A vehicle energy management method, system, electronic device and storage medium

Abstract

The application discloses a kind of vehicle energy management method, system, electronic equipment and storage medium, method includes: first establish amphibious vehicle driving condition identification database;Based on the amphibious vehicle driving condition identification database, obtain the current driving condition of amphibious vehicle;Get the demand power of amphibious vehicle;Based on the current driving condition of amphibious vehicle, determine the upper limit value and lower limit value of power battery SOC;Second, based on the current driving condition of amphibious vehicle, the demand power of amphibious vehicle and the upper limit value and lower limit value of power battery SOC, determine the driving mode of amphibious vehicle;Finally, based on the driving mode of the amphibious vehicle, execute the energy management control strategy corresponding to the driving mode of amphibious vehicle, to control the amphibious vehicle according to the energy management control strategy runs, both can improve the fuel economy of vehicle whole, can improve the overall efficiency of vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle energy management technology, specifically to a vehicle energy management method, system, electronic device, and storage medium. Background Technology

[0002] Hybrid amphibious vehicles possess advantages such as strong environmental adaptability, low pollutant emissions, and the ability to operate silently and covertly on water in pure electric mode. They are highly valuable in special scenarios involving constant switching between amphibious and land environments, such as flood relief and amphibious operations. The complex operating environment of amphibious vehicles necessitates continuous switching between different driving conditions and modes, placing high demands on their energy management strategies. Among related technologies, there is considerable research on energy management strategies for hybrid electric vehicles, which have relatively simple powertrain structures and fewer operating modes. However, the powertrain structure of hybrid amphibious vehicles is more complex, featuring multiple driving modes combining wheels, tracks, and injection pumps, resulting in less research on their energy management methods.

[0003] In existing research on energy management methods, the energy management of hybrid amphibious vehicles is singular and difficult to adapt to different driving conditions and different driving modes of hybrid amphibious vehicles. Summary of the Invention

[0004] The purpose of this invention is to overcome the above-mentioned technical deficiencies and provide a vehicle energy management method, system, electronic device and storage medium to solve the technical problem of single energy management in existing hybrid amphibious vehicles.

[0005] To achieve the above-mentioned technical objectives, the present invention adopts the following technical solution:

[0006] In a first aspect, the present invention provides a vehicle energy management method, comprising the following steps:

[0007] Establish a database for recognizing the driving conditions of amphibious vehicles; based on the database, obtain the current driving conditions of the amphibious vehicles.

[0008] Obtain the required power for amphibious vehicles;

[0009] Based on the current operating conditions of the amphibious vehicle, determine the upper and lower limits of the SOC of the power battery.

[0010] Based on the current operating conditions of the amphibious vehicle, the required power of the amphibious vehicle, and the upper and lower limits of the SOC of the power battery, the driving mode of the amphibious vehicle is determined.

[0011] Based on the driving mode of the amphibious vehicle, an energy management control strategy corresponding to the driving mode of the amphibious vehicle is executed to control the amphibious vehicle to operate in accordance with the energy management control strategy.

[0012] In some embodiments, determining the upper and lower limits of the power battery's state of charge (SOC) based on the amphibious vehicle's current operating conditions includes:

[0013] When the amphibious vehicle is not in operation on water, determine the upper limit and lower limit of the SOC of the power battery on land.

[0014] When the amphibious vehicle is in operation on water, determine the upper limit and lower limit of the power battery SOC on water.

[0015] In some embodiments, the current driving condition of the amphibious vehicle is one of the following: land driving condition, water entry driving condition, water driving condition, water exit driving condition, and mudflat and soft soil road surface driving condition. The driving mode of the amphibious vehicle includes at least the following: land range-extended mode, land all-wheel drive mode, water mechanical direct drive mode, water parallel mechanical direct drive mode, water pure electric drive mode, wheel injection pump mode, and water exit all-wheel drive mode. Determining the driving mode of the amphibious vehicle based on its current driving condition, the power demand of the amphibious vehicle, and the upper and lower limits of the power battery's SOC includes:

[0016] When the current driving condition of the amphibious vehicle is the land driving condition, the driving mode of the amphibious vehicle is determined to be the land range extender mode.

[0017] When the current driving condition of the amphibious vehicle is water-entry driving condition, the driving mode of the amphibious vehicle is determined based on the current road conditions.

[0018] When the current driving condition of the amphibious vehicle is water driving condition, the driving mode of the amphibious vehicle is determined based on the power demand of the amphibious vehicle and the upper and lower limits of the SOC of the power battery.

[0019] When the current driving condition of the amphibious vehicle is out-of-water driving, the driving mode of the amphibious vehicle is determined based on the current road conditions.

[0020] When the current driving condition of the amphibious vehicle is mudflat and soft ground road surface driving condition, the driving mode of the amphibious vehicle is determined to be land all-wheel drive mode.

[0021] In some embodiments, the step of executing an energy management control strategy corresponding to the driving mode of the amphibious vehicle, based on the driving mode of the amphibious vehicle, includes:

[0022] When the driving mode is the land-based range extender mode, the rule-based energy management control strategy of the land-based range extender mode is executed;

[0023] When the driving mode is the land all-wheel drive mode, the energy management control strategy based on road surface recognition of the land all-wheel drive mode is executed;

[0024] When the driving mode is the direct drive mode of the water machinery, the rule-based energy management control strategy of the direct drive mode of the water machinery is executed;

[0025] When the driving mode is the waterborne parallel mechanical direct drive mode, the equivalent fuel consumption minimum control strategy of the waterborne parallel mechanical direct drive mode is executed.

[0026] When the driving mode is the pure electric driving mode on water, the rule-based energy management control strategy of the pure electric driving mode on water is executed;

[0027] When the driving mode is wheel injection pump mode, the energy management control strategy based on road surface recognition of the wheel injection pump mode is executed.

[0028] When the driving mode is the water-out full-drive mode, the energy management control strategy based on road surface recognition of the water-out full-drive mode is executed.

[0029] In some embodiments, the rule-based energy management control strategy for executing the onshore range-extending mode includes:

[0030] Obtain the intermediate SOC value between the land-based upper limit and the land-based lower limit of the power battery;

[0031] Based on the engine's minimum fuel consumption curve and equal power curve, the three points on the minimum fuel consumption curve—low power point, medium power point, and high power point—are determined as the operating points.

[0032] The engine operating point is determined based on the power requirements of the amphibious vehicle and the SOC of the power battery.

[0033] Provided that the required power of the amphibious vehicle is met, when the SOC of the power battery is higher than the upper limit on land, the engine is turned off and the power battery is not charged; when the SOC of the power battery is between the middle value and the upper limit on land, a low power point is selected to charge the power battery; when the SOC of the power battery is between the lower and upper limits on land and the middle value of SOC, a medium power point is selected to charge the power battery; when the SOC of the power battery is lower than the lower and upper limits on land, a high power point is selected to charge the power battery.

[0034] The engine speed is controlled by the PID algorithm to balance the selected operating point speed, so that the engine is balanced at the operating point.

[0035] In some embodiments, the rule-based energy management control strategy for executing the direct-drive mode of the watercraft includes:

[0036] When the SOC of the power battery is lower than the upper limit of the water level, the engine output power is increased, and the power battery is charged at the same time.

[0037] Based on the power requirements of the amphibious vehicle, the lowest fuel consumption point on the engine's constant power curve is determined as the engine's operating point.

[0038] In some embodiments, the equivalent fuel consumption minimization control strategy for executing the parallel-drive direct-drive mode of the watercraft includes:

[0039] Based on the equivalent fuel consumption relationship between power battery discharge and charging, an objective function for the equivalent fuel consumption of power battery electrical energy is established.

[0040] Based on the engine's minimum output torque and external characteristic torque, minimum stable speed and maximum speed, the ISG motor's generator external characteristic torque and electric external characteristic torque, and the power battery's upper and lower limits of SOC under water driving conditions, safety constraints are obtained.

[0041] Based on the equivalent fuel consumption objective function of the power battery SOC and the power battery energy, the SOC adjustment factor is obtained.

[0042] Based on the engine fuel consumption, the SOC adjustment factor, and the equivalent fuel consumption objective function of the power battery energy, an objective function for the strategy of minimizing equivalent consumption is established.

[0043] The engine output power and the power battery output power are determined by solving the objective function of the equivalent consumption minimization strategy in real time.

[0044] Secondly, the present invention also provides a vehicle energy management system, comprising:

[0045] The driving condition acquisition module is used to establish a driving condition identification database for amphibious vehicles; and to acquire the current driving condition of the amphibious vehicle based on the driving condition identification database.

[0046] A power demand acquisition module for amphibious vehicles is used to acquire the power demand of the amphibious vehicles.

[0047] The power battery SOC setting module is used to determine the upper and lower limits of the power battery SOC.

[0048] The drive mode selection module is used to determine the drive mode of the amphibious vehicle based on the current driving conditions of the amphibious vehicle, the power demand of the amphibious vehicle, and the upper and lower limits of the SOC of the power battery.

[0049] The control strategy selection module is used to identify the drive mode of the amphibious vehicle and select the energy management control strategy for the amphibious vehicle.

[0050] The control strategy execution module is used to execute the energy management control strategy corresponding to the driving mode of the amphibious vehicle, so as to control the amphibious vehicle to operate in accordance with the energy management control strategy.

[0051] Thirdly, the present invention also provides an electronic device, comprising: a processor and a memory;

[0052] The memory stores a computer-readable program that can be executed by the processor;

[0053] When the processor executes the computer-readable program, it implements the steps of the vehicle energy management method as described in any one of claims 1-7.

[0054] Fourthly, the present invention also provides a computer-readable storage medium storing one or more programs that can be executed by one or more processors to implement the steps of the vehicle energy management method as described in any one of claims 1-7.

[0055] Compared with existing technologies, the vehicle energy management method, system, electronic device, and storage medium provided by this invention first establish a database for identifying the driving conditions of amphibious vehicles; based on this database, the current driving conditions of the amphibious vehicle are obtained; the power demand of the amphibious vehicle is obtained; and based on the current driving conditions, the upper and lower limits of the power battery's state of charge (SOC) are determined. Second, based on the current driving conditions, the power demand, and the upper and lower limits of the power battery's SOC, the driving mode of the amphibious vehicle is determined. Finally, based on the driving mode, an energy management control strategy corresponding to the driving mode is executed to control the amphibious vehicle to operate according to the energy management control strategy. This not only improves the overall fuel economy of hybrid amphibious vehicles but also enables the energy management method to intelligently switch and adapt to various driving conditions and driving modes, thereby improving overall vehicle efficiency. Attached Figure Description

[0056] Figure 1 This is a flowchart of an embodiment of the vehicle energy management method provided by the present invention;

[0057] Figure 2 This is a flowchart of an embodiment of step S500 in the vehicle energy management method provided by the present invention;

[0058] Figure 3 This is a flowchart of the power transmission circuit of an embodiment of step S400 in the vehicle energy management method provided by the present invention;

[0059] Figure 4 This is a schematic diagram of an embodiment of the vehicle energy management system provided by the present invention;

[0060] Figure 5 This is a schematic diagram of the operating environment of an embodiment of the vehicle energy management program provided by the present invention. Detailed Implementation

[0061] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0062] This invention provides a vehicle energy management method, system, electronic device, and storage medium, which can be used in hybrid amphibious vehicles. The method, system, device, or computer-readable storage medium involved in this invention can be integrated with the aforementioned system or exist relatively independently.

[0063] This embodiment provides a vehicle energy management method that can be executed by a hybrid amphibious vehicle, specifically by one or more processors of the vehicle. Figure 1 This is a flowchart of the vehicle energy management method provided in an embodiment of the present invention. Please refer to it. Figure 1 The vehicle energy management method includes the following steps:

[0064] S100. Establish a database for identifying the driving conditions of amphibious vehicles; based on the database for identifying the driving conditions of amphibious vehicles, obtain the current driving conditions of amphibious vehicles.

[0065] S200, obtaining the required power for amphibious vehicles;

[0066] S300, based on the current driving conditions of amphibious vehicles, determines the upper and lower limits of the SOC of the power battery;

[0067] S400: Based on the current driving conditions of the amphibious vehicle, the power demand of the amphibious vehicle and the upper and lower limits of the SOC of the power battery, determine the driving mode of the amphibious vehicle.

[0068] S500, based on the amphibious vehicle's drive mode, executes an energy management control strategy corresponding to the amphibious vehicle's drive mode to control the amphibious vehicle to operate according to the energy management control strategy.

[0069] In this embodiment, firstly, a driving condition identification database for amphibious vehicles is established; based on this database, the current driving condition of the amphibious vehicle is obtained; the power demand of the amphibious vehicle is obtained; and based on the driving condition, the upper and lower limits of the power battery's state of charge (SOC) are determined. Secondly, based on the current driving condition, the power demand, and the upper and lower limits of the power battery's SOC, the driving mode of the amphibious vehicle is determined. Finally, based on the driving mode, an energy management control strategy corresponding to the driving mode is executed to control the amphibious vehicle to operate according to the energy management control strategy. This improves the overall fuel economy of the hybrid amphibious vehicle and enables the energy management method to intelligently switch and adapt to various driving conditions and driving modes, thereby improving overall vehicle efficiency.

[0070] In some embodiments, please refer to Figure 1 Step S100 specifically includes:

[0071] Establish a database for identifying the driving conditions of amphibious vehicles, classifying the driving conditions of amphibious vehicles into five types: driving on land, driving in water, driving on water, driving out of water, and driving on mudflats and soft soil surfaces. Then, based on the data collected and fused by inertial navigation, radar and cameras installed on amphibious vehicles, obtain the current driving conditions of amphibious vehicles.

[0072] In step S200, the required power of the amphibious vehicle is obtained based on the throttle pedal opening and the water steering handle opening of the amphibious vehicle.

[0073] In step S300, when the amphibious vehicle is not driving on water, the upper limit and lower limit of the power battery SOC on land are set; when the amphibious vehicle is driving on water, the upper limit and lower limit of the power battery SOC on water are set. The upper limit and lower limit of water should be set relatively large to ensure the requirements of the pure electric drive mode on water during silent and concealed operations.

[0074] In step S400, the current driving condition of the amphibious vehicle is one of the following: land driving condition, water entry driving condition, water driving condition, water exit driving condition, and mudflat and soft soil road surface driving condition. The amphibious vehicle's drive mode includes at least seven modes: land range-extending mode, land all-wheel drive mode, water mechanical direct drive mode, water parallel mechanical direct drive mode, water pure electric drive mode, wheel injection pump mode, and water exit all-wheel drive mode. These seven drive modes have corresponding power transmission lines; please refer to [link / reference]. Figure 3 The power system of an amphibious vehicle includes at least a power battery 610; wheel-side motors 620; wheels 630; an engine 640; an ISG motor 650; a spray pump 660; a hydraulic pump 670; a hydraulic motor 680; and tracks 690.

[0075] Step S400 specifically includes:

[0076] When the current driving condition of the amphibious vehicle is the land driving condition, the driving mode of the amphibious vehicle is determined to be the land range-extending mode. Specifically, the land range-extending mode is driven by the wheels 630, and its power transmission route is from the engine 640 to the ISG motor 650 to the wheel-side motor 620 to the wheels 630.

[0077] When the amphibious vehicle is currently in a water-based driving condition, the driving mode is determined based on the current road conditions. Specifically, when the amphibious vehicle is currently in a water-based driving condition and the road surface is relatively hard, the driving mode is the land-based range extender mode. When the amphibious vehicle is currently in a water-based driving condition and the road surface is relatively soft or the front of the vehicle is floating so that the front wheels do not contact the ground, the driving mode is the land-based all-wheel drive mode. The land-based all-wheel drive mode relies on the simultaneous drive of the wheels 630 and the tracks 690. There are two power transmission routes: one is from the engine 640 to the hydraulic pump 670 to the hydraulic motor 680 to the tracks 690, and the other is from the engine 640 to the ISG motor 650 to the wheel-side motor 620 to the wheels 630.

[0078] When the amphibious vehicle is currently operating in a waterborne mode, the drive mode is determined based on the vehicle's power demand and the upper and lower limits of the battery's State of Charge (SOC). Specifically, when the amphibious vehicle is currently operating in a waterborne mode, and the injection pump switch is turned on, if the vehicle's power demand is less than the battery's maximum output power and the battery's SOC is higher than the upper and lower limits for waterborne conditions, the drive mode is determined to be a pure electric waterborne drive mode. This mode is driven by injection pump 660, with the power transmission route from battery 610 to ISG motor 650 to injection pump 660. Conversely, when the amphibious vehicle is currently operating in a waterborne mode, and the injection pump switch is turned on, if the vehicle's power demand is less than the battery's maximum output power and the battery's SOC is lower than the upper and lower limits for waterborne conditions, the drive mode is determined to be a waterborne mechanical direct drive mode. This mode is driven by injection pump 660. The power transmission route is from engine 640 to injection pump 660. When the amphibious vehicle is currently in a waterborne driving condition, and the injection pump switch is turned on, if the amphibious vehicle's power demand is greater than the maximum output power of the power battery but less than the maximum output power of the engine, the amphibious vehicle's drive mode is determined to be a waterborne mechanical direct drive mode. When the amphibious vehicle is currently in a waterborne driving condition, and the injection pump switch is turned on, if the amphibious vehicle's power demand is greater than the maximum output power of the engine, the amphibious vehicle's drive mode is determined to be a waterborne parallel mechanical direct drive mode. The waterborne parallel mechanical direct drive mode is driven by injection pump 660, and its power transmission route has two paths: one is from engine 640 to injection pump 660, and the other is from power battery 610 to ISG motor 650 to injection pump 660. In addition, when the amphibious vehicle is currently in a waterborne driving condition and is in a silent, concealed operation on water, the amphibious vehicle's drive mode is determined to be a waterborne pure electric drive mode.

[0079] When the amphibious vehicle is currently in an out-of-water driving condition, the drive mode is determined based on the current road conditions. Specifically, when the vehicle is in an out-of-water driving condition, and the front wheels have just made contact with the slope until all wheels are in contact with the slope, the drive mode is determined to be the wheel-jet pump mode. The wheel-jet pump mode relies on the simultaneous drive of wheels 630 and jet pump 660. There are two power transmission routes: one from engine 640 to jet pump 660, and the other from engine 640 to ISG motor 650 to wheel-side motor 620 to wheel 630. When the vehicle is in the stage from when all wheels are in contact with the slope to when the spray pump leaves the water, the driving mode of the amphibious vehicle is determined to be the water-out full-drive mode. The water-out full-drive mode relies on the simultaneous drive of the wheels 730, tracks 690 and spray pump 660. There are three power transmission routes: one is from the engine 640 to the spray pump 660, the second is from the engine 640 to the hydraulic pump 670 to the hydraulic motor 680 to the track 690, and the third is from the engine 640 to the ISG motor 650 to the wheel-side motor 620 to the wheel 630. When the current driving condition of the amphibious vehicle is the water-out driving condition, after the spray pump leaves the water, the driving mode of the amphibious vehicle is determined to be the land-based full-drive mode.

[0080] When the current driving conditions of the amphibious vehicle are mudflats and soft ground surfaces, the driving mode of the amphibious vehicle is determined to be the land-based all-wheel drive mode.

[0081] In some embodiments, please refer to Figure 2 Step S500 specifically includes:

[0082] S510. When the driving mode is the land-based range extender mode, execute the rule-based energy management control strategy of the land-based range extender mode.

[0083] S520: When the drive mode is land all-wheel drive mode, execute the energy management control strategy based on road surface recognition for land all-wheel drive mode;

[0084] S530. When the drive mode is the direct drive mode of the water machinery, execute the rule-based energy management control strategy of the direct drive mode of the water machinery.

[0085] S540. When the drive mode is the water-based parallel mechanical direct drive mode, the equivalent fuel consumption minimum control strategy of the water-based parallel mechanical direct drive mode is executed.

[0086] S550: When the driving mode is the pure electric driving mode on water, execute the rule-based energy management control strategy of the pure electric driving mode on water.

[0087] S560. When the drive mode is wheel injection pump mode, execute the energy management control strategy based on road surface recognition for wheel injection pump mode.

[0088] S570 When the drive mode is the water-out full-drive mode, the energy management control strategy based on road surface recognition of the water-out full-drive mode is executed.

[0089] In some embodiments, in step S510, when the amphibious vehicle's driving mode is land-based range extender mode, a rule-based energy management control strategy for land-based range extender mode is executed, including:

[0090] Obtain the intermediate SOC value between the land-based upper limit and the land-based lower limit of the power battery;

[0091] Based on the engine's minimum fuel consumption curve and equal power curve, the three points on the minimum fuel consumption curve—low power point, medium power point, and high power point—are determined as the operating points.

[0092] The engine operating point is determined based on the power requirements of the amphibious vehicle and the SOC of the power battery.

[0093] Provided that the power requirements of amphibious vehicles are met, when the SOC of the power battery is higher than the upper limit on land, the engine is turned off and the power battery is not charged; when the SOC of the power battery is between the middle value and the upper limit on land, a low power point is selected to charge the power battery; when the SOC of the power battery is between the lower and upper limits on land and the middle value of SOC, a medium power point is selected to charge the power battery; when the SOC of the power battery is lower than the lower and upper limits on land, a high power point is selected to charge the power battery.

[0094] The engine speed is controlled using a PID algorithm to maintain a balance at the selected operating point, thus ensuring the engine operates at its optimal operating point. The formula for calculating the engine speed using the PID algorithm is as follows:

[0095]

[0096] Where n(t) is the selected operating point speed; e(t) is the difference between the selected operating point speed and the current engine speed; K p K is the proportionality coefficient. i K is the integral coefficient; d is the differential coefficient.

[0097] In some embodiments, in step S520, when the amphibious vehicle's drive mode is land-based all-wheel drive mode, an energy control strategy based on road surface recognition for land-based all-wheel drive mode is executed, including:

[0098] Slope and wheel slip ratio are used as two characteristic parameters. Based on the magnitude of the two characteristic parameters, each characteristic parameter is divided into four levels: slope is divided into four levels: A1 (slope below 0.25), A2 (slope between 0.25 and 0.45), A3 (slope between 0.45 and 0.65), and A4 (slope above 0.65); wheel slip ratio is divided into four levels: B1 (slip ratio below 25%), B2 (slip ratio between 25% and 50%), B3 (slip ratio between 50% and 65%), and B4 (slip ratio above 65%).

[0099] Establish road surface recognition rules by randomly combining the levels from two different feature parameters, and then classify all combinations into four categories: H1, H2, H3, and H4, corresponding to the four types of road surfaces. Among them, the H1 type of road surface includes the following 5 combinations: A1B1, A1B2, A2B1, A2B2, and A3B1.

[0100] H2 class pavement includes the following three combinations: A1B3, A3B2, and A4B1.

[0101] H3 class road surfaces include the following three combinations: A1B4, A2B3, and A4B2.

[0102] H4 class pavement includes the following 5 combinations: A2B4, A3B3, A3B4, A4B3, and A4B4.

[0103] Power allocation strategies for the power components were established for each of the four road types. For H1 road type, the power allocation strategy was to allocate 20% of the engine output power to the hydraulic pump and 80% to the ISG motor. For H2 road type, the power allocation strategy was to allocate 40% of the engine output power to the hydraulic pump and 60% to the ISG motor. For H3 road type, the power allocation strategy was to allocate 60% of the engine output power to the hydraulic pump and 40% to the ISG motor. For H4 road type, the power allocation strategy was to allocate 80% of the engine output power to the hydraulic pump and 20% to the ISG motor.

[0104] The system identifies the current road surface and allocates power to the power components according to the power distribution strategy for that road surface. Based on data collected and fused from inertial navigation, radar, and cameras installed on the vehicle, the power distribution strategy is as follows: when the current road surface is identified as H1 type, the power distribution to the hydraulic pump and ISG motor is based on the H1 type road surface strategy; when the current road surface is identified as H2 type, the power distribution to the hydraulic pump and ISG motor is based on the H2 type road surface strategy; when the current road surface is identified as H3 type, the power distribution to the hydraulic pump and ISG motor is based on the H3 type road surface strategy; and when the current road surface is identified as H4 type, the power distribution to the hydraulic pump and ISG motor is based on the H4 type road surface strategy.

[0105] In some embodiments, in step S530, when the amphibious vehicle's drive mode is the direct-drive mode for water machinery, a rule-based control strategy for the direct-drive mode for water machinery is executed, including:

[0106] When the SOC of the power battery is lower than the upper limit on water, the engine output power is increased, and the power battery is charged at the same time; based on the power requirements of the amphibious vehicle, the lowest fuel consumption point on the engine's constant power curve is determined as the engine operating point.

[0107] In some embodiments, in step S540, when the amphibious vehicle's drive mode is a parallel mechanical direct drive mode on water, an equivalent fuel consumption minimization control strategy for the parallel mechanical direct drive mode on water is executed, including:

[0108] Based on the equivalent fuel consumption relationship between power battery discharge and charging, an equivalent fuel consumption objective function for power battery electrical energy is established; the formula for calculating the equivalent fuel consumption objective function for power battery electrical energy is:

[0109]

[0110] d = 0.5{1 + sgn(P m )},

[0111] Where, m m The equivalent fuel consumption of the power battery's electrical energy; λ dis and λ char These are the discharge equivalence factor and the charge equivalence factor, respectively; P m η is the work done by electrical energy per unit time within a control cycle, and is a negative value in the power battery charging mode; dis and η char These are the battery's discharge efficiency and charging efficiency, respectively; Q lhv is the low calorific value of fuel oil; sgn is a step function.

[0112] Based on the engine's minimum output torque and external characteristic torque, minimum stable speed and maximum speed, the ISG motor's generator external characteristic torque and electric external characteristic torque, and the upper and lower limits of the power battery's SOC under water driving conditions, the safety constraints are obtained, and the formula for calculating the safety constraints is as follows:

[0113]

[0114] Among them, T e T represents the engine's output torque. e_min This is the engine's minimum torque; T e_max T represents the engine's external characteristic torque. m T represents the output torque of the ISG motor. m_minThe external characteristic torque of the ISG motor; T m_max The external characteristic torque of the ISG motor; w e The engine output speed; w e_min The minimum stable speed of the engine; w e_max The engine's maximum speed; SOC (State of Charge) is the actual state of charge of the power battery; SOC L The upper and lower limits of the SOC (State of Charge) of the power battery; SOC H This is the upper limit of the SOC (State of Charge) of the power battery.

[0115] Based on the equivalent fuel consumption objective function of the power battery's SOC and electrical energy, the SOC adjustment factor K is obtained. soc The formula for calculating the change in SOC of the power battery is as follows:

[0116] K soc = (-104.3*SOC) 3 +186.2*SOC 2 -109.3*SOC+22.089) / (SOC+0.01244),

[0117] Based on engine fuel consumption and SOC adjustment factor K soc Based on the objective function of equivalent fuel consumption of power battery energy, an objective function for the strategy of minimizing equivalent consumption is established, and the formula for calculating the objective function of the strategy of minimizing equivalent consumption is as follows:

[0118]

[0119] d = 0.5{1 + sgn(P m )},

[0120] Where, m e For each instantaneous moment, the engine fuel consumption can be calculated from the engine torque T. e K is obtained from the rotational speed ω(t) and the rotational speed ω(t); soc λ is the SOC adjustment factor; dis λ is the discharge equivalence factor; char P is the charging equivalence factor; m η is the work done per unit time by electrical energy within one control cycle. dis The discharge efficiency of the battery; η char For battery charging efficiency; Q lhv is the low calorific value of fuel oil; sgn is a step function.

[0121] The objective function of the strategy to minimize equivalent consumption is solved in real time to determine the engine output power and the power battery output power. The specific steps are as follows:

[0122] The objective function of the strategy to minimize equivalent consumption is solved in real time to determine the engine output torque; the engine output power is determined based on the current engine speed and engine output torque; and the power battery output power is determined based on the power demand of the amphibious vehicle and the engine output power.

[0123] In some embodiments, in step S550, when the amphibious vehicle's driving mode is a pure electric driving mode on water, a rule-based energy management control strategy for the pure electric driving mode on water is executed, including:

[0124] When the SOC of the power battery is higher than the upper and lower limits for water, the output power of the power battery is determined according to the power demand of the amphibious vehicle; when the SOC of the power battery is lower than the upper and lower limits for water, the pure electric drive mode for water is discontinued. In addition, when the amphibious vehicle is operating silently and covertly on water and the SOC of the power battery is lower than the upper and lower limits for water, the drive mode of the amphibious vehicle is determined to be the pure electric drive mode for water.

[0125] In some embodiments, in step S560, when the amphibious vehicle's driving mode is wheel-jet pump mode, a road surface recognition-based control strategy for wheel-jet pump mode is executed, including the following steps:

[0126] The slope at the land-water interface, wheel slip ratio, draft at the front of the vehicle, and draft at the rear of the vehicle are used as four characteristic parameters. Based on the magnitude of these parameters, each is divided into three levels: the slope at the land-water interface is classified into three levels: A1 (slope less than 0.25), A2 (slope between 0.25 and 0.55), and A3 (slope greater than 0.55); the wheel slip ratio is classified into two levels: B1 (slip ratio less than 25%) and B2 (slip ratio between 25% and 50%). The draft of the vehicle front is divided into three levels: C1 (draft of the vehicle front less than 0.8 meters), C2 (draft of the vehicle front between 0.8 meters and 1.2 meters), and C3 (draft of the vehicle front greater than 1.2 meters). The draft of the vehicle rear is divided into three levels: D1 (draft of the vehicle rear less than 1.2 meters), D2 (draft of the vehicle rear between 1.2 meters and 1.5 meters), and D3 (draft of the vehicle rear greater than 1.5 meters).

[0127] Establish road surface recognition rules by randomly combining the levels of four different feature parameters, and then classify all combinations into four categories, corresponding to road surface categories Q1, Q2, Q3, and Q4 respectively.

[0128] Class Q1 road surfaces include the following 13 combinations: A1B1C1D1, A1B1C1D2, A1B1C2D1, A1B1C2D2, A1B1C3D1, A1B1C3D2, A1B2C1D1, A1B2C1D2, A1B2C2D1, A1B3C1D1, A2B1C1D1, A2B1C1D2, A2B1C2D1.

[0129] Q2 road surface includes the following 25 combinations: A1B1C1D3, A1B1C2D3, A1B1C3D3, A1B2C1D3, A1B2C2D2, A1B2C3D1, A1B3C1D2, A1B3C2D1, A1B3C2D2, A2B1C1D3, A2B1C2D2, A2B1C2D3, A2B1C3D1, A2B1C3D2, A2B2C1D1, A2B2C1D2, A2B2C1D3, A2B2C2D1, A2B3C1D1, A2B3C2D1, A3B1C1D1, A3B1C1D2, A3B1C2D1, A3B1C2D2A3B2C1D1.

[0130] Q3 road surface includes the following 25 combinations: A1B2C2D3, A1B2C3D2, A1B3C1D3, A1B3C2D3, A1B3C3D1, A2B1C3D3, A2B2C2D2, A2B2C3D1, A2B2C3D2, A2B3C1D2, A2B3C1D3, A2B3C3D1, A3B1C1D3, A3B1C2D3, A3B1C3D1, A3B1C3D2, A3B1C3D3, A3B2C1D2, A3B2C2D1, A3B2C2D2, A3B2C3D1, A3B2C3D2, A3B3C1D1, A3B3C1D2, A3B3C2D1.

[0131] Q4 road surface includes the following 18 combinations: A1B2C3D3, A1B3C3D2, A1B3C3D3, A2B2C2D3, A2B2C3D3, A2B3C2D2, A2B3C2D3, A2B3C3D2, A2B3C3D3, A3B2C1D3, A3B2C2D3, A3B2C3D3, A3B3C1D3, A3B3C2D2, A3B3C2D3, A3B3C3D1, A3B3C3D2, A3B3C3D3.

[0132] Power allocation strategies for the power components were established for each of the four road types. For road type Q1, the power allocation strategy was to allocate 50% of the engine output power to the injection pump and 50% to the ISG motor. For road type Q2, the power allocation strategy was to allocate 65% of the engine output power to the injection pump and 35% to the ISG motor. For road type Q3, the power allocation strategy was to allocate 80% of the engine output power to the injection pump and 20% to the ISG motor. For road type Q4, the power allocation strategy was to allocate 90% of the engine output power to the injection pump and 10% to the ISG motor.

[0133] The system identifies the current road surface and allocates power to the power components according to the power distribution strategy for that road surface. Based on data collected and fused from inertial navigation, radar, and cameras installed on the vehicle, when the current road surface is identified as Q1, the power distribution to the injection pump and ISG motor is performed according to the Q1 road surface power distribution strategy; when the current road surface is identified as Q2, the power distribution to the injection pump and ISG motor is performed according to the Q2 road surface power distribution strategy; when the current road surface is identified as Q3, the power distribution to the injection pump and ISG motor is performed according to the Q3 road surface power distribution strategy; and when the current road surface is identified as Q4, the power distribution to the injection pump and ISG motor is performed according to the Q4 road surface power distribution strategy.

[0134] In some embodiments, in step S570, when the amphibious vehicle's drive mode is the all-wheel-drive mode, the energy control strategy based on road surface recognition for the all-wheel-drive mode is executed, including the following steps:

[0135] The slope at the land-water interface, wheel slip ratio, draft at the front of the vehicle, and draft at the rear of the vehicle are used as four characteristic parameters. Based on the magnitude of these parameters, each is divided into three levels: the slope at the land-water interface is classified into three levels: A1 (slope less than 0.25), A2 (slope between 0.25 and 0.4), and A3 (slope greater than 0.4); the wheel slip ratio is classified into three levels: B1 (slip ratio less than 25%), B2 (slip ratio between 25% and 50%), and A3 (slip ratio between 25% and 50%). The vehicle's draft is categorized into three levels: C1 (draft depth less than 0.2 meters), C2 (draft depth between 0.2 and 0.5 meters), and C3 (draft depth greater than 0.5 meters). Similarly, the vehicle's draft at the rear is categorized into three levels: D1 (draft depth less than 0.5 meters), D2 (draft depth between 0.5 and 1.2 meters), and D3 (draft depth greater than 1.2 meters).

[0136] Establish road surface recognition rules, randomly combine the various levels of four different feature parameters, and then divide all combinations into four categories: T1, T2, T3, and T4, which correspond to the four types of road surfaces respectively.

[0137] T1 class pavement includes the following 18 combinations: A1B1C1D1, A1B1C1D2, A1B1C2D1, A1B1C2D2, A1B1C3D1, A1B2C1D1, A1B2C2D1, A1B2C3D1, A2B1C1D1, A2B1C1D2, A2B1C2D1, A2B1C2D2, A2B1C3D1, A3B1C1D1, A3B1C1D2, A3B1C2D1, A3B1C2D2, A3B1C3D1.

[0138] T2 class pavement includes the following 31 combinations: A1B2C1D2, A1B2C2D2, A1B2C3D2, A1B3C1D1, A1B3C1D2, A1B3C2D1, A1B3C2D2, A1B3C3D1, A2B2C1D1, A2B2C1D2, A2B2C2D1, A2B2C2D2, A2B2C3D1, A2B3C1D1, A2B3C1 D2, A2B3C2D1, A2B3C2D2, A2B3C3D1, A2B3C3D2, A3B2C1D1, A3B2C1D2, A3B2C2D1, A3B2C2D 2. A3B2C3D1, A3B2C3D2, A3B3C1D1, A3B3C1D2, A3B3C2D1, A3B3C2D2, A3B3C3D1, A3B3C3D2.

[0139] T3 class pavement includes the following 17 combinations: A1B3C3D2, A1B3C1D3, A1B3C2D3, A1B3C3D3, A2B1C3D2, A2B2C3D2, A2B3C1D3, A2B3C2D3, A2B3C3D3, A3B1C3D2, A3B1C3D3, A3B2C1D3, A3B2C2D3, A3B2C3D3, A3B3C1D3, A3B3C2D3, A3B3C3D3.

[0140] T4 class pavement includes the following 15 combinations: A1B1C3D2, A1B1C1D3, A1B1C2D3, A1B1C3D3, A1B2C1D3, A1B2C2D3, A1B2C3D3, A2B1C1D3, A2B1C2D3, A2B1C3D3, A2B2C1D3, A2B2C2D3, A2B2C3D3, A3B1C1D3, A3B1C2D3.

[0141] Power allocation strategies for the power components were established for each of the four road types. For T1 road type, the power allocation strategy was as follows: 20% to the injection pump, 40% to the hydraulic pump, and 40% to the ISG motor. For T2 road type, the power allocation strategy was as follows: 20% to the injection pump, 60% to the hydraulic pump, and 20% to the ISG motor. For T3 road type, the power allocation strategy was as follows: 50% to the injection pump, 25% to the hydraulic pump, and 25% to the ISG motor. For T4 road type, the power allocation strategy was as follows: 60% to the injection pump, 10% to the hydraulic pump, and 30% to the ISG motor.

[0142] The system identifies the current road surface and allocates power to the power components according to the power distribution strategy for that road surface. Based on data collected and fused from inertial navigation, radar, and cameras installed on the vehicle, the power distribution strategy is as follows: when the current road surface is identified as Class T1, the power distribution to the injection pump, hydraulic pump, and ISG motor is based on the Class T1 road surface power distribution strategy; when the current road surface is identified as Class T2, the power distribution to the injection pump, hydraulic pump, and ISG motor is based on the Class T2 road surface power distribution strategy; when the current road surface is identified as Class T3, the power distribution to the injection pump, hydraulic pump, and ISG motor is based on the Class T3 road surface power distribution strategy; and when the current road surface is identified as Class T4, the power distribution to the injection pump, hydraulic pump, and ISG motor is based on the Class T4 road surface power distribution strategy.

[0143] Based on the above-described vehicle energy management method, this invention also provides a corresponding vehicle energy management system 700. Please refer to [link to relevant documentation]. Figure 4 The vehicle energy management system 700 includes a driving condition acquisition module 710, an amphibious vehicle power demand acquisition module 720, a power battery SOC setting module 730, a drive mode selection module 740, a control strategy selection module 750, and a control strategy execution module 760.

[0144] The driving condition acquisition module 710 is used to establish a driving condition identification database for amphibious vehicles and to acquire the current driving condition of amphibious vehicles based on the driving condition identification database.

[0145] The amphibious vehicle power demand acquisition module 720 is used to acquire the power demand of the amphibious vehicle.

[0146] The power battery SOC setting module 730 is used to set the upper and lower limits of the power battery SOC.

[0147] The drive mode selection module 740 is used to determine the drive mode of the amphibious vehicle based on the current driving conditions of the amphibious vehicle, the power demand of the amphibious vehicle, and the upper and lower limits of the SOC of the power battery.

[0148] The control strategy selection module 750 is used to identify the drive mode of the amphibious vehicle and select the energy management control strategy for the amphibious vehicle.

[0149] The control strategy execution module 760 is used to execute the energy management control strategy corresponding to the drive mode of the amphibious vehicle, so as to control the amphibious vehicle to operate in accordance with the energy management control strategy.

[0150] In this embodiment, firstly, a driving condition identification database for amphibious vehicles is established; based on this database, the current driving condition of the amphibious vehicle is obtained; the power demand of the amphibious vehicle is obtained; based on the current driving condition, the upper and lower limits of the power battery's state of charge (SOC) are determined; secondly, based on the current driving condition, the power demand, and the upper and lower limits of the power battery's SOC, the driving mode of the amphibious vehicle is determined; finally, based on the driving mode, an energy management control strategy corresponding to the driving mode is executed to control the amphibious vehicle to operate according to the energy management control strategy. This not only improves the overall fuel economy of the hybrid amphibious vehicle but also enables the energy management method to intelligently switch and adapt to various driving conditions and driving modes, thereby improving overall vehicle efficiency.

[0151] like Figure 5 As shown, based on the vehicle energy management method, the present invention also provides an electronic device, which can be a mobile terminal, desktop computer, laptop, handheld computer, server, or other computing device. The electronic device includes a processor 10, a memory 20, and a display 30. Figure 5 Only some components of the electronic device are shown; however, it should be understood that it is not required to implement all of the components shown, and more or fewer components may be implemented instead.

[0152] In some embodiments, memory 20 may be an internal storage unit of the electronic device, such as a hard disk or memory. In other embodiments, memory 20 may be an external storage device of the electronic device, such as a plug-in hard disk, smart media card (SMC), secure digital card (SD), flash card, etc. Furthermore, memory 20 may include both internal and external storage units. Memory 20 is used to store application software and various types of data installed on the electronic device, such as program code installed on the electronic device. Memory 20 may also be used to temporarily store data that has been output or will be output. In one embodiment, memory 20 stores a vehicle energy management program 40, which can be executed by processor 10 to implement the vehicle energy management methods of various embodiments of the present invention.

[0153] In some embodiments, processor 10 may be a central processing unit (CPU), microprocessor or other data processing chip, used to run program code stored in memory 20 or process data, such as executing vehicle energy management methods.

[0154] In some embodiments, display 30 may be an LED display, a liquid crystal display, a touch-screen liquid crystal display, or an OLED (Organic Light-Emitting Diode) touchscreen, etc. Display 30 is used to display information from the vehicle energy management system and to display a visual user interface. Components 10-30 of the electronic device communicate with each other via a system bus.

[0155] In some embodiments, when the processor 10 executes the vehicle energy management program 40 in the memory 20, it implements the various steps of the vehicle energy management method as described in the above embodiments. Since the vehicle energy management method has been described in detail above, it will not be repeated here.

[0156] In summary, the vehicle energy management method, system, electronic device, and storage medium provided by this invention first establish a database for identifying the driving conditions of amphibious vehicles; based on this database, the current driving conditions of the amphibious vehicle are obtained; the power demand of the amphibious vehicle is obtained; and based on the current driving conditions, the upper and lower limits of the power battery's State of Charge (SOC) are determined. Secondly, based on the current driving conditions, the power demand of the amphibious vehicle, and the upper and lower limits of the power battery's SOC, the driving mode of the amphibious vehicle is determined. Finally, based on the driving mode of the amphibious vehicle, an energy management control strategy corresponding to that driving mode is executed to control the amphibious vehicle to operate according to the energy management control strategy. Different control strategies can be switched under different driving conditions and driving modes, which not only improves the overall fuel economy of hybrid amphibious vehicles but also enables the energy management method to intelligently adapt to various driving conditions and driving modes, thereby improving overall vehicle efficiency.

[0157] Of course, those skilled in the art will understand that all or part of the processes in the above embodiments can be implemented by a computer program instructing related hardware (such as a processor, controller, etc.). The program can be stored in a computer-readable storage medium, and when executed, it can include the processes described in the above method embodiments. The storage medium can be a memory, magnetic disk, optical disk, etc.

[0158] The specific embodiments of the present invention described above do not constitute a limitation on the scope of protection of the present invention. Any other corresponding changes and modifications made in accordance with the technical concept of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A vehicle energy management method, characterized in that, Includes the following steps: Establish a database for recognizing the driving conditions of amphibious vehicles; based on the database, obtain the current driving conditions of the amphibious vehicles. Obtain the required power for amphibious vehicles; Based on the current operating conditions of the amphibious vehicle, determine the upper and lower limits of the SOC of the power battery. Based on the current operating conditions of the amphibious vehicle, the required power of the amphibious vehicle, and the upper and lower limits of the SOC of the power battery, the driving mode of the amphibious vehicle is determined. Based on the driving mode of the amphibious vehicle, an energy management control strategy corresponding to the driving mode of the amphibious vehicle is executed to control the amphibious vehicle to operate according to the energy management control strategy. The current driving condition of the amphibious vehicle is one of the following: land driving condition, water entry driving condition, water driving condition, water exit driving condition, and mudflat and soft soil road surface driving condition. The driving mode of the amphibious vehicle includes at least the following: land-based range extender mode, land-based all-wheel drive mode, water-based mechanical direct drive mode, water-based parallel mechanical direct drive mode, water-based pure electric drive mode, wheel injection pump mode, and water exit all-wheel drive mode. When the current driving condition of the amphibious vehicle is land driving condition, the driving mode of the amphibious vehicle is determined to be land-based range extender mode. When the driving mode is land-based range extender mode, a rule-based energy management control strategy for the land-based range extender mode is executed, including: Obtain the intermediate SOC value between the land-based upper limit and the land-based lower limit of the power battery; Based on the engine's minimum fuel consumption curve and equal power curve, the three points on the minimum fuel consumption curve—low power point, medium power point, and high power point—are determined as the operating points. The engine operating point is determined based on the power requirements of the amphibious vehicle and the SOC of the power battery. Provided that the required power of the amphibious vehicle is met, when the SOC of the power battery is higher than the upper limit on land, the engine is turned off and the power battery is not charged; when the SOC of the power battery is between the middle value and the upper limit on land, a low power point is selected to charge the power battery; when the SOC of the power battery is between the lower and upper limits on land and the middle value of SOC, a medium power point is selected to charge the power battery; when the SOC of the power battery is lower than the lower and upper limits on land, a high power point is selected to charge the power battery. The engine speed is controlled by the PID algorithm to balance the selected operating point speed, so that the engine is balanced at the operating point.

2. The vehicle energy management method according to claim 1, characterized in that, The determination of the upper and lower limits of the power battery SOC based on the current driving conditions of the amphibious vehicle includes: When the amphibious vehicle is not in operation on water, determine the upper limit and lower limit of the SOC of the power battery on land. When the amphibious vehicle is in operation on water, determine the upper limit and lower limit of the power battery SOC on water.

3. The vehicle energy management method according to claim 1, characterized in that, The method of determining the driving mode of the amphibious vehicle based on its current operating conditions, the power demand of the amphibious vehicle, and the upper and lower limits of the power battery's state of charge (SOC) further includes: When the current driving condition of the amphibious vehicle is water-entry driving condition, the driving mode of the amphibious vehicle is determined based on the current road conditions. When the current driving condition of the amphibious vehicle is water driving condition, the driving mode of the amphibious vehicle is determined based on the power demand of the amphibious vehicle and the upper and lower limits of the SOC of the power battery. When the current driving condition of the amphibious vehicle is out-of-water driving, the driving mode of the amphibious vehicle is determined based on the current road conditions. When the current driving condition of the amphibious vehicle is mudflat and soft ground road surface driving condition, the driving mode of the amphibious vehicle is determined to be land all-wheel drive mode.

4. The vehicle energy management method according to claim 3, characterized in that, The energy management control strategy corresponding to the driving mode of the amphibious vehicle, based on the driving mode of the amphibious vehicle, includes: When the driving mode is the land all-wheel drive mode, the energy management control strategy based on road surface recognition of the land all-wheel drive mode is executed; When the driving mode is the direct drive mode of the water machinery, the rule-based energy management control strategy of the direct drive mode of the water machinery is executed; When the driving mode is the waterborne parallel mechanical direct drive mode, the equivalent fuel consumption minimum control strategy of the waterborne parallel mechanical direct drive mode is executed. When the driving mode is the pure electric driving mode on water, the rule-based energy management control strategy of the pure electric driving mode on water is executed; When the driving mode is wheel injection pump mode, the energy management control strategy based on road surface recognition of the wheel injection pump mode is executed. When the driving mode is the water-out full-drive mode, the energy management control strategy based on road surface recognition of the water-out full-drive mode is executed.

5. The vehicle energy management method according to claim 4, characterized in that, The rule-based energy management control strategy for executing the direct drive mode of the watercraft includes: When the SOC of the power battery is lower than the upper limit of the water level, the engine output power is increased, and the power battery is charged at the same time. Based on the power requirements of the amphibious vehicle, the lowest fuel consumption point on the engine's constant power curve is determined as the engine's operating point.

6. The vehicle energy management method according to claim 4, characterized in that, The equivalent fuel consumption minimization control strategy for executing the above-water parallel mechanical direct drive mode includes: Based on the equivalent fuel consumption relationship between power battery discharge and charging, an objective function for the equivalent fuel consumption of power battery electrical energy is established. Based on the engine's minimum output torque and external characteristic torque, minimum stable speed and maximum speed, the ISG motor's generator external characteristic torque and electric external characteristic torque, and the power battery's upper and lower limits of SOC under water driving conditions, safety constraints are obtained. Based on the equivalent fuel consumption objective function of the power battery SOC and the power battery energy, the SOC adjustment factor is obtained. Based on the engine fuel consumption, the SOC adjustment factor, and the equivalent fuel consumption objective function of the power battery energy, an objective function for the strategy of minimizing equivalent consumption is established. The engine output power and the power battery output power are determined by solving the objective function of the equivalent consumption minimization strategy in real time.

7. A vehicle energy management system, characterized in that, include: The driving condition acquisition module is used to establish a driving condition identification database for amphibious vehicles; and to acquire the current driving condition of the amphibious vehicle based on the driving condition identification database. A power demand acquisition module for amphibious vehicles is used to acquire the power demand of the amphibious vehicles. The power battery SOC setting module is used to determine the upper and lower limits of the power battery SOC. The drive mode selection module is used to determine the drive mode of the amphibious vehicle based on the current driving conditions of the amphibious vehicle, the power demand of the amphibious vehicle, and the upper and lower limits of the SOC of the power battery. The control strategy selection module is used to identify the drive mode of the amphibious vehicle and select the energy management control strategy for the amphibious vehicle. The control strategy execution module is used to execute the energy management control strategy corresponding to the drive mode of the amphibious vehicle, so as to control the amphibious vehicle to operate in accordance with the energy management control strategy.

8. An electronic device, characterized in that, include: Processor and memory; The memory stores a computer-readable program that can be executed by the processor; When the processor executes the computer-readable program, it implements the steps of the vehicle energy management method as described in any one of claims 1-6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores one or more programs, which can be executed by one or more processors to implement the steps of the vehicle energy management method as described in any one of claims 1-6.

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