Charging energy management method and device of vehicle, vehicle and storage medium

Abstract

The invention relates to a charging energy management method and device of a vehicle, the vehicle and a storage medium, and the method comprises the steps that if the current vehicle speed of the current vehicle is larger than a preset vehicle speed, the current accelerator pedal opening degree of the current vehicle is obtained, and a target economic curve or a target economic curve interval of an engine of the current vehicle is determined based on the current SOC; and the total output power of the engine is determined based on the target economic curve or the target economic curve interval, and the first engine output power used for charging the power battery and the second engine output power used for driving the vehicle are determined according to the total output power and the current accelerator pedal opening degree. Therefore, the problems of unstable SOC state, unreasonable engine torque distribution and the like in the driving and parking processes of vehicles in the related technology are solved, and the utilization rate of electric power is improved while oil consumption is reduced by controlling the working point of the engine to tend to the target economic curve or the target economic curve interval and charging the power battery.

Description

Technical Field

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

[0002] With the continuous development of hybrid vehicle technology, how to effectively manage the charging energy of hybrid vehicles, especially during driving and parking, has become a technical problem that needs to be solved urgently. The charging energy management of hybrid vehicles mainly relies on the hybrid controller, which determines the motor power generation / driving state and the optimal working range of the engine based on multiple input conditions (such as driver demand torque, SOC (State of Charge, power battery charge state), accelerator pedal opening, gear state, motor speed and engine speed), and then calculates and outputs the target torque of the engine and motor.

[0003] In the related technology, the traditional hybrid vehicle charging energy management scheme has the following operating modes when driving: when the driver's required torque is greater than the actual output torque of the engine, the motor assist mode is entered, and the positive torque of the motor assists the engine to drive and optimize the engine operating point; when the driver's required torque is less than the actual output torque of the engine, the engine drive power generation mode is entered, and the negative torque of the motor charges the power battery.

[0004] However, the charging energy management of related technologies is mainly implemented through the internal logic of the software. The driver cannot flexibly control the charging and discharging of the power battery according to the actual driving status, resulting in an unstable SOC state, which urgently needs to be solved. Summary of the invention

[0005] The present application provides a vehicle charging energy management method, device, vehicle and storage medium to solve the problems of unstable SOC state of related technical vehicles during driving and parking, and unreasonable torque distribution during engine-driven power generation and driving assistance. By controlling the engine operating point to tend to a target economic curve or a target economic curve range and charging the power battery, the utilization rate of electric power is improved while reducing fuel consumption.

[0006] A first aspect of the present application provides a method for managing charging energy of a vehicle, comprising the following steps:

[0007] Get the current vehicle speed and current battery state of charge SOC;

[0008] If the current vehicle speed is greater than a preset vehicle speed, obtaining a current accelerator pedal opening of the current vehicle, and determining a target economy curve or a target economy curve interval of the engine of the current vehicle based on the current SOC;

[0009] The total output power of the engine is determined based on the target economic curve or the target economic curve interval, and the first engine output power for charging the power battery and the second engine output power for driving the vehicle are determined according to the total output power and the current accelerator pedal opening.

[0010] According to one embodiment of the present application, determining a target economy curve of the engine of the current vehicle based on the current SOC includes:

[0011] If the current SOC is in the first SOC interval, maintaining the economy curve of the engine of the current vehicle;

[0012] If the current SOC is in a second SOC interval, the target economic curve interval is determined by a curve interval between a first power curve and a second power curve, wherein an upper limit value of the second SOC interval is less than a lower limit value of the first SOC interval, and a power of the second power curve is higher than a power of the first power curve;

[0013] If the current SOC is in a third SOC interval, the target economic curve interval is determined by a curve interval between the second power curve and the third power curve, wherein an upper limit value of the third SOC interval is less than a lower limit value of the second SOC interval, and a power of the third power curve is higher than a power of the second power curve;

[0014] If the current SOC is in a fourth SOC interval, the target economic curve is a fourth power curve, wherein the upper limit value of the fourth SOC interval is less than the lower limit value of the third SOC interval, and the power of the fourth power curve is higher than the power of the third power curve;

[0015] If the current SOC is in the fifth SOC interval, the target economic curve is the fifth power curve, wherein the upper limit value of the fifth SOC interval is less than the lower limit value of the fourth SOC interval, and the power of the fifth power curve is higher than the power of the fourth power curve.

[0016] According to one embodiment of the present application, determining the first engine output power for charging the power battery and the second engine output power for driving the vehicle according to the total output power and the current accelerator pedal opening includes:

[0017] Determining, according to the current SOC and the current accelerator pedal opening, a first power distribution ratio for charging the power battery and a second power distribution ratio for driving the vehicle;

[0018] The first engine output power is obtained according to the product of the total output power and the first power allocation ratio, and the second engine output power is obtained according to the product of the total output power and the second power allocation ratio.

[0019] According to one embodiment of the present application, before obtaining the current vehicle speed and the current SOC of the current vehicle, the method further includes:

[0020] Determining whether a CEM (Charge Energy Management) switch of the vehicle is in an on state;

[0021] If the CEM switch of the current vehicle is in the on state, the vehicle is controlled to enter a charging energy management mode.

[0022] According to one embodiment of the present application, after determining whether the current speed of the current vehicle is greater than the preset speed, the method further includes:

[0023] If the current vehicle is in the charging energy management mode and the current speed of the current vehicle is less than the preset speed, it is determined whether the current vehicle is in a parking state. If the current vehicle is in the parking state, when the current SOC is less than a first preset threshold, the power battery is continuously charged until the current SOC is greater than a second preset threshold, and charging of the power battery is stopped, wherein the first preset threshold is less than the second preset threshold;

[0024] If the current vehicle is not in a parking state, the charging of the power battery is stopped.

[0025] According to one embodiment of the present application, when the vehicle enters the charging energy management mode, it also includes:

[0026] The sixth power curve is used as the lowest power curve of the engine of the current vehicle.

[0027] According to the vehicle charging energy management method provided by the embodiment of the present application, when the current vehicle speed is greater than the preset vehicle speed, the target economic curve or target economic curve interval of the engine of the current vehicle is determined based on the current SOC; the total output power of the engine is determined based on the target economic curve or the target economic curve interval, and the first engine output power for charging the power battery and the second engine output power for driving the vehicle are determined based on the total output power and the current accelerator pedal opening. Thus, the problems of unstable SOC state of related technical vehicles during driving and parking, and unreasonable torque distribution during engine-driven power generation and driving assistance are solved. By controlling the engine operating point to tend to the target economic curve or the target economic curve interval and charging the power battery, the utilization rate of electric power is improved while reducing fuel consumption.

[0028] A second aspect of the present application provides a charging energy management device for a vehicle, comprising:

[0029] The acquisition module is used to obtain the current vehicle speed and the current battery state of charge SOC;

[0030] a processing module, configured to obtain a current accelerator pedal opening of the current vehicle if the current vehicle speed is greater than a preset vehicle speed, and determine a target economy curve or a target economy curve interval of the engine of the current vehicle based on the current SOC;

[0031] A charging energy management module is used to determine the total output power of the engine based on the target economic curve or the target economic curve interval, and to determine the first engine output power for charging the power battery and the second engine output power for driving the vehicle according to the total output power and the current accelerator pedal opening.

[0032] According to one embodiment of the present application, the processing module is used to:

[0033] If the current SOC is in the first SOC interval, maintaining the economy curve of the engine of the current vehicle;

[0034] If the current SOC is in a second SOC interval, the target economic curve interval is determined by a curve interval between a first power curve and a second power curve, wherein an upper limit value of the second SOC interval is less than a lower limit value of the first SOC interval, and a power of the second power curve is higher than a power of the first power curve;

[0035] If the current SOC is in a third SOC interval, the target economic curve interval is determined by a curve interval between the second power curve and the third power curve, wherein an upper limit value of the third SOC interval is less than a lower limit value of the second SOC interval, and a power of the third power curve is higher than a power of the second power curve;

[0036] If the current SOC is in a fourth SOC interval, the target economic curve is a fourth power curve, wherein the upper limit value of the fourth SOC interval is less than the lower limit value of the third SOC interval, and the power of the fourth power curve is higher than the power of the third power curve;

[0037] If the current SOC is in the fifth SOC interval, the target economic curve is the fifth power curve, wherein the upper limit value of the fifth SOC interval is less than the lower limit value of the fourth SOC interval, and the power of the fifth power curve is higher than the power of the fourth power curve.

[0038] According to one embodiment of the present application, the charging energy management module is used to:

[0039] Determining, according to the current SOC and the current accelerator pedal opening, a first power distribution ratio for charging the power battery and a second power distribution ratio for driving the vehicle;

[0040] The first engine output power is obtained according to the product of the total output power and the first power allocation ratio, and the second engine output power is obtained according to the product of the total output power and the second power allocation ratio.

[0041] According to one embodiment of the present application, before obtaining the current vehicle speed and the current SOC of the current vehicle, the obtaining module is further used to:

[0042] Determining whether a CEM switch of the vehicle is in an on state;

[0043] If the CEM switch of the current vehicle is in the on state, the vehicle is controlled to enter a charging energy management mode.

[0044] According to one embodiment of the present application, after determining whether the current speed of the current vehicle is greater than a preset speed, the acquisition module is further configured to:

[0045] If the current vehicle is in the charging energy management mode and the current speed of the current vehicle is less than the preset speed, it is determined whether the current vehicle is in a parking state. If the current vehicle is in the parking state, when the current SOC is less than a first preset threshold, the power battery is continuously charged until the current SOC is greater than a second preset threshold, and charging of the power battery is stopped, wherein the first preset threshold is less than the second preset threshold;

[0046] If the current vehicle is not in a parking state, the charging of the power battery is stopped.

[0047] According to one embodiment of the present application, when the vehicle enters the charging energy management mode, the processing module is further used to:

[0048] The sixth power curve is used as the lowest power curve of the engine of the current vehicle.

[0049] According to the vehicle charging energy management device provided by the embodiment of the present application, when the current vehicle speed is greater than the preset vehicle speed, the target economic curve or target economic curve interval of the engine of the current vehicle is determined based on the current SOC; the total output power of the engine is determined based on the target economic curve or the target economic curve interval, and the first engine output power for charging the power battery and the second engine output power for driving the vehicle are determined based on the total output power and the current accelerator pedal opening. Thus, the problems of unstable SOC state of related technical vehicles during driving and parking, and unreasonable torque distribution during engine-driven power generation and driving assistance are solved. By controlling the engine operating point to tend to the target economic curve or the target economic curve interval and charging the power battery, the utilization rate of electric power is improved while reducing fuel consumption.

[0050] A third aspect of the present application provides a vehicle, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle charging energy management method as described in the above embodiment.

[0051] A fourth aspect of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the vehicle charging energy management method as described in the above embodiment.

[0052] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which:

[0054] Figure 1 This is a schematic diagram of the architecture of traditional charging energy management;

[0055] Figure 2 A flowchart of a vehicle charging energy management method provided according to an embodiment of the present application;

[0056] Figure 3 is a schematic diagram of a target economy curve of an engine according to an embodiment of the present application;

[0057] Figure 4 is a flow chart of a vehicle charging energy management method according to an embodiment of the present application;

[0058] Figure 5 is a block diagram of a charging energy management device for a vehicle according to an embodiment of the present application;

[0059] Figure 6 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0060] Embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0061] Before introducing the vehicle charging energy management method according to the embodiment of the present application, a conventional charging energy management method in the related art is briefly introduced.

[0062] In related technologies, such as Figure 1 As shown in the figure, the current constraints on hybrid vehicle charging energy management include driver demand torque, SOC, accelerator pedal opening, gear state, motor speed, and engine speed. Based on the above input conditions, the hybrid controller determines the motor's power generation / driving state and the engine's economic working range, and then calculates and outputs the engine target torque and motor target torque. Specifically, when the motor is at a positive speed, if it outputs positive torque, it is in a driving state, and if it outputs negative torque, it switches to a power generation state.

[0063] Traditional charging energy management has the following two working conditions depending on the constraints:

[0064] 1) When driving (i.e., vehicle speed>0kmph), if the driver's required torque>the actual engine output torque, the system enters the motor assist mode, and the motor assists the engine with positive torque (optimizing the engine operating point), and determines the torque of the motor assist according to the accelerator pedal opening, SOC, and gear status.

[0065] 2) When driving (i.e., vehicle speed > 0 kmph), if the driver's required torque is less than the actual engine output torque, the vehicle enters the engine-driven power generation mode, and the motor charges the power battery with negative torque. The torque generated by the motor is determined based on the accelerator pedal opening, SOC and gear status.

[0066] However, during driving, the above-mentioned traditional charging energy management is mainly implemented through the internal logic of the software. The driver cannot control the charging and discharging of the power battery according to the actual driving status, resulting in unstable SOC. For example, when high-power power-consuming equipment is working, the SOC drops quickly. When the SOC is low, the vehicle cannot optimize the engine's working point through the motor output torque while maintaining the operation of high-power power-consuming equipment. In addition, if the driver's torque demand is high, the engine needs to charge the power battery while outputting a higher torque due to the low SOC, resulting in increased fuel consumption.

[0067] Based on the above situation, the present invention proposes a vehicle charging energy management method, which refines the optimal economic curve of the engine in different SOC ranges, so that the engine can work in the optimal working range as much as possible to reduce fuel consumption, and according to the different ranges of SOC, the charging energy management function can be triggered to charge the power battery as much as possible, so that the SOC is stabilized in a suitable range.

[0068] For example, when the SOC is high, the charging energy management function controls the engine operating point to tend towards a lower power economy curve, part of the engine torque is used to meet driving needs, and the other part of the torque is used to charge the power battery as much as possible; when the SOC is low, the charging energy management function controls the engine operating point to tend towards a higher power economy curve, part of the engine torque is used to meet driving needs, and the other part of the torque is used to charge the power battery as much as possible.

[0069] Therefore, according to a vehicle charging energy management method proposed in the present application, the problems of unstable SOC state of related technical vehicles during driving and parking, and unreasonable torque distribution during engine-driven power generation and driving assistance are solved. By controlling the engine operating point to tend to the target economic curve or the target economic curve range and charging the power battery, the utilization rate of electric power is improved while reducing fuel consumption. It is very suitable for hybrid vehicles with high-power power-consuming equipment such as refrigerated tops or power take-offs.

[0070] Specifically, Figure 2 A flow chart of a vehicle charging energy management method provided in an embodiment of the present application.

[0071] like Figure 2 As shown, the vehicle charging energy management method includes the following steps:

[0072] In step S201 , the current vehicle speed and the current battery state of charge (SOC) of the current vehicle are obtained.

[0073] Specifically, the embodiment of the present application can obtain the current vehicle speed through a vehicle speed sensor, and can obtain the current SOC of the current vehicle through a battery management system (BMS).

[0074] It should be noted that the above-mentioned method of obtaining the current speed and current SOC of the current vehicle is only exemplary. There may be many other ways to obtain the current speed and current SOC of the current vehicle. Those skilled in the art may adopt other methods in the prior art to obtain the current speed and current SOC of the current vehicle according to actual conditions, and no specific limitation is made here.

[0075] Furthermore, in some embodiments, before obtaining the current vehicle speed and current SOC of the current vehicle, it also includes: determining whether the CEM switch of the vehicle is in the on state; if the CEM switch of the current vehicle is in the on state, controlling the vehicle to enter the charging energy management mode.

[0076] Specifically, the embodiment of the present application can determine whether the CEM switch of the vehicle is in the on state through the vehicle's dashboard, or the central control touch screen, or a specific application. If the CEM switch of the current vehicle is in the on state, it means that the charging energy management function has been turned on and controls the current vehicle to enter the charging energy management mode.

[0077] Furthermore, in some embodiments, after determining whether the current speed of the current vehicle is greater than the preset speed, it also includes: if the current vehicle is in a charging energy management mode, and the current speed of the current vehicle is less than the preset speed, then determining whether the current vehicle is in a parking state; if the current vehicle is in a parking state, then when the current SOC is less than a first preset threshold, continuously charging the power battery until the current SOC is greater than a second preset threshold, then stopping charging the power battery, wherein the first preset threshold is less than the second preset threshold; if the current vehicle is not in a parking state, stopping charging the power battery.

[0078] The preset speed may be a speed pre-set by a person skilled in the art, a speed obtained through a limited number of experiments, or a speed obtained through computer simulation, and is not specifically limited here. Optionally, the preset speed may be 0 kmph.

[0079] Optionally, the parking state may be that the current vehicle is in a stationary state, that is, the gear is in neutral, and the handbrake of the current vehicle is pulled up. The first preset threshold may be 60%, and the second preset threshold may be 80%, which are not specifically limited here.

[0080] Specifically, the embodiments of the present application can determine whether the current vehicle is in the charging energy management mode through the vehicle's dashboard, or the central control touch screen, or a specific application, and obtain the current speed of the current vehicle. If the current vehicle is in the charging energy management mode, the current speed of the current vehicle is compared with the preset speed. If the current speed is less than the preset speed, it is further determined whether the current vehicle is in a parking state.

[0081] If the current vehicle is in a parking state, it is determined whether the current SOC is less than a first preset threshold value. If the current SOC is less than the first preset threshold value (such as 60%), the parking charging mode with constant engine speed and negative motor torque is entered, and the power battery is charged until the current SOC is greater than a second preset threshold value (such as 80%), that is, the current SOC is high and the power battery has sufficient power, then the parking charging mode is exited and the power battery is stopped from being charged. In addition, after determining that the current vehicle is in a parking state, if the current SOC is greater than or equal to the first preset threshold value, it means that the current vehicle is not in a driving state and the power battery has sufficient power, therefore, the parking charging mode is also exited and the power battery is stopped from being charged.

[0082] If the vehicle is not currently in parking state, the parking charging mode will be exited directly and charging of the power battery will stop.

[0083] For example, assuming that the first preset threshold is 60% and the second preset threshold is 80%, when the current vehicle is in the charging energy management mode and the current speed of the current vehicle is less than the preset speed:

[0084] If the vehicle is currently in a parked state and the current SOC is 55%, it enters the parking charging mode to charge the power battery; if the vehicle is currently in a parked state and the current SOC is 82%, it exits the parking charging mode and stops charging the power battery; if the vehicle is currently not in a parked state, it exits the parking charging mode and stops charging the power battery.

[0085] In step S202, if the current vehicle speed is greater than the preset vehicle speed, the current accelerator pedal opening of the current vehicle is obtained, and the target economy curve or target economy curve interval of the engine of the current vehicle is determined based on the current SOC.

[0086] Further, in some embodiments, a target economic curve or a target economic curve interval of the engine of the current vehicle is determined based on the current SOC, including: if the current SOC is in a first SOC interval, the economic curve of the engine of the current vehicle is maintained; if the current SOC is in a second SOC interval, the target economic curve interval is determined by a curve interval between a first power curve and a second power curve, wherein the upper limit value of the second SOC interval is less than the lower limit value of the first SOC interval, and the power of the second power curve is higher than the power of the first power curve; if the current SOC is in a third SOC interval, the target economic curve interval is determined by a curve interval between the second power curve and the third power curve. The target economic curve is determined by the curve interval between the three SOC lines, wherein the upper limit value of the third SOC interval is less than the lower limit value of the second SOC interval, and the power of the third power curve is higher than the power of the second power curve; if the current SOC is in the fourth SOC interval, the target economic curve is the fourth power curve, wherein the upper limit value of the fourth SOC interval is less than the lower limit value of the third SOC interval, and the power of the fourth power curve is higher than the power of the third power curve; if the current SOC is in the fifth SOC interval, the target economic curve is the fifth power curve, wherein the upper limit value of the fifth SOC interval is less than the lower limit value of the fourth SOC interval, and the power of the fifth power curve is higher than the power of the fourth power curve.

[0087] Optionally, the first SOC interval may be SOC≥80%, the second SOC interval may be 60%≤SOC<80%, the third SOC interval may be 40%≤SOC<60%, the fourth SOC interval may be 20%≤SOC<40%, and the fifth SOC interval may be 0%≤SOC<20%.

[0088] It should be noted that the embodiment of the present application adapts the engine power and torque through simulation according to the vehicle driving power requirements (vehicle weight, slope, environment, etc.), divides different economic curves according to different specific fuel consumption areas according to the engine universal curve data, and linearizes and structures different optimal economic curves based on different SOCs, engine output torque-motor generating torque+motor assist torque=vehicle resistance torque / total speed ratio according to vehicle operation and calibration tests. Exemplarily, the engine operating point and optimal economic curve of the CEM function are as follows: Figure 3 As shown, the engine operating point is controlled to tend to different optimal economic curves by controlling the accelerator pedal opening, SOC range, and CEM switch.

[0089] Among them, Figure 3As shown, the first power curve may be a Tecomin curve, the second power curve may be a Teco curve, the third power curve may be a Tecomax curve, the fourth power curve may be a Temax curve, and the fifth power curve may be a Tmax curve. Among them, the Tecomin curve is a low-power economic curve for engine operation, the Teco curve is an optimal power economic curve for engine operation, the Tecomax curve is a high-power economic curve for engine operation, the Temax curve is a maximum power economic curve for engine operation, and the Tmax curve is an external characteristic torque curve for the engine.

[0090] It should be noted that the different economic curves in the present application can be obtained through actual test calibration. After determining the different economic curves, the curve landing points are written into the software, and the engine operating point is controlled to tend to different optimal economic curves through the charging energy management switch.

[0091] Specifically, if the current SOC is in the first SOC range, it means that the current SOC is high and the power battery has sufficient power. At this time, it is only necessary to maintain the economic curve of the current vehicle's engine and distribute the torque of the engine and motor according to the conventional hybrid mode. There is no need to actively intervene in the torque distribution of the engine and motor.

[0092] Furthermore, if the current SOC is in the second SOC range, the target economic curve range is determined by the curve range between the first power curve and the second power curve. At this time, under the premise of ensuring that the engine meets the driving power, the engine's operating point is controlled to tend to the curve range between the low and medium power curves of the engine operation (Tecomin curve) and the optimal power economy curve of the engine operation (Teco curve), that is, the curve range between the first power curve and the second power curve, so as to charge the power battery as much as possible.

[0093] Furthermore, if the current SOC is in the third SOC range, then as the current SOC decreases, the target economic curve range is adjusted to the curve range between the optimal power economy curve (Teco curve) of the engine operation and the medium and high power curve (Tecomax curve) of the engine operation, that is, the curve range between the second power curve and the third power curve. At this time, on the premise of ensuring that the engine meets the driving power, the engine's operating point is controlled to tend to the curve range between the second power curve and the third power curve, so as to charge the power battery as much as possible.

[0094] Furthermore, if the current SOC is in the fourth SOC range, then as the current SOC decreases, the target economic curve is determined to be the highest power curve of the engine operation (Temax curve), that is, the fourth power curve. At this time, under the premise of ensuring that the engine meets the driving power, the engine's operating point is controlled to tend to the fourth power curve, so as to charge the power battery as much as possible.

[0095] Furthermore, if the current SOC is in the fifth SOC interval, as the current SOC decreases, the target economic curve is adjusted to the engine external characteristic torque curve (Tmax curve), that is, the fifth power curve. At this time, under the premise of ensuring that the engine meets the driving power, the engine's operating point is controlled to tend to the fifth power curve, so as to charge the power battery as much as possible.

[0096] Furthermore, in some embodiments, when the vehicle enters the charging energy management mode, it also includes: using the sixth power curve as the lowest power curve of the engine of the current vehicle.

[0097] Preferably, if Figure 3 As shown, the sixth power curve may be a Temin curve, which represents the lowest power economic curve for engine operation.

[0098] Specifically, in order to ensure that the engine can at least maintain a certain output power in the charging energy management mode to meet basic driving and charging needs, the engine's minimum operating point is controlled to tend to the sixth power curve to charge the power battery as much as possible while meeting the vehicle's driving conditions.

[0099] In step S203, the total output power of the engine is determined based on the target economy curve or the target economy curve interval, and the first engine output power for charging the power battery and the second engine output power for driving the vehicle are determined according to the total output power and the current accelerator pedal opening.

[0100] Specifically, based on the target economic curve, the total output power of the engine can be calculated using existing technology, and the total power can be further distributed according to the accelerator pedal opening, wherein part of the power (the first engine output power) is used to charge the power battery, and the other part of the power (the second engine output power) is used to drive the vehicle.

[0101] Further, in some embodiments, a first engine output power for charging a power battery and a second engine output power for driving a vehicle are determined based on the total output power and the current accelerator pedal opening, including: determining a first power distribution ratio for charging the power battery and a second power distribution ratio for driving the vehicle based on the current SOC and the current accelerator pedal opening; obtaining the first engine output power based on the product of the total output power and the first power distribution ratio, and obtaining the second engine output power based on the product of the total output power and the second power distribution ratio.

[0102] Optionally, those skilled in the art may determine the first power distribution ratio for charging the power battery and the second power distribution ratio for driving the vehicle according to the current SOC and the current accelerator pedal opening and in combination with actual conditions, which is not specifically limited here.

[0103] In order to facilitate those skilled in the art to understand the process of determining the first engine output power and the second engine output power according to the total output power and the current accelerator pedal opening in the present application, an example is given below.

[0104] For example, assume that the total output power of the engine is A.

[0105] (1) When the current SOC is in the second SOC range (60% ≤ SOC < 80%),

[0106] a) If the accelerator pedal opening is ≥ 90%, the torque distribution between the engine and the motor is carried out according to the normal hybrid mode, and no active intervention is performed.

[0107] b) If 80%≤accelerator pedal opening<90%, the first power distribution ratio is 5%, the second power distribution ratio is 95%, the output power of the first engine used to charge the power battery is 5%*A, and the output power of the second engine used to drive the vehicle is 95%*A;

[0108] c) If 60%≤accelerator pedal opening<80%, the first power distribution ratio is 8%, the second power distribution ratio is 92%, the output power of the first engine used to charge the power battery is 8%*A, and the output power of the second engine used to drive the vehicle is 92%*A;

[0109] d) If the accelerator pedal opening is less than 60%, the first power distribution ratio is 10%, the second power distribution ratio is 90%, the output power of the first engine used to charge the power battery is 10%*A, and the output power of the second engine used to drive the vehicle is 90%*A.

[0110] (2) When the current SOC is in the third SOC range (40% ≤ SOC < 60%),

[0111] a) If the accelerator pedal opening is ≥ 90%, the torque distribution between the engine and the motor is carried out according to the normal hybrid mode, and no active intervention is performed.

[0112] b) If 80%≤accelerator pedal opening<90%, the first power distribution ratio is 5%, the second power distribution ratio is 95%, the output power of the first engine used to charge the power battery is 5%*A, and the output power of the second engine used to drive the vehicle is 95%*A;

[0113] c) If 60%≤accelerator pedal opening<80%, the first power distribution ratio is 10%, the second power distribution ratio is 90%, the output power of the first engine used to charge the power battery is 10%*A, and the output power of the second engine used to drive the vehicle is 90%*A;

[0114] d) If the accelerator pedal opening is <60%, the first power distribution ratio is 15%, the second power distribution ratio is 85%, the output power of the first engine used to charge the power battery is 15%*A, and the output power of the second engine used to drive the vehicle is 85%*A.

[0115] (3) When the current SOC is in the fourth SOC interval (20% ≤ SOC < 40%),

[0116] a) If the accelerator pedal opening is ≥80%, the first power distribution ratio is 5%, the second power distribution ratio is 95%, the output power of the first engine used to charge the power battery is 5%*A, and the output power of the second engine used to drive the vehicle is 95%*A;

[0117] b) If 60%≤accelerator pedal opening<80%, the first power distribution ratio is 10%, the second power distribution ratio is 90%, the output power of the first engine used to charge the power battery is 10%*A, and the output power of the second engine used to drive the vehicle is 90%*A;

[0118] c) If the accelerator pedal opening is <60%, the first power distribution ratio is 15%, the second power distribution ratio is 85%, the output power of the first engine used to charge the power battery is 15%*A, and the output power of the second engine used to drive the vehicle is 85%*A.

[0119] (4) When the current SOC is in the fifth SOC interval (0% ≤ SOC < 20%),

[0120] a) If the accelerator pedal opening is ≥80%, the first power distribution ratio is 5%, the second power distribution ratio is 95%, the output power of the first engine used to charge the power battery is 5%*A, and the output power of the second engine used to drive the vehicle is 95%*A;

[0121] b) If 60%≤accelerator pedal opening<80%, the first power distribution ratio is 10%, the second power distribution ratio is 90%, the output power of the first engine used to charge the power battery is 10%*A, and the output power of the second engine used to drive the vehicle is 90%*A;

[0122] c) If the accelerator pedal opening is <60%, the first power distribution ratio is 15%, the second power distribution ratio is 85%, the output power of the first engine used to charge the power battery is 15%*A, and the output power of the second engine used to drive the vehicle is 85%*A.

[0123] In order to facilitate those skilled in the art to more clearly and intuitively understand the vehicle charging energy management method of the embodiment of the present application, the following is combined with Figure 4 Provide detailed explanation.

[0124] like Figure 4 As shown, the vehicle charging energy management method includes the following steps:

[0125] S401, press the CEM switch.

[0126] S402, determine whether the vehicle speed is greater than 0, if so, execute S403, otherwise, execute S417.

[0127] S403, determine whether the SOC is greater than or equal to 80%, if yes, execute S404, otherwise, execute S405.

[0128] S404, maintain normal hybrid mode.

[0129] S405, determining whether the SOC is greater than or equal to 60% and less than 80%, if so, executing S406, otherwise, executing S409.

[0130] S406, determining whether the accelerator pedal opening is greater than or equal to 90%, if so, executing S404, otherwise, executing S407.

[0131] S407, the engine operating point tends to the Tecomin-Teco curve.

[0132] S408, the engine drives the power generation.

[0133] S409, determining whether the SOC is greater than or equal to 40% and less than 60%, if so, executing S410, otherwise, executing S412.

[0134] S410, determining whether the accelerator pedal opening is greater than or equal to 90%, if so, executing S404, otherwise, executing S411.

[0135] S411, the engine operating point approaches the Teco-Tecomax curve, and S408 is executed.

[0136] S412, determine whether the SOC is greater than or equal to 20% and less than 40%, if yes, execute S413, otherwise, execute S414.

[0137] S413, the engine operating point approaches the Temax curve, and S408 is executed.

[0138] S414, determine whether the SOC is greater than or equal to 0% and less than 20%, if yes, execute S415.

[0139] S415: The engine operating point approaches the Tmax curve, and S408 is executed.

[0140] S416, determine whether the gear position of the vehicle is neutral and whether the handbrake is pulled up, if so, execute S417, otherwise, execute S420.

[0141] S417, determine whether the SOC is less than 60%, if so, execute S418, otherwise, execute S420.

[0142] S418, engine parking charging.

[0143] S419, determine whether the SOC is greater than 80%, if so, execute S420, otherwise, execute S418.

[0144] S420, stop parking charging.

[0145] Therefore, in the embodiment of the present application, within different accelerator pedal openings and SOC ranges, the engine operating point is made to tend to different optimal economic curves through the charging energy management switch, while the power battery is charged as much as possible, thereby achieving fuel saving control and maintaining the power battery SOC in a higher range, thereby keeping the power battery power stable, improving the utilization rate of electric power, and the operation is simple and controllable.

[0146] According to the vehicle charging energy management method proposed in the embodiment of the present application, when the current vehicle speed is greater than the preset vehicle speed, the target economic curve or target economic curve interval of the engine of the current vehicle is determined based on the current SOC; the total output power of the engine is determined based on the target economic curve or the target economic curve interval, and the first engine output power for charging the power battery and the second engine output power for driving the vehicle are determined based on the total output power and the current accelerator pedal opening. Thus, the problems of unstable SOC state of related technical vehicles during driving and parking, and unreasonable torque distribution during engine-driven power generation and driving assistance are solved. By controlling the engine operating point to tend to the target economic curve or the target economic curve interval and charging the power battery, the utilization rate of electric power is improved while reducing fuel consumption.

[0147] Next, the charging energy management device for a vehicle proposed in accordance with an embodiment of the present application will be described with reference to the accompanying drawings.

[0148] Figure 5 It is a block diagram of a charging energy management device for a vehicle according to an embodiment of the present application.

[0149] like Figure 5 As shown, the charging energy management device 10 of the vehicle includes: an acquisition module 100 , a processing module 200 and a charging energy management module 300 .

[0150] Among them, the acquisition module 100 is used to obtain the current vehicle speed and the current battery state of charge SOC of the current vehicle; the processing module 200 is used to obtain the current accelerator pedal opening of the current vehicle if the current vehicle speed is greater than the preset vehicle speed, and determine the target economic curve or target economic curve range of the engine of the current vehicle based on the current SOC; the charging energy management module 300 is used to determine the total output power of the engine based on the target economic curve or the target economic curve range, and determine the first engine output power for charging the power battery and the second engine output power for driving the vehicle according to the total output power and the current accelerator pedal opening.

[0151] Further, in some embodiments, the processing module 200 is used to: if the current SOC is in the first SOC interval, maintain the economic curve of the engine of the current vehicle; if the current SOC is in the second SOC interval, the target economic curve interval is determined by the curve interval between the first power curve and the second power curve, wherein the upper limit value of the second SOC interval is less than the lower limit value of the first SOC interval, and the power of the second power curve is higher than the power of the first power curve; if the current SOC is in the third SOC interval, the target economic curve interval is determined by the curve interval between the second power curve and the third power curve, wherein , the upper limit value of the third SOC interval is less than the lower limit value of the second SOC interval, and the power of the third power curve is higher than the power of the second power curve; if the current SOC is in the fourth SOC interval, the target economic curve is the fourth power curve, wherein the upper limit value of the fourth SOC interval is less than the lower limit value of the third SOC interval, and the power of the fourth power curve is higher than the power of the third power curve; if the current SOC is in the fifth SOC interval, the target economic curve is the fifth power curve, wherein the upper limit value of the fifth SOC interval is less than the lower limit value of the fourth SOC interval, and the power of the fifth power curve is higher than the power of the fourth power curve.

[0152] Furthermore, in some embodiments, the charging energy management module 300 is used to: determine a first power distribution ratio for charging the power battery and a second power distribution ratio for driving the vehicle according to a current SOC and a current accelerator pedal opening; obtain a first engine output power according to the product of the total output power and the first power distribution ratio, and obtain a second engine output power according to the product of the total output power and the second power distribution ratio.

[0153] Furthermore, in some embodiments, before obtaining the current vehicle speed and current SOC of the current vehicle, the acquisition module 100 is also used to: determine whether the CEM switch of the vehicle is in the on state; if the CEM switch of the current vehicle is in the on state, control the vehicle to enter the charging energy management mode.

[0154] Furthermore, in some embodiments, after determining whether the current speed of the current vehicle is greater than the preset speed, the acquisition module 100 is also used to: if the current vehicle is in the charging energy management mode, and the current speed of the current vehicle is less than the preset speed, then determine whether the current vehicle is in a parking state; if the current vehicle is in a parking state, then when the current SOC is less than a first preset threshold, continue to charge the power battery until the current SOC is greater than a second preset threshold, then stop charging the power battery, wherein the first preset threshold is less than the second preset threshold; if the current vehicle is not in a parking state, stop charging the power battery.

[0155] Furthermore, in some embodiments, when the vehicle enters the charging energy management mode, the processing module 200 is further configured to: use the sixth power curve as the lowest power curve of the engine of the current vehicle.

[0156] It should be noted that the above explanation of the embodiment of the vehicle charging energy management method is also applicable to the vehicle charging energy management device of this embodiment, and will not be repeated here.

[0157] According to the vehicle charging energy management device proposed in the embodiment of the present application, when the current vehicle speed is greater than the preset vehicle speed, the target economic curve or target economic curve interval of the engine of the current vehicle is determined based on the current SOC; the total output power of the engine is determined based on the target economic curve or the target economic curve interval, and the first engine output power for charging the power battery and the second engine output power for driving the vehicle are determined based on the total output power and the current accelerator pedal opening. Thus, the problems of unstable SOC state of related technical vehicles during driving and parking, and unreasonable torque distribution during engine-driven power generation and driving assistance are solved. By controlling the engine operating point to tend to the target economic curve or the target economic curve interval and charging the power battery, the utilization rate of electric power is improved while reducing fuel consumption.

[0158] Figure 6 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application. The vehicle may include:

[0159] A memory 601 , a processor 602 , and a computer program stored in the memory 601 and executable on the processor 602 .

[0160] When the processor 602 executes the program, the vehicle charging energy management method provided in the above embodiment is implemented.

[0161] Furthermore, the vehicle also includes:

[0162] The communication interface 603 is used for communication between the memory 601 and the processor 602 .

[0163] The memory 601 is used to store computer programs that can be executed on the processor 602 .

[0164] The memory 601 may include a high-speed RAM memory, and may also include a non-volatile memory (non-volatile memory), such as at least one disk memory.

[0165] If the memory 601, the processor 602 and the communication interface 603 are implemented independently, the communication interface 603, the memory 601 and the processor 602 can be connected to each other through a bus and communicate with each other. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 6 Only one thick line is used in the diagram, but this does not mean that there is only one bus or only one type of bus.

[0166] Optionally, in a specific implementation, if the memory 601, the processor 602 and the communication interface 603 are integrated on a chip, the memory 601, the processor 602 and the communication interface 603 can communicate with each other through an internal interface.

[0167] The processor 602 may be a central processing unit (CPU), or an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present application.

[0168] An embodiment of the present application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the above-mentioned vehicle charging energy management method.

[0169] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or N embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0170] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0171] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, fragment or portion of code comprising one or more executable instructions for implementing the steps of a custom logical function or process, and the scope of the preferred embodiments of the present application includes alternative implementations in which functions may not be performed in the order shown or discussed, including performing functions in a substantially simultaneous manner or in reverse order depending on the functions involved, which should be understood by technicians in the technical field to which the embodiments of the present application belong.

[0172] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as an ordered list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by an instruction execution system, device or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch instructions from an instruction execution system, device or apparatus and execute instructions), or in combination with these instruction execution systems, devices or apparatuses. For the purpose of this specification, "computer-readable medium" can be any device that can contain, store, communicate, propagate or transmit a program for use by an instruction execution system, device or apparatus, or in combination with these instruction execution systems, devices or apparatuses. More specific examples of computer-readable media (a non-exhaustive list) include the following: an electrical connection with one or N wirings (electronic devices), a portable computer disk box (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), a fiber optic device, and a portable compact disk read-only memory (CDROM). In addition, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium and then editing, interpreting or processing in other suitable ways if necessary, and then stored in a computer memory.

[0173] It should be understood that the various parts of the present application can be implemented by hardware, software, firmware or a combination thereof. In the above-mentioned embodiment, the N steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one of the following technologies known in the art or their combination: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0174] A person skilled in the art may understand that all or part of the steps in the method for implementing the above-mentioned embodiment may be completed by instructing related hardware through a program, and the program may be stored in a computer-readable storage medium, which, when executed, includes one or a combination of the steps of the method embodiment.

[0175] In addition, each functional unit in each embodiment of the present application may be integrated into a processing module, or each unit may exist physically separately, or two or more units may be integrated into one module. The above-mentioned integrated module may be implemented in the form of hardware or in the form of a software functional module. If the integrated module is implemented in the form of a software functional module and sold or used as an independent product, it may also be stored in a computer-readable storage medium.

[0176] The storage medium mentioned above may be a read-only memory, a magnetic disk or an optical disk, etc. Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limiting the present application. A person of ordinary skill in the art may change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A method for managing charging energy of a vehicle, characterized in that: The following steps are involved: Get the current vehicle speed and current battery state of charge SOC; If the current vehicle speed is greater than a preset vehicle speed, obtaining a current accelerator pedal opening of the current vehicle, and determining a target economy curve or a target economy curve interval of the engine of the current vehicle based on the current SOC; The total output power of the engine is determined based on the target economic curve or the target economic curve interval, and the first engine output power for charging the power battery and the second engine output power for driving the vehicle are determined according to the total output power and the current accelerator pedal opening.

2. The method according to claim 1, characterized in that The determining a target economy curve or a target economy curve interval of the engine of the current vehicle based on the current SOC includes: If the current SOC is in the first SOC interval, maintaining the economy curve of the engine of the current vehicle; If the current SOC is in a second SOC interval, the target economic curve interval is determined by a curve interval between a first power curve and a second power curve, wherein an upper limit value of the second SOC interval is less than a lower limit value of the first SOC interval, and a power of the second power curve is higher than a power of the first power curve; If the current SOC is in a third SOC interval, the target economic curve interval is determined by a curve interval between the second power curve and the third power curve, wherein an upper limit value of the third SOC interval is less than a lower limit value of the second SOC interval, and a power of the third power curve is higher than a power of the second power curve; If the current SOC is in a fourth SOC interval, the target economic curve is a fourth power curve, wherein the upper limit value of the fourth SOC interval is less than the lower limit value of the third SOC interval, and the power of the fourth power curve is higher than the power of the third power curve; If the current SOC is in the fifth SOC interval, the target economic curve is the fifth power curve, wherein the upper limit value of the fifth SOC interval is less than the lower limit value of the fourth SOC interval, and the power of the fifth power curve is higher than the power of the fourth power curve.

3. The method according to claim 2, characterized in that The determining, according to the total output power and the current accelerator pedal opening, a first engine output power for charging a power battery and a second engine output power for driving the vehicle comprises: Determining, according to the current SOC and the current accelerator pedal opening, a first power distribution ratio for charging the power battery and a second power distribution ratio for driving the vehicle; The first engine output power is obtained according to the product of the total output power and the first power allocation ratio, and the second engine output power is obtained according to the product of the total output power and the second power allocation ratio.

4. The method according to claim 1, characterized in that: Before obtaining the current vehicle speed and current SOC of the current vehicle, the method further includes: Determining whether a CEM switch of the vehicle is in an on state; If the CEM switch of the current vehicle is in the on state, the vehicle is controlled to enter a charging energy management mode.

5. The method according to claim 4, characterized in that After determining whether the current speed of the current vehicle is greater than the preset speed, the method further includes: If the current vehicle is in the charging energy management mode and the current speed of the current vehicle is less than the preset speed, it is determined whether the current vehicle is in a parking state. If the current vehicle is in the parking state, when the current SOC is less than a first preset threshold, the power battery is continuously charged until the current SOC is greater than a second preset threshold, and charging of the power battery is stopped, wherein the first preset threshold is less than the second preset threshold; If the current vehicle is not in a parking state, the charging of the power battery is stopped.

6. The method according to claim 4, characterized in that When the vehicle enters the charging energy management mode, the method further includes: The sixth power curve is used as the lowest power curve of the engine of the current vehicle.

7. A charging energy management device for a vehicle, characterized in that: include: The acquisition module is used to obtain the current vehicle speed and the current battery state of charge SOC; a processing module, configured to obtain a current accelerator pedal opening of the current vehicle if the current vehicle speed is greater than a preset vehicle speed, and determine a target economy curve or a target economy curve interval of the engine of the current vehicle based on the current SOC; A charging energy management module is used to determine the total output power of the engine based on the target economic curve or the target economic curve interval, and to determine the first engine output power for charging the power battery and the second engine output power for driving the vehicle according to the total output power and the current accelerator pedal opening.

8. The device according to claim 7, characterized in that The processing module is used for: If the current SOC is in the first SOC interval, maintaining the economy curve of the engine of the current vehicle; If the current SOC is in a second SOC interval, the target economic curve interval is determined by a curve interval between a first power curve and a second power curve, wherein an upper limit value of the second SOC interval is less than a lower limit value of the first SOC interval, and a power of the second power curve is higher than a power of the first power curve; If the current SOC is in a third SOC interval, the target economic curve interval is determined by a curve interval between the second power curve and the third power curve, wherein an upper limit value of the third SOC interval is less than a lower limit value of the second SOC interval, and a power of the third power curve is higher than a power of the second power curve; If the current SOC is in a fourth SOC interval, the target economic curve is a fourth power curve, wherein the upper limit value of the fourth SOC interval is less than the lower limit value of the third SOC interval, and the power of the fourth power curve is higher than the power of the third power curve; If the current SOC is in the fifth SOC interval, the target economic curve is the fifth power curve, wherein the upper limit value of the fifth SOC interval is less than the lower limit value of the fourth SOC interval, and the power of the fifth power curve is higher than the power of the fourth power curve.

9. A vehicle, characterized in that: include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle charging energy management method as described in any one of claims 1 to 6.

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

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