Hybrid vehicle energy management method

Abstract

The present invention discloses a hybrid vehicle energy management method. The hybrid vehicle energy management method includes determining the user's energy consumption profile; presetting the power battery SOC threshold for starting the engine according to the user's energy consumption profile. According to the hybrid vehicle energy management method of the present invention, the power battery SOC threshold for starting the engine can be adjusted according to the user's usage habits, the battery endurance of the hybrid vehicle can be better utilized, fuel consumption can be reduced, the user's vehicle use cost can be reduced, and the environmental pollution caused by fuel can be reduced, thereby enhancing the environmental protection effect of the vehicle.

Description

Technical Field

[0001] The present invention mainly relates to the technical field of energy management, and particularly relates to an energy management method for a hybrid vehicle. Background Art

[0002] In the prior art, the vehicle energy management control method mainly adjusts the SOC balance point of the power battery by the vehicle controller's judgment of the vehicle's charging gun insertion situation and the engine working state to optimize the energy utilization efficiency. However, this method has some problems. For example, it may ignore the actual driving behavior of the user and the vehicle usage situation, resulting in low accuracy of the energy management strategy. Summary of the Invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. For this purpose, the present invention proposes an energy management method for a hybrid vehicle, and the energy management method for the hybrid vehicle can better utilize the battery endurance of the hybrid vehicle, reduce fuel consumption, and reduce the user's vehicle usage cost.

[0004] According to the energy management method for a hybrid vehicle of an embodiment of the present invention, it includes determining the user's energy consumption profile; presetting the battery SOC threshold for starting the engine according to the user's energy consumption profile.

[0005] According to the energy management method for a hybrid vehicle of an embodiment of the present invention, by determining the user's energy consumption profile and presetting the battery SOC threshold for starting the engine according to the user's energy consumption profile. The battery SOC threshold for starting the engine can be adjusted according to the user's usage habits, which can better utilize the battery endurance of the hybrid vehicle, reduce fuel consumption, reduce the user's vehicle usage cost, and can reduce the environmental pollution caused by fuel and increase the environmental protection effect of the vehicle.

[0006] In some embodiments of the present invention, the determining the user's energy consumption profile includes: calculating an energy consumption factor according to the electricity consumption and the charging power consumption; determining that the standard deviation of the energy consumption factor is higher than a first threshold; determining the user's energy consumption profile as a pure electric user, a medium hybrid user, or a mild hybrid user according to the energy consumption factor, wherein the mean value of the energy consumption factor of the pure electric user is greater than the mean value of the energy consumption factor of the medium hybrid user, and the mean value of the energy consumption factor of the medium hybrid user is greater than the mean value of the energy consumption factor of the mild hybrid user.

[0007] In some embodiments of the present invention, the calculating the energy consumption factor according to the electricity consumption and the charging power consumption includes accumulating the vehicle energy consumption Wchg from the charging pile in a single charging vehicle cycle; accumulating the fuel energy consumption Woil in a single charging vehicle cycle; calculating the energy consumption factor Rchg of a single charging vehicle cycle according to the vehicle energy consumption Wchg from the charging pile and the fuel energy consumption Woil.

[0008] In some embodiments of the present invention, the calculation formula for the single-charge vehicle cycle energy consumption factor Rchg according to the vehicle energy consumption Wchg and fuel energy consumption Woil from the charging pile is Rchg = Wchg / (Wchg + Woil).

[0009] In some embodiments of the present invention, when the standard deviation of the energy consumption factor is less than or equal to the first threshold, determining the user's energy consumption profile includes using the previously determined energy consumption profile as the current energy consumption profile.

[0010] In some embodiments of the present invention, when the vehicle is used for the first time, determining the user's energy consumption profile includes determining the user's energy consumption profile as a medium hybrid user.

[0011] In some embodiments of the present invention, the preset battery SOC threshold for starting the engine of a pure electric user is less than the preset battery SOC threshold for starting the engine of a medium hybrid user, and the preset battery SOC threshold for starting the engine of a medium hybrid user is less than the preset battery SOC threshold for starting the engine of a mild hybrid user.

[0012] In some embodiments of the present invention, the preset battery SOC threshold for starting the engine of a pure electric user is 9-12%; and / or, the preset battery SOC threshold for starting the engine of a medium hybrid user is 13-16%; and / or, the preset battery SOC threshold for starting the engine of a mild hybrid user is 17-21%.

[0013] In some embodiments of the present invention, it further includes obtaining the charging probability after the user parks the vehicle; adjusting the current battery SOC threshold for starting the engine according to the charging probability.

[0014] In some embodiments of the present invention, adjusting the current battery SOC threshold for starting the engine according to the charging probability includes determining whether the charging probability is greater than a preset probability; if the charging probability is not greater than the preset probability, it is determined that the user has no possibility of charging, and the preset battery SOC threshold for starting the engine is maintained; if the charging probability is greater than the preset probability, it is determined that the user has the possibility of charging after parking, and it is determined whether the electric energy consumption can cover the driving demand; if the electric energy consumption cannot cover the driving demand, the preset battery SOC threshold for starting the engine is maintained; if the electric energy consumption can cover the driving demand, the preset battery SOC threshold for starting the engine is reduced.

[0015] In some embodiments of the present invention, the obtaining of the charging probability after the user parks includes accumulating the number of times Unochg of not charging when parking at the charging address and the number of times Uchg of charging when parking; accumulating the number of charging times Xchg and the number of non - charging times Xnochg within the same starting charging SOC range; calculating the charging probability Ps based on the number of charging times Xchg and the number of non - charging times Xnochg within the same starting charging SOC range; accumulating the number of charging times Tchg and the number of non - charging times Tnochg within the same time period T; calculating the charging probability Pt based on the number of charging times Tchg and the number of non - charging times Tnochg within the same time period T. The judging whether the charging probability is greater than the preset probability includes: judging whether at least one of the charging probability Ps and the charging probability Pt is greater than the preset probability.

[0016] In some embodiments of the present invention, the calculation formula for calculating the charging probability Ps based on the number of charging times Xchg and the number of non - charging times Xnochg within the same starting charging SOC range is: Ps = (Uchg * Xchg) / ((Uchg * Xchg)+(Unochg * Xnochg)).

[0017] In some embodiments of the present invention, the calculation formula for calculating the charging probability Pt based on the number of charging times Tchg and the number of non - charging times Tnochg within the same time period T is: Pt = (Uchg * Tchg) / ((Uchg * Tchg)+(Unochg * Tnochg)).

[0018] In some embodiments of the present invention, the accumulating the number of times Unochg of not charging when parking at the charging address and the number of times Uchg of charging when parking includes obtaining the number of charging times of the user; obtaining and recording the address of each charging of the user; calculating the proportion of the number of charging times at each address to the total number of times; identifying the two charging addresses with the highest proportions for storage as the determination conditions of the charging address.

[0019] In some embodiments of the present invention, the preset probability is 0.6.

[0020] Additional aspects and advantages of the present invention will be given in part in the following description, become apparent in part from the following description, or be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The above - mentioned and / or additional aspects and advantages of the present invention will become apparent and be readily understood from the description of the embodiments in conjunction with the following drawings, wherein:

[0022] Figure 1 is a flowchart of a hybrid vehicle energy management method according to an embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0023] Embodiments of the present invention will be described in detail below. Examples of the embodiments are shown in the accompanying drawings, where like or similar reference numerals denote like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the accompanying drawings are exemplary and are only used to explain the present invention and should not be construed as a limitation to the present invention.

[0024] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by terms such as "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation to the present invention. In addition, features defined as "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present invention, unless otherwise specified, the meaning of "a plurality" is two or more.

[0025] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "mounted", "connected" and "connected" should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection or an integral connection; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and it may be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

[0026] Next, reference is made to Figure 1 Describe a hybrid vehicle energy management method according to an embodiment of the present invention.

[0027] The hybrid vehicle energy management method according to an embodiment of the present invention is used to manage the energy distribution of a hybrid vehicle, can better utilize the battery life of the hybrid vehicle, reduce fuel consumption, reduce the user's vehicle use cost, and can reduce the environmental pollution caused by fuel, and increase the environmental protection effect of the vehicle.

[0028] Specifically, to determine the user's energy consumption profile, the user's energy consumption profile can be determined based on aspects such as the usage frequency of the battery of the user of the hybrid vehicle, and the users are divided into different energy consumption profiles.

[0029] According to the user's energy consumption profile, a battery SOC (State of Charge) threshold for starting the engine is preset. It can be understood that SOC refers to the available state of the remaining charge in the battery, which is equivalent to the power of the vehicle's power battery. When the power of the power battery is consumed to the threshold, the engine starts to supply energy to the power battery, preventing the power battery from being completely discharged and reducing the damage caused to the power battery. Presetting the battery SOC threshold for starting the engine according to the user's energy consumption profile can adjust the battery SOC threshold for starting the engine according to the user's usage habits, better utilize the battery endurance of the hybrid vehicle, reduce fuel consumption, reduce the user's vehicle usage cost, and can also reduce the environmental pollution caused by fuel and increase the environmental protection effect of the vehicle.

[0030] According to the hybrid vehicle energy management method of an embodiment of the present invention, by determining the user's energy consumption profile, a battery SOC threshold for starting the engine is preset according to the user's energy consumption profile. The battery SOC threshold for starting the engine can be adjusted according to the user's usage habits, better utilize the battery endurance of the hybrid vehicle, reduce fuel consumption, reduce the user's vehicle usage cost, and can also reduce the environmental pollution caused by fuel and increase the environmental protection effect of the vehicle.

[0031] In some embodiments of the present invention, as Figure 1 shown, determining the user's energy consumption profile includes: calculating an energy consumption factor according to the electricity consumption and the charging power consumption; determining that the standard deviation of the energy consumption factor is higher than a first threshold. It can be understood that when the standard deviation of the energy consumption factor is higher than the first threshold, it can be considered that the hybrid vehicle has completed the identification of the user's habits.

[0032] As Figure 1 shown, according to the energy consumption factor, the user's energy consumption profile is determined to be a pure electric user, a medium hybrid user, or a mild hybrid user. Among them, the mean value of the energy consumption factor of the pure electric user is greater than the mean value of the energy consumption factor of the medium hybrid user, and the mean value of the energy consumption factor of the medium hybrid user is greater than the mean value of the energy consumption factor of the mild hybrid user. It can be understood that after the habit identification is completed, according to the mean value of the energy consumption factor of the charging pile, if the mean value is high, the current user is identified as a pure electric user; if the mean value is medium, the current user is identified as a medium hybrid user; if the mean value is low, the current user is identified as a mild hybrid user. The user can be generally divided into three categories according to the energy consumption factor during vehicle driving, and a battery SOC threshold for starting the engine is preset according to different user energy consumption profiles. The battery SOC threshold for starting the engine can be adjusted according to the user's usage habits, better utilize the battery endurance of the hybrid vehicle, reduce fuel consumption, reduce the user's vehicle usage cost, and can also reduce the environmental pollution caused by fuel and increase the environmental protection effect of the vehicle.

[0033] Further, as Figure 1As shown in the figure, calculating the energy consumption factor based on the electricity consumption and charging power consumption of a vehicle includes: the vehicle energy consumption Wchg from the charging pile in the cumulative single charging and vehicle usage cycle, that is, the energy consumption of the charging pile in the single charging and vehicle usage cycle is statistically calculated; the fuel energy consumption Woil in the cumulative single charging and vehicle usage cycle, that is, the fuel consumption of the hybrid vehicle in a single vehicle usage cycle; calculating the energy consumption factor Rchg of the single charging and vehicle usage cycle based on the vehicle energy consumption Wchg from the charging pile and the fuel energy consumption Woil, which is convenient for calculating the proportion of the charging pile energy consumption in the single charging and vehicle usage cycle.

[0034] Furthermore, the calculation formula for calculating the energy consumption factor Rchg of the single charging and vehicle usage cycle based on the vehicle energy consumption Wchg from the charging pile and the fuel energy consumption Woil is Rchg = Wchg / (Wchg + Woil). It can be understood that the value of the energy consumption factor Rchg of the single charging and vehicle usage cycle is the ratio of the vehicle energy consumption Wchg from the charging pile to the sum of the vehicle energy consumption Wchg from the charging pile and the fuel energy consumption Woil, which is convenient for calculating the proportion of the charging pile energy consumption in the single charging and vehicle usage cycle, and further determining the user's energy consumption profile.

[0035] In some embodiments of the present invention, when the standard deviation of the energy consumption factor is less than or equal to the first threshold, determining the user's energy consumption profile includes: using the previously determined energy consumption profile as the current energy consumption profile. It can be understood that when the standard deviation of the energy consumption factor is less than or equal to the first threshold, it can be regarded as a failure in identifying the user's energy consumption profile. At this time, using the previously determined energy consumption profile as the current energy consumption profile is more in line with the user's usual usage habits and is easy to meet the user's usage requirements.

[0036] In some embodiments of the present invention, when the vehicle is used for the first time, determining the user's energy consumption profile includes: determining the user's energy consumption profile as a medium hybrid user, and starting the engine for charging at a relatively medium level during the initial use to reduce fuel consumption while meeting the driving range.

[0037] In some embodiments of the present invention, the preset battery SOC threshold for starting the engine of a pure electric user is less than the preset battery SOC threshold for starting the engine of a medium hybrid user, and the preset battery SOC threshold for starting the engine of a medium hybrid user is less than the preset battery SOC threshold for starting the engine of a mild hybrid user. It can be understood that pure electric users use more electric drive. When the preset battery SOC threshold for starting the engine is small, the hybrid vehicle can run in a pure electric drive state for a longer time; medium hybrid users use the engine drive less time, specifically, less than mild hybrid users. The probability of starting the engine during driving coincides with the user's electricity usage habits, meeting the preset basic operating requirements of the engine for the three types of users during driving, and making the energy management strategy during the driving of the hybrid vehicle conform to the user's energy consumption habits.

[0038] In some embodiments of the present invention, the battery SOC threshold for a pure - electric user to preset starting the engine is 9 - 12%. It can be understood that the battery SOC threshold for a pure - electric user to preset starting the engine can be 9%, 9.5%, 10%, 10.5%, 11%, 11.5% or 12%. The battery SOC threshold for a pure - electric user to preset starting the engine is not less than 9%, which can prevent the power battery from being completely discharged and reduce the damage to the power battery; the battery SOC threshold for a pure - electric user to preset starting the engine is not greater than 12%, and the hybrid vehicle can run in a pure - electric driving state for a longer time.

[0039] In some embodiments of the present invention, the battery SOC threshold for a mild - hybrid user to preset starting the engine is 13 - 16%. It can be understood that the battery SOC threshold for a mild - hybrid user to preset starting the engine can be 13%, 13.5%, 14%, 14.5%, 15%, 15.5% or 16%. The battery SOC threshold for a mild - hybrid user to preset starting the engine is not less than 13%, which can start the engine at a more appropriate time, prevent the power battery from being completely discharged, and reduce the damage to the power battery; the battery SOC threshold for a mild - hybrid user to preset starting the engine is not greater than 16%, and the hybrid vehicle can run in a pure - electric driving state for a longer time, reducing the fuel consumption of the engine.

[0040] In some embodiments of the present invention, the battery SOC threshold for a mild - hybrid user to preset starting the engine is 17 - 21%. It can be understood that the battery SOC threshold for a mild - hybrid user to preset starting the engine can be 17%, 17.5%, 18%, 18.5%, 19%, 19.5%, 20%, 20.5% or 21%. The battery SOC threshold for a mild - hybrid user to preset starting the engine is not less than 17%, which can enable the engine to feed power to the power battery earlier, ensuring that the power battery always has a certain amount of electricity; the battery SOC threshold for a mild - hybrid user to preset starting the engine is not greater than 21%, enabling the power battery to provide more power for the vehicle and reducing the fuel consumption of the engine.

[0041] In some embodiments of the present invention, as Figure 1 shown, the hybrid vehicle energy management method further includes: obtaining the charging probability after the user parks; adjusting the current battery SOC threshold for starting the engine according to the charging probability. So that during the driving process of the hybrid vehicle, the battery SOC threshold for starting the engine can be adjusted according to the possibility of charging after the user's trip is completed and parked, meeting the different usage requirements of the user.

[0042] Further, as Figure 1As shown, adjusting the battery SOC threshold for starting the engine currently according to the charging probability includes: judging whether the charging probability is greater than the preset probability; if the charging probability is not greater than the preset probability, it is determined that the user has no possibility of charging, and the preset battery SOC threshold for starting the engine is maintained, which conforms to the user's energy consumption image and meets the user's daily driving habits; if the charging probability is greater than the preset probability, it is determined that the user has the possibility of charging after parking, and it is judged whether the electric energy consumption can cover the driving demand. When the user starts a journey, vehicle-road communication technology is used, such as based on navigation map interaction information, to predict the vehicle energy consumption for this journey; if the electric energy consumption cannot cover the driving demand, the preset battery SOC threshold for starting the engine is maintained, which conforms to the user's energy consumption image, meets the user's daily driving habits, and realizes the user's driving demand; if the electric energy consumption can cover the driving demand, the preset battery SOC threshold for starting the engine is reduced. For example, if the charging probability at the destination is high and pure-electric driving can cover the current path demand and the current driving path allows pure-electric driving, the current SOC balance point adjustment value is adjusted to the SOC balance point of pure-electric users. During the user's driving journey, parking time prediction and battery SOC prediction during parking are carried out to predict the possibility of plugging in for charging when parking.

[0043] Further, as Figure 1 shown, obtaining the charging probability after the user parks includes: accumulating the number of times Unochg of not charging when parking at the charging address and the number of times Uchg of charging when parking, which can accumulate the user's charging times, record the charging address, calculate the charging probability of the charging address, and identify and count the user's frequently used charging addresses; accumulating the number of charging times Xchg and the number of non-charging times Xnochg within the same charging start SOC range. For example, the charging start SOC is divided into several different counting start ranges such as S1[0,20], S2(20 - 50], S3(50 - 65], S4(65,75], S5(75,100], and the charging start SOC within the same counting start range is uniformly counted; calculating the charging probability Ps based on the number of charging times Xchg and the number of non-charging times Xnochg within the same charging start SOC range, and the charging probability within the same charging start SOC range can be obtained; accumulating the number of charging times Tchg and the number of non-charging times Tnochg during the same time period T. For example, the time period of a day is divided into several different time periods for counting, such as T1(19:00 pm - 7:00 am), T2(morning, 7:00 - 11:30 am), T3(noon, 11:30 - 13:30), T4(afternoon, 13:30 - 17:00); calculating the charging probability Pt based on the number of charging times Tchg and the number of non-charging times Tnochg during the same time period T, and the number of charging times during the same time period T can be obtained.

[0044] In addition, determining whether the charging probability is greater than a preset probability includes: determining whether at least one of the charging probability Ps and the charging probability Pt is greater than the preset probability. If any one of the charging probability Ps and the charging probability Pt is greater than the preset probability, it can be considered that the charging possibility is high after the trip. Combining with the energy consumption prediction, the battery SOC threshold for starting the engine is adjusted.

[0045] Further, the calculation formula for calculating the charging probability Ps based on the number of charging times Xchg and the number of non-charging times Xnochg within the same charging start SOC range is: Ps = (Uchg * Xchg) / ((Uchg * Xchg) + (Unochg * Xnochg)). The charging probability Ps can be calculated, which is convenient for comparing the charging probability Ps with the preset probability.

[0046] Wherein, Uchg / Unochg is the prior odds ratio, and Xchg / Xnochg is the likelihood ratio.

[0047] Further, the calculation formula for calculating the charging probability Pt based on the number of charging times Tchg and the number of non-charging times Tnochg within the same time period T is: Pt = (Uchg * Tchg) / ((Uchg * Tchg) + (Unochg * Tnochg)). The charging probability Pt can be calculated, which is convenient for comparing the charging probability Pt with the preset probability.

[0048] Wherein, Uchg / Unochg is the prior odds ratio, and Tchg / Tnochg is the likelihood ratio.

[0049] In some embodiments of the present invention, the number of non-charging times Unochg and the number of charging times Uchg when parking at the charging address are accumulated, including: obtaining the charging times of the user; obtaining and recording the address where the user charges each time; calculating the proportion of the charging times at each address to the total number of times; identifying and storing the two addresses with the highest proportions as the determination conditions for the charging address. It can be identified and calculated according to the user's common charging address, avoiding the vehicle control system from calculating multiple addresses, avoiding excessive calculation amount of the control system, and avoiding affecting other calculations of the vehicle.

[0050] In some embodiments of the present invention, the preset probability is 0.6. When the charging probability is greater than 0.6, it is determined that there is a possibility of charging after the user parks the vehicle, and it is judged whether the power consumption can cover the driving demand; if the power consumption cannot cover the driving demand, the battery SOC threshold for preset engine starting is maintained to conform to the user's energy consumption profile, meet the user's daily driving habits, and fulfill the user's driving demand; if the power consumption can cover the driving demand, the battery SOC threshold for preset engine starting is reduced. For example, if the charging probability at the destination is high and pure-electric driving can cover the current route demand and the current driving route allows pure-electric driving, the current SOC balance point is adjusted to the SOC balance point of pure-electric users.

[0051] Other components and operations of the hybrid vehicle energy management method according to the embodiments of the present invention are known to those of ordinary skill in the art and will not be described in detail here.

[0052] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0053] Although the embodiments of the present invention have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of the present invention. The scope of the present invention is defined by the claims and their equivalents.

Claims

1. A hybrid vehicle energy management method, characterized in that: include: Determine the user's energy consumption profile; Preset the power battery SOC threshold for starting the engine based on the user's energy consumption profile; Obtaining the charging probability after the user parks the car, wherein obtaining the charging probability after the user parks the car comprises: accumulating the number of times the car is parked without charging Unochg and the number of times the car is parked for charging Uchg at the charging address; accumulating the number of times the car is charged Xchg and the number of times the car is not charged Xnochg within the same charging start SOC range; and calculating the charging probability Ps based on the number of times the car is charged Xchg and the number of times the car is not charged Xnochg within the same charging start SOC range; The battery SOC threshold of the current engine starter is adjusted according to the charging probability, wherein the battery SOC threshold of the current engine starter is adjusted according to the charging probability, including: determining whether the charging probability is greater than a preset probability; if the charging probability is not greater than the preset probability, determining that the user has no possibility of charging, and maintaining the preset battery SOC threshold of the engine starter; if the charging probability is greater than the preset probability, determining that the user has the possibility of charging after parking, and determining whether the electric energy consumption can cover the driving demand; if the electric energy consumption cannot cover the driving demand, maintaining the preset battery SOC threshold of the engine starter; if the electric energy consumption can cover the driving demand, reducing the preset battery SOC threshold of the engine starter; The calculation formula for calculating the charging probability Ps based on the number of charging times Xchg and the number of non-charging times Xnochg within the same charging start SOC range is: Ps=(Uchg*Xchg) / ((Uchg*Xchg)+(Unochg*Xnochg)).

2. The hybrid vehicle energy management method according to claim 1, characterized in that: Determining the energy consumption profile of the user includes: Calculate the energy consumption factor based on the power consumption and charging power consumption; determining that a standard deviation of the energy consumption factor is above a first threshold; The user's energy consumption profile is determined according to the energy consumption factor as a pure electric user, a moderate hybrid user or a mild hybrid user, wherein the mean energy consumption factor of the pure electric user is greater than the mean energy consumption factor of the moderate hybrid user, and the mean energy consumption factor of the moderate hybrid user is greater than the mean energy consumption factor of the mild hybrid user.

3. The hybrid vehicle energy management method according to claim 2, characterized in that: The energy consumption factor is calculated based on the power consumption and the charging power consumption, including: The accumulated single charging cycle of the vehicle comes from the vehicle energy consumption of the charging pile Wchg; The accumulated oil consumption of a single charging cycle is Woil; The single-charge vehicle cycle energy consumption factor Rchg is calculated based on the vehicle energy consumption Wchg and oil energy consumption Woil from the charging pile.

4. The hybrid vehicle energy management method according to claim 3, characterized in that: The calculation formula for calculating the single-charge vehicle cycle energy consumption factor Rchg based on the vehicle energy consumption Wchg and oil energy consumption Woil from the charging pile is: Rchg = Wchg / (Wchg+Woil).

5. The hybrid vehicle energy management method according to claim 2, characterized in that: When the standard deviation of the energy consumption factor is less than or equal to the first threshold, determining the energy consumption profile of the user includes: The energy consumption profile determined last time is used as the energy consumption profile for this time.

6. The hybrid vehicle energy management method according to claim 2, characterized in that: When the vehicle is used for the first time, determining the user's energy consumption profile includes: Determine the user's energy consumption profile as a moderate hybrid user.

7. The hybrid vehicle energy management method according to claim 2, characterized in that: The battery SOC threshold of the preset starting engine for pure electric users is smaller than the battery SOC threshold of the preset starting engine for moderate hybrid users, and the battery SOC threshold of the preset starting engine for moderate hybrid users is smaller than the battery SOC threshold of the preset starting engine for mild hybrid users.

8. The hybrid vehicle energy management method according to claim 7, characterized in that: The preset battery SOC threshold for starting the engine for pure electric users is 9-12%; and / or, the preset battery SOC threshold for starting the engine for a moderate hybrid user is 13-16%; And / or, the preset battery SOC threshold for starting the engine by the mild hybrid user is 17-21%.

9. The hybrid vehicle energy management method according to claim 1, characterized in that: The method of obtaining the charging probability after the user parks the car also includes: The accumulated number of charging times Tchg and non-charging times Tnochg in the same time period T; The charging probability Pt is calculated based on the number of charging times Tchg and the number of non-charging times Tnochg in the same time period T. The determining whether the charging probability is greater than a preset probability further includes: It is determined whether at least one of the charging probability Ps and the charging probability Pt is greater than a preset probability.

10. The hybrid vehicle energy management method according to claim 9, characterized in that: The calculation formula for calculating the charging probability Pt based on the number of charging times Tchg and the number of non-charging times Tnochg in the same time period T is: Pt=(Uchg*Tchg) / ((Uchg*Tchg)+(Unochg*Tnochg)).

11. The hybrid vehicle energy management method according to claim 1, characterized in that: The cumulative number of parking without charging Unochg and the number of parking for charging Uchg at the charging address include: Obtain and record the address where the user charges; identify the two charging addresses with the highest ratios and store them as the charging address determination conditions; Get the number of times the user charges and does not charge at common charging locations; Obtain the behavior characteristics of charging at the charging address, such as the charging start SOC threshold, charging start time, etc.

12. The hybrid vehicle energy management method according to claim 1, characterized in that: The preset probability is 0.6.

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