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

Abstract

The application discloses a battery energy management method of a hybrid vehicle, a storage medium and an electronic device. The method comprises the following steps: acquiring endurance and travel data, determining a target balance point gear according to the endurance and travel data; acquiring a current battery minimum temperature, determining target balance point data of the target balance point gear according to the current battery minimum temperature, wherein the target balance point data comprises a target balance point SOC; and controlling the current balance point SOC to switch to the target balance point SOC according to the size relationship among the target balance point SOC, the current balance point SOC and a real-time SOC. According to the application, the target balance point gear is determined according to the endurance and travel data, and the target balance point data is determined according to the current battery minimum temperature, so that the balance point is set by considering both the temperature factor and the driving condition, and the vehicle economy is effectively improved. Furthermore, the current balance point SOC is controlled to switch 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, so that the smoothness of the SOC balance point switching is realized.

Description

TECHNICAL FIELD

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

[0002] The biggest feature of a hybrid vehicle is that it can run in EV mode and HEV mode, and reasonable switching between EV mode and HEV mode is crucial for 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 operating conditions. The advantages of EV mode are cheap vehicle use and strong power at low speed, and the disadvantages are small battery energy. The advantages of HEV mode are good economy at medium and high speed, sufficient energy, and the disadvantage is that burning oil is more expensive than using electricity. The existing battery energy management strategy does not fully take advantage of the fact that hybrid vehicles can use both EV mode and HEV mode, but instead prioritizes EV mode to deplete the battery's energy, and in subsequent low-speed operating conditions, it can only use HEV mode, which cannot take into account complex driving conditions to achieve better vehicle economy. Moreover, the battery SOC balance points set by the typical driving mode do not take into account the influence of environmental temperature, which can easily lead to battery abuse, such as setting a lower balance point at low temperatures, using a low SOC section at low temperatures, which can easily lead to battery lithium precipitation and other negative effects. In addition, the current battery balance point is not set with a reasonable balance point switching scheme, and improper handling can cause vehicle stalling, abnormal noise, and affected driving smoothness, etc. SUMMARY

[0004] The present application aims to overcome the shortcomings of the prior art in which the setting of the battery SOC balance point does not take into account temperature and driving conditions, and to provide a hybrid vehicle battery energy management method that takes into account temperature and driver operating conditions, sets a reasonable battery SOC balance point to improve vehicle economy.

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

[0006] Obtain range and trip data, and determine a target balance point gear based on the range and trip data;

[0007] Obtain the current minimum battery temperature, and determine target balance point data for the target balance point gear based on the current minimum battery temperature, the target balance point data including a target balance point SOC, and when the battery SOC decreases to the target balance point SOC, the vehicle is switched from EV mode to HEV mode;

[0008] acquire a real-time SOC and a current equilibrium point SOC, and control the current equilibrium point SOC to switch to a target equilibrium point SOC according to a size relationship among the target equilibrium point SOC, the current equilibrium point SOC and the real-time SOC.

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

[0010] The target equilibrium point gear is determined according to the endurance and travel data, specifically including:

[0011] If the vehicle speed is greater than a first vehicle speed threshold and at least maintains a preset maintaining time, or the road slope is greater than a first slope threshold and at least maintains a preset maintaining time, or the pedal depth is greater than a first depth threshold and at least maintains a preset maintaining time within a preset detection time, the third equilibrium point gear is taken as the target equilibrium point gear;

[0012] If the vehicle speed is less than or equal to a second vehicle speed threshold and at least maintains a preset maintaining time, and the road slope is less than or equal to a second slope threshold and at least maintains a preset maintaining time, and the pedal depth is less than or equal to a second depth threshold and at least maintains a preset maintaining time within a preset detection time, the first equilibrium point gear is taken as the target equilibrium 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 maintaining time is less than or equal to the preset detection time;

[0013] Otherwise, the second equilibrium point gear is taken as the target equilibrium point gear.

[0014] Further, the endurance and travel data further include a fuel endurance mileage;

[0015] The step of determining the target equilibrium point gear according to the endurance and travel data further includes, before judging the vehicle speed, the road slope and the pedal depth:

[0016] If the fuel endurance mileage is less than or equal to a fuel endurance mileage threshold, the first equilibrium point gear is taken as the target equilibrium point gear.

[0017] Further, the endurance and travel data further include a remaining mileage, destination data and a pure electric endurance mileage;

[0018] The target equilibrium point gear is determined according to the endurance and travel data, further including:

[0019] If the vehicle-mounted navigation is turned on, the remaining mileage, destination data and pure electric cruising range are acquired;

[0020] If the pure electric cruising range is greater than or equal to the remaining mileage, and the vehicle has been charged at the destination, inquiry information is sent whether the first balance point gear is taken as the target balance point gear;

[0021] If the determination information sent by the user is received, the first balance point gear is taken as the target balance point gear in priority.

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

[0023] According to the temperature interval in which the current battery minimum temperature is located, the target balance point data of the temperature interval is determined, and the greater the battery minimum temperature is, the smaller the corresponding target balance point data is.

[0024] Further, the control of the current balance point SOC to switch 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 specifically comprises:

[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 balance point SOC, the balance point SOC is controlled to gradually switch from the current balance point SOC to the target balance 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 balance point SOC is controlled to directly switch to the target balance point SOC.

[0029] Further, the control of the current balance point SOC to switch 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 further comprises:

[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 balance point SOC is controlled to directly switch to the target balance point SOC;

[0032] If the real-time SOC is greater than the target equilibrium point SOC and less than the current equilibrium point SOC, the equilibrium point SOC is gradually switched from the real-time SOC to the target equilibrium 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 equilibrium point SOC, the equilibrium point SOC is directly switched to the target equilibrium point SOC.

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

[0035] The target equilibrium point data further 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;

[0036] After the current equilibrium point SOC is switched to the target equilibrium point SOC according to the size relationship of the target equilibrium point SOC, the current equilibrium point SOC and the real-time SOC, the method further includes:

[0037] If the target equilibrium point gear is the first equilibrium point gear, the target exit SOC is the target equilibrium point SOC plus a first SOC increment;

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

[0039] If the target equilibrium point gear is the third equilibrium point gear, the target exit SOC is the target equilibrium point SOC plus a third SOC increment, and the third SOC increment is less than the second SOC increment.

[0040] The technical scheme of the present application also provides a storage medium, the storage medium stores computer instructions, when the computer executes the computer instructions, the battery energy management method of the hybrid vehicle is executed.

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

[0042] The memory in communication connection with the at least one processor; wherein,

[0043] The memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the battery energy management method of the hybrid vehicle as described above.

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

[0045] According to the present application, the target balance point gear is determined according to the endurance and trip data, and the target balance point data is determined according to the current battery minimum temperature. The setting of the balance point considers both the temperature factor and the driving condition, thereby effectively improving the vehicle economy. The current balance point SOC is switched to the target balance point SOC according to the size relationship of the target balance point SOC, the current balance point SOC and the real-time SOC, thereby realizing the smoothness of the SOC balance point switching. BRIEF DESCRIPTION OF DRAWINGS

[0046] The disclosure of the present application will become more apparent from the following description with reference to the drawings. It should be understood that the drawings are for illustrative purposes only and are not intended to limit the scope of protection of the present application. In the drawings:

[0047] Figure 1 is a flowchart of the battery energy management method of the hybrid vehicle in an embodiment of the present application;

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

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

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

[0051] The specific embodiments of the present application will be 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, a person skilled in the art can replace various structural modes and implementation modes without changing the essential spirit of the present application. Therefore, the following specific embodiments and drawings are only exemplary descriptions of the technical solution of the present application, and should not be regarded as the whole or as a limitation or restriction on the technical solution of the application.

[0053] The orientation terms mentioned or possibly mentioned in the present specification, such as up, down, left, right, front, back, front side, back side, top, bottom, etc., are defined with respect to the structure shown in the drawings, and are relative concepts, so they can change accordingly according to different positions and different use states. Therefore, these or other orientation terms should not be interpreted as restrictive terms. In addition, the terms "first", "second", "third" are only for descriptive purposes and should not be understood as indicating or implying relative importance.

[0054] In the description of the present application, it should be noted that unless otherwise explicitly specified and limited, the terms "mounting", "connection", "connection" should be understood broadly, for example, it can be fixed connection, or detachable connection, or integral connection; it can be mechanical connection, or electrical connection; it can be direct connection, or indirect connection through intermediate medium, or internal communication of two components. For those skilled in the art, the above terms can be understood according to the specific circumstances.

[0055] Battery energy management method of hybrid vehicle

[0056] The battery energy management method of the hybrid vehicle in the embodiments of the present application, as shown in the figure, comprises: Figure 1

[0057] Step S101: Obtain the endurance and trip data, and determine the target balance point gear according to the endurance and trip data.

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

[0059] Step S103: Obtain the real-time SOC and the current balance point SOC, and control the current balance point SOC to switch to the target balance point SOC according to the size relationship of the target balance point SOC, the current balance 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 trip data, and determine the target balance point gear according to the endurance and trip 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 correspond to a battery minimum temperature interval.

[0061] ​The target balance point data at least includes a target balance point SOC, in a hybrid vehicle, when the battery SOC is high, the EV mode is used to provide power, when the battery SOC is low, the HEV mode is used to provide power, the balance point SOC is the switching point of the EV mode to the HEV mode, when the battery SOC decreases to the balance point SOC, the power mode is switched from the EV mode to the HEV mode.

[0062] After the target balance point data is determined, due to the change of the balance point SOC, the working state of the engine and the battery may be suddenly changed, in order to avoid the sudden change of the working state causing the vehicle to stall, abnormal sound and the like. Before the balance point SOC is changed, the real-time SOC and the current balance point SOC are also acquired, different ways are selected to switch the current balance point SOC to the target balance point SOC by comparing the size relationship of the target balance point SOC, the real-time SOC and the current balance point SOC, for the working condition which does not affect the driving smoothness of the vehicle, the switching is directly performed, for the working condition which affects the driving smoothness of the vehicle, the current balance point SOC is controlled to be switched to the target balance point SOC gently.

[0063] In the state that the intelligent energy management function of the vehicle is started, the above steps are performed every interval set time, so as to realize the dynamic adjustment of the target balance point data.

[0064] When the target balance point data is determined, the temperature factor and the driving condition are considered, the vehicle economy is effectively improved, and the size relationship of the target balance point SOC, the current balance point SOC and the real-time SOC is used to control the current balance point SOC to be switched to the target balance point SOC, the smoothness of the SOC balance point switching is realized.

[0065] In one of the embodiments, the balance point gears include 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 distance data includes vehicle speed, road slope and pedal depth;

[0066] The target balance point gear is determined according to the endurance and distance data, specifically including:

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

[0068] If the vehicle speed is less than or equal to a second vehicle speed threshold and is maintained for at least a preset maintaining time, and the road slope is less than or equal to a second slope threshold and is maintained for at least the preset maintaining time, and the pedal depth is less than or equal to a second depth threshold and is maintained for at least the preset maintaining time within the preset detection time, the first balance point gear is taken 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 maintaining time is less than or equal to the preset detection time.

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

[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, the road slope and the pedal depth.

[0071] Specifically, the vehicle speed, the road slope and the pedal depth are monitored within the 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 maintaining time, or whether the road slope is greater than a first slope threshold and is maintained for at least the preset maintaining time, or whether the pedal depth is greater than a first depth threshold and is maintained for at least the preset maintaining time. If one of the conditions is met, it indicates that the vehicle is driving at high speed, is on an upper steep slope, or is in a state of continuous rapid acceleration, and thus the vehicle requires more power. Therefore, the third balance point gear is taken as the target balance point gear, so as to make the vehicle in the HEV mode as much as possible, and avoid the battery power being rapidly consumed. If none of the three conditions is met, it is determined whether the vehicle speed is less than or equal to a second vehicle speed threshold and is maintained for at least a preset maintaining time, whether the road slope is less than or equal to a second slope threshold and is maintained for at least the preset maintaining time, and whether the pedal depth is less than or equal to a second depth threshold and is maintained for at least the preset maintaining time. If all the three conditions are met, it indicates that the vehicle is continuously driving at low speed, is on a low slope or a downhill road section, and is not in rapid acceleration. At this time, the vehicle requires less power, and thus the first balance point gear is taken as the target balance point gear, so as to make the vehicle in the EV mode as much as possible, and be more economical and practical. If none of the three conditions is met, it indicates that the vehicle is driven at medium-low speed, on a low slope road, and with a medium-small accelerator depth, and thus the second balance point gear is taken as the target balance point gear, so as to dynamically consider the requirements of the EV mode and the HEV mode.

[0072] In one of the embodiments, the endurance and travel data further includes a fuel endurance mileage;

[0073] Before determining the target balance point gear according to the endurance and travel data, the step further includes:

[0074] If the fuel endurance mileage is less than or equal to a fuel endurance mileage threshold, the first balance point gear is taken as the target balance point gear.

[0075] The embodiment of the application first acquires the fuel endurance before determining the vehicle speed, the road slope and the pedal depth. If the fuel endurance is less than or equal to the fuel endurance, it indicates that the fuel remaining amount is small. At this time, the first balance point gear is taken as the target balance point gear, so that the vehicle works in the EV mode as much as possible and the remaining electric quantity is used up preferentially.

[0076] In one of the embodiments, the endurance and travel data further include the remaining mileage, the destination data and the pure electric endurance mileage.

[0077] Determining the target balance point gear according to the endurance and travel data further includes:

[0078] If the vehicle-mounted navigation is turned on, the remaining mileage, the destination data and the pure electric endurance mileage are acquired.

[0079] If the pure electric endurance mileage is greater than or equal to the remaining mileage and the vehicle has been charged at the destination, inquiry information about whether the first balance point gear is taken as the target balance point gear is sent out.

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

[0081] The embodiment of the application determines whether the first balance point gear is preferentially taken as the target balance point gear according to the remaining mileage, the destination data and the pure electric endurance mileage while judging the fuel endurance, the vehicle speed, the road slope and the pedal depth.

[0082] Specifically, if the vehicle-mounted navigation is turned on, the remaining mileage, the destination data about whether the vehicle has been charged at the destination and the pure electric endurance mileage are acquired. If the pure electric endurance mileage is greater than or equal to the remaining mileage and the vehicle has been charged at the destination, it indicates that the remaining electric quantity can meet the mileage of the user driving to the destination and can be charged at the destination for the subsequent travel. At this time, inquiry information about whether the first balance point gear is taken as the target balance point gear is sent out to the user. The inquiry information can be sent out through a pop-up message or a voice message. The user can send out the confirmation information through the central control screen or the voice instruction. If the confirmation information is received, the first balance point gear is taken as the target balance point gear and the electric quantity is consumed preferentially in the EV mode.

[0083] In one of the embodiments, the target balance point data of the target balance point gear is determined according to the current lowest battery temperature and specifically includes:

[0084] The target balance point data of the temperature interval is determined according to the temperature interval in which the current lowest battery temperature is located. The greater the lowest battery temperature, the smaller the corresponding target balance point data.

[0085] Taking the setting of three balance point gears and three balance point data in each balance point gear as an example. Referring toFigure 2 The three balance point data in the first balance point gear are S11, S12 and S13, and S11

[0086] In the embodiment of the application, the target balance point data is determined according to the current battery minimum temperature. The greater the battery minimum temperature is, the smaller the corresponding target balance point data is. The service life and driving power of the battery at different temperatures can be improved, and the battery can be prevented from being abused.

[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 balance point SOC, the balance point SOC is gradually switched from the current balance point SOC to the target balance 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 gradually switched 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 gradually switched to zero at a preset exit rate.

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

[0091] In the embodiment of the application, the switching mode of the battery at different real-time SOCs is limited when the current balance point SOC is less than the target balance point SOC.

[0092] When the real-time SOC is lower than the current equilibrium point SOC, a direct switch might affect the smoothness of vehicle operation. Therefore, 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. This is achieved by setting:

[0093] Follow the equilibrium point SOC = k * t + current equilibrium point SOC until the following equilibrium point SOC equals the target equilibrium point SOC; where k is the preset switching rate and t is time.

[0094] When the real-time SOC is greater than the current equilibrium point SOC but less than the target equilibrium point SOC, a direct switch would cause the vehicle to switch abruptly from EV mode to HEV mode, resulting in instantaneous engine start-up and battery deactivation, potentially leading to stalling. In this case, the equilibrium point SOC is controlled to gradually switch from the real-time SOC to the target equilibrium point SOC at a preset switching rate. That is, the settings are:

[0095] Follow the equilibrium point SOC = k * t + real-time SOC until the follow equilibrium point SOC equals the target equilibrium point SOC; where k is the preset switching rate and t is time.

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

[0097] Battery output power P = P max -k2*P max *t; where P max t is the battery's maximum output power, k2 is the preset exit rate, and t is the time.

[0098] When the real-time SOC is greater than the target equilibrium point SOC, direct switching has little impact on power output. In this case, the equilibrium point SOC can be controlled to switch directly to the target equilibrium point SOC.

[0099] In one embodiment, controlling the switching of the current equilibrium point SOC to the target equilibrium point SOC based on the magnitude relationship between the target equilibrium point SOC, the current equilibrium point SOC, and the real-time SOC further includes:

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

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

[0102] If the real-time SOC is greater than the target equilibrium point SOC but less than the current equilibrium point SOC, the equilibrium point SOC is controlled to gradually switch from the real-time SOC to the target equilibrium point SOC at a preset switching rate. After the switching is completed, the engine is controlled to exit the drive after a preset delay time.

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

[0104] The embodiment of the present application limits the switching mode when the battery is at different real-time SOC in the case that the current equilibrium point SOC is greater than the target equilibrium point SOC:

[0105] If the real-time SOC is less than the target equilibrium point SOC, the direct switching has little effect on the power output, and at this time, the equilibrium point SOC can be directly switched to the target equilibrium point SOC.

[0106] If the real-time SOC is greater than the target equilibrium point SOC and less than the current equilibrium point SOC, if directly switched, the vehicle will be directly switched from the HEV mode to the EV mode, the engine will be instantaneously closed, the battery will be instantaneously started, and abnormal conditions such as stalling may be caused. At this time, the equilibrium point SOC is gradually switched from the real-time SOC to the target equilibrium point SOC at a preset switching rate, that is, the following equilibrium point SOC = -k*t + real-time SOC is set until the following equilibrium point SOC is equal to the target equilibrium point SOC; wherein k is the preset switching rate, and t is time.

[0107] If the real-time SOC is greater than the target equilibrium point SOC and less than the current equilibrium point SOC, if directly switched, the vehicle will be directly switched from the HEV mode to the EV mode, the engine will be instantaneously closed, the battery will be instantaneously started, and abnormal conditions such as stalling may be caused. At this time, the equilibrium point SOC is gradually switched from the real-time SOC to the target equilibrium point SOC at a preset switching rate, that is, the following equilibrium point SOC = -k*t + real-time SOC is set until the following equilibrium point SOC is equal to the target equilibrium point SOC; wherein k is the preset switching rate, and t is time.

[0108] After the switching is completed, the engine is controlled to exit driving after a preset delay time, so as to avoid stalling feeling caused by sudden stopping of the engine.

[0109] If the real-time SOC is greater than the current equilibrium point SOC, the direct switching has little effect on the power output, and at this time, the equilibrium point SOC can be directly switched to the target equilibrium point SOC.

[0110] In one of the embodiments, the equilibrium point gears include a first equilibrium point gear, a second equilibrium point gear and a third equilibrium point gear, the second equilibrium point gear is greater than the first equilibrium point gear and less than the third equilibrium point gear;

[0111] The target equilibrium point data further includes a target exit SOC, when the battery SOC increases to the target exit SOC, the vehicle is controlled to be switched from the HEV mode to the EV mode;

[0112] After the current equilibrium point SOC is switched to the target equilibrium point SOC according to the size relationship of the target equilibrium point SOC, the current equilibrium point SOC and the real-time SOC, the method further includes:

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

[0114] If the target equilibrium point gear is the second equilibrium point gear, the target equilibrium point SOC is added by a second SOC increment as a target exit SOC, the second SOC increment being less than the first SOC increment;

[0115] If the target equilibrium point gear is the third equilibrium point gear, the target equilibrium point SOC is added by a third SOC increment as a target exit SOC, the third SOC increment being less than the second SOC increment.

[0116] Specifically, in the EV mode, as the real-time SOC gradually decreases to the target equilibrium point SOC, the EV mode is switched to the HEV mode, in the HEV mode, the kinetic energy of the engine is recovered to charge the power battery, so that the real-time SOC gradually increases, and when the real-time SOC increases to the target exit SOC, the HEV mode is switched back to the EV mode.

[0117] In the embodiments of the present application, for different target equilibrium point SOCs, different target exit SOCs are correspondingly set, specifically, the greater the target equilibrium point SOC, the smaller the difference between the target exit SOC and the target equilibrium point SOC. This is because when the target equilibrium point SOC is small, it indicates that the vehicle tends to travel at low speed and on gentle slope, and the redundant regenerative power of the engine is large, at this time, setting a higher target exit SOC can avoid the real-time SOC reaching the target exit SOC in a short time to exit the HEV mode and cause the engine to start frequently; and when the target equilibrium point SOC is large, it indicates that the vehicle tends to travel at high speed and on steep slope, and the redundant regenerative power of the engine is small, at this time, setting a relatively low target exit SOC can avoid the engine continuously charging the battery to a high level, which increases fuel consumption and affects the fuel economy of the vehicle.

[0118] Figure 3 A flowchart of a battery energy management method of a hybrid vehicle in a preferred embodiment of the present application is shown, specifically comprising:

[0119] Step S301: Obtain the endurance and trip data, including the fuel endurance mileage, vehicle speed, road slope, and foot pedal depth;

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

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

[0122] Step S304: If 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 foot depth is less than or equal to the second depth threshold and is maintained for at least the preset maintenance time within the preset detection time, step S308 is performed, otherwise step S309 is performed.

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

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

[0125] Step S307: If the determination information sent by the user is received, step S308 is preferentially performed.

[0126] Step S308: The first balance point gear is taken as the target balance point gear.

[0127] Step S309: The second balance point gear is taken as the target balance point gear.

[0128] Step S310: The third balance point gear is taken as the target balance point gear.

[0129] Step S311: The current battery minimum temperature is obtained, and according to the temperature interval in which the current battery minimum temperature is located, the target balance point SOC of the temperature interval is determined, and the greater the battery minimum temperature, the smaller the corresponding target balance point data.

[0130] Step S312: The real-time SOC and the current balance point SOC are obtained, and the current balance point SOC is switched to the target balance point SOC according to the size relationship of the target balance point SOC, the current balance 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 balance point SOC, the balance point SOC is gradually switched from the current balance point SOC to the target balance 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 gradually switched 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 gradually switched to zero at a preset exit rate;

[0134] If the real-time SOC is greater than the target equilibrium point SOC, the equilibrium point SOC is directly switched to the target equilibrium point SOC.

[0135] If the current equilibrium point SOC is greater than the target equilibrium point SOC:

[0136] If the real-time SOC is less than the target equilibrium point SOC, the equilibrium point SOC is directly switched to the target equilibrium point SOC.

[0137] If the real-time SOC is greater than the target equilibrium point SOC and less than the current equilibrium point SOC, the equilibrium point SOC is gradually switched from the real-time SOC to the target equilibrium 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 equilibrium point SOC, the equilibrium point SOC is directly switched to the target equilibrium point SOC.

[0139] Step S313: If the target equilibrium point gear is the first equilibrium point gear, the target equilibrium point SOC is added by a first SOC increment as a target exit SOC.

[0140] If the target equilibrium point gear is the second equilibrium point gear, the target equilibrium point SOC is added by a second SOC increment as a target exit SOC, and the second SOC increment is less than the first SOC increment.

[0141] If the target equilibrium point gear is the third equilibrium point gear, the target equilibrium point SOC is added by a third SOC increment as a target exit SOC, and the third SOC increment is less than the second SOC increment.

[0142] The technical scheme of the present application also provides a storage medium, which stores computer instructions, when the computer executes the computer instructions, for executing the battery energy management method of the hybrid vehicle in any of the preceding 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 in communication connection with the at least one processor 401; wherein

[0146] The memory 402 stores instructions executable by the at least one processor 401, and the instructions are executed by the at least one processor 401 to enable the at least one processor 401 to perform all steps of the battery energy management method of the hybrid vehicle in any of the preceding method embodiments.

[0147] The electronic device is preferably an Electronic Control Unit (ECU), and further preferably a Microcontroller Unit (MCU) in the ECU.

[0148] Figure 4 The processor 401 is taken as an example:

[0149] The electronic device can 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 can be connected through a bus or other means, and are taken as an example of being connected through a bus.

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

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

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

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

[0155] The above description is only the principle and the preferred embodiment of the present application. It should be noted that the embodiments obtained by appropriately combining the technical solutions disclosed in different embodiments are also included in the technical scope of the present application, and on the basis of the principles of the present application, several other variations can also be made, which should be considered as the protection scope of the present application.

Claims

1. A battery energy management method for a hybrid vehicle, characterized in that, include: Acquire range and trip data, and determine the target balance point gear based on the range and trip data, specifically including: The balance point gears include a first balance point gear, a second balance point gear, and a third balance point gear, wherein the second balance point gear is greater than the first balance point gear and less than the third balance point gear; the range and trip data include vehicle speed, road gradient, and pedal depth; If, within a preset detection time, the vehicle speed is greater than a first vehicle speed threshold and is maintained for at least a preset duration, or the road slope is greater than a first slope threshold and is maintained for at least a preset duration, or the foot depth is greater than a first depth threshold and is maintained for at least a preset duration, then the third balance point gear is taken 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 remains at least for a preset duration, the road gradient is less than or equal to a second gradient threshold and remains at least for a preset duration, and the foot depth is less than or equal to a second depth threshold and remains at least for a preset duration, then the first balance point gear is taken as the target balance point gear, the second vehicle speed threshold is less than the first vehicle speed threshold, the second gradient threshold is less than the first gradient threshold, the second depth threshold is less than the first depth threshold, and the preset duration is less than or equal to the preset detection time; Otherwise, the second balance point gear is taken as the target balance point gear; Get the current lowest battery temperature, and determine the target balance point data of the target balance point gear based on the current lowest battery temperature. The target balance point data includes the target balance point SOC. When the battery SOC drops to the target balance point SOC, control the vehicle to switch from EV mode to HEV mode. Acquire the real-time SOC and the current equilibrium point SOC, and control the switching of the current equilibrium point SOC to the target equilibrium point SOC based on the relationship between the target equilibrium point SOC, the current equilibrium point SOC, and the real-time SOC. Specifically, this includes: When the current equilibrium point SOC is less than the target equilibrium point SOC: If the real-time SOC is less than the current equilibrium point SOC, then control the current equilibrium point SOC to gradually switch 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, then 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 equilibrium point SOC, then the control equilibrium point SOC is directly switched to the target equilibrium point SOC.

2. The battery energy management method for hybrid vehicles according to claim 1, characterized in that, The range and trip data also include fuel-powered driving range; The step of determining the target balance point gear based on the range and trip data, before judging vehicle speed, road gradient, and pedal depth, also includes: If the fuel range is less than or equal to the fuel range threshold, then the first balance point gear is taken as the target balance point gear.

3. The battery energy management method for hybrid vehicles according to claim 2, characterized in that, The range and trip data also include remaining mileage, destination data, and pure electric range. The step of determining the target balance point gear based on the range and trip data also includes: If the in-car navigation is turned on, it will obtain the remaining mileage, destination data, and pure electric range. If the pure electric range is greater than or equal to the remaining range, and the vehicle has been charged at the destination, a query message is sent asking whether to use the first balance point gear as the target balance point gear. If a confirmation message is received from the user, the first balance point gear is prioritized as the target balance point gear.

4. The battery energy management method for hybrid vehicles according to claim 1, characterized in that, The step of determining the target balance point data for the target balance point gear based on the current lowest battery temperature specifically includes: Based on the temperature range in which the current lowest battery temperature is located, the target equilibrium point data for that temperature range is determined. The higher the lowest battery temperature, the smaller the corresponding target equilibrium point data.

5. The battery energy management method for hybrid vehicles according to claim 1, characterized in that, The step of controlling the current equilibrium point SOC to switch to the target equilibrium point SOC based on the relationship between the target equilibrium point SOC, the current equilibrium point SOC, and the real-time SOC further includes: When the current equilibrium point SOC is greater than the target equilibrium point SOC: If the real-time SOC is less than the target equilibrium point SOC, then the control equilibrium point SOC is directly switched to the target equilibrium point SOC; If the real-time SOC is greater than the target equilibrium point SOC and less than the current equilibrium point SOC, then the equilibrium point SOC is controlled to gradually switch from the real-time SOC to the target equilibrium point SOC at a preset switching rate, and after the switching is completed, the engine is controlled to exit the drive after a preset delay time. If the real-time SOC is greater than the current equilibrium point SOC, then the equilibrium point SOC is directly switched to the target equilibrium point SOC.

6. The battery energy management method for hybrid vehicles according to claim 1, characterized in that, The balance point gear includes a first balance point gear, a second balance point gear, and a third balance point gear, wherein the second balance point gear is greater than the first balance point gear and less than the third balance point gear; The target balance point data also includes the target exit SOC. When the battery SOC increases to the target exit SOC, the vehicle is controlled to switch from HEV mode to EV mode. After controlling the current equilibrium point SOC to switch to the target equilibrium point SOC based on the relationship between the target equilibrium point SOC, the current equilibrium point SOC, and the real-time SOC, the method further includes: If the target equilibrium point is the first equilibrium point, then the target equilibrium point SOC plus the first SOC increment is used as the target exit SOC; If the target equilibrium point is the second equilibrium point, then the target equilibrium 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. If the target equilibrium point is the third equilibrium point, then the target equilibrium point SOC plus the third SOC increment is used as the target exit SOC, and the third SOC increment is less than the second SOC increment.

7. A storage medium, characterized in that, The storage medium stores computer instructions, which, when executed by the computer, are used to perform the battery energy management method for a hybrid vehicle as described in any one of claims 1-6.

8. An electronic device, characterized in that, Includes 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 to enable the at least one processor to perform the battery energy management method for a hybrid vehicle as described in any one of claims 1-6.

Images