Vehicle energy management method and system and storage medium

Abstract

The invention provides a vehicle energy management method and system and a storage medium, and the method comprises the steps: calculating a global optimal energy distribution strategy of each power source at each position in a preset scene path according to a preset time-vehicle speed curve of the preset scene path, vehicle parameters and parameters of each power source, the number of the power sources is at least two; and acquiring the current position of the vehicle in real time, and performing energy distribution on each power source according to the global optimal energy distribution strategy. Reasonable distribution of required power among a plurality of power sources and coordination control among parts of the power system can be realized through an energy management strategy, so that the purpose of improving the energy economy of the whole vehicle on the premise of keeping good power performance is achieved, and meanwhile, the problems that the energy consumption of the whole vehicle is increased and the service life of the whole vehicle is shortened are solved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a vehicle energy management method, system and storage medium. Background Art

[0002] At present, with the increasingly serious global environmental problems, new energy vehicles have developed rapidly.

[0003] The power system of new energy vehicles is composed of multiple power sources. Through energy management strategies, the required power can be reasonably distributed among multiple power sources and the coordinated control among the various components of the power system can be achieved, thereby achieving the goal of improving the energy economy of the entire vehicle while maintaining good power.

[0004] Energy management strategy is a key technology in the vehicle research and development process. The success or failure of its design directly affects the operating performance of the entire vehicle. The existing energy management strategy can only solve the energy distribution strategy at the current moment, so that the power sources all work in a higher efficiency area. The controller cannot obtain information about the road ahead. When the power demand of the entire vehicle suddenly increases, due to the lack of prior measures, all power sources have to work in a high-power and low-efficiency area, resulting in higher energy consumption and shorter life of the entire vehicle. Summary of the invention

[0005] The purpose of the present invention is to provide a vehicle energy management method, system and storage medium to achieve global optimization of the energy management strategy of the entire vehicle and solve the problem of high energy consumption and shortened life of the entire vehicle.

[0006] The technical solution provided by the present invention is as follows:

[0007] In a first aspect, the present invention discloses a vehicle energy management method for whole vehicle energy planning of a preset scenario path, comprising the steps of:

[0008] Calculating the global optimal energy allocation strategy of each power source at each position in the preset scenario path according to the preset time-vehicle speed curve of the preset scenario path, vehicle parameters and parameters of each power source, wherein the number of the power sources is at least two;

[0009] The current position of the vehicle is acquired in real time, and energy is distributed to each of the power sources according to the global optimal energy distribution strategy.

[0010] This implementation solves the problem that the controller cannot obtain information about the road ahead by performing vehicle energy planning in the preset scenario path. Through various data, the global optimal energy allocation strategy of each power source at each position in the preset scenario path is calculated to achieve a better allocation of energy among multiple power sources.

[0011] In some embodiments, the real-time acquisition of the current position of the vehicle and the energy distribution to each of the power sources according to the global optimal energy distribution strategy specifically include:

[0012] Get the current speed of the vehicle in real time;

[0013] Determining whether the current speed is within a preset vehicle speed range;

[0014] When it is determined that the current speed of the vehicle is not within the preset vehicle speed range, switching to a real-time energy distribution strategy to distribute energy to each of the power sources;

[0015] When it is determined that the current speed of the vehicle is within a preset speed range, adopting the global optimal energy allocation strategy;

[0016] Under the global optimal energy allocation strategy, the current position of the vehicle is obtained in real time, and the energy allocation percentage of each power source is obtained based on the current position and the global optimal energy allocation strategy, and energy is allocated to each power source according to the energy allocation percentage of each power source.

[0017] This implementation method obtains the speed in real time and determines whether the current speed is within the preset vehicle speed range, thereby switching the energy distribution strategy. This solves the problem that when the power demand of the entire vehicle suddenly increases, all power sources have to operate in a high-power and low-efficiency area due to no prior measures, thereby reducing the energy consumption of the entire vehicle and increasing its lifespan.

[0018] In some embodiments, allocating energy to each of the power sources according to the energy allocation percentage of each of the power sources specifically includes:

[0019] Calculating the required power of each of the power sources according to the energy allocation percentage of each of the power sources and the total required power;

[0020] According to the required power of each power source, a required power instruction is sent to each power source system, so that each power source system can be driven according to the corresponding required power.

[0021] This embodiment calculates the required power of each power source through the energy distribution percentage, so that each power source system can be driven according to the corresponding required power, and realizes coordinated control among the various components of the power system, thereby achieving the purpose of improving the energy economy of the whole vehicle while maintaining good power.

[0022] In some embodiments, the number of the power sources is two, namely an engine and a power battery.

[0023] In some embodiments, the calculating of the global optimal energy allocation strategy of each power source at each position in the preset scenario path according to the preset time-vehicle speed curve of the preset scenario path, vehicle parameters and parameters of each power source specifically includes:

[0024] Calculating the acceleration of the vehicle at each moment according to a preset time-vehicle speed curve of the preset scenario path;

[0025] Calculate the windward resistance and rolling resistance of the vehicle at each moment according to the preset time-vehicle speed curve of the preset scenario path and the vehicle parameters;

[0026] Calculate the total required power of the vehicle at each moment according to the calculated acceleration at each moment, the windward resistance, the rolling resistance, and the vehicle parameters;

[0027] Calculate the total power required by the vehicle at each moment according to the current speed and total power required by the vehicle at each moment;

[0028] The power requirements and energy distribution ratios of the engine and the power battery of the vehicle at each moment are calculated according to the total power requirements of the vehicle at each moment and the parameters of the engine and the power battery.

[0029] This embodiment calculates the required power and energy distribution ratio of the engine and power battery of the vehicle at each moment through various data, thereby achieving a better distribution of energy between the engine and the power battery.

[0030] In some embodiments, the calculating the required power of the engine and the power battery of the vehicle at each moment according to the total required power of the vehicle at each moment and the parameters of the engine and the power battery specifically includes:

[0031] Acquire the available power of the engine, and divide the available power to generate an engine power array;

[0032] Calculating the power demand of the power battery at each moment corresponding to the engine power array according to the total power demand of the vehicle at each moment and the engine power array;

[0033] Calculating a total cost value according to the efficiency of the engine, an equivalent conversion index between electricity consumption and hydrogen consumption, the required power of the engine and the required power of the power battery, wherein the conversion index is a function based on the remaining power of the power battery;

[0034] According to the divided engine power array and the total cost value, respectively calculate the cost value generated by the required power of each engine and the required power of each power battery in the engine power array, and select the required power of the engine and the required power of the power battery corresponding to the smallest cost value;

[0035] The energy distribution ratio of the engine and the power battery of the vehicle at each time is calculated according to the calculated required power of the engine and the required power of the power battery corresponding to the minimum cost value.

[0036] This embodiment divides the available power of the engine into an array to obtain multiple corresponding power requirements of the power batteries, calculates cost values ​​based on relevant data of the engine and the power battery, obtains the smallest cost value, and obtains the energy distribution ratio of the engine and the power battery of the vehicle at each moment, that is, the optimal energy distribution strategy.

[0037] According to a second aspect of the present invention, the present invention discloses a vehicle energy management system for whole vehicle energy planning of a preset scenario path, comprising:

[0038] A calculation module, used to calculate the global optimal energy allocation strategy of each power source at each position in the preset scene path according to the preset time-vehicle speed curve of the preset scene path, vehicle parameters and parameters of each power source, wherein the number of the power sources is at least two;

[0039] The allocation module is used to obtain the current position of the vehicle in real time and allocate energy to each of the power sources according to the global optimal energy allocation strategy.

[0040] In some embodiments, the allocation module includes:

[0041] Speed ​​acquisition module, used to obtain the current speed of the vehicle in real time;

[0042] A speed determination module, used to determine whether the current speed is within a preset vehicle speed range;

[0043] A strategy switching module, for switching to a real-time energy distribution strategy to distribute energy to each of the power sources when it is determined that the current speed of the vehicle is not within a preset vehicle speed range;

[0044] The strategy switching module is also used to adopt the global optimal energy allocation strategy when it is determined that the current speed of the vehicle is within a preset vehicle speed range;

[0045] The energy distribution submodule is used to obtain the current position of the vehicle in real time, and obtain the energy distribution percentage of each power source according to the current position and the global optimal energy distribution strategy, and distribute energy to each power source according to the energy distribution percentage of each power source.

[0046] In some embodiments, the energy distribution submodule includes:

[0047] A calculation submodule, used for calculating the required power of each of the power sources according to the energy allocation percentage of each of the power sources and the total required power;

[0048] The sending submodule is used to send a required power instruction to each power source system according to the required power of each power source, so that each power source system can be driven according to the corresponding required power.

[0049] According to a third aspect of the present invention, the present invention provides a computer-readable storage medium having a computer program stored thereon, which implements the above-mentioned vehicle energy management method when executed by a processor.

[0050] Compared with the prior art, the present invention has at least the following beneficial effects:

[0051] 1. The power system of new energy vehicles is composed of multiple power sources. The energy management strategy can achieve the reasonable distribution of required power among multiple power sources and the coordinated control among various components of the power system, so as to achieve the purpose of improving the energy economy of the whole vehicle while maintaining good power performance;

[0052] 2. It can achieve the global optimization of energy management allocation strategy, save fuel and improve service life;

[0053] 3. By planning the energy of the whole vehicle in the preset scenario path, the problem that the controller cannot obtain the road information ahead is solved;

[0054] 4. By presetting the vehicle speed range and making speed judgments to switch the energy management strategy, the problem of having to make all power sources operate in a high-power and low-efficiency area when the power demand of the vehicle suddenly increases due to no prior measures is solved, thereby reducing the energy consumption of the vehicle and increasing its service life. BRIEF DESCRIPTION OF THE DRAWINGS

[0055] The preferred implementation scheme will be described below in a clear and understandable manner with reference to the accompanying drawings to further illustrate the above-mentioned characteristics, technical features, advantages and implementation methods of the present solution.

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

[0057] Figure 2 It is a flow chart of another embodiment of a vehicle energy management method provided by the present invention;

[0058] Figure 3 is a flow chart of another embodiment of a vehicle energy management method provided by the present invention;

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

[0060] Figure 5 is a structural schematic diagram of another embodiment of a vehicle energy management system provided by the present invention;

[0061] Figure 6 It is a schematic diagram of a vehicle control system provided by the present invention;

[0062] Figure 7 It is a schematic diagram of a vehicle control unit provided by the present invention;

[0063] Figure 8 It is a schematic diagram of the relationship between the energy distribution ratio of the power source and the distance provided by the present invention.

[0064] Description of Figure Numbers:

[0065] Calculation module 10 , allocation module 20 , speed acquisition module 21 , speed determination module 22 , strategy switching module 23 , energy allocation submodule 24 , calculation submodule 25 , and sending submodule 26 . DETAILED DESCRIPTION

[0066] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the specific implementation methods of the present invention will be described below with reference to the accompanying drawings. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings and other implementation methods can be obtained based on these drawings without creative work.

[0067] In order to simplify the drawings, only the parts related to the present invention are schematically shown in each figure, and they do not represent the actual structure of the product. In addition, in order to simplify the drawings and facilitate understanding, in some figures, only one of the parts with the same structure or function is schematically drawn or marked. In this article, "one" not only means "only one", but also means "more than one".

[0068] In one embodiment, referring to the accompanying drawings Figure 1 The present invention provides a vehicle energy management method for vehicle energy planning of a preset scenario path, comprising the steps of:

[0069] S110, calculating the global optimal energy allocation strategy of each power source at each position in the preset scenario path according to the preset time-vehicle speed curve of the preset scenario path, the vehicle parameters and the parameters of each power source, wherein the number of power sources is at least two.

[0070] Specifically, the preset scenario path is a specific vehicle driving path or scenario that is determined and known, the preset time-speed curve is a time-based speed curve, and the vehicle parameters are vehicle weight, vehicle load, wheel size, wind resistance, rolling resistance, electric drive system parameters and other parameters. Through these parameters, the power required by the vehicle at each position on the entire path can be known. According to the parameters of each power source, the power that each power source can provide can be obtained, and then the solution with the least energy consumption is selected. The global optimal energy distribution strategy of each power source can be calculated, and the energy management strategy of the whole vehicle can be formulated in advance. Then, the calculated global optimal energy distribution strategy is stored in the vehicle control unit. When driving in the preset scenario path, the energy distribution of each power source can be carried out according to the global optimal energy distribution strategy.

[0071] S120, obtaining the current position of the vehicle in real time, and distributing energy to each power source according to a global optimal energy distribution strategy.

[0072] Specifically, when the vehicle is traveling on a preset scenario path, the vehicle's current position is obtained in real time through the on-board sensor, and the vehicle control unit selects the corresponding optimal energy distribution ratio from the stored global optimal energy distribution strategy to distribute energy to each power source.

[0073] This embodiment provides a method for implementing a global optimal energy management strategy in a vehicle management unit by formulating a vehicle energy management strategy in advance when a specific vehicle driving path or scenario is determined and known. This method can achieve better energy distribution for the vehicle, thereby achieving dual better effects of drivability and economy with low energy and high efficiency, and at the same time solves the problem of the controller being unable to obtain information about the road ahead.

[0074] In one embodiment, referring to the accompanying drawings Figure 2 The vehicle energy management method provided in the present application refines step S120 based on the above embodiment, and specifically includes:

[0075] S210, obtaining the current speed of the vehicle in real time.

[0076] Specifically, because in actual operation, when the vehicle is driving, it is the driver who plays a decisive role, so human situations will occur, so it is necessary to obtain the current speed of the vehicle in real time through the on-board sensor and transmit it to the vehicle control unit, so that the vehicle control unit can determine the specific energy distribution strategy to be used.

[0077] S220, determining whether the current speed is within a preset vehicle speed range.

[0078] Specifically, when the vehicle's required power suddenly increases, the vehicle speed will also increase accordingly. The vehicle control unit needs to determine whether the increased speed is within the preset speed range. Similarly, there will be a corresponding deceleration time. The vehicle control unit needs to determine whether the decelerated speed is within the preset speed range.

[0079] S230: When it is determined that the current speed of the vehicle is not within the preset speed range, the real-time energy distribution strategy is switched to distribute energy to each power source.

[0080] For details, please refer to the attached drawings of the specification. Figure 6 Taking the power source as a fuel cell and a power battery as an example, the vehicle control unit determines that the increased vehicle speed exceeds the preset vehicle speed range, or the decelerated vehicle speed is lower than the preset vehicle speed range, and switches to the real-time energy allocation strategy: the required power that the fuel cell can output is calculated according to the remaining power of the power battery, and then according to the principle of conservation of energy, the required power of the power battery is obtained by subtracting the required power of the fuel cell from the required power of the motor, so that the fuel cell and the power battery can be driven according to the corresponding required power to meet the vehicle driving requirements.

[0081] S240: When it is determined that the current speed of the vehicle is within a preset speed range, a global optimal energy allocation strategy is adopted.

[0082] Specifically, when the vehicle control unit determines that the increased vehicle speed is within a preset vehicle speed range, or the decelerated vehicle speed is within a preset vehicle speed range, the global optimal energy allocation strategy stored in the vehicle control unit is adopted.

[0083] S250, under the global optimal energy allocation strategy, the current position of the vehicle is obtained in real time, and the energy allocation percentage of each power source is obtained according to the current position and the global optimal energy allocation strategy.

[0084] Specifically, when the vehicle is traveling on a preset scene path, the current position of the vehicle is obtained in real time, and the vehicle control unit directly obtains the energy allocation percentage of each power source according to the current position from the stored global optimal energy allocation strategy, refer to the attached figure of the manual Figure 8 , when the vehicle reaches position S(k) after traveling k kilometers, for example, the distribution ratio of the power source is m:n.

[0085] S260: Calculate the required power of each power source according to the energy allocation percentage of each power source and the total required power.

[0086] For details, please refer to the attached drawings of the specification. Figure 6, taking the engine and power battery as the power source, the total required power is the motor required power, refer to the attached figure of the manual Figure 8 If the distribution ratio of the engine to the power battery is m:n, the required power of the engine is the required power of the motor multiplied by m / (m+n), and the required power of the power battery is the required power of the motor multiplied by n / (m+n).

[0087] S270 , sending a power requirement instruction to each power source system according to the power requirement of each power source, so that each power source system can be driven according to the corresponding power requirement.

[0088] For details, please refer to the attached drawings of the specification. Figure 7 The vehicle control unit sends a power demand instruction to the engine and the power battery according to the power demand, so that the engine and the power battery can drive according to the corresponding power demand and provide power to the vehicle.

[0089] This embodiment obtains the current speed, judges the current speed, and switches the energy strategy to solve the problem that when the power demand of the whole vehicle suddenly increases, all power sources have to operate in the high-power and low-efficiency area due to no prior measures. This reduces the energy consumption of the whole vehicle and improves the vehicle life.

[0090] In one embodiment, the present application provides a vehicle energy management method, wherein the number of power sources is two, namely an engine and a power battery.

[0091] In one embodiment, referring to the accompanying drawings Figure 3 and Figure 7 The vehicle energy management method provided in the present application is a method that refines step S110 based on the above embodiment, and takes two power sources, namely an engine and a power battery, as an example, where the engine is a fuel cell, and specifically includes:

[0092] S310, calculating the acceleration of the vehicle at each moment according to a preset time-vehicle speed curve of a preset scene path.

[0093] Specifically, according to the vehicle speed V at the current time t and the vehicle speed V1 at the next time t1 in the preset time-vehicle speed curve, the acceleration a of the vehicle at each time is calculated, and the calculation formula is as follows:

[0094] a=(V1–V) / (t1-t).

[0095] S320, calculating the windward resistance and rolling resistance of the vehicle at each moment according to the preset time-vehicle speed curve of the preset scenario path and the vehicle parameters.

[0096] Specifically, the windward resistance Fa is calculated according to the current vehicle speed V, the drag coefficient Cd and the windward area Af, and the calculation formula is as follows:

[0097] Fa=0.5*Af*Cd*V^2.

[0098] The rolling resistance Fr is calculated based on the current vehicle speed V, vehicle weight M and rolling resistance coefficient Cr. The calculation formula is as follows:

[0099] Fr=M*g*sign(V)*Cr, where g represents the acceleration due to gravity, and sign() represents a sign determination function.

[0100] S330, calculating the total power demand of the vehicle at each moment according to the calculated acceleration, windward resistance, rolling resistance, and vehicle parameters at each moment.

[0101] Specifically, the total required power Ft of the vehicle is calculated based on the calculated acceleration a, windward resistance Fa, rolling resistance Fr and motor efficiency Em at each moment. The calculation formula is as follows:

[0102] Ft=(M*a+Fa+Fr) / Em.

[0103] S340, calculating the total power required by the vehicle at each moment according to the current speed and the total power required by the vehicle at each moment.

[0104] Specifically, the total required power Pd of the vehicle at each moment is calculated according to the vehicle speed V at the previous moment, and the calculation formula is as follows:

[0105] Pd=Ft*V.

[0106] S350, obtaining the available power of the engine, and dividing the available power to generate an engine power array.

[0107] Specifically, the available power of the fuel cell is obtained, and the available power Pf range of the fuel cell is grid-divided. For example, if the power range of the fuel cell is 0 to 100 kW, if it is divided into 10 equal parts, an array of [0 kW, 10 kW, 20 kW, ..., 100 kW] can be obtained.

[0108] S360: Calculate the power demand of the power battery at each moment corresponding to the engine power array according to the total power demand of the vehicle at each moment and the engine power array.

[0109] Specifically, according to the total required power Pd, the power Pb of the power battery at each moment corresponding to the fuel cell power array is calculated respectively, and the calculation formula is as follows:

[0110] Pb=Pd–Pf.

[0111] S370 calculates a total cost value based on the engine efficiency, an equivalent conversion index between electricity consumption and hydrogen consumption, the engine power requirement and the power requirement of the power battery, wherein the conversion index is a function based on the remaining power of the power battery.

[0112] Specifically, the total cost J is calculated based on the efficiency Ef of the fuel cell, the equivalent conversion index s of power consumption and hydrogen consumption, the required power of the engine and the required power of the power battery. The calculation formula is as follows:

[0113] J = Pf / Ef+s*Pb.

[0114] S380, according to the divided engine power array and the total cost value, respectively calculate the cost values ​​generated by the required power of each engine and the required power of each power battery in the engine power array, and select the required power of the engine and the required power of the power battery corresponding to the smallest cost value.

[0115] Specifically, according to the divided fuel cell power array, the cost value J generated by each fuel cell power and each power battery power in the array is calculated respectively, and the smallest J* and its corresponding Pf* and Pb* are selected.

[0116] S390: Calculate the energy distribution ratio of the engine and the power battery of the vehicle at each time according to the calculated required power of the engine and the required power of the power battery corresponding to the minimum cost value.

[0117] Specifically, according to the calculated required power Pf* of the engine and the required power Pb* of the power battery corresponding to the minimum cost value, the energy distribution ratio m of the engine and the power battery of the vehicle at each moment is calculated, and the calculation formula is as follows:

[0118] m = Pf* / Pb*.

[0119] This embodiment calculates the global optimal energy allocation strategy of each power source at each position in the preset scenario path through a specific calculation formula according to the preset time-speed curve of the preset scenario path, the vehicle parameters and the parameters of each power source, so as to achieve better energy allocation for the vehicle, thereby achieving the dual better effects of drivability and economy with low energy and high efficiency, and at the same time solves the problem that the controller cannot obtain information about the road ahead.

[0120] In one embodiment, based on the same technical concept, refer to the accompanying drawings of the specification Figure 4 The present application provides a vehicle energy management system for whole vehicle energy planning of a preset scenario path, including: a calculation module 10 and a distribution module 20.

[0121] A calculation module 10, for calculating the global optimal energy allocation strategy of each power source at each position in the preset scene path according to the preset time-vehicle speed curve of the preset scene path, the vehicle parameters and the parameters of each power source, and the number of power sources is at least two;

[0122] Specifically, the preset scenario path is a specific vehicle driving path or scenario that is determined and known, the preset time-speed curve is a time-based speed curve, and the vehicle parameters are vehicle weight, vehicle load, wheel size, wind resistance, rolling resistance, electric drive system parameters and other parameters. Through these parameters, the power required by the vehicle at each position on the entire path can be known. According to the parameters of each power source, the power that each power source can provide can be obtained, and then the solution with the least energy consumption is selected. The calculation module 10 can calculate the global optimal energy allocation strategy for each power source, formulate the vehicle energy management strategy in advance, and then store the calculated global optimal energy allocation strategy in the allocation module 20. When driving in the preset scenario path, the allocation module 20 can allocate energy for each power source according to the global optimal energy allocation strategy.

[0123] The allocation module 20 is used to obtain the current position of the vehicle in real time and allocate energy to each power source according to the global optimal energy allocation strategy.

[0124] Specifically, when the vehicle is traveling on a preset scene path, the current position of the vehicle is acquired in real time through the allocation module 20, and the allocation module 20 selects the corresponding optimal energy allocation ratio from the stored global optimal energy allocation strategy to distribute energy to each power source.

[0125] The present embodiment provides a vehicle energy management system, which can achieve better energy distribution for various power sources of the vehicle by formulating the energy management strategy of the whole vehicle in advance through the calculation module when a specific vehicle driving path or scenario is determined and known, and distributes energy through the distribution module, thereby achieving dual better effects of drivability and economy with low energy and high efficiency, and solving the problem that the controller cannot obtain information about the road ahead.

[0126] In one embodiment, referring to the accompanying drawings Figure 4 In a vehicle energy management system provided by the present application, the allocation module 20 includes: a speed acquisition module 21, a speed judgment module 22, a strategy switching module 23 and an energy allocation submodule 24.

[0127] The speed acquisition module 21 is used to acquire the current speed of the vehicle in real time;

[0128] Specifically, in actual operation, when the vehicle is driving, the driver plays a decisive role, so human factors may occur. Therefore, it is necessary to obtain the current speed of the vehicle in real time through the speed acquisition module 21 and transmit it to the speed judgment module 22, so that the strategy switching module 23 can determine the specific energy allocation strategy to be used.

[0129] The speed determination module 22 is used to determine whether the current speed is within a preset vehicle speed range;

[0130] Specifically, when the power demand of the vehicle suddenly increases, the vehicle speed will also increase accordingly. The speed judgment module 22 needs to judge whether the increased vehicle speed is within the preset vehicle speed range. Similarly, there will be a corresponding deceleration. The speed judgment module 22 needs to judge whether the decelerated vehicle speed is within the preset vehicle speed range.

[0131] A strategy switching module 23 is used to switch to a real-time energy distribution strategy to distribute energy to each power source when it is determined that the current speed of the vehicle is not within a preset speed range;

[0132] Specifically, taking the power source as a fuel cell and a power battery as an example, the strategy switching module 23 determines that the increased vehicle speed exceeds the preset vehicle speed range, or the decelerated vehicle speed is lower than the preset vehicle speed range, and switches to the real-time energy allocation strategy, calculates the required power that the fuel cell can output according to the remaining power of the power battery, and then according to the principle of conservation of energy, subtracts the required power of the fuel cell from the required power of the motor to obtain the required power of the power battery, so that the fuel cell and the power battery can be driven according to the corresponding required power to meet the vehicle driving requirements.

[0133] The strategy switching module 23 is also used to adopt the global optimal energy allocation strategy when it is determined that the current speed of the vehicle is within the preset speed range;

[0134] Specifically, when the strategy switching module 23 determines that the increased vehicle speed exceeds the preset vehicle speed range, or the decelerated vehicle speed is lower than the preset vehicle speed range, the global optimal energy allocation strategy stored in the allocation module 20 is adopted.

[0135] The energy distribution submodule 24 is used to obtain the current position of the vehicle in real time, obtain the energy distribution percentage of each power source according to the current position and the global optimal energy distribution strategy, and distribute energy to each power source according to the energy distribution percentage of each power source.

[0136] Specifically, when the vehicle is traveling on a preset scene path, the energy allocation submodule 24 obtains the current position of the vehicle in real time. The energy allocation submodule 24 directly obtains the energy allocation percentage of each power source according to the current position from the stored global optimal energy allocation strategy. Figure 8, when the vehicle reaches position S(k) after traveling k kilometers, the distribution ratio of the power source is m:n.

[0137] This embodiment obtains the current speed, judges the current speed, and switches the energy strategy to solve the problem that when the power demand of the whole vehicle suddenly increases, all power sources have to operate in the high-power and low-efficiency area due to no prior measures. This reduces the energy consumption of the whole vehicle and improves the vehicle life.

[0138] In one embodiment, referring to the accompanying drawings Figure 5 In a vehicle energy management system provided by the present application, the energy distribution submodule includes: a calculation submodule 25 and a sending submodule 26.

[0139] A calculation submodule 25, for calculating the required power of each power source according to the energy allocation percentage of each power source and the total required power;

[0140] For details, please refer to the attached drawings of the specification. Figure 6 , taking the engine and power battery as the power source, the total required power is the motor required power, refer to the attached figure of the manual Figure 8 , the required power of the engine calculated by the calculation submodule 25 is the required power of the motor multiplied by m / (m+n), and the required power of the power battery calculated by the calculation submodule 25 is the required power of the motor multiplied by n / (m+n).

[0141] The sending submodule 26 is used to send a required power instruction to each power source system according to the required power of each power source, so that each power source system can be driven according to the corresponding required power.

[0142] Specifically, taking the power source as an engine and a power battery as an example, the sending submodule 26 sends a required power instruction to the engine and the power battery according to the required power, so that the engine and the power battery can drive according to the corresponding required power to provide power to the vehicle.

[0143] This embodiment calculates the required power of each power source through the energy distribution percentage, so that each power source system can be driven according to the corresponding required power, realizing coordinated control among the various components of the power system, thereby achieving the purpose of improving the energy economy of the entire vehicle while maintaining good power performance.

[0144] In one embodiment, referring to the accompanying drawings Figure 6 The vehicle control system provided in this application includes: on-board sensors, a "driver", a vehicle control unit, an electric drive system, a fuel cell system, a power battery system, and a steering and braking system.

[0145] The on-board sensor sends signals such as vehicle speed, slope, remaining battery power, and remaining fuel to the vehicle control unit.

[0146] "Driver", the signals from the foot pedals, steering wheel, brake pedal, and other control buttons are sent to the vehicle control unit.

[0147] The electric drive system receives the motor power demand sent by the vehicle control unit.

[0148] The fuel cell system receives the fuel cell power requirement sent by the vehicle control unit.

[0149] The power battery system receives the power battery demand power sent by the vehicle control unit.

[0150] The steering brake system receives the braking force and steering torque sent by the vehicle control unit.

[0151] In one embodiment, referring to the accompanying drawings Figure 7 The present application provides a vehicle control unit, comprising: a global optimal energy allocation strategy calculation unit and a power source demand power calculation unit.

[0152] The global optimal energy allocation strategy calculation unit calculates the global optimal energy allocation strategy according to the known path, vehicle parameters and electric drive system parameters, and then sends the power source energy allocation ratio to the power source demand power calculation unit.

[0153] The power source demand power calculation unit sends the fuel cell demand power to the fuel cell system and sends the power battery demand power to the power battery system according to the power source energy allocation ratio sent by the global optimal energy allocation strategy calculation unit.

[0154] In one embodiment, the present application also discloses a computer-readable storage medium on which a vehicle energy management program is stored. When the vehicle energy management program is executed by a processor, the steps of the vehicle energy management method described in the above embodiment are implemented.

[0155] Since all the technical solutions of all the aforementioned embodiments are adopted when the vehicle energy management program is executed by the processor, it has at least all the beneficial effects brought by all the technical solutions of all the aforementioned embodiments, which will not be described one by one here.

[0156] It should be noted that the above embodiments can be freely combined as needed. The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered as the protection scope of the present invention.

Claims

1. A vehicle energy management method for vehicle energy planning of a preset scenario path, characterized in that: Includes steps: Calculating the global optimal energy allocation strategy of each power source at each position in the preset scenario path according to the preset time-vehicle speed curve of the preset scenario path, vehicle parameters and parameters of each power source, wherein the number of the power sources is at least two; The current position of the vehicle is acquired in real time, and energy is distributed to each of the power sources according to the global optimal energy distribution strategy.

2. A vehicle energy management method according to claim 1, characterized in that: The real-time acquisition of the current position of the vehicle and the energy distribution to each of the power sources according to the global optimal energy distribution strategy specifically include: Get the current speed of the vehicle in real time; Determining whether the current speed is within a preset vehicle speed range; When it is determined that the current speed of the vehicle is not within the preset vehicle speed range, switching to a real-time energy distribution strategy to distribute energy to each of the power sources; When it is determined that the current speed of the vehicle is within a preset speed range, adopting the global optimal energy allocation strategy; Under the global optimal energy allocation strategy, the current position of the vehicle is obtained in real time, and the energy allocation percentage of each power source is obtained based on the current position and the global optimal energy allocation strategy, and energy is allocated to each power source according to the energy allocation percentage of each power source.

3. A vehicle energy management method according to claim 2, characterized in that: The energy distribution to each power source according to the energy distribution percentage of each power source specifically includes: Calculating the required power of each of the power sources according to the energy allocation percentage of each of the power sources and the total required power; According to the required power of each power source, a required power instruction is sent to each power source system, so that each power source system can be driven according to the corresponding required power.

4. A vehicle energy management method according to any one of claims 1 to 3, characterized in that: The number of the power sources is two, namely an engine and a power battery.

5. A vehicle energy management method according to claim 4, characterized in that: The step of calculating the global optimal energy allocation strategy of each power source at each position in the preset scenario path according to the preset time-vehicle speed curve of the preset scenario path, vehicle parameters and parameters of each power source specifically includes: Calculating the acceleration of the vehicle at each moment according to a preset time-vehicle speed curve of the preset scenario path; Calculate the windward resistance and rolling resistance of the vehicle at each moment according to the preset time-vehicle speed curve of the preset scenario path and the vehicle parameters; Calculate the total required power of the vehicle at each moment according to the calculated acceleration at each moment, the windward resistance, the rolling resistance, and the vehicle parameters; Calculate the total power required by the vehicle at each moment according to the current speed and total power required by the vehicle at each moment; The power requirements and energy distribution ratios of the engine and the power battery of the vehicle at each moment are calculated according to the total power requirements of the vehicle at each moment and the parameters of the engine and the power battery.

6. A vehicle energy management method according to claim 5, characterized in that: The calculating the required power of the engine and the power battery of the vehicle at each moment according to the total required power of the vehicle at each moment and the parameters of the engine and the power battery specifically includes: Acquire the available power of the engine, and divide the available power to generate an engine power array; Calculating the power demand of the power battery at each moment corresponding to the engine power array according to the total power demand of the vehicle at each moment and the engine power array; Calculating a total cost value according to the efficiency of the engine, an equivalent conversion index between electricity consumption and hydrogen consumption, the required power of the engine and the required power of the power battery, wherein the conversion index is a function based on the remaining power of the power battery; According to the divided engine power array and the total cost value, respectively calculate the cost value generated by the required power of each engine and the required power of each power battery in the engine power array, and select the required power of the engine and the required power of the power battery corresponding to the smallest cost value; The energy distribution ratio of the engine and the power battery of the vehicle at each time is calculated according to the calculated required power of the engine and the required power of the power battery corresponding to the minimum cost value.

7. A vehicle energy management system for vehicle energy planning of a preset scenario path, characterized in that: include: A calculation module, used to calculate the global optimal energy allocation strategy of each power source at each position in the preset scene path according to the preset time-vehicle speed curve of the preset scene path, vehicle parameters and parameters of each power source, wherein the number of the power sources is at least two; The allocation module is used to obtain the current position of the vehicle in real time and allocate energy to each of the power sources according to the global optimal energy allocation strategy.

8. A vehicle energy management system according to claim 7, characterized in that: The allocation module comprises: Speed ​​acquisition module, used to obtain the current speed of the vehicle in real time; A speed determination module, used to determine whether the current speed is within a preset vehicle speed range; A strategy switching module, for switching to a real-time energy distribution strategy to distribute energy to each of the power sources when it is determined that the current speed of the vehicle is not within a preset vehicle speed range; The strategy switching module is also used to adopt the global optimal energy allocation strategy when it is determined that the current speed of the vehicle is within a preset vehicle speed range; The energy distribution submodule is used to obtain the current position of the vehicle in real time, and obtain the energy distribution percentage of each power source according to the current position and the global optimal energy distribution strategy, and distribute energy to each power source according to the energy distribution percentage of each power source.

9. A vehicle energy management system according to claim 8, characterized in that: The energy distribution submodule comprises: A calculation submodule, used for calculating the required power of each of the power sources according to the energy allocation percentage of each of the power sources and the total required power; The sending submodule is used to send a required power instruction to each power source system according to the required power of each power source, so that each power source system can be driven according to the corresponding required power.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the vehicle energy management method according to any one of claims 1 to 6 is implemented.

Images