circuit. Different types of batteries have different chemical reaction mechanisms and energy storage densities, so the energy stored in the batteries will also vary.

[0042] In one alternative embodiment, driving a vehicle on a road requires consideration of multiple factors. This is achieved by acquiring information such as road surface gradient, vehicle drive mode, vehicle parameters during operation, and various operating conditions, taking into account different conditions and factors during driving. Different vehicle driving conditions are set, and based on these conditions and the acquired parameters, the motor drive power, motor regenerative braking power, motor continuous drive power, output mechanical power, and target battery energy are calculated.

[0043] In another optional embodiment, the motor drive power is determined based on different road surface slopes, vehicle drive modes, vehicle acceleration parameters during driving, and inverter drive efficiency. Testing the vehicle on a flat road, a rotating test bench, or a simulation platform allows calculation of the maximum regenerative braking power under standard test conditions. During regenerative braking, considering the work required to overcome engine friction torque in addition to the recoverable energy power, the motor regenerative braking power is obtained by subtracting the work done by engine friction torque from the regenerative braking power. Considering the vehicle's continuous pure electric drive mode on the road, the continuous motor drive power is calculated based on the motor drive power. The output mechanical power for battery charging is calculated based on the universal characteristic curve of the engine, engine speed, and engine torque. By establishing a simulated vehicle model, the battery cycle energy change under standard conditions is calculated, and the battery energy consumed under full-load acceleration is determined. This allows calculation of the available battery energy demand, and the energy required for battery operation at a preset speed, mileage, and battery consumption is also calculated. By comparing the available battery energy demand with the energy required for battery operation, the maximum battery energy is determined as the target battery energy.

[0044] In another alternative embodiment, the vehicle experiences a certain resistance during travel, such as rolling resistance F. f air resistance F w Slope resistance F i and acceleration resistance F j The driving force F of new energy hybrid vehicles t The total torque T generated by the power source (including the engine and drive motor) is... AL The force is transmitted to the wheels through the transmission mechanism, thus driving the vehicle. Therefore, the driving force F of the vehicle can be obtained according to the dynamic equation. t

[0045] F t =F f +F w +F i +F j

[0046] Furthermore, the vehicle power balance equation is derived as follows:

[0047]

[0048] Among them, i g For the gearbox speed ratio, i0 is the main reducer speed ratio, and η is the gear ratio. T Let r be the transmission system efficiency, m be the wheel radius, f be the vehicle mass, and C be the rolling resistance coefficient. D Let A be the air resistance coefficient, α be the frontal area, α be the road slope, δ be the vehicle rotational mass conversion factor, and v be the vehicle speed. To further simulate realistic driving, the impact of different road slopes on vehicle movement needs to be considered. Therefore, the motor drive power is determined based on different road slopes, vehicle drive modes, acceleration parameters, and inverter drive efficiency. Testing the vehicle on a flat road, a hub dynamometer, or a simulation platform allows calculation of the maximum regenerative braking power under standard test conditions. During regenerative braking, considering that in addition to the regenerative energy power, work must also be done to overcome engine friction torque, the motor regenerative braking power is obtained by subtracting the work done by engine friction torque from the regenerative braking power. Assuming the vehicle continuously travels on the road in pure electric drive mode, let's assume the vehicle travels at 60 km / h for 30 minutes, or at a speed of v2 on a flat road (v = v2 = 60 km / h). The slope is 0, according to the formula

[0049]

[0050] The continuous drive power P8 of the motor is calculated. Based on the universal characteristic curve of the engine in the vehicle, the optimal fuel consumption rate curve of the engine can be obtained through data processing. Specifically, the engine speed is calculated based on the relationship between vehicle speed and engine speed, and the engine torque is derived from the vehicle power balance equation. When the vehicle is in a driving-charging condition, the operating point is shifted according to the optimal fuel consumption rate curve, and the output mechanical power for charging the battery at the current engine speed is calculated. By establishing a simulated vehicle model, the change in battery cycle energy under standard operating conditions is calculated, and the battery energy consumed under full-load acceleration is determined. This allows for the calculation of the available battery energy demand. The energy required for battery operation at a preset speed, mileage, and battery consumption is also calculated. By comparing the available battery energy demand with the energy required for battery operation, the maximum battery energy is determined as the target battery energy.

[0051] It should be noted that the vehicle's driving force F t The calculation formula is

[0052] F t =F f +F w +F i +Fj

[0053] Among them, F f For rolling resistance, F w For air resistance, F i For slope resistance, F j To accelerate the resistance, further derivation yields...

[0054]

[0055] Among them, i g For the gearbox speed ratio, i0 is the main reducer speed ratio, and η is the gear ratio. T Let r be the transmission system efficiency, m be the wheel radius, f be the vehicle mass, and C be the rolling resistance coefficient. D Let A be the air resistance coefficient, α be the frontal area, α be the road slope, δ be the vehicle rotational mass conversion factor, and v be the vehicle speed. Further multiplying both sides by the hybrid vehicle's speed v and simplifying with unit conversions, we obtain the vehicle power balance equation:

[0056]

[0057] Step S104: Determine the vehicle's power battery parameters based on the motor drive power, motor regeneration power, motor continuous drive power, output mechanical power, and target battery energy.

[0058] The aforementioned power battery parameters can be performance indicators of the power battery, including but not limited to: voltage, capacity, power, internal resistance, and capacity.

[0059] In one optional embodiment, the driving efficiency of the electrical appliances, the driving efficiency of the inverter, and the driving power of the motor all affect the peak discharge power of the battery. Therefore, the peak discharge power of the battery can be obtained based on the motor driving power, inverter driving efficiency, and motor driving power. Battery recovery power is equivalent to the battery charging power. To calculate the peak charging power of the battery, a calibration coefficient needs to be pre-set to constrain the battery recovery power. When the motor operates continuously, there will be power loss in the inverter and motor. To ensure that the motor can output continuous power normally, the efficiency of the motor and inverter needs to be considered. That is, when calculating the continuous discharge power of the battery, the continuous discharge power of the battery needs to be determined based on the continuous driving power of the motor, the driving efficiency of the motor, and the driving efficiency of the inverter. The engine generates electricity through a generator, and then the power output of the generator drives the continuous charging power of the battery. Therefore, the continuous charging power of the battery needs to be obtained by combining the output mechanical power and the battery charging efficiency. The power battery parameters are formed based on the obtained motor driving power, motor recovery power, continuous motor driving power, output mechanical power, and target battery energy.

[0060] Step S106: Match the target power battery corresponding to the vehicle from multiple power batteries based on the power battery parameters.

[0061] The aforementioned multiple power batteries can be multiple power batteries installed in the vehicle. Power batteries corresponding to the parameters of the multiple power batteries are selected from the multiple power batteries according to different power battery parameters to provide energy to the vehicle.

[0062] The aforementioned target power battery can be a power battery with parameters corresponding to the power battery, providing energy to the vehicle.

[0063] In one optional embodiment, technicians input different power battery parameters into corresponding mini-programs according to categories. Users input the required power battery parameters into the mini-program, which compares the power battery parameters with those of multiple power batteries, matching the power battery with the correct parameters as the target power battery. The target power battery and matching results are sent to the user's terminal, and the relevant model and brand are obtained based on the target power battery and pushed to the user's terminal for reference and purchase. Based on the matching results, the user can select or purchase a suitable power battery on the market to meet the matching requirements of the hybrid vehicle described in this invention. Then, the vehicle controller, based on the battery's performance parameters and in coordination with other subsystems or assembly components, realizes the control of different driving modes of the vehicle. The power battery matching results are shown in Table 1 below.

[0064] Table 1. Matching Results of Power Batteries

[0065] Peak discharge power of power battery <![CDATA[P batt_Disg ]]> kW Peak charging power of power battery <![CDATA[P batt_Chrg ]]> kW Continuous discharge power of power battery <![CDATA[P batt_Disg_cont ]]> kW Continuous charging power of power battery <![CDATA[P batt_Chrg_cont ]]> kW Power battery energy <![CDATA[E batt3 ]]> kWh

[0066] In another optional embodiment, the power battery database downloads commercially available power battery parameters from the cloud and updates the power battery database in real time. Users can set power battery parameters on a custom settings interface as needed. The system adjusts according to the power battery parameters set by the user and further matches the target power battery according to the power battery parameters set by the user.

[0067] In another alternative embodiment, the power battery database downloads commercially available power battery parameters from the cloud and updates the power battery database in real time. Users can select the functions they want the vehicle to achieve step by step on the page as needed. The database automatically matches the target power battery based on the user's selected functions and pushes it to the user's terminal for reference and purchase.

[0068] Through the above steps, the following can be achieved: determining the vehicle's motor drive power, motor regenerative braking power, continuous motor drive power, engine output mechanical power, and target battery energy; determining the vehicle's power battery parameters based on these parameters; and matching the vehicle's target power battery from multiple power batteries based on these parameters. It should be noted that matching the power battery based on its performance characteristics—motor drive power, regenerative braking power, continuous motor drive power, output mechanical power, and target battery energy—enables better coordination between the vehicle and the power battery. This achieves the goal of improving the matching degree between the power battery and the vehicle, enabling the power battery to better provide kinetic energy for vehicle propulsion and ensuring vehicle stability during operation. This ultimately solves the technical problem of low matching degree between the power battery and the vehicle.

[0069] It should be noted that the hybrid vehicle's powertrain provides power for the vehicle's drive. Figure 2 This is a schematic diagram of an optional hybrid vehicle powertrain configuration according to an embodiment of the present invention, such as... Figure 2 As shown, the hybrid vehicle powertrain system mainly consists of assemblies such as an engine, drive motor, power battery, transmission, clutch, and drive mechanism. It also includes controllers corresponding to each assembly, including the vehicle controller (HCU, Hybrid Control Unit), motor controller (MCU, Motor Control Unit), battery management system (BMS, Battery Management System), engine management system (EMS, Engine Management System), and transmission controller (TCU, Transmission Control Unit). The HCU coordinates with various subsystems / assemblies to control different operating modes of the hybrid vehicle powertrain, including pure electric drive, engine drive, combined motor and engine drive, and energy recovery functions. The controllers communicate with each other via a CAN network.

[0070] Optionally, the vehicle's power battery parameters are determined based on the motor drive power, motor regenerative braking power, motor continuous drive power, output mechanical power, and target battery energy. This includes: determining the battery peak discharge power based on the motor drive power, motor drive efficiency, and inverter drive efficiency; determining the battery peak charging power based on the motor regenerative braking power and a preset calibration coefficient; determining the battery continuous discharge power based on the motor continuous drive power and battery charging efficiency; determining the battery continuous charging power based on the output mechanical power and battery charging efficiency; and determining the power battery parameters based on the battery peak discharge power, battery peak charging power, battery continuous discharge power, battery continuous charging power, and target battery energy.

[0071] The aforementioned motor drive efficiency can be the ratio between the motor's output power and input power.

[0072] The inverter drive efficiency mentioned above can be the ratio between the inverter output power and the input power.

[0073] The aforementioned peak battery discharge power can be the maximum power that the battery can output in a short period of time, used to evaluate the battery's fast discharge performance. The peak battery charging power can be the maximum power that the battery can input in a short period of time, used to evaluate the battery's fast charging performance.

[0074] The aforementioned preset calibration coefficient can be a coefficient set in advance according to specific circumstances, used to calibrate the peak energy of the battery, and can be, but is not limited to, 1.2.

[0075] The battery charging efficiency mentioned above can be the ratio between the input electrical energy consumed by the battery when converting electrical energy into chemical energy for storage and the actual chemical energy stored. Alternatively, it can be the percentage of total energy supplied to the battery from the outside that is successfully converted into usable energy for operating devices and applications. Higher charging efficiency means that the same amount of input energy can generate more output power that can be used or stored in other devices, reducing waste and extending battery life.

[0076] The aforementioned continuous battery discharge power can be considered as the output power corresponding to continuous battery discharge over a certain period of time. The continuous battery charging power can be considered as the input power corresponding to continuous battery charging over a certain period of time.

[0077] In one optional embodiment, the maximum motor drive power is obtained as the peak motor drive power, and considering the power consumption of the motor and inverter, the peak battery discharge power is calculated according to the formula:

[0078]

[0079] Among them, P batt_DisgP1 is the peak discharge power of the battery, P2 is the motor drive power, and η is the peak discharge power of the battery. Mot For motor drive efficiency, η DCAC This refers to the inverter drive efficiency. After obtaining the motor's reclaimed power, the peak battery charging power is obtained by multiplying it by a preset calibration coefficient according to the formula. The specific formula is as follows:

[0080] P batt_Chrg =M1×P re2

[0081] Among them, P batt_Chrg For the peak charging power of the battery, P re2 For the motor's power recovery, M1 is a constant calibration coefficient, which can be taken as M1 = 1.2. The continuous battery discharge power P is determined based on the motor's continuous drive power and the battery charging efficiency. batt_Disg_cont According to the formula

[0082]

[0083] The continuous discharge power of the battery is calculated, where P8 is the continuous drive power of the motor, and η is the continuous discharge power of the battery. Mot For motor drive efficiency, η DCAC The inverter drive efficiency is used. The engine generates electricity through a generator, and then the power output of the generator drives the continuous charging power of the power battery. The continuous charging power P of the power battery is calculated according to the following formula. batt_Chrg_cont The specific formula is as follows:

[0084] P batt_Chrg_cont =P9×η batt

[0085] Where P9 is the mechanical power output during battery charging, and η batt The battery charging efficiency is set between 0.9 and 1, and is typically set to 0.95 based on the characteristics of power batteries. The obtained peak battery discharge power, peak battery charging power, continuous battery discharge power, continuous battery charging power, and target battery energy are combined to determine the power battery parameters.

[0086] It should be noted that the calculation of battery peak discharge power, battery peak charge power, battery continuous discharge power, battery continuous charge power, and target battery energy can be performed by cloud computing functions or by the calculation module itself. Figure 3 This is a schematic diagram of an optional power battery matching calculation module according to an embodiment of the present invention, as shown below. Figure 3 As shown, the power battery matching calculation module includes: power battery peak discharge power calculation, power battery peak charging power calculation, power battery continuous discharge power calculation, power battery continuous charging power calculation, and power battery energy calculation.

[0087] Optionally, determining the motor drive power of the vehicle includes: determining the first motor drive power based on the vehicle's drive mode and road slope; determining the second motor drive power based on the vehicle's acceleration parameters, acceleration time, and the first motor drive power; and determining the motor drive power based on the first motor drive power, the second motor drive power, and the drive efficiency of the inverter in the vehicle.

[0088] The aforementioned drive modes refer to the driving methods used by the vehicle, including but not limited to: pure electric drive mode and hybrid drive mode. Different vehicle models and uses will employ different drive modes to meet different needs. Pure electric drive mode can be a mode where the vehicle is currently propelled solely by the electric motor. Hybrid drive mode can be a mode where both the electric motor and the engine jointly provide kinetic energy to the vehicle.

[0089] The road surface slope mentioned above can be the road surface slope of the road on which vehicles travel.

[0090] The aforementioned first motor drive power can be determined based on the vehicle's drive mode and road gradient, and is determined by the third, fourth, and fifth motor drive powers. Specifically, the third motor drive power can be the motor drive power when the vehicle is in pure electric drive mode and the road gradient is significant, or it can be the motor drive power when the vehicle is in pure electric drive mode at its maximum climbing gradient. The fourth motor drive power can be the motor drive power when the vehicle is in pure electric drive mode and the road gradient is relatively small, or it can be the motor drive power when the vehicle is in pure electric drive mode on a flat road. The fifth motor drive power can be the motor drive power when the vehicle is in hybrid drive mode and the road has a certain gradient, or it can be the motor drive power corresponding to the vehicle starting from a road with a certain gradient in hybrid drive mode.

[0091] The aforementioned second motor drive power can be a motor drive power determined based on the vehicle's current acceleration parameters, acceleration time, and first motor drive power, and is determined by the sixth motor drive power, seventh motor drive power, and first motor drive power. Specifically, the sixth motor drive power can be the motor drive power corresponding to the vehicle accelerating from a first preset speed to a second preset speed within a certain time. The seventh motor drive power can be the motor drive power corresponding to the vehicle accelerating from a third preset speed to a fourth preset speed within a certain time. The first preset speed can be a speed value preset according to specific circumstances, and can be, but is not limited to, 0 km / h. The second preset speed can be a speed value preset according to specific circumstances, and can be, but is not limited to, 100 km / h. The third preset speed can be a speed value preset according to specific circumstances, and can be, but is not limited to, 80 km / h. The fourth preset speed can be a speed value preset according to specific circumstances, and can be, but is not limited to, 140 km / h.

[0092] The acceleration parameters mentioned above can be parameters corresponding to the vehicle's acceleration process, including but not limited to: vehicle speed. Acceleration time can be the time corresponding to the vehicle's acceleration process.

[0093] In one optional embodiment, different vehicle driving modes and road slopes are set to obtain different motor drive powers, and the maximum motor drive power is selected as the first motor drive power P1. Vehicle acceleration is divided into start-up acceleration and driving acceleration according to different vehicle driving conditions, thereby calculating the corresponding motor drive power. The maximum motor drive power is determined by combining the first motor drive power as the second motor drive power. The final motor drive power is determined by combining the first motor drive power, the second motor drive power, and the drive efficiency of the inverter in the vehicle.

[0094] It should be noted that the motor drive power under different operating conditions is calculated, and the peak battery discharge power is determined based on the maximum motor drive power. Figure 4 This is a flowchart of an optional calculation method for the peak discharge power of a power battery according to an embodiment of the present invention, such as... Figure 4 As shown, the steps are as follows:

[0095] Step S401, begin calculation.

[0096] Step S402: Calculate the third motor drive power P3 that satisfies the vehicle's maximum gradeability.

[0097] Step S403: Calculate the drive power P4 of the fourth motor when the vehicle is traveling at its maximum speed in pure electric mode.

[0098] Step S404: Calculate the fifth motor drive power P5 required for both hill start and engine start.

[0099] Step S405: Calculate the sixth motor drive power P6 to meet the acceleration time of the vehicle from 0km / h to 100km / h.

[0100] Step S406: Calculate the seventh motor drive power P7 to meet the overtaking time when the vehicle speed increases from 80km / h to 140km / h.

[0101] Step S407: Calculate the maximum motor drive power among all motor drive powers as motor drive power P2.

[0102] Step S408: Calculate the peak discharge power of the battery based on the peak drive power and efficiency of the motor.

[0103] Step S409, End.

[0104] Optionally, determining the first motor drive power based on the vehicle's drive mode and road surface slope includes: when the drive mode is a pure electric drive mode and the road surface slope is a first preset slope, obtaining the third motor drive power required by the vehicle in pure electric drive mode for the driving phase on the road surface at the first preset slope; when the drive mode is a pure electric drive mode and the road surface slope is a second preset slope, obtaining the fourth motor drive power required by the vehicle in pure electric drive mode for the driving phase on the road surface at the second preset slope, wherein the second preset slope is less than the first preset slope; when the drive mode is a hybrid drive mode and the road surface slope is a third preset slope, obtaining the fifth motor drive power required by the vehicle in hybrid drive mode for the starting and driving phases on the road surface at the third preset slope, wherein the third preset slope is greater than the second preset slope and less than the first preset slope; and determining the maximum motor drive power among the third motor drive power, the fourth motor drive power, and the fifth motor drive power as the first motor drive power.

[0105] The aforementioned first preset gradient can be a gradient set in advance according to specific conditions, and can be the maximum climbing gradient of the vehicle, denoted by α. max The second preset slope can be a slope set in advance according to specific conditions. It can be a road surface slope that is negligible or has a slope that is not much different from a flat road. These include, but are not limited to, 0 degrees, 1 degree, and 3 degrees. The third preset slope can be a road surface slope that is between the first and second preset slopes, and can be 15 degrees or 30 degrees.

[0106] The maximum motor drive power mentioned above can be the largest motor drive power among multiple motor drive powers.

[0107] In one optional embodiment, when the driving mode is pure electric drive mode and the road slope is a first preset slope, the above conditions are substituted into the vehicle power balance equation to calculate the third motor drive power P3, and the specific formula is as follows:

[0108]

[0109] Where, α max The first preset slope is used. When the driving mode is pure electric drive mode and the road slope is the second preset slope, the above conditions are substituted into the vehicle power balance equation to calculate the fourth motor drive power P4. The specific formula is as follows:

[0110]

[0111] When the driving mode is hybrid driving mode and the road slope is the third preset slope, let the third preset slope be α1. When the vehicle starts driving on a slope, the power consumed by the engine when starting is also considered, and the driving power P5 of the fifth motor is calculated. The specific formula is as follows:

[0112]

[0113] Among them, P eng To account for the power consumed when the engine starts, according to the formula...

[0114] P1 = max(P3, P4, P5)

[0115] The maximum motor drive power among the third motor drive power, fourth motor drive power, and fifth motor drive power is determined to be the first motor drive power P1.

[0116] Optionally, determining the second motor drive power based on the vehicle's acceleration parameters, acceleration time, and first motor drive power includes: when the acceleration parameters are a first preset speed and a second preset speed, processing the first preset speed, the second preset speed, and the acceleration time using a first preset formula to obtain a sixth motor drive power, wherein the sixth motor drive power represents the motor drive power required for the vehicle to accelerate from the first preset speed to the second preset speed within the acceleration time; when the acceleration parameters are a third preset speed and a fourth preset speed, processing the third preset speed, the fourth preset speed, and the acceleration time using the first preset formula to obtain a seventh motor drive power, wherein the third preset speed is greater than the first preset speed and less than the second preset speed, the fourth preset speed is greater than the second preset speed, and the seventh motor drive power represents the motor drive power required for the vehicle to accelerate from the third preset speed to the fourth preset speed within the acceleration time; and determining the maximum motor drive power among the first motor drive power, the sixth motor drive power, and the seventh motor drive power as the second motor drive power.

[0117] The first preset formula mentioned above can be a formula determined in advance based on specific circumstances, and can be, but is not limited to:

[0118]

[0119] Among them, P veh-all The sixth motor drive power is δ, the rotational mass conversion factor (which can be 1), t is the acceleration time for the vehicle to accelerate from the first preset speed to the second preset speed (this time is a known value for the vehicle, such as 8 seconds for 0-100 km / h acceleration), x is the fitting coefficient (which can be 0.5), and v d For vehicle speed.

[0120] In one optional embodiment, when the acceleration parameters are a first preset speed and a second preset speed, the acceleration time of the vehicle in hybrid combined drive mode from the first preset speed to the second preset speed is obtained, such as the time for the vehicle to accelerate from 0 km / h to 100 km / h. At this point, v is set as... d =100km / h, calculate the vehicle's maximum output power P using the first preset formula. veh-all The maximum driving power P of the engine is obtained based on the engine's characteristic parameters. eng-max And based on the vehicle's maximum output power P veh-all and the engine's maximum driving power P eng-max The driving power P6 of the sixth motor is calculated. With acceleration parameters at the third and fourth preset speeds, the acceleration time from the third preset speed to the fourth preset speed in hybrid combined drive mode is obtained, such as the time it takes for the vehicle to accelerate from 80 km / h to 140 km / h. Let v be the acceleration time. d =140km / h, calculate the vehicle's maximum output power P using the first preset formula. veh-all The maximum driving power P of the engine is obtained based on the engine's characteristic parameters. eng-max And based on the vehicle's maximum output power P veh-all and the engine's maximum driving power P eng-max The driving power P7 of the seventh motor was calculated. According to the formula...

[0121] P2 = max(P1, P6, P7)

[0122] The maximum motor drive power among the first motor drive power P1, the sixth motor drive power P6, and the seventh motor drive power P7 is determined to be the second motor drive power P2.

[0123] Optionally, the first preset speed, the second preset speed, and the acceleration time are processed using the first preset formula to obtain the driving power of the sixth motor, including: processing the first preset speed, the second preset speed, and the acceleration time using the first preset formula to obtain the maximum output power of the vehicle; and determining the driving power of the sixth motor based on the maximum driving power and maximum output power of the engine in the vehicle.

[0124] The maximum output power mentioned above can be the maximum output power during vehicle operation, which can be expressed as P. veh-all express.

[0125] The aforementioned maximum driving power can be the maximum driving power during vehicle operation, which can be expressed as P. eng-max express.

[0126] In one optional embodiment, the first preset speed, the second preset speed, and the acceleration time are substituted into the first preset formula to calculate the vehicle's maximum output power P. veh-all The specific formula is as follows:

[0127]

[0128] The maximum driving power P of the engine is obtained from the engine characteristic parameters. eng-max Utilizing the engine's maximum driving power P eng-max and the vehicle's maximum output power P veh-all According to the formula:

[0129] P6 = P veh-all -P eng-max

[0130] The driving power P6 of the sixth motor was calculated.

[0131] Optionally, obtaining the fifth motor drive power required by the vehicle in hybrid drive mode during the start-up and driving phases on a road surface with a third preset slope includes: obtaining the rotational inertia of the rotating components of the engine in the vehicle, the rotational angular velocity of the engine flywheel, and the target time required for the engine to reach the target speed from a preset speed; determining the starter motor drive power consumed during the start-up phase based on the rotational inertia of the rotating components, the rotational angular velocity of the flywheel, and the target time; determining the driving motor drive power consumed during the driving phase based on the vehicle's driving speed and the third preset slope; and determining the fifth motor drive power based on the starter motor drive power and the driving motor drive power.

[0132] The aforementioned starting phase can refer to the initial stage during vehicle operation, or the stage where the vehicle speed increases from 0 km / h. The driving phase can refer to the stage where the vehicle is traveling on the road. The driving speed can refer to the corresponding vehicle speed during the driving process.

[0133] The moment of inertia of the rotating component mentioned above can be a physical quantity representing the magnitude of the opposing torque that the rotating component inside the engine has when it rotates about a certain axis, and can be expressed as I. eng express.

[0134] The aforementioned flywheel rotational angular velocity can be the ratio of the arc length to the radius of the flywheel's rotation per unit time in the engine.

[0135] The preset speed mentioned above can be the engine speed set in advance according to the situation. The target speed can be the speed at which the engine can drive the vehicle. The target time can be the time corresponding to the engine speed increasing from the preset speed to the target speed.

[0136] The aforementioned starting motor drive power can be the motor drive power during the starting process.

[0137] The aforementioned driving power of the motor can be the driving power of the motor during driving.

[0138] In one alternative embodiment, to meet the requirement of rapid engine start-up during a hill start, the vehicle needs to overcome the engine's drag torque (i.e., the torque requirement T when starting the engine). engST This value can be obtained through bench testing (or vehicle wheel rotation testing). Generally, the engine drag torque is higher when the engine is cold than when it is hot. For example, the engine drag torque is 65 Nm when cold and 55 Nm when hot. Other values ​​can be obtained through testing and calibration based on actual engine operating conditions. During engine start-up, to meet the requirements for rapid engine start-up, the required motor drive power P can be calculated. eng The specific formula is as follows:

[0139]

[0140] Among them, I eng Let ω be the moment of inertia of the rotating parts of the engine, ω be the target angular velocity of the engine flywheel, and Δt be the target time required to drive the engine to the target starting speed.

[0141] To calculate the moment of inertia I of the rotating parts of the engine eng You can follow the formula

[0142]

[0143] Perform the calculation, where T eng1 This is the torque generated by the gas pressure during engine combustion. When the vehicle is stopped, since no combustion occurs, T can be considered as torque. eng1 =0, further derivation leads to:

[0144]

[0145] in, This can be achieved by testing on a test bench or in a real vehicle, specifically by measuring the engine speed difference between idle and shutdown speeds during engine shutdown, and the time taken to achieve this. The results can then be calculated. I can be further calculated eng Then I eng Substitute the values ​​into the following formula to calculate the power P. eng The specific formula is as follows:

[0146]

[0147] Optionally, the method further includes: obtaining the target torque generated by the gas pressure during engine combustion, the speed difference and time taken for the engine to decrease from idle speed to stop speed; and determining the moment of inertia of the rotating component based on the target torque, speed difference and time taken.

[0148] The gas pressure mentioned above can be the pressure of the surrounding gas when the engine is burning.

[0149] The target torque mentioned above can be the torque requirement generated by the gas pressure during engine start-up and combustion, and can be expressed in T. engST express.

[0150] The aforementioned idle speed refers to the engine speed when the vehicle is stationary in neutral. The stop speed is the engine's rotational speed when it stops running; it can be used to determine engine performance and troubleshooting. The speed difference is the difference between the idle speed and the stop speed. The time taken is the time it takes for the engine to decrease from idle speed to stop speed.

[0151] The target torque mentioned above can be the torque requirement when the engine starts.

[0152] In an alternative embodiment, the formula is used:

[0153]

[0154] The moment of inertia I of the rotating component is calculated. eng Obtain the target torque T generated by the gas pressure during engine combustion. engST The vehicle does not catch fire when it is stopped, confirming T. eng1 =0, calculated based on the speed difference and time taken for the engine to decrease from idle speed to stop speed. The calculated data is then substituted into the above formula to obtain the moment of inertia of the rotating component.

[0155] Optionally, determining the vehicle's motor recovery power includes: processing the vehicle's third preset speed during deceleration using a second preset formula to obtain the braking recovery power; and determining the motor recovery power based on the braking recovery power, the frictional torque of the engine in the vehicle, and the engine speed.

[0156] The aforementioned second preset formula can be a formula pre-set as needed, used to obtain the regenerative braking power. The regenerative braking power can be the power generated by the vehicle during the regenerative braking process.

[0157] The aforementioned frictional torque can be the torque generated by friction between various components within the engine during operation.

[0158] In one alternative embodiment, the vehicle is tested on a flat road, a wheel dynamometer, or a simulation platform to calculate the maximum regenerative braking power P under the World Light Vehicle Test Cycle (WLTC) conditions. re1 . Figure 5 This is a schematic diagram of the relationship between vehicle speed and time under an optional standard test condition according to an embodiment of the present invention, such as... Figure 5 As shown, the horizontal axis represents time, and the vertical axis represents vehicle speed. Based on the schematic diagram of the relationship between vehicle speed and time under standard test conditions, the maximum regenerative braking power P during deceleration can be obtained. re1 According to the formula

[0159]

[0160] The regenerative braking power P was calculated. re1 , where P re1 This represents the maximum regenerative braking power at the battery end of the vehicle under standard test conditions. During regenerative braking, in addition to the recoverable energy power, work must also be done to overcome the engine's frictional torque, as shown by the formula...

[0161]

[0162] The calculated motor recovery power P re2 Where n is the engine speed, which can be obtained by conversion from the relationship between the engine speed and the vehicle speed v. The relationship between the two is as follows:

[0163]

[0164] Optionally, determining the output mechanical power of the engine under preset operating conditions includes: determining the target fuel consumption rate curve of the engine based on the universal characteristic curve of the engine in the vehicle; determining the target speed and target torque of the engine based on the target fuel consumption rate curve; and determining the output mechanical power based on the target speed and target torque.

[0165] The aforementioned preset operating conditions can be pre-set according to requirements, and can be, but are not limited to, the vehicle being in charging condition.

[0166] The aforementioned universal characteristic curve can be a curve that describes the response characteristics of passive components such as resistors, capacitors, and inductors in AC circuits.

[0167] The target fuel consumption rate curve mentioned above can be the curve corresponding to the optimal fuel consumption rate of the engine during operation, which can intuitively reflect the relationship between engine speed and torque during engine operation. The target speed can be the speed corresponding to the optimal fuel consumption rate curve. The target torque can be the torque corresponding to the optimal fuel consumption rate curve.

[0168] In one optional embodiment, under the vehicle's driving and charging conditions, the engine switches operating conditions according to the principle of optimal overall fuel consumption, and the engine outputs mechanical power to charge the battery. Figure 6 This is a schematic diagram of an optional engine universal characteristic curve according to an embodiment of the present invention, such as... Figure 6 As shown, the horizontal axis represents engine speed, and the vertical axis represents engine torque. Based on the relationship between engine torque and engine speed, the engine's universal characteristic curve can be obtained. Processing the data yields the optimal fuel consumption rate curve, and the target engine speed N is determined based on this curve. 1ENG and target torque T 1ENG According to the formula

[0169]

[0170] This allows us to obtain the engine's output mechanical power.

[0171] It should be noted that engine speed is related to vehicle speed, according to the formula.

[0172]

[0173] Calculate the engine speed, where i g Let i be the gearbox ratio, i0 be the final drive ratio, r be the wheel radius, and v be the vehicle speed. Furthermore, vehicle speed is related to vehicle speed; therefore, the formula is used...

[0174]

[0175] Calculate the vehicle speed, where n is the vehicle rotational speed.

[0176] When calculating engine torque, the vehicle power balance equation is used:

[0177]

[0178] Torque T in AL Considered as engine torque T 1ENG The engine torque is further derived, and the specific formula is as follows:

[0179]

[0180] Optionally, determining the target battery energy of the vehicle includes: establishing a vehicle model in a simulation environment based on the vehicle's parameters; determining the change in battery cycle energy of the vehicle model under preset standard test conditions; determining the first battery energy based on the change in battery cycle energy; determining the second battery energy based on the vehicle's preset speed, mileage, and battery consumption; and determining the maximum battery energy between the first and second battery energies as the target battery energy.

[0181] The simulation environment described above can be a real environment imitated in a virtual network.

[0182] The vehicle parameters mentioned above can be parameters corresponding to the vehicle during the modeling process, including but not limited to: power and torque. The vehicle model can be a virtual vehicle built in a simulation environment.

[0183] The aforementioned preset standard test conditions can be standard test conditions set in advance according to requirements.

[0184] The aforementioned battery cycle energy change can be the value of the battery energy change. The first battery energy can be the difference between the highest and lowest values ​​of the battery cycle energy change.

[0185] The preset vehicle speed mentioned above can be the vehicle model's speed that is set in advance as needed. The driving distance can be the distance traveled by the vehicle model.

[0186] The aforementioned battery consumption refers to the energy converted from chemical energy to electrical energy during vehicle operation. Maximum battery energy can be the highest among multiple battery energies. Target battery energy can be the final power battery energy of the vehicle.

[0187] In one optional embodiment, vehicle parameters are integrated, a vehicle model is built in a simulation environment based on the vehicle parameters, and the change in battery cycle energy of the vehicle model under preset standard test conditions is calculated. Figure 7 This is a schematic diagram of an optional battery cycle energy change simulation curve according to an embodiment of the present invention, such as... Figure 7 As shown, the horizontal axis represents time, and the vertical axis represents battery capacity. Based on the simulation curve of battery cycle energy change, the difference between the highest and lowest battery capacity can be obtained, which represents the battery cycle energy change E of the vehicle under preset standard test conditions. WLTCThis represents the difference between the maximum and minimum battery energy values. Simultaneously, the simulation software calculates the battery energy E consumed by the vehicle model under full-load acceleration conditions (0km / h-100km / h). FulAcc Therefore, according to the formula

[0188] E batt1 =max(M2×E) WLTC M3×E FulAcc )

[0189] Determine the energy E of the first battery batt1 Where M2 and M3 are calibrable quantities, and can be set to M2 = 1.5 and M3 = 3. In pure electric drive mode, a hybrid vehicle travels a distance R at speed v3, with a battery charge consumption of SOC1. The second battery energy E is calculated based on the pure electric driving range. batt2 The specific formula is as follows

[0190]

[0191] Among them, P 10 Let P be the power required for the hybrid vehicle to travel at a constant speed v3. Assume v3 = 50 km / h, R = 15 km / h, and SOC1 = 0.5. Substituting these values ​​into the formula, P can be calculated. 10 The specific formula is as follows:

[0192]

[0193] Determining the energy E of the first battery batt1 Second battery energy E batt2 Then, the maximum value is taken as the target battery energy E. batt3 The specific formula is as follows:

[0194] E batt3 =max(E batt1 E batt2 )

[0195] Figure 8 This is a flowchart of an optional power battery matching method according to an embodiment of the present invention, such as... Figure 8 As shown, the steps of this method are as follows:

[0196] Step S801: Obtain the battery peak discharge power, battery peak charging power, battery continuous discharge power, battery continuous charging power, and battery energy.

[0197] Step S802: Match the power battery based on the battery peak discharge power, battery peak charging power, battery continuous discharge power, battery continuous charging power, and battery energy.

[0198] Step S803: Recommend power batteries to users based on matching degree.

[0199] Example 2

[0200] According to an embodiment of the present invention, a power battery matching device for a vehicle is also provided. This device can execute the power battery matching method for a vehicle in the above embodiments. The specific implementation and preferred application scenarios are the same as those in the above embodiments, and will not be described in detail here.

[0201] Figure 9 This is a schematic diagram of a vehicle power battery matching device according to an embodiment of the present invention, as shown below. Figure 9 As shown, the device includes the following components: a first determining module 90, a second determining module 92, and a matching module 94.

[0202] The first acquisition module 90 is used to determine the vehicle's motor drive power, motor regeneration power, motor continuous drive power, the output mechanical power of the engine in the vehicle, and the target battery energy.

[0203] The second determining module 92 is used to determine the vehicle's power battery parameters based on the motor drive power, motor regeneration power, motor continuous drive power, output mechanical power, and target battery energy.

[0204] Matching module 94 is used to match the target power battery corresponding to the vehicle from multiple power batteries based on the power battery parameters.

[0205] Optionally, the second determining module includes: a first determining unit, used to determine the peak discharge power of the battery based on the motor drive power and motor drive efficiency, and the inverter drive efficiency; a second determining unit, used to determine the peak charging power of the battery based on the motor recovery power and a preset calibration coefficient; a third determining unit, used to determine the continuous discharge power of the battery based on the motor continuous drive power and the battery charging efficiency; a fourth determining unit, used to determine the continuous charging power of the battery based on the output mechanical power and the battery charging efficiency; and a fifth determining unit, used to determine the power battery parameters based on the peak discharge power, peak charging power, continuous discharge power, continuous charging power, and target battery energy.

[0206] Optionally, the first determining module includes: a sixth determining unit, used to determine the first motor driving power based on the vehicle's driving mode and road slope; a seventh determining unit, used to determine the second motor driving power based on the vehicle's acceleration parameters, acceleration time, and the first motor driving power; and an eighth determining unit, used to determine the motor driving power based on the first motor driving power, the second motor driving power, and the driving efficiency of the inverter in the vehicle.

[0207] Optionally, the sixth determining unit includes: a first acquiring subunit, configured to acquire the third motor drive power required by the vehicle in pure electric drive mode during the driving phase on a road surface with a first preset slope when the driving mode is pure electric drive mode and the road surface slope is a first preset slope; a second acquiring subunit, configured to acquire the fourth motor drive power required by the vehicle in pure electric drive mode during the driving phase on a road surface with a second preset slope when the driving mode is pure electric drive mode and the road surface slope is a second preset slope, wherein the second preset slope is less than the first preset slope; a third acquiring subunit, configured to acquire the fifth motor drive power required by the vehicle in hybrid drive mode during the starting and driving phases on a road surface with a third preset slope when the driving mode is hybrid drive mode and the road surface slope is a third preset slope, wherein the third preset slope is greater than the second preset slope and less than the first preset slope; and a first determining subunit, configured to determine the maximum motor drive power among the third motor drive power, the fourth motor drive power, and the fifth motor drive power as the first motor drive power.

[0208] Optionally, the seventh determining unit includes: a first processing subunit, configured to process the first preset speed, the second preset speed, and the acceleration time using a first preset formula when the acceleration parameters are a first preset speed and a second preset speed, to obtain a sixth motor drive power, wherein the sixth motor drive power represents the motor drive power required for the vehicle to accelerate from the first preset speed to the second preset speed within the acceleration time; a second processing subunit, configured to process the third preset speed, the fourth preset speed, and the acceleration time using a first preset formula when the acceleration parameters are a third preset speed and a fourth preset speed, to obtain a seventh motor drive power, wherein the third preset speed is greater than the first preset speed and less than the second preset speed, the fourth preset speed is greater than the second preset speed, and the seventh motor drive power represents the motor drive power required for the vehicle to accelerate from the third preset speed to the fourth preset speed within the acceleration time; and a second determining subunit, configured to determine the maximum motor drive power among the first motor drive power, the sixth motor drive power, and the seventh motor drive power as the second motor drive power.

[0209] Optionally, the first processing subunit further includes: processing the first preset speed, the second preset speed, and the acceleration time using a first preset formula to obtain the maximum output power of the vehicle; and determining the drive power of the sixth motor based on the maximum drive power and maximum output power of the engine in the vehicle.

[0210] Optionally, the second acquisition subunit further includes: acquiring the rotational inertia of the rotating components of the engine in the vehicle, the rotational angular velocity of the engine's flywheel, and the target time required for the engine to reach the target speed from a preset speed; determining the starter motor drive power consumed during the start-up phase based on the rotational inertia of the rotating components, the rotational angular velocity of the flywheel, and the target time; determining the drive power of the driving motor consumed during the driving phase based on the vehicle's speed during the driving phase and a third preset slope; and determining the drive power of the fifth motor based on the starter motor drive power and the driving motor drive power.

[0211] Optionally, the device further includes: a third acquisition subunit, used to acquire the target torque generated by the gas pressure during engine combustion, the speed difference and time consumed when the engine speed decreases from idle speed to stop speed; and a third determination subunit, used to determine the moment of inertia of the rotating component based on the target torque, speed difference and time consumed.

[0212] Optionally, the first determining module further includes: a first processing unit, used to process the third preset speed of the vehicle during deceleration using a second preset formula to obtain the regenerative braking power; and a ninth determining unit, used to determine the regenerative braking power of the motor based on the regenerative braking power, the frictional torque of the engine in the vehicle, and the engine speed.

[0213] Optionally, the first determining module further includes: a tenth determining unit, used to determine the target fuel consumption rate curve of the engine based on the universal characteristic curve of the engine in the vehicle; an eleventh determining unit, used to determine the target speed and target torque of the engine based on the target fuel consumption rate curve; and a twelfth determining unit, used to determine the output mechanical power based on the target speed and target torque.

[0214] Optionally, the first determining module further includes: a model building unit for building a vehicle model in a simulation environment based on the vehicle's parameters; a thirteenth determining unit for determining the battery cycle energy change of the vehicle model under preset standard test conditions; a fourteenth determining unit for determining a first battery energy based on the battery cycle energy change; a fifteenth determining unit for determining a second battery energy based on the vehicle's preset speed, mileage, and battery consumption; and a sixteenth determining unit for determining the maximum battery energy between the first and second battery energies as the target battery energy.

[0215] Example 3

[0216] According to another aspect of the present invention, a non-volatile storage medium is also provided, the non-volatile storage medium including a stored program, wherein, when the program is executed, it controls the execution of the vehicle power battery matching method of the above embodiment in the processor of the device.

[0217] Example 4

[0218] According to another aspect of the present invention, a vehicle is also provided, comprising: one or more processors; a storage device for storing one or more programs; and, when the one or more programs are executed by the one or more processors, causing the one or more processors to perform the power battery matching method of the vehicle described above.

[0219] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0220] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0221] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0222] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0223] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0224] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0225] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for matching a vehicle's power battery, characterized in that, include: Determine the vehicle's motor drive power, motor regeneration power, motor continuous drive power, engine output mechanical power in the vehicle, and target battery energy; The power battery parameters of the vehicle are determined based on the motor drive power, the motor regenerative braking power, the motor continuous drive power, the output mechanical power, and the target battery energy. Based on the power battery parameters, the target power battery corresponding to the vehicle is matched from multiple power batteries. The vehicle's power battery parameters are determined based on the motor drive power, the motor regenerative braking power, the motor continuous drive power, the output mechanical power, and the target battery energy, including: determining the battery peak discharge power based on the motor drive power, motor drive efficiency, and inverter drive efficiency. The peak charging power of the battery is determined based on the motor recovery power and the preset calibration coefficient; the continuous discharge power of the battery is determined based on the motor continuous drive power and the battery charging efficiency; the continuous charging power of the battery is determined based on the output mechanical power and the battery charging efficiency; and the power battery parameters are determined based on the peak discharge power, the peak charging power, the continuous discharge power, the continuous charging power, and the target battery energy.

2. The vehicle power battery matching method according to claim 1, characterized in that, Determine the vehicle's motor drive power, including: The driving power of the first motor is determined based on the vehicle's driving mode and the road surface slope. The second motor drive power is determined based on the vehicle's acceleration parameters, acceleration time, and the first motor drive power. The motor drive power is determined based on the first motor drive power, the second motor drive power, and the drive efficiency of the inverter in the vehicle.

3. The vehicle power battery matching method according to claim 2, characterized in that, Determining the first motor drive power based on the vehicle's drive mode and road slope includes: When the driving mode is pure electric driving mode and the road surface slope is a first preset slope, the third motor driving power required by the vehicle in the pure electric driving mode for driving on the road surface with the first preset slope is obtained. When the driving mode is the pure electric driving mode and the road surface slope is the second preset slope, the fourth motor driving power required by the vehicle in the pure electric driving mode for driving on the road surface with the second preset slope is obtained, wherein the second preset slope is less than the first preset slope. When the driving mode is a hybrid driving mode and the road surface slope is a third preset slope, the fifth motor driving power required by the vehicle in the hybrid driving mode for the starting phase and the driving phase on the road surface at the third preset slope is obtained, wherein the third preset slope is greater than the second preset slope and less than the first preset slope. The maximum motor drive power among the third motor drive power, the fourth motor drive power, and the fifth motor drive power is determined as the first motor drive power.

4. The vehicle power battery matching method according to claim 2, characterized in that, Determining the second motor drive power based on the vehicle's acceleration parameters, acceleration time, and the first motor drive power includes: When the acceleration parameters are a first preset speed and a second preset speed, the first preset speed, the second preset speed and the acceleration time are processed using a first preset formula to obtain a sixth motor drive power, wherein the sixth motor drive power is used to represent the motor drive power required by the vehicle to accelerate from the first preset speed to the second preset speed within the acceleration time. When the acceleration parameters are a third preset speed and a fourth preset speed, the third preset speed, the fourth preset speed and the acceleration time are processed using the first preset formula to obtain the seventh motor drive power. The third preset speed is greater than the first preset speed and less than the second preset speed, the fourth preset speed is greater than the second preset speed, and the seventh motor drive power is used to represent the motor drive power required for the vehicle to accelerate from the third preset speed to the fourth preset speed within the acceleration time. The maximum motor drive power among the first motor drive power, the sixth motor drive power, and the seventh motor drive power is determined as the second motor drive power.

5. The vehicle power battery matching method according to claim 4, characterized in that, The first preset speed, the second preset speed, and the acceleration time are processed using a first preset formula to obtain the driving power of the sixth motor, including: The first preset speed, the second preset speed, and the acceleration time are processed using the first preset formula to obtain the maximum output power of the vehicle; The driving power of the sixth motor is determined based on the maximum driving power of the engine in the vehicle and the maximum output power.

6. The vehicle power battery matching method according to claim 3, characterized in that, Obtaining the fifth motor drive power required by the vehicle in the hybrid drive mode during the start-up and driving phases on the road surface with the third preset slope includes: The moment of inertia of the rotating components of the engine in the vehicle, the angular velocity of the engine flywheel, and the target time required for the engine to reach the target speed from a preset speed are obtained. The starting motor drive power consumed during the starting phase is determined based on the rotational inertia of the rotating component, the rotational angular velocity of the flywheel, and the target time. The driving power of the driving motor consumed in the driving phase is determined based on the vehicle's speed in the driving phase and the third preset slope. The driving power of the fifth motor is determined based on the driving power of the starter motor and the driving power of the travel motor.

7. The vehicle power battery matching method according to claim 6, characterized in that, The method further includes: The target torque generated by the gas pressure during engine combustion, the speed difference and time taken for the engine to decrease from idle speed to shutdown speed are obtained. The moment of inertia of the rotating component is determined based on the target torque, the speed difference, and the time consumed.

8. The vehicle power battery matching method according to claim 1, characterized in that, Determine the vehicle's motor regenerative braking power, including: The third preset speed of the vehicle during deceleration is processed using a second preset formula to obtain the regenerative braking power; The regenerative braking power is determined based on the regenerative braking power, the frictional torque of the engine in the vehicle, and the engine speed.

9. The vehicle power battery matching method according to claim 1, characterized in that, Determine the engine's output mechanical power under preset operating conditions, including: Based on the universal characteristic curve of the engine in the vehicle, determine the target fuel consumption rate curve of the engine; The target speed and target torque of the engine are determined based on the target fuel consumption rate curve. The output mechanical power is determined based on the target rotational speed and the target torque.

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