Battery energy management method for hybrid vehicle, storage medium, and electronic device

Abstract

The invention discloses a battery energy management method for a hybrid vehicle, a storage medium and electronic equipment, and the method comprises the steps: obtaining endurance and travel data, and determining a target balance point gear according to the endurance and travel data; the current lowest temperature of the battery is obtained, target balance point data of the target balance point gear are determined according to the current lowest temperature of the battery, and the target balance point data comprise the target balance point SOC; and controlling the current balance point SOC to be switched to the target balance point SOC according to the size relationship among the target balance point SOC, the current balance point SOC and the real-time SOC. According to the method, the target balance point gear is determined according to the endurance and travel data, then the target balance point data is determined according to the current lowest battery temperature, the setting of the balance points considers both the temperature factor and the driving working condition, and the vehicle economy is effectively improved; and the current balance point SOC is controlled to be switched to the target balance point SOC according to the magnitude relationship among the target balance point SOC, the current balance point SOC and the real-time SOC, so that the smoothness of SOC balance point switching is realized.

Description

Technical Field

[0001] The present application relates to the field of battery management technology, and in particular to a battery energy management method, storage medium and electronic device for a hybrid vehicle. Background Art

[0002] The biggest feature of hybrid vehicles is that they can operate in EV mode and HEV mode. Reasonable switching between EV mode and HEV mode is crucial to vehicle fuel consumption, battery durability, etc.

[0003] In the current energy management strategy, several specific battery SOC balance points for switching between EV mode and HEV mode are usually set based on typical driving modes, but this method cannot adapt to complex vehicle conditions. The advantages of EV mode are cheap vehicle use and strong driving power at medium and low speeds, but the disadvantage is that the battery energy is small; the advantages of HEV mode are good economical vehicle use at medium and high speeds and sufficient energy, but the disadvantage is that burning oil is more expensive than using electricity. The existing battery energy management strategy does not give full play to the advantages of hybrid vehicles that can take into account the use of EV mode and HEV mode. Instead, the EV mode is prioritized to exhaust the battery energy, and only the HEV mode can be used in subsequent medium and low speed conditions, which cannot take into account complex driving conditions to achieve better vehicle economy. In addition, the battery SOC balance point set by the typical driving mode does not take into account the influence of ambient temperature, which is easy to cause battery abuse. For example, the balance point is set low at low temperatures, and the battery uses a low SOC section at low temperatures, which is easy to cause negative effects such as battery lithium deposition. In addition, there is currently no reasonable balance point switching plan set after the battery balance point changes. If it is not handled properly, it may cause the vehicle to stall, abnormal noise, and affect the driving smoothness. Summary of the invention

[0004] The purpose of this application is to overcome the deficiency in the prior art that the setting of the battery SOC balance point does not take into account the temperature and driving conditions, and to provide a battery energy management method, storage medium and electronic device for hybrid vehicles that can take into account the influence of temperature and driving conditions and reasonably set the battery SOC balance point to improve the economy of the vehicle.

[0005] The technical solution of the present application provides a battery energy management method for a hybrid vehicle, comprising:

[0006] Acquire cruising range and travel data, and determine a target balance point gear position according to the cruising range and travel data;

[0007] Acquire the current lowest battery temperature, determine the target balance point data of the target balance point gear according to the current lowest battery temperature, the target balance point data includes the target balance point SOC, and when the battery SOC decreases to the target balance point SOC, control the vehicle to switch from the EV mode to the HEV mode;

[0008] The real-time SOC and the current balance point SOC are acquired, and the current balance point SOC is controlled to switch to the target balance point SOC according to the magnitude relationship among the target balance point SOC, the current balance point SOC and the real-time SOC.

[0009] Further, the balance point gear includes a first balance point gear, a second balance point gear and a third balance point gear, the second balance point gear is greater than the first balance point gear and less than the third balance point gear; the endurance and travel data include vehicle speed, road slope and pedal depth;

[0010] Determining the target balance point gear position according to the cruising range and travel data specifically includes:

[0011] If within the preset detection time, the vehicle speed is greater than the first vehicle speed threshold and is maintained for at least a preset maintenance time, or the road slope is greater than the first slope threshold and is maintained for at least a preset maintenance time, or the pedaling depth is greater than the first depth threshold and is maintained for at least a preset maintenance time, then the third balance point gear is used as the target balance point gear;

[0012] If within a preset detection time, the vehicle speed is less than or equal to a second vehicle speed threshold and is maintained for at least a preset maintenance time, and the road slope is less than or equal to a second slope threshold and is maintained for at least a preset maintenance time, and the pedaling depth is less than or equal to a second depth threshold and is maintained for at least a preset maintenance time, then the first balance point gear position is used as the target balance point gear position, the second vehicle speed threshold is less than the first vehicle speed threshold, the second slope threshold is less than the first slope threshold, the second depth threshold is less than the first depth threshold, and the preset maintenance time is less than or equal to the preset detection time;

[0013] Otherwise, the second balance point gear position is used as the target balance point gear position.

[0014] Furthermore, the cruising range and travel data also include fuel range;

[0015] The step of determining the target balance point gear position according to the cruising range and travel data, before judging the vehicle speed, the road slope and the pedaling depth, further includes:

[0016] If the fuel cruising range is less than or equal to the fuel cruising range threshold, the first balance point gear is used as the target balance point gear.

[0017] Furthermore, the cruising range and trip data also include remaining mileage, destination data, and pure electric cruising range;

[0018] The step of determining the target balance point gear position according to the cruising range and travel data further includes:

[0019] If the in-car navigation is turned on, the remaining mileage, destination data and pure electric range are obtained;

[0020] If the pure electric cruising range is greater than or equal to the remaining range, and the vehicle has been charged at the destination, a query message is sent as to whether the first balance point gear position is used as the target balance point gear position;

[0021] If confirmation information sent by the user is received, the first balance point gear position is preferentially used as the target balance point gear position.

[0022] Further, the determining the target balance point data of the target balance point gear according to the current battery minimum temperature specifically includes:

[0023] According to the temperature interval where the current battery lowest temperature is located, the target balance point data of the temperature interval is determined, and the larger the battery lowest temperature is, the smaller the corresponding target balance point data is.

[0024] Further, controlling the current balance point SOC to switch to the target balance point SOC according to the magnitude relationship among the target balance point SOC, the current balance point SOC and the real-time SOC specifically includes:

[0025] When the current balance point SOC is less than the target balance point SOC:

[0026] If the real-time SOC is less than the current equilibrium point SOC, the equilibrium point SOC is controlled to gradually switch from the current equilibrium point SOC to the target equilibrium point SOC at a preset switching rate;

[0027] If the real-time SOC is greater than the current balance point SOC and less than the target balance point SOC, the balance point SOC is controlled to gradually switch from the real-time SOC to the target balance point SOC at a preset switching rate, and after the switching is completed, the battery output power is controlled to gradually switch to zero at a preset exit rate;

[0028] If the real-time SOC is greater than the target balance point SOC, the control balance point SOC is directly switched to the target balance point SOC.

[0029] Furthermore, the controlling the current balance point SOC to switch to the target balance point SOC according to the magnitude relationship among the target balance point SOC, the current balance point SOC and the real-time SOC further includes:

[0030] When the current balance point SOC is greater than the target balance point SOC:

[0031] If the real-time SOC is less than the target balance point SOC, the control balance point SOC is directly switched to the target balance point SOC;

[0032] If the real-time SOC is greater than the target balance point SOC and less than the current balance point SOC, the balance point SOC is controlled to gradually switch from the real-time SOC to the target balance point SOC at a preset switching rate, and after the switching is completed, the engine is controlled to exit driving after a preset delay time;

[0033] If the real-time SOC is greater than the current balance point SOC, the control balance point SOC is directly switched to the target balance point SOC.

[0034] Further, the balance point gear position includes a first balance point gear position, a second balance point gear position and a third balance point gear position, and the second balance point gear position is greater than the first balance point gear position and less than the third balance point gear position;

[0035] The target balance point data also includes a target exit SOC, and when the battery SOC increases to the target exit SOC, the vehicle is controlled to switch from the HEV mode to the EV mode;

[0036] After controlling the current balance point SOC to switch to the target balance point SOC according to the magnitude relationship among the target balance point SOC, the current balance point SOC and the real-time SOC, the method further includes:

[0037] If the target balance point gear is the first balance point gear, the target balance point SOC plus the first SOC increment is used as the target exit SOC;

[0038] If the target balance point gear is the second balance point gear, the target balance point SOC plus a second SOC increment is used as the target exit SOC, and the second SOC increment is less than the first SOC increment;

[0039] If the target balance point gear is the third balance point gear, the target balance point SOC plus a third SOC increment is taken as the target exit SOC, and the third SOC increment is smaller than the second SOC increment.

[0040] The technical solution of the present application also provides a storage medium, which stores computer instructions. When a computer executes the computer instructions, it is used to execute the battery energy management method for the hybrid vehicle as described above.

[0041] The technical solution of the present application also provides an electronic device, comprising at least one processor; and

[0042] a memory communicatively connected to the at least one processor; wherein,

[0043] The memory stores instructions that can be executed by the at least one processor. The instructions are executed by the at least one processor so that the at least one processor can perform the battery energy management method for a hybrid vehicle as described above.

[0044] After adopting the above technical solution, the following beneficial effects are achieved:

[0045] This application first determines the target balance point gear according to the endurance and travel data, and then determines the target balance point data according to the current minimum battery temperature. The setting of the balance point takes into account both temperature factors and driving conditions, effectively improving the economy of the vehicle; and controls the current balance point SOC to switch to the target balance point SOC according to the relationship between the target balance point SOC, the current balance point SOC and the real-time SOC, thereby achieving smoothness in the SOC balance point switching. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] The disclosure of the present application will become easier to understand with reference to the accompanying drawings. It should be understood that these drawings are only for illustrative purposes and are not intended to limit the scope of protection of the present application. In the drawings:

[0047] Figure 1 is a flow chart of a battery energy management method for a hybrid vehicle in one embodiment of the present application;

[0048] Figure 2 is an example of three sets of equilibrium point data;

[0049] Figure 3 is a flow chart of a battery energy management method for a hybrid vehicle in a preferred embodiment of the present application;

[0050] Figure 4 It is a schematic diagram of the hardware structure of an electronic device in one embodiment of the present application. DETAILED DESCRIPTION

[0051] The specific implementation of the present application is further described below with reference to the accompanying drawings.

[0052] It is easy to understand that according to the technical solution of the present application, without changing the essential spirit of the present application, a variety of structural modes and implementation modes that can be replaced by those skilled in the art can be replaced with each other. Therefore, the following specific implementation modes and drawings are only exemplary descriptions of the technical solution of the present application, and should not be regarded as the entirety of the present application or as a limitation or restriction on the technical solution of the application.

[0053] The directional terms such as up, down, left, right, front, back, front, back, top, bottom, etc. mentioned or may be mentioned in this specification are defined relative to the structures shown in the drawings. They are relative concepts and may change accordingly according to their different positions and different usage conditions. Therefore, these or other directional terms should not be interpreted as restrictive terms. In addition, the terms "first", "second", and "third" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance.

[0054] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above-mentioned in this application can be understood according to the specific circumstances.

[0055] Battery energy management methods for hybrid vehicles:

[0056] The battery energy management method of the hybrid vehicle in the embodiment of the present application is as follows: Figure 1 As shown, including:

[0057] Step S101: Obtaining cruising range and travel data, and determining a target balance point gear position according to the cruising range and travel data.

[0058] Step S102: Obtain the current minimum battery temperature, determine the target balance point data of the target balance point gear according to the current minimum battery temperature, the target balance point data includes the target balance point SOC, and when the battery SOC decreases to the target balance point SOC, control the vehicle to switch from EV mode to HEV mode.

[0059] Step S103: acquiring the real-time SOC and the current equilibrium point SOC, and controlling the current equilibrium point SOC to switch to the target equilibrium point SOC according to the magnitude relationship among the target equilibrium point SOC, the current equilibrium point SOC and the real-time SOC.

[0060] Specifically, the balance point gear can be set to at least two gears, and at least two balance point data are set in each balance point gear. First, obtain the endurance and travel data, and determine the target balance point gear according to the endurance and travel data; then obtain the temperature of all battery sampling points, select the lowest temperature as the current battery minimum temperature, and determine the target balance point data of the corresponding target balance point gear according to the current battery minimum temperature. Each balance point data can be set to correspond to a battery minimum temperature range.

[0061] Among them, the target balance point data at least includes the target balance point SOC. In a hybrid vehicle, the EV mode is used to provide power when the battery SOC is high, and the HEV mode is used to provide power when the battery SOC is low. The balance point SOC is the switching point from the EV mode to the HEV mode. When the battery SOC drops to the balance point SOC, the power mode is switched from the EV mode to the HEV mode.

[0062] After determining the target balance point data, the change in the balance point SOC may cause a sudden change in the working state of the engine and the battery. In order to avoid the vehicle stalling, abnormal noise, etc. caused by the sudden change in the working state, the present application also obtains the real-time SOC and the current balance point SOC before changing the balance point SOC, and selects different methods to switch the current balance point SOC to the target balance point SOC by comparing the size relationship between the target balance point SOC, the real-time SOC and the current balance point SOC. For working conditions that do not affect the driving smoothness of the vehicle, the switch is made directly. For working conditions that affect the driving smoothness of the vehicle, the current balance point SOC is controlled to switch smoothly to the target balance point SOC.

[0063] When the intelligent energy management function of the vehicle is turned on, the above steps are executed at set intervals to achieve dynamic adjustment of the target balance point data.

[0064] When determining the target balance point data, the embodiment of the present application takes into account both temperature factors and driving conditions, effectively improving the economy of the vehicle; and controls the current balance point SOC to switch to the target balance point SOC based on the relationship among the target balance point SOC, the current balance point SOC and the real-time SOC, thereby achieving smoothness in the SOC balance point switching.

[0065] In one embodiment, the balance point gear position includes a first balance point gear position, a second balance point gear position and a third balance point gear position, the second balance point gear position is greater than the first balance point gear position and less than the third balance point gear position; the endurance and travel data include vehicle speed, road slope and pedal depth;

[0066] Determine the target balance point gear according to the endurance and travel data, including:

[0067] If within the preset detection time, the vehicle speed is greater than the first vehicle speed threshold and is maintained for at least the preset maintenance time, or the road slope is greater than the first slope threshold and is maintained for at least the preset maintenance time, or the pedaling depth is greater than the first depth threshold and is maintained for at least the preset maintenance time, the third balance point gear is used as the target balance point gear;

[0068] If within the preset detection time, the vehicle speed is less than or equal to the second vehicle speed threshold and is maintained for at least the preset maintenance time, and the road slope is less than or equal to the second slope threshold and is maintained for at least the preset maintenance time, and the pedaling depth is less than or equal to the second depth threshold and is maintained for at least the preset maintenance time, then the first balance point gear is used as the target balance point gear, the second vehicle speed threshold is less than the first vehicle speed threshold, the second slope threshold is less than the first slope threshold, the second depth threshold is less than the first depth threshold, and the preset maintenance time is less than or equal to the preset detection time;

[0069] Otherwise, the second balance point gear position is used as the target balance point gear position.

[0070] The embodiment of the present application is provided with three balance point gears, and one of the balance point gears is determined as the target balance point gear according to the vehicle speed, road slope and pedal depth.

[0071] Specifically, the vehicle speed, road slope and pedal depth are monitored within a preset detection time. First, it is determined whether the vehicle speed is greater than a first vehicle speed threshold and is maintained for at least a preset maintenance time, or whether the road slope is greater than a first slope threshold and is maintained for at least a preset maintenance time, or whether the pedal depth is greater than a first depth threshold and is maintained for at least a preset maintenance time. If one of the conditions is met, it means that the vehicle is traveling at high speed, on a steep slope, or in a continuous rapid acceleration state. At this time, the vehicle requires a large amount of power. The third balance point gear is used as the target balance point gear to keep the vehicle in HEV mode as much as possible to avoid the battery being quickly exhausted. If all three conditions are not met, then continue to judge whether the vehicle speed is less than or equal to the second vehicle speed threshold and at least maintains the preset maintenance time, whether the road slope is less than or equal to the second slope threshold and at least maintains the preset maintenance time, and whether the pedal depth is less than or equal to the second depth threshold and at least maintains the preset maintenance time. If all three conditions are met, it means that the vehicle is continuously driving at a low speed, and is on a flat or downhill section, and is not accelerating suddenly. At this time, the vehicle requires less power, so the first balance point gear is used as the target balance point gear, and the vehicle is kept in EV mode as much as possible, which is more economical. If the above three conditions are not met, it means that the vehicle is driving at medium and low speeds, slow roads, and medium and small throttle depths. The second balance point gear is used as the target balance point gear, dynamically taking into account the needs of EV mode and HEV mode.

[0072] In one embodiment, the range and trip data also includes fuel range;

[0073] The steps of determining the target balance point gear according to the cruising range and travel data before judging the vehicle speed, road slope and pedaling depth also include:

[0074] If the fuel range is less than or equal to the fuel range threshold, the first balance point gear is used as the target balance point gear.

[0075] The embodiment of the present application first obtains the fuel range before calculating the vehicle speed, road slope and pedal depth. If the fuel range is less than or equal to the fuel range, it means that the remaining fuel is small. At this time, the first balance point gear is used as the target balance point gear to make the vehicle work in EV mode as much as possible and give priority to using up the remaining power.

[0076] In one embodiment, the range and trip data also includes remaining mileage, destination data, and pure electric range;

[0077] Determine the target balance point gear according to the endurance and travel data, and also include:

[0078] If the in-car navigation is turned on, the remaining mileage, destination data and pure electric range are obtained;

[0079] If the pure electric cruising range is greater than or equal to the remaining range, and the vehicle has been charged at the destination, a query message is sent to determine whether to use the first balance point gear as the target balance point gear;

[0080] If confirmation information sent by the user is received, the first balance point data is preferentially used as the target balance point data.

[0081] The embodiment of the present application not only determines the fuel range, vehicle speed, road slope and pedal depth, but also determines whether to preferably use the first balance point gear as the target balance point gear based on the remaining mileage, destination data and pure electric range.

[0082] Specifically, if the in-vehicle navigation is turned on, the remaining mileage, destination data indicating whether the vehicle has been charged at the destination, and the pure electric range are obtained. If the pure electric range is greater than or equal to the remaining mileage and the vehicle has been charged at the destination, it means that the remaining power can meet the user's mileage to the destination and can be charged at the destination for subsequent travel. At this time, the user is asked whether to use the first balance point gear as the target balance point gear. This can be sent through a pop-up message or a voice message. The user can send a confirmation message through the central control screen or voice command. If a confirmation message is received, the first balance point gear is used as the target balance point gear, and EV mode is used first to consume power.

[0083] In one embodiment, the target balance point data of the target balance point gear is determined according to the current minimum battery temperature, specifically including:

[0084] According to the temperature interval where the current minimum battery temperature is located, the target balance point data of the temperature interval is determined. The larger the minimum battery temperature is, the smaller the corresponding target balance point data is.

[0085] Take setting three balance point gears and setting three balance point data in each balance point gear as an example. Figure 2 , the three balance point data in the first balance point gear are S11, S12, S13, where S11<S12<S13; the three balance point data in the second balance point gear are S21, S22, S23, where S21<S22<S23; the three balance point data in the third balance point gear are S31, S32, S33, where S31<S32<S33. The lowest temperature of the battery is divided into three temperature intervals from low to high: the first temperature interval, the second temperature interval and the third temperature interval. If the lowest temperature of the battery is in the first temperature interval, the target balance point data corresponding to the three balance point gears are S11, S21, S31; if the lowest temperature of the battery is in the second temperature interval, the target balance point data corresponding to the three balance point gears are S12, S22, S32; if the lowest temperature of the battery is in the third temperature interval, the target balance point data corresponding to the three balance point gears are S13, S23, S33.

[0086] The embodiment of the present application determines the target balance point data according to the current minimum battery temperature. The higher the minimum battery temperature, the smaller the corresponding target balance point data, which can improve the battery life and driving dynamics at different temperatures and prevent battery abuse. In one embodiment, the current balance point SOC is controlled to switch to the target balance point SOC according to the size relationship between the target balance point SOC, the current balance point SOC and the real-time SOC, specifically including:

[0087] When the current balance point SOC is less than the target balance point SOC:

[0088] If the real-time SOC is less than the current equilibrium point SOC, the equilibrium point SOC is controlled to gradually switch from the current equilibrium point SOC to the target equilibrium point SOC at a preset switching rate;

[0089] If the real-time SOC is greater than the current balance point SOC and less than the target balance point SOC, the balance point SOC is controlled to gradually switch from the real-time SOC to the target balance point SOC at a preset switching rate, and after the switching is completed, the battery output power is controlled to gradually switch to zero at a preset exit rate;

[0090] If the real-time SOC is greater than the target balance point SOC, the control balance point SOC is directly switched to the target balance point SOC.

[0091] The present application embodiment defines the switching mode when the battery is at different real-time SOCs when the current balance point SOC is less than the target balance point SOC:

[0092] When the real-time SOC is less than the current balance point SOC, if the switch is made directly, the smoothness of the vehicle's driving may be affected. In this case, the control balance point SOC is gradually switched from the current balance point SOC to the target balance point SOC at a preset switching rate, that is, set:

[0093] Following balance point SOC=k*t+current balance point SOC, until following balance point SOC is equal to target balance point SOC; wherein k is the preset switching rate, and t is the time.

[0094] When the real-time SOC is greater than the current balance point SOC and less than the target balance point SOC, if the vehicle is switched directly, the vehicle will directly switch from EV mode to HEV mode, which will cause the engine to start instantly, the battery to exit instantly, and may cause stalling and other problems. At this time, the control balance point SOC is gradually switched from the real-time SOC to the target balance point SOC at a preset switching rate, that is, set:

[0095] Following balance point SOC=k*t+real-time SOC, until the following balance point SOC is equal to the target balance point SOC; wherein k is the preset switching rate and t is the time.

[0096] After the switch is completed, the battery output power is controlled to gradually switch to zero at a preset exit rate. As an example, the following can be controlled:

[0097] Battery output power P = P max -k 2 *P max *t; where P max is the maximum output power of the battery, k 2 is the preset exit rate and t is the time.

[0098] When the real-time SOC is greater than the target balance point SOC, direct switching has little effect on the power output. At this time, the balance point SOC can be controlled to be directly switched to the target balance point SOC.

[0099] In one embodiment, according to the magnitude relationship among the target balance point SOC, the current balance point SOC and the real-time SOC, the current balance point SOC is controlled to switch to the target balance point SOC, further comprising:

[0100] When the current balance point SOC is greater than the target balance point SOC:

[0101] If the real-time SOC is less than the target balance point SOC, the control balance point SOC is directly switched to the target balance point SOC;

[0102] If the real-time SOC is greater than the target balance point SOC and less than the current balance point SOC, the balance point SOC is controlled to gradually switch from the real-time SOC to the target balance point SOC at a preset switching rate, and after the switching is completed, the engine is controlled to exit driving after a preset delay time;

[0103] If the real-time SOC is greater than the current balance point SOC, the control balance point SOC is directly switched to the target balance point SOC.

[0104] The present application embodiment defines the switching mode when the battery is at different real-time SOCs when the current balance point SOC is greater than the target balance point SOC:

[0105] If the real-time SOC is less than the target balance point SOC, direct switching will have little effect on the power output. At this time, the balance point SOC can be controlled to be directly switched to the target balance point SOC.

[0106] If the real-time SOC is greater than the target balance point SOC and less than the current balance point SOC, if the switch is made directly, the vehicle will switch directly from HEV mode to EV mode, the engine will be shut down instantly, and the battery will be started instantly, which may cause stalling abnormalities, etc. At this time, the control balance point SOC is gradually switched from the real-time SOC to the target balance point SOC at a preset switching rate, that is, set:

[0107] Following balance point SOC = -k*t + real-time SOC, until the following balance point SOC is equal to the target balance point SOC; wherein k is the preset switching rate and t is the time.

[0108] After the switch is completed, the engine is controlled to exit driving after a preset delay time, thereby avoiding a stalling feeling caused by a sudden engine stop.

[0109] If the real-time SOC is greater than the current balance point SOC, direct switching will have little effect on the power output. At this time, the balance point SOC can be controlled to be directly switched to the target balance point SOC.

[0110] In one embodiment, the balance point gear position includes a first balance point gear position, a second balance point gear position and a third balance point gear position, and the second balance point gear position is greater than the first balance point gear position and less than the third balance point gear position;

[0111] The target balance point data also includes a target exit SOC. When the battery SOC increases to the target exit SOC, the vehicle is controlled to switch from the HEV mode to the EV mode.

[0112] After controlling the current balance point SOC to switch to the target balance point SOC according to the magnitude relationship among the target balance point SOC, the current balance point SOC and the real-time SOC, the method further includes:

[0113] If the target balance point gear is the first balance point gear, the target balance point SOC plus the first SOC increment is used as the target exit SOC;

[0114] If the target balance point gear is the second balance point gear, the target balance point SOC plus the second SOC increment is used as the target exit SOC, and the second SOC increment is less than the first SOC increment;

[0115] If the target balance point gear is the third balance point gear, the target balance point SOC plus the third SOC increment is taken as the target exit SOC, and the third SOC increment is less than the second SOC increment.

[0116] Specifically, in EV mode, as the real-time SOC gradually decreases to the target balance point SOC, the vehicle switches from EV mode to HEV mode. In HEV mode, the real-time SOC gradually increases by recovering the engine's kinetic energy to charge the power battery. When the real-time SOC increases to the target exit SOC, the vehicle switches from HEV mode back to EV mode.

[0117] In the embodiment of the present application, different target exit SOCs are set for different target balance point SOCs. Specifically, the larger the target balance point SOC is, the smaller the difference between the target exit SOC and the target balance point SOC is. This is because when the target balance point SOC is small, it indicates that the vehicle tends to travel at low speeds and gentle slopes, and the redundant recharging power of the engine is large. At this time, setting a higher target exit SOC can avoid the frequent engine starting caused by the real-time SOC reaching the target exit SOC in a short time and then exiting the HEV mode; and when the target balance point SOC is large, it indicates that the vehicle tends to travel at high speeds and steep slopes, and the redundant recharging power of the engine is small. At this time, setting a relatively low target exit SOC can avoid the engine from continuously charging the battery to a high level, which increases fuel consumption and affects the fuel economy of the whole vehicle.

[0118] Figure 3 A flow chart of a battery energy management method for a hybrid vehicle in a preferred embodiment of the present application is shown, which specifically includes:

[0119] Step S301: Obtaining cruising range and travel data, including fuel range, vehicle speed, road slope, and pedal depth;

[0120] Step S302: If the fuel range is less than or equal to the fuel range threshold, execute step S308, otherwise execute step S303.

[0121] Step S303: If within the preset detection time, the vehicle speed is greater than the first vehicle speed threshold and is maintained for at least the preset maintenance time, or the road slope is greater than the first slope threshold and is maintained for at least the preset maintenance time, or the pedaling depth is greater than the first depth threshold and is maintained for at least the preset maintenance time, then execute step S310, otherwise execute step S304.

[0122] Step S304: If within the preset detection time, the vehicle speed is less than or equal to the second vehicle speed threshold and is maintained for at least the preset maintenance time, and the road slope is less than or equal to the second slope threshold and is maintained for at least the preset maintenance time, and the pedaling depth is less than or equal to the second depth threshold and is maintained for at least the preset maintenance time, then execute step S308, otherwise execute step S309.

[0123] Step S305: If the in-vehicle navigation is turned on, the remaining mileage, destination data and pure electric range are obtained.

[0124] Step S306: If the pure electric cruising range is greater than or equal to the remaining range, and the vehicle has been charged at the destination, an inquiry message is sent as to whether to use the first balance point gear as the target balance point gear.

[0125] Step S307: if a confirmation message from the user is received, step S308 is executed first;

[0126] Step S308: taking the first balance point gear position as the target balance point gear position.

[0127] Step S309: taking the second balance point gear position as the target balance point gear position.

[0128] Step S310: taking the third balance point gear position as the target balance point gear position.

[0129] Step S311: Obtain the current minimum battery temperature, and determine the target balance point SOC of the temperature interval according to the temperature interval where the current minimum battery temperature is located. The larger the minimum battery temperature, the smaller the corresponding target balance point data.

[0130] Step S312: obtaining the real-time SOC and the current equilibrium point SOC, and controlling the current equilibrium point SOC to switch to the target equilibrium point SOC according to the magnitude relationship among the target equilibrium point SOC, the current equilibrium point SOC and the real-time SOC, specifically including:

[0131] When the current balance point SOC is less than the target balance point SOC:

[0132] If the real-time SOC is less than the current equilibrium point SOC, the equilibrium point SOC is controlled to gradually switch from the current equilibrium point SOC to the target equilibrium point SOC at a preset switching rate;

[0133] If the real-time SOC is greater than the current balance point SOC and less than the target balance point SOC, the balance point SOC is controlled to gradually switch from the real-time SOC to the target balance point SOC at a preset switching rate, and after the switching is completed, the battery output power is controlled to gradually switch to zero at a preset exit rate;

[0134] If the real-time SOC is greater than the target balance point SOC, the control balance point SOC is directly switched to the target balance point SOC;

[0135] When the current balance point SOC is greater than the target balance point SOC:

[0136] If the real-time SOC is less than the target balance point SOC, the control balance point SOC is directly switched to the target balance point SOC;

[0137] If the real-time SOC is greater than the target balance point SOC and less than the current balance point SOC, the balance point SOC is controlled to gradually switch from the real-time SOC to the target balance point SOC at a preset switching rate, and after the switching is completed, the engine is controlled to exit driving after a preset delay time;

[0138] If the real-time SOC is greater than the current balance point SOC, the control balance point SOC is directly switched to the target balance point SOC.

[0139] Step S313: if the target balance point gear is the first balance point gear, the target balance point SOC plus the first SOC increment is used as the target exit SOC;

[0140] If the target balance point gear is the second balance point gear, the target balance point SOC plus the second SOC increment is used as the target exit SOC, and the second SOC increment is less than the first SOC increment;

[0141] If the target balance point gear is the third balance point gear, the target balance point SOC plus the third SOC increment is taken as the target exit SOC, and the third SOC increment is less than the second SOC increment.

[0142] The technical solution of the present application also provides a storage medium, which stores computer instructions. When a computer executes the computer instructions, it is used to execute the battery energy management method for a hybrid vehicle in any of the aforementioned embodiments.

[0143] Figure 4 An electronic device of the present application is shown, comprising:

[0144] at least one processor 401; and,

[0145] A memory 402 is communicatively connected to the at least one processor 401; wherein,

[0146] The memory 402 stores instructions that can be executed by the at least one processor 401, and the instructions are executed by the at least one processor 401 so that the at least one processor 401 can perform all steps of the battery energy management method for a hybrid vehicle in any of the aforementioned method embodiments.

[0147] The electronic device is preferably an on-board electronic control unit (ECU), and further a microcontroller unit (MCU) in the on-board electronic control unit.

[0148] Figure 4 Take a processor 401 as an example:

[0149] The electronic device may further include: an input device 403 and an output device 404 .

[0150] The processor 401, the memory 402, the input device 403 and the output device 404 may be connected via a bus or other means, and the figure takes the connection via a bus as an example.

[0151] The memory 402 is a non-volatile computer-readable storage medium that can be used to store non-volatile software programs, non-volatile computer executable programs and modules, such as program instructions / modules corresponding to the battery energy management method for a hybrid vehicle in an embodiment of the present application, for example, Figure 1 The processor 401 executes various functional applications and data processing by running the non-volatile software programs, instructions and modules stored in the memory 402, that is, the battery energy management method of the hybrid vehicle in the above embodiment is implemented.

[0152] The memory 402 may include a program storage area and a data storage area, wherein the program storage area may store an operating system and an application required by at least one function; the data storage area may store data created according to the use of the battery energy management method for a hybrid vehicle, etc. In addition, the memory 402 may include a high-speed random access memory, and may also include a non-volatile memory, such as at least one disk storage device, a flash memory device, or other non-volatile solid-state storage device. In some embodiments, the memory 402 may optionally include a memory remotely arranged relative to the processor 401, and these remote memories may be connected to the device for executing the battery energy management method for a hybrid vehicle via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0153] The input device 403 may receive user clicks and generate signal inputs related to user settings and function control of the battery energy management method of the hybrid vehicle. The output device 404 may include display devices such as a display screen.

[0154] The one or more modules are stored in the memory 402 , and when executed by the one or more processors 401 , the battery energy management method for a hybrid vehicle in any of the above method embodiments is executed.

[0155] The above description is only the principle and preferred embodiment of the present application. It should be pointed out that for ordinary technicians in this field, the implementation methods obtained by appropriately combining the technical solutions disclosed in different embodiments are also included in the technical scope of the present invention. On the basis of the principle of the present application, several other variations can be made, which should also be regarded as the protection scope of the present application.

Claims

1. A battery energy management method for a hybrid vehicle, characterized in that: include: Acquire cruising range and travel data, and determine a target balance point gear position according to the cruising range and travel data; Acquire the current lowest battery temperature, determine the target balance point data of the target balance point gear according to the current lowest battery temperature, the target balance point data includes the target balance point SOC, and when the battery SOC decreases to the target balance point SOC, control the vehicle to switch from the EV mode to the HEV mode; The real-time SOC and the current balance point SOC are acquired, and the current balance point SOC is controlled to switch to the target balance point SOC according to the magnitude relationship among the target balance point SOC, the current balance point SOC and the real-time SOC.

2. The battery energy management method for a hybrid vehicle according to claim 1, characterized in that: The balance point gear position includes a first balance point gear position, a second balance point gear position and a third balance point gear position, wherein the second balance point gear position is greater than the first balance point gear position and less than the third balance point gear position; the endurance and travel data include vehicle speed, road slope and pedal depth; Determining the target balance point gear position according to the cruising range and travel data specifically includes: If within the preset detection time, the vehicle speed is greater than the first vehicle speed threshold and is maintained for at least a preset maintenance time, or the road slope is greater than the first slope threshold and is maintained for at least a preset maintenance time, or the pedaling depth is greater than the first depth threshold and is maintained for at least a preset maintenance time, then the third balance point gear is used as the target balance point gear; If within a preset detection time, the vehicle speed is less than or equal to a second vehicle speed threshold and is maintained for at least a preset maintenance time, and the road slope is less than or equal to a second slope threshold and is maintained for at least a preset maintenance time, and the pedaling depth is less than or equal to a second depth threshold and is maintained for at least a preset maintenance time, then the first balance point gear position is used as the target balance point gear position, the second vehicle speed threshold is less than the first vehicle speed threshold, the second slope threshold is less than the first slope threshold, the second depth threshold is less than the first depth threshold, and the preset maintenance time is less than or equal to the preset detection time; Otherwise, the second balance point gear position is used as the target balance point gear position.

3. The battery energy management method for a hybrid vehicle according to claim 2, characterized in that: The cruising range and trip data also include fuel range; The step of determining the target balance point gear position according to the cruising range and travel data, before judging the vehicle speed, the road slope and the pedaling depth, further includes: If the fuel range is less than or equal to the fuel range threshold, the first balance point gear is used as the target balance point gear.

4. The battery energy management method for a hybrid vehicle according to claim 2 or 3, characterized in that: The cruising range and trip data also include remaining mileage, destination data, and pure electric cruising range; The step of determining the target balance point gear position according to the cruising range and travel data further includes: If the in-car navigation is turned on, the remaining mileage, destination data and pure electric range are obtained; If the pure electric cruising range is greater than or equal to the remaining range, and the vehicle has been charged at the destination, a query message is sent as to whether the first balance point gear position is used as the target balance point gear position; If confirmation information sent by the user is received, the first balance point gear position is preferentially used as the target balance point gear position.

5. The battery energy management method for a hybrid vehicle according to claim 1, characterized in that: The step of determining the target balance point data of the target balance point gear according to the current lowest battery temperature specifically includes: According to the temperature interval where the current battery lowest temperature is located, the target balance point data of the temperature interval is determined, and the larger the battery lowest temperature is, the smaller the corresponding target balance point data is.

6. The battery energy management method for a hybrid vehicle according to claim 1, characterized in that: The controlling the current balance point SOC to switch to the target balance point SOC according to the magnitude relationship among the target balance point SOC, the current balance point SOC and the real-time SOC specifically includes: When the current balance point SOC is less than the target balance point SOC: If the real-time SOC is less than the current equilibrium point SOC, the equilibrium point SOC is controlled to gradually switch from the current equilibrium point SOC to the target equilibrium point SOC at a preset switching rate; If the real-time SOC is greater than the current balance point SOC and less than the target balance point SOC, the balance point SOC is controlled to gradually switch from the real-time SOC to the target balance point SOC at a preset switching rate, and after the switching is completed, the battery output power is controlled to gradually switch to zero at a preset exit rate; If the real-time SOC is greater than the target balance point SOC, the control balance point SOC is directly switched to the target balance point SOC.

7. The battery energy management method for a hybrid vehicle according to claim 6, characterized in that: The controlling the current balance point SOC to switch to the target balance point SOC according to the magnitude relationship among the target balance point SOC, the current balance point SOC and the real-time SOC also includes: When the current balance point SOC is greater than the target balance point SOC: If the real-time SOC is less than the target balance point SOC, the control balance point SOC is directly switched to the target balance point SOC; If the real-time SOC is greater than the target balance point SOC and less than the current balance point SOC, the balance point SOC is controlled to gradually switch from the real-time SOC to the target balance point SOC at a preset switching rate, and after the switching is completed, the engine is controlled to exit driving after a preset delay time; If the real-time SOC is greater than the current balance point SOC, the control balance point SOC is directly switched to the target balance point SOC.

8. The battery energy management method for a hybrid vehicle according to claim 1, characterized in that: The balance point gear positions include a first balance point gear position, a second balance point gear position and a third balance point gear position, wherein the second balance point gear position is greater than the first balance point gear position and less than the third balance point gear position; The target balance point data also includes a target exit SOC, and when the battery SOC increases to the target exit SOC, the vehicle is controlled to switch from the HEV mode to the EV mode; After controlling the current balance point SOC to switch to the target balance point SOC according to the magnitude relationship among the target balance point SOC, the current balance point SOC and the real-time SOC, the method further includes: If the target balance point gear is the first balance point gear, the target balance point SOC plus the first SOC increment is used as the target exit SOC; If the target balance point gear is the second balance point gear, the target balance point SOC plus a second SOC increment is used as the target exit SOC, and the second SOC increment is less than the first SOC increment; If the target balance point gear is the third balance point gear, the target balance point SOC plus a third SOC increment is taken as the target exit SOC, and the third SOC increment is smaller than the second SOC increment.

9. A storage medium, characterized in that: The storage medium stores computer instructions, and when a computer executes the computer instructions, it is used to execute the battery energy management method for a hybrid vehicle as described in any one of claims 1-8.

10. An electronic device, characterized in that: comprising at least one processor; and, a memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the battery energy management method for a hybrid vehicle as described in any one of claims 1-8.

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