Energy management method of vehicle, related device and vehicle
By sending a torque reduction request to the front axle drive motor and adjusting the torque distribution in hybrid vehicles, the problems of insufficient power and smoothness during rear axle upshifts are solved, resulting in more efficient power output and a smoother shifting process.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- GREAT WALL MOTOR CO LTD
- Filing Date
- 2023-07-14
- Publication Date
- 2026-07-24
AI Technical Summary
Hybrid vehicles suffer from insufficient power and poor shift smoothness when upshifting from the rear axle, affecting the user's driving experience.
By sending a torque reduction request to the front axle drive motor to reduce its load adjustment torque, and generating a torque request based on the vehicle's required torque, the output torque of the front axle drive source is ensured to be equal to the vehicle's required torque, thus preventing a drop in the vehicle's torque when the rear axle shifts up.
It improves the smoothness and efficiency of rear axle upshifts, avoids insufficient power, and enhances the user's driving experience.
Smart Images
Figure CN116834560B_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle technology, and in particular to a vehicle energy management method, related equipment, and vehicle. Background Technology
[0002] With increasing demands for environmental friendliness, clean energy vehicles such as pure electric vehicles and hybrid vehicles are being developed and applied more frequently. In some hybrid vehicles, a high-voltage belt-driven starter generator (BSG) is installed on the front axle, and a high-voltage drive motor is installed on the rear axle. The main functions of the BSG motor are starting the engine, generating electricity, providing power assistance, and energy recovery, while the main function of the rear axle motor is to provide power assistance to the rear axle. The total vehicle torque equals the sum of the front axle torque and the rear axle torque. When the rear axle upshifts, because the rear axle torque is zero, the vehicle's power decreases significantly and the upshift smoothness is poor, affecting the driver's driving experience. Summary of the Invention
[0003] In view of this, the purpose of this application is to propose a vehicle energy management method, related equipment and vehicle to solve the problems of insufficient power and shift smoothness during rear axle upshifting in hybrid vehicles.
[0004] To achieve the above objectives, a first aspect of this application provides a vehicle energy management method applied to a vehicle controller. The vehicle's drive source includes a front axle drive source and a rear axle drive source. The front axle drive source includes an engine and a front axle drive motor, and the rear axle drive source includes a rear axle drive motor. The front axle drive motor is in a power generation condition. The method includes:
[0005] When the vehicle is upshifting at the rear axle, it sends a torque reduction request to the front axle drive motor so that the front axle drive motor reduces the output load-adjusting torque according to the torque reduction request.
[0006] A torque request is generated based on the vehicle's required torque, and the torque request is sent to the front axle drive source so that the output torque of the front axle drive source is equal to the vehicle's required torque.
[0007] Optionally, the front axle drive motor reduces the output load-adjusting torque according to the torque reduction request, including:
[0008] The front axle drive motor reduces the load adjustment torque to a preset value at a preset gradient.
[0009] Optionally, before the vehicle upshifts at the rear axle, the method includes:
[0010] Obtain the vehicle's current required torque, current speed, and current driving mode;
[0011] Based on the current vehicle torque requirement and the current driving mode, the corresponding target speed is queried from a pre-built calibration table, wherein the calibration table is used to characterize the correspondence between the current vehicle torque requirement, the current driving mode, and the target speed.
[0012] Determine the target gear based on the current vehicle speed and the target vehicle speed;
[0013] In response to the target gear being higher than the vehicle's current gear and the current vehicle speed being higher than a preset vehicle speed threshold, an upshift command is sent to the autonomous driving domain controller to execute a rear axle upshift.
[0014] Optionally, the method further includes:
[0015] Obtain the current remaining power of the power battery;
[0016] In response to the current remaining battery power being less than or equal to a preset battery power threshold, after a preset delay period, the rear axle is controlled to shift up.
[0017] Optionally, the method further includes:
[0018] An adjustment command is sent to the power battery so that the power battery provides electrical energy to the vehicle's load according to the adjustment command.
[0019] Optionally, the method further includes:
[0020] In response to the end of the rear axle upshift, the current driving information of the vehicle is obtained;
[0021] Determine the target load adjustment torque based on the current driving information;
[0022] A torque adjustment request is generated based on the target load adjustment torque, and the torque adjustment request is sent to the front axle drive motor so that the output torque of the front axle drive motor is equal to the target load adjustment torque.
[0023] A second aspect of this application also provides a vehicle energy management device applied to a vehicle controller, wherein the vehicle's drive source includes a front axle drive source and a rear axle drive source, the front axle drive source includes an engine and a front axle drive motor, the rear axle drive source includes a rear axle drive motor, and the front axle drive motor is in a power generation condition, the device comprising:
[0024] The first sending module is configured to send a torque reduction request to the front axle drive motor when the vehicle is upshifting at the rear axle, so that the front axle drive motor reduces the output load regulation torque according to the torque reduction request;
[0025] The second sending module is configured to generate a torque request based on the vehicle's required torque and send the torque request to the front axle drive source so that the output torque of the front axle drive source is equal to the vehicle's required torque.
[0026] A third aspect of this application also provides an electronic device including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor, when executing the computer program, implements the method as described in the first aspect.
[0027] A fourth aspect of this application also provides a non-transitory computer-readable storage medium storing computer instructions for causing a computer to perform the method as described in the first aspect.
[0028] The fifth aspect of this application also provides a vehicle including electronic equipment as described in the third aspect.
[0029] As can be seen from the above, the energy management method, related equipment, and vehicle provided in this application include the following: when the vehicle is upshifting from the rear axle, a torque reduction request is sent to the front axle drive motor, causing the front axle drive motor to reduce its output load-adjusting torque according to the torque reduction request. Since the load-adjusting torque is negative torque, the reduction in load-adjusting torque reduces the negative torque provided by the power battery to the front axle drive motor, allowing the power battery to provide sufficient negative torque to the rear axle drive motor. This ensures that when the rear axle is upshifting, the rear axle drive motor can output sufficient negative torque to quickly reduce the motor speed and achieve gear shifting, saving upshifting time and improving the smoothness and efficiency of upshifting. Simultaneously, since the rear axle torque is set to zero during rear axle upshifting, the vehicle controller generates a torque request based on the vehicle's required torque and sends the torque request to the front axle drive source, ensuring that the output torque of the front axle drive source equals the vehicle's required torque. This means that the front axle drive source meets all the vehicle's power requirements, avoiding insufficient power due to a decrease in vehicle torque during upshifting, which would negatively impact the user's driving experience. Attached Figure Description
[0030] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0031] Figure 1 This is a flowchart illustrating the energy management method for a vehicle according to an embodiment of this application.
[0032] Figure 2This is a flowchart illustrating the rear axle upshift determination method according to an embodiment of this application.
[0033] Figure 3 This is a schematic diagram of the energy management device for a vehicle according to an embodiment of this application;
[0034] Figure 4 This is a schematic diagram of the hardware structure of an electronic device according to an embodiment of this application. Detailed Implementation
[0035] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.
[0036] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.
[0037] In related technologies, the powertrain of hybrid vehicles includes a four-wheel drive hybrid system. The architecture of this system is a P2+P4 architecture. The P2 motor is the front axle drive motor, primarily responsible for starting the engine, generating electricity, providing power assistance, and energy recovery. The P4 motor is the rear axle drive motor, primarily providing power assistance to the rear axle. When the rear axle upshifts, the vehicle controller sends a shift request to the rear axle controller. Upon receiving this request, the rear axle controller controls the rear transmission to shift to neutral. Then, the rear axle controller controls the P4 motor to adjust its speed. Once the P4 motor reaches the target speed, the rear axle controller controls the rear transmission to shift from neutral to a higher gear, completing the upshift. During this process, when the current gear is neutral, the rear axle torque is zero, resulting in a significant drop in overall vehicle torque. This leads to insufficient power and a decreased driving experience for the user. Meanwhile, if the P2 motor is in generator mode, meaning it outputs load-regulating torque (a negative torque) to provide power to the vehicle's high-voltage accessories, the front axle torque equals the torque resulting from the positive torque output by the engine canceling out the negative torque output by the P2 motor. The negative torque of the P2 motor is provided by the battery. Simultaneously, the battery also provides negative torque to the P4 motor to enable it to reduce its speed for upshifting. If the negative torque required by the P2 motor is large, it may result in insufficient negative torque allocated to the P4 motor, thus prolonging the upshifting time and reducing upshifting efficiency.
[0038] In view of this, this application proposes a vehicle energy management method to solve the problems of insufficient power and low upshifting efficiency that occur during the rear axle upshifting process.
[0039] The embodiments of this application will be described in detail below with reference to the accompanying drawings.
[0040] This application provides a vehicle energy management method applied to a vehicle controller. The vehicle's drive source includes a front axle drive source and a rear axle drive source. The front axle drive source includes an engine and a front axle drive motor, and the rear axle drive source includes a rear axle drive motor. The front axle drive motor is in a generator-generating state. (Refer to...) Figure 1 The method includes the following steps:
[0041] Step 102: When the vehicle is in a rear axle upshift, a torque reduction request is sent to the front axle drive motor so that the front axle drive motor reduces the output load adjustment torque according to the torque reduction request.
[0042] In this embodiment, the vehicle's powertrain architecture is a P2+P4 architecture, with a P2 motor for the front axle and a P4 motor for the rear axle. The gearbox is located on the rear axle, enabling gear shifting. When the front axle drive motor is in generator mode, it outputs load-regulating torque to provide power to the vehicle's high-voltage accessories. To prevent insufficient negative torque allocated to the rear axle drive motor during upshifts, the vehicle controller sends a torque reduction request to the front axle drive motor. This reduces the load-regulating torque output, thus decreasing the front axle drive motor's demand for negative torque. Consequently, less negative torque is allocated from the battery to the front axle drive motor, allowing more to be distributed to the rear axle drive motor. This enables the rear axle drive motor to quickly reduce its speed during upshifts, saving upshift time and improving efficiency. Furthermore, since the front axle torque equals the torque resulting from the offsetting of the engine's positive torque and the front axle drive motor's negative torque, a reduction in the front axle drive motor's negative torque leads to a corresponding increase in the front axle torque, providing better driving force and further ensuring power requirements during upshifts.
[0043] Step 104: Generate a torque request based on the vehicle's required torque and send the torque request to the front axle drive source so that the output torque of the front axle drive source is equal to the vehicle's required torque.
[0044] Since the total vehicle torque equals the sum of the front axle torque and the rear axle torque, when upshifting, the rear axle torque drops to zero, causing a sudden decrease in total vehicle torque and resulting in a noticeable lack of power. To avoid this, in this embodiment, the rear axle torque is transferred to the front axle, meaning the front axle provides all the torque required by the vehicle, preventing a drop in total vehicle torque. At this time, the vehicle controller determines the required torque based on the pedal opening; a larger pedal opening indicates a current power demand, and the corresponding required torque is greater. A torque request is generated based on the required torque and sent to the front axle drive source, ensuring that the torque output by the engine and the front axle drive motor equals the required torque, thus guaranteeing that the vehicle's power performance is not affected during upshifting.
[0045] Based on steps 102 to 104 above, this embodiment provides a vehicle energy management method, including: when the vehicle is upshifting from the rear axle, sending a torque reduction request to the front axle drive motor, so that the front axle drive motor reduces the output load adjustment torque according to the torque reduction request. After the load adjustment torque is reduced, the negative torque provided by the power battery to the front axle drive motor is reduced, so that the power battery can provide sufficient negative torque to the rear axle drive motor. This allows the rear axle drive motor to output sufficient negative torque to quickly reduce the motor speed and achieve gear shifting when the rear axle is upshifting, saving upshifting time and improving the smoothness and efficiency of upshifting. At the same time, since the rear axle torque is set to zero during the rear axle upshifting process, the vehicle controller generates a torque request based on the vehicle's required torque and sends the torque request to the front axle drive source, so that the output torque of the front axle drive source is equal to the vehicle's required torque. That is, the front axle drive source meets all the vehicle's power requirements, avoiding insufficient power due to the decrease in vehicle torque during upshifting, which would affect the user's driving experience.
[0046] In some embodiments, the front axle drive motor reduces the output load regulating torque according to the torque reduction request, including: the front axle drive motor reduces the load regulating torque to a preset value with a preset gradient.
[0047] Specifically, when reducing load-adjustable torque, a preset gradient can be used to reduce the torque, preventing excessively rapid descent that could cause vehicle jerking and affect driving feel. For example, a preset gradient could be 100 N·m / 100 ms, meaning a torque reduction of 1000 N·m every 100 milliseconds, ensuring a uniform decrease in load-adjustable torque. Furthermore, the final value of the load-adjustable torque after reduction can be controlled; this value can be a preset value. Alternatively, the load-adjustable torque can be reduced to zero, meaning the engine no longer drives the front axle drive motor to generate electricity, allowing more torque to be used to drive the entire vehicle and meet its power requirements.
[0048] The vehicle's high-voltage accessories are powered by two sources: the main battery and the engine-driven front axle drive motor. At this time, due to the reduced load adjustment torque, the front axle drive motor's power generation capacity decreases. To ensure the power needs of the vehicle's high-voltage accessories, the main battery can be controlled to supply power to them. Because the upshifting process is relatively fast, even using the main battery to power the high-voltage accessories will not significantly deplete the battery's capacity. After the upshift is complete, the engine can continue to drive the front axle drive motor to supply power to the high-voltage accessories.
[0049] In some embodiments, the vehicle references [the following information] before upshifting from the rear axle. Figure 2 This includes the following steps:
[0050] Step 202: Obtain the vehicle's current total torque requirement, current vehicle speed, and current driving mode.
[0051] Before implementing the aforementioned embodiments, it is necessary to determine whether the vehicle currently has a rear axle upshift requirement. If a rear axle upshift requirement exists, energy management during the upshift process will be performed according to the aforementioned embodiments. Determining whether a rear axle upshift requirement exists requires first obtaining the current vehicle torque demand, current vehicle speed, and current driving mode. The current vehicle torque demand is determined based on the pedal opening; pedal opening corresponds to pedal torque, which is also the current vehicle torque demand. Driving modes typically include Normal mode, Eco mode, and Sport mode.
[0052] Step 204: Based on the current vehicle torque requirement and the current driving mode, query the corresponding target speed in a pre-built calibration table, wherein the calibration table is used to characterize the correspondence between the current vehicle torque requirement, the current driving mode, and the target speed.
[0053] The calibration table is pre-built and determines the correspondence between the current vehicle torque requirement, the current driving mode, and the current vehicle speed based on the actual vehicle driving conditions, and stores this information in the calibration table. The vehicle speed corresponding to the required torque differs under different driving modes. After obtaining the current vehicle torque requirement and the current driving mode, a unique target speed can be determined in the calibration table; the target speed is the speed the vehicle needs to reach.
[0054] Step 206: Determine the target gear based on the current vehicle speed and the target vehicle speed.
[0055] Once the target speed is determined, the target gear can be determined based on the current speed. If the target speed is higher than the current speed, it indicates a potential need to upshift. The target gear can be determined by considering the minimum speed for each gear and the target speed.
[0056] Step 208: In response to the target gear being higher than the vehicle's current gear and the current vehicle speed being higher than a preset vehicle speed threshold, an upshift command is sent to the autonomous driving domain controller to execute the rear axle upshift.
[0057] A target gear higher than the vehicle's current gear indicates a need for upshifting. For example, if the current gear is 1st, the target gear could be 2nd; if the current gear is 2nd, the target gear could be 3rd. A preset vehicle speed threshold of 10 km / h is used. When the target gear is higher than the current gear and the current speed is higher than 10 km / h, an upshifting requirement is determined. The vehicle controller sends an upshift command and the target gear to the autonomous driving domain controller. The autonomous driving domain controller calculates a target engine speed based on the target gear, which is lower than the vehicle's current rear axle drive motor speed. The controller then controls the rear axle drive motor to output the target speed to achieve the upshift.
[0058] By using the methods described in steps 202 to 208 above, it can be accurately determined whether the vehicle needs to upshift. If it is determined that there is a need to upshift, the rear axle is upshifted.
[0059] It should be noted that if the vehicle immediately upshifts after determining that there is a need for rear axle upshifting, the engine speed will drop. If the remaining charge of the power battery is low, this will hinder charging the battery, and continuous battery drain may lead to depletion. To avoid this situation, this application addresses the above problem through the following embodiments.
[0060] In some embodiments, the current remaining power of the power battery is obtained; in response to the current remaining power being less than or equal to a preset power threshold, the rear axle is controlled to shift up after a preset delay period.
[0061] Specifically, the preset battery threshold can be 15%. When the current remaining battery level is less than or equal to 15%, it indicates that the battery is too low and needs to be charged. After a preset delay, the vehicle speed gradually increases, which in turn increases the generator speed, charging the battery. Energy recovery also charges the battery. The battery is partially charged before shifting up, preventing the battery from running out of power. The delay time can be set according to actual needs; for example, it can be 10 to 20 seconds. If the remaining battery level is high, the shift can be executed immediately without delay.
[0062] In some embodiments, the method further includes:
[0063] In response to the end of the rear axle upshift, the current driving information of the vehicle is obtained;
[0064] Determine the target load adjustment torque based on the current driving information;
[0065] A torque adjustment request is generated based on the target load adjustment torque, and the torque adjustment request is sent to the front axle drive motor so that the output torque of the front axle drive motor is equal to the target load adjustment torque.
[0066] Specifically, after the rear axle upshifts, the load adjustment torque can be restored via the front axle drive motor to provide power to the high-voltage accessories, reducing the power consumption of the battery. This load adjustment torque is not the same as the torque before the upshift; it is determined based on the current vehicle driving information to ensure it matches the current vehicle conditions. First, the vehicle controller acquires the current driving information, including vehicle speed, driving mode, battery charge, and engine speed. Based on this information, a target load adjustment torque is calculated. A torque adjustment request is generated based on the target load adjustment torque and sent to the front axle drive motor, causing it to output the target load adjustment torque. If the target load adjustment torque is insufficient to provide power to the high-voltage accessories, it can work in conjunction with the battery to provide power to the accessories.
[0067] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described.
[0068] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.
[0069] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides a vehicle energy management device.
[0070] refer to Figure 3 The vehicle's energy management device is applied to the vehicle controller. The vehicle's drive source includes a front axle drive source and a rear axle drive source. The front axle drive source includes an engine and a front axle drive motor. The rear axle drive source includes a rear axle drive motor, and the front axle drive motor is in a generator-generating condition. The device includes:
[0071] The first sending module 302 is configured to send a torque reduction request to the front axle drive motor when the vehicle is upshifting at the rear axle, so that the front axle drive motor reduces the output load regulation torque according to the torque reduction request.
[0072] The second sending module 304 is configured to generate a torque request based on the vehicle's required torque and send the torque request to the front axle drive source so that the output torque of the front axle drive source is equal to the vehicle's required torque.
[0073] In some embodiments, the first transmitting module is further configured to reduce the load regulating torque to a preset value by the front axle drive motor at a preset gradient.
[0074] In some embodiments, the vehicle may also include an upshift module configured to acquire the vehicle’s current required torque, current vehicle speed and current driving mode.
[0075] Based on the current vehicle torque requirement and the current driving mode, the corresponding target speed is queried from a pre-built calibration table, wherein the calibration table is used to characterize the correspondence between the current vehicle torque requirement, the current driving mode, and the target speed.
[0076] Determine the target gear based on the current vehicle speed and the target vehicle speed;
[0077] In response to the target gear being higher than the vehicle's current gear and the current vehicle speed being higher than a preset vehicle speed threshold, an upshift command is sent to the autonomous driving domain controller to execute a rear axle upshift.
[0078] In some embodiments, the upshift module is further configured to obtain the current remaining charge of the power battery;
[0079] In response to the current remaining battery power being less than or equal to a preset battery power threshold, after a preset delay period, the rear axle is controlled to shift up.
[0080] In some embodiments, a first regulating module is further included, configured to send a regulating command to the power battery so that the power battery provides electrical energy to the load of the vehicle according to the regulating command.
[0081] In some embodiments, a second adjustment module is further included, configured to acquire the current driving information of the vehicle in response to the end of the rear axle upshift;
[0082] Determine the target load adjustment torque based on the current driving information;
[0083] A torque adjustment request is generated based on the target load adjustment torque, and the torque adjustment request is sent to the front axle drive motor so that the output torque of the front axle drive motor is equal to the target load adjustment torque.
[0084] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.
[0085] The apparatus of the above embodiments is used to implement the energy management method of the corresponding vehicle in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.
[0086] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the energy management method of the vehicle described in any of the above embodiments.
[0087] Figure 4 This embodiment illustrates a more specific hardware structure of an electronic device, which may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.
[0088] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.
[0089] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.
[0090] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.
[0091] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).
[0092] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.
[0093] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.
[0094] The electronic devices described above are used to implement the energy management method of the corresponding vehicle in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.
[0095] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a non-transitory computer-readable storage medium storing computer instructions for causing the computer to execute the energy management method of the vehicle as described in any of the above embodiments.
[0096] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.
[0097] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the energy management method of the vehicle as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.
[0098] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application (including the claims) is limited to these examples; within the framework of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in the details for the sake of brevity.
[0099] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.
[0100] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.
[0101] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.
Claims
1. A method for energy management of a vehicle, characterized in that, The method, applied to a vehicle controller, wherein the vehicle's drive source includes a front axle drive source and a rear axle drive source, the front axle drive source includes an engine and a front axle drive motor, the rear axle drive source includes a rear axle drive motor, and the front axle drive motor is in a generator-generating condition, comprises: When the vehicle is upshifting at the rear axle, it sends a torque reduction request to the front axle drive motor so that the front axle drive motor reduces the output load-adjusting torque according to the torque reduction request; the power battery provides negative torque to the front axle drive motor and the rear axle drive motor; A torque request is generated based on the vehicle's required torque, and the torque request is sent to the front axle drive source so that the output torque of the front axle drive source is equal to the vehicle's required torque. Before the vehicle upshifts at the rear axle, the method includes: Obtain the vehicle's current required torque, current speed, and current driving mode; Based on the current vehicle torque requirement and the current driving mode, the corresponding target speed is queried from a pre-built calibration table, wherein the calibration table is used to characterize the correspondence between the current vehicle torque requirement, the current driving mode, and the target speed. Determine the target gear based on the current vehicle speed and the target vehicle speed; In response to the target gear being higher than the vehicle's current gear and the current vehicle speed being higher than a preset vehicle speed threshold, an upshift command is sent to the autonomous driving domain controller to execute a rear axle upshift.
2. The method according to claim 1, characterized in that, The front axle drive motor reduces the output load-adjusting torque according to the torque reduction request, including: The front axle drive motor reduces the load adjustment torque to a preset value at a preset gradient.
3. The method according to claim 1, characterized in that, The method further includes: Obtain the current remaining power of the power battery; In response to the current remaining battery power being less than or equal to a preset battery power threshold, after a preset delay period, the rear axle is controlled to shift up.
4. The method according to claim 1, characterized in that, The method further includes: An adjustment command is sent to the power battery so that the power battery provides electrical energy to the vehicle's load according to the adjustment command.
5. The method according to claim 1, characterized in that, The method further includes: In response to the end of the rear axle upshift, the current driving information of the vehicle is obtained; Determine the target load adjustment torque based on the current driving information; A torque adjustment request is generated based on the target load adjustment torque, and the torque adjustment request is sent to the front axle drive motor so that the output torque of the front axle drive motor is equal to the target load adjustment torque.
6. An energy management device for a vehicle, characterized in that, An application to a vehicle controller, wherein the vehicle's drive source includes a front axle drive source and a rear axle drive source, the front axle drive source includes an engine and a front axle drive motor, the rear axle drive source includes a rear axle drive motor, and the front axle drive motor is in a generator-generating condition, the device comprising: The first sending module is configured to send a torque reduction request to the front axle drive motor when the vehicle is upshifting at the rear axle, so that the front axle drive motor reduces the output load-adjusting torque according to the torque reduction request; the power battery provides negative torque to the front axle drive motor and the rear axle drive motor; The second sending module is configured to generate a torque request based on the vehicle's required torque and send the torque request to the front axle drive source so that the output torque of the front axle drive source is equal to the vehicle's required torque. The device further includes an upshift module. Before the vehicle upshifts at the rear axle, the upshift module is configured to: acquire the vehicle's current required torque, current speed, and current driving mode; query a pre-built calibration table for a corresponding target speed based on the current required torque and the current driving mode, wherein the calibration table characterizes the correspondence between the current required torque, the current driving mode, and the target speed; determine a target gear based on the current speed and the target speed; and, in response to the target gear being higher than the vehicle's current gear and the current speed being higher than a preset speed threshold, send an upshift command to the autonomous driving domain controller to execute the rear axle upshift.
7. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 5.
8. A non-transitory computer-readable storage medium storing computer instructions, characterized in that, The computer instructions are used to cause the computer to perform the method according to any one of claims 1 to 5.
9. A vehicle, characterized in that, Including the electronic device as described in claim 7.