Vehicle energy management method, storage medium and vehicle

Abstract

The invention provides a vehicle energy management method, a storage medium and a vehicle, and belongs to the technical field of vehicles. The method comprises the following steps: firstly, determining whether a vehicle meets a power fixed-point strategy activation condition based on state information of the vehicle; then, under the condition that the vehicle meets the power fixed-point strategy activation condition, the engine is controlled to operate at the initial engine rotating speed, the target fuel economic interval of the engine is determined based on the initial engine rotating speed, and then optimization calculation is conducted on the equivalent fuel consumption minimum strategy model based on the target fuel economic interval; determining a target engine working point; and finally, based on the target engine working point, the engine is controlled. Thus, by combining the power fixed-point strategy and the equivalent fuel consumption minimum strategy model, it can be guaranteed that the engine stably runs in the vehicle running process, the engine can be controlled to run at the target engine working point with the optimal efficiency, and then the fuel economy of the whole vehicle is effectively improved.

Description

Technical Field

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

[0002] At present, during the driving process of a hybrid vehicle, the working state of the engine usually changes with the SOC (State of Charge, also known as the remaining power) of the battery and the power required by the vehicle. This method easily causes the engine to start and stop frequently, thereby affecting the fuel economy of the vehicle. Summary of the invention

[0003] The present application provides a vehicle energy management method, a storage medium and a vehicle to solve the problem that the engine of a hybrid vehicle is prone to frequent starts and stops during driving, resulting in poor vehicle fuel economy.

[0004] In order to solve the above problems, this application adopts the following technical solutions:

[0005] In a first aspect, an embodiment of the present application provides a vehicle energy management method, the method comprising:

[0006] Based on the status information of the vehicle, determining whether the vehicle meets the power fixed point strategy activation condition;

[0007] When the vehicle meets the power fixed point strategy activation condition, controlling the engine to maintain an initial engine speed, and determining a target fuel economy range of the engine based on the initial engine speed;

[0008] Based on the target fuel economy range, an equivalent fuel consumption minimum strategy model is optimized and calculated to determine a target engine operating point; wherein the target engine operating point is within the target fuel economy range;

[0009] The engine is controlled based on the target engine operating point.

[0010] In one embodiment of the present application, the state information includes the current working mode and mode association information;

[0011] Determining whether the vehicle meets a power fixed point strategy activation condition based on the vehicle status information includes:

[0012] In a case where the current working mode is the series mode, determining whether the vehicle is in a series stable state based on the mode association information;

[0013] In a case where it is determined that the vehicle is in the series stable state, it is determined that the vehicle meets the power set point strategy activation condition.

[0014] In one embodiment of the present application, the mode-related information includes vehicle required power, accelerator pedal opening, battery power, current gear, current slope and battery power; the battery power includes battery charging power or battery discharging power;

[0015] Determining whether the vehicle is in a series stable state based on the mode association information includes:

[0016] When the current slope is less than a first slope threshold, triggering timing for a first duration;

[0017] When the vehicle's required power is less than a first power threshold, the accelerator pedal opening is less than a first opening threshold, the battery power is greater than a first power threshold, the current gear is a forward gear or a reverse gear, the first duration is greater than a first duration threshold, and the battery power is greater than a first battery power threshold, it is determined that the vehicle is in the series stable state.

[0018] In an embodiment of the present application, the method further includes:

[0019] determining the first power threshold based on a current driving mode of the vehicle; and / or,

[0020] The first power threshold is determined based on an ambient temperature of the vehicle and a battery temperature.

[0021] In an embodiment of the present application, determining whether the vehicle meets the power fixed point strategy activation condition based on the vehicle status information includes:

[0022] When the vehicle required power is greater than or equal to the second power threshold, triggering timing for a second duration;

[0023] When the accelerator pedal opening is greater than or equal to a second opening threshold, triggering timing for a third duration;

[0024] When the current slope is greater than or equal to a second slope threshold, triggering timing for a fourth duration;

[0025] When the current working mode is not the series mode, or the second duration is greater than the second duration threshold, or the third duration is greater than the third duration threshold, or the battery power is less than or equal to the second power threshold, or the current gear is the parking gear or the neutral gear, or the fourth duration is greater than the fourth duration threshold, or the battery power is less than or equal to the second battery power threshold, it is determined that the vehicle does not meet the power fixed point strategy activation condition;

[0026] Among them, the second power threshold is greater than or equal to the first power threshold; the second opening threshold is greater than or equal to the first opening threshold; the second slope threshold is greater than or equal to the first slope threshold; the second power threshold is less than or equal to the first power threshold; the second battery power threshold is less than or equal to the first battery power threshold.

[0027] In an embodiment of the present application, the method further includes:

[0028] Determining the second duration threshold based on the current driving mode of the vehicle and the battery discharge power; and / or,

[0029] The third time threshold is determined based on the accelerator pedal opening.

[0030] In an embodiment of the present application, the method further includes:

[0031] The initial engine speed is determined based on the vehicle's required power.

[0032] In one embodiment of the present application, determining a target fuel economy range of the engine based on the initial engine speed includes:

[0033] Determining an initial engine torque based on the vehicle required power and the initial engine speed;

[0034] Based on the initial engine speed, a target speed range including the initial engine speed is obtained; based on the initial engine torque, a target torque range including the initial engine torque is obtained;

[0035] The target fuel economy range is determined based on the target speed range and the target torque range.

[0036] In one embodiment of the present application, based on the target fuel economy range, an equivalent fuel consumption minimum strategy model is optimized and calculated to determine a target engine operating point, including:

[0037] determining a plurality of virtual engine operating points of the engine in the target fuel economy range;

[0038] For any virtual engine operating point, determining a virtual engine power corresponding to the virtual engine operating point, and determining a virtual battery power based on a difference between the vehicle required power and the virtual engine power;

[0039] Based on the virtual engine torque, virtual engine speed and virtual battery power corresponding to each of the multiple virtual engine operating points, the equivalent fuel consumption minimum strategy model is optimized and calculated to determine the target engine operating point.

[0040] In one embodiment of the present application, based on the virtual engine torque, virtual engine speed and virtual battery power corresponding to each of the plurality of virtual engine operating points, the equivalent fuel consumption minimum strategy model is optimized and calculated to determine the target engine operating point, including:

[0041] For any virtual engine operating point, when the virtual battery power corresponding to the virtual engine operating point is greater than zero, the virtual battery power is determined to be the discharge power; when the virtual battery power corresponding to the virtual engine operating point is less than zero, the virtual battery power is determined to be the charging power;

[0042] When it is determined that the virtual battery power is the discharge power, the virtual engine torque, the virtual engine speed and the discharge power corresponding to the virtual engine operating point are input into the equivalent fuel consumption minimum strategy model, and the equivalent fuel consumption is output;

[0043] In the case where the virtual battery power is determined to be the charging power, the virtual engine torque and the virtual engine speed corresponding to the virtual engine operating point are input into the equivalent fuel consumption minimum strategy model, and the equivalent fuel consumption is obtained as an output;

[0044] The virtual engine operating point corresponding to the minimum equivalent fuel consumption is determined as the target engine operating point.

[0045] In a second aspect, based on the same inventive concept, an embodiment of the present application provides a vehicle energy management device, the device comprising:

[0046] An activation condition determination module, used to determine whether the vehicle meets the power fixed point strategy activation condition based on the vehicle status information;

[0047] An economic range determination module, used for controlling the engine to maintain an initial engine speed when the vehicle meets the power fixed point strategy activation condition, and determining a target fuel economy range of the engine based on the initial engine speed;

[0048] An operating point determination module is used to perform optimization calculation on an equivalent fuel consumption minimum strategy model based on the target fuel economy range to determine a target engine operating point; wherein the target engine operating point is within the target fuel economy range;

[0049] The engine control module is used to control the engine based on the target engine operating point.

[0050] In an embodiment of the present application, the state information includes the current working mode and mode association information; the activation condition determination module includes:

[0051] a stable state determination submodule, configured to determine whether the vehicle is in a series stable state based on the mode association information when the current working mode is a series mode;

[0052] The first activation condition determination submodule is used to determine that the vehicle meets the power fixed point strategy activation condition when it is determined that the vehicle is in the series stable state.

[0053] In one embodiment of the present application, the mode association information includes vehicle required power, accelerator pedal opening, battery power, current gear, current slope and battery power; the battery power includes battery charging power or battery discharging power; the stable state determination submodule includes:

[0054] A first timing unit, configured to trigger timing for a first duration when the current slope is less than a first slope threshold;

[0055] A stable state determination unit is used to determine that the vehicle is in the series stable state when the vehicle demand power is less than a first power threshold, the accelerator pedal opening is less than a first opening threshold, the battery power is greater than a first power threshold, the current gear is a forward gear or a reverse gear, the first duration is greater than a first duration threshold, and the battery power is greater than a first battery power threshold.

[0056] In one embodiment of the present application, the vehicle energy management device further includes:

[0057] a first threshold determination module, configured to determine the first power threshold based on a current driving mode of the vehicle;

[0058] The second threshold determination module is used to determine the first power threshold based on the ambient temperature of the vehicle and the battery temperature.

[0059] In an embodiment of the present application, the activation condition determination module further includes:

[0060] A first timing submodule, configured to trigger timing for a second duration when the vehicle required power is greater than or equal to a second power threshold;

[0061] A second timing submodule, configured to trigger timing for a third duration when the accelerator pedal opening is greater than or equal to a second opening threshold;

[0062] A third timing submodule, configured to trigger timing for a fourth duration when the current slope is greater than or equal to a second slope threshold;

[0063] a second activation condition determination submodule, configured to determine that the vehicle does not meet the power fixed-point strategy activation condition when the current operating mode is not the series mode, or when the second duration is greater than a second duration threshold, or when the third duration is greater than a third duration threshold, or when the battery power is less than or equal to the second power threshold, or when the current gear is a parking gear or a neutral gear, or when the fourth duration is greater than a fourth duration threshold, or when the battery power is less than or equal to a second battery power threshold;

[0064] Among them, the second power threshold is greater than or equal to the first power threshold; the second opening threshold is greater than or equal to the first opening threshold; the second slope threshold is greater than or equal to the first slope threshold; the second power threshold is less than or equal to the first power threshold; the second battery power threshold is less than or equal to the first battery power threshold.

[0065] In one embodiment of the present application, the vehicle energy management device further includes:

[0066] A third threshold determination module, configured to determine the second duration threshold based on a current driving mode of the vehicle and a battery discharge power;

[0067] The fourth threshold determination module is used to determine the third duration threshold based on the accelerator pedal opening.

[0068] In one embodiment of the present application, the vehicle energy management device further includes:

[0069] The initial speed determination module is used to determine the initial engine speed based on the vehicle required power.

[0070] In one embodiment of the present application, the economic range determination module includes:

[0071] a torque determination submodule, configured to determine an initial engine torque based on a vehicle power requirement of the vehicle and the initial engine speed;

[0072] A first interval determination submodule is configured to obtain a target speed interval including the initial engine speed based on the initial engine speed; and obtain a target torque interval including the initial engine torque based on the initial engine torque;

[0073] The second interval determination submodule is used to determine the target fuel economy interval based on the target speed interval and the target torque interval.

[0074] In one embodiment of the present application, the working point determination module includes:

[0075] A first operating point determination submodule, configured to determine a plurality of virtual engine operating points of the engine in the target fuel economy range;

[0076] A virtual battery power determination submodule, for determining, for any virtual engine operating point, a virtual engine power corresponding to the virtual engine operating point, and determining the virtual battery power based on a difference between the vehicle demand power and the virtual engine power;

[0077] The second operating point determination submodule is used to perform optimization calculation on the equivalent fuel consumption minimum strategy model based on the virtual engine torque, virtual engine speed and virtual battery power corresponding to each of the multiple virtual engine operating points to determine the target engine operating point.

[0078] In an embodiment of the present application, the second working point determination submodule includes:

[0079] a power type determination unit, for any virtual engine operating point, when the virtual battery power corresponding to the virtual engine operating point is greater than zero, determining that the virtual battery power is a discharge power; and when the virtual battery power corresponding to the virtual engine operating point is less than zero, determining that the virtual battery power is a charge power;

[0080] a first consumption determination unit, configured to input the virtual engine torque, the virtual engine speed and the discharge power corresponding to the virtual engine operating point into the equivalent fuel consumption minimum strategy model, and output an equivalent fuel consumption when the virtual battery power is determined to be the discharge power;

[0081] a second consumption determination unit, configured to input the virtual engine torque and the virtual engine speed corresponding to the virtual engine operating point into the equivalent fuel consumption minimum strategy model, and output the equivalent fuel consumption when the virtual battery power is determined to be the charging power;

[0082] The operating point determination unit is used to determine the virtual engine operating point corresponding to the minimum equivalent fuel consumption as the target engine operating point.

[0083] In the third aspect, based on the same inventive concept, an embodiment of the present application provides a computer-readable storage medium on which an executable program is stored. When the executable program is executed by a processor, the vehicle energy management method proposed in the first aspect of the present application is implemented.

[0084] In a fourth aspect, based on the same inventive concept, an embodiment of the present application provides a vehicle, including:

[0085] A memory for storing an executable program;

[0086] processor;

[0087] When the executable program is executed by the processor, the vehicle energy management method proposed in the first aspect of the present application is implemented.

[0088] Compared with the prior art, this application has the following advantages:

[0089] A vehicle energy management method provided in an embodiment of the present application first determines whether the vehicle meets the power fixed-point strategy activation conditions based on the vehicle's state information; then, when the vehicle meets the power fixed-point strategy activation conditions, the engine is controlled to maintain the initial engine speed, and based on the initial engine speed, the target fuel economy range of the engine is determined, and then based on the target fuel economy range, the equivalent fuel consumption minimum strategy model is optimized and calculated to determine the target engine operating point; finally, based on the target engine operating point, the engine is controlled. By combining the power fixed-point strategy and the equivalent fuel consumption minimum strategy model, the embodiment of the present application can not only ensure the stable operation of the engine during vehicle driving and avoid frequent engine start and stop, but also control the engine to operate at the target engine operating point with the best efficiency, thereby effectively improving the fuel economy of the entire vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0090] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0091] Figure 1 is a flowchart of the steps of a vehicle energy management method in one embodiment of the present application;

[0092] Figure 2 This is a functional module diagram of a vehicle energy management device in one embodiment of the present application;

[0093] Figure 3 It is a structural schematic diagram of a vehicle in one embodiment of the present application. DETAILED DESCRIPTION

[0094] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0095] It should be noted that the current energy management strategies for hybrid electric vehicles can be mainly divided into rule-based energy management strategies and optimization-based energy management strategies. Among them, the rule-based energy management strategy mainly considers control parameters such as vehicle demand torque, vehicle speed and SOC (State of Charge, battery state of charge, also known as remaining power) by setting thresholds, and reasonably selects different working modes to drive the vehicle to achieve the best working efficiency of the vehicle.

[0096] With the improvement of technology, energy management strategies have gradually shifted from traditional rule-based control to optimal control. Currently, the commonly used optimal control methods mainly include the Equivalence Fuel Consumption Minimization Strategy (ECMS). The current ECMS usually builds an equivalent fuel consumption minimum strategy model for energy management based on the preset equivalent factors when the engine is in operation, and finds the optimal engine operating point in the entire engine operating range.

[0097] In the related art, during the driving of a hybrid vehicle, the state of the engine will change with the battery SOC and the normal power demand. If the battery SOC is high and the vehicle power demand is low, the engine will stop working; if the battery SOC is low and the vehicle power demand is high, the engine will start working and then use ECMS for energy management. Therefore, the traditional energy management strategy is prone to frequent engine starting and stopping, which in turn affects the fuel economy of the vehicle.

[0098] In order to solve the problem that the engine of a hybrid vehicle is prone to frequent start and stop during driving, resulting in poor vehicle fuel economy, the present application aims to provide a vehicle energy management method, firstly, based on the vehicle's state information, determining whether the vehicle meets the power fixed-point strategy activation conditions; then, if the vehicle meets the power fixed-point strategy activation conditions, controlling the engine to maintain the initial engine speed, and based on the initial engine speed, determining the target fuel economy range of the engine, and then based on the target fuel economy range, optimizing the equivalent fuel consumption minimum strategy model to determine the target engine operating point; finally, based on the target engine operating point, controlling the engine. By combining the power fixed-point strategy and the equivalent fuel consumption minimum strategy model, the embodiment of the present application can not only ensure the stable operation of the engine during vehicle driving and avoid frequent engine start and stop, but also control the engine to operate at the target engine operating point with the best efficiency, thereby effectively improving the fuel economy of the whole vehicle.

[0099] Reference Figure 1 , showing a vehicle energy management method of the present application, the method may include the following steps:

[0100] S101: Determine whether the vehicle meets the power fixed-point strategy activation condition based on the vehicle status information.

[0101] It should be noted that the execution subject of this embodiment can be a computing service device with data processing, network communication and program running functions, or an electronic device with the above functions such as a driving computer, a car computer, etc., such as an ECU (Electronic Control Unit), an HCU (Hybrid Control Unit, etc., and this embodiment will be described with HCU as the execution subject.

[0102] In this embodiment, the HCU collects the vehicle status information in real time during the driving of the vehicle, and determines the activation condition of the power fixed-point strategy according to the vehicle status information.

[0103] It should be noted that the fixed power strategy refers to a strategy in which the engine speed does not change with the vehicle speed. By implementing the fixed power strategy, the engine speed fluctuation can be effectively prevented, thereby improving the fuel economy of the entire vehicle.

[0104] In this embodiment, by setting the activation conditions of the power fixed-point strategy, the vehicle can activate the power fixed-point strategy at an appropriate time, thereby improving the fuel economy of the entire vehicle while avoiding affecting the user's driving experience.

[0105] S102: When the vehicle meets the power fixed-point strategy activation conditions, the engine is controlled to maintain an initial engine speed, and a target fuel economy range of the engine is determined based on the initial engine speed.

[0106] In this embodiment, after the HCU determines that the vehicle meets the power fixed point strategy activation conditions, it will control the vehicle to activate the power fixed point strategy. At this time, the initial engine speed of the engine will be determined, and the engine will be controlled to maintain the initial engine speed. In other words, the engine will remain at a fixed operating point, that is, the initial engine speed will not change with the change of vehicle speed. Among them, the initial engine speed refers to the engine speed that can make the engine run in the best efficiency range.

[0107] In this embodiment, the HCU can determine the initial engine speed based on the vehicle power demand. The vehicle power demand can be determined based on the driver's driving power demand, battery charging power, high-voltage accessory power consumption and drag power consumption. Drag power consumption refers to the power loss caused by friction of mechanical parts (such as bearings, gears, etc.) and other factors (such as air resistance) during the operation of the power system.

[0108] In the specific implementation, the HCU stores a power-speed comparison table, which represents the comparison relationship between the vehicle's required power and the initial engine speed. After obtaining the vehicle's required power, the HCU can determine the initial engine speed corresponding to the vehicle's required power by looking up the power-speed comparison table.

[0109] Referring to Table 1, a power-speed comparison table is shown.

[0110] Table 1 Power and speed comparison table

[0111]

[0112]

[0113] Wherein, X represents the vehicle speed in km / h; Y represents the required power of the vehicle in kW.

[0114] In this embodiment, in the power-speed comparison table, the initial engine speed is only related to the required power of the vehicle and will not change with the change of vehicle speed, thereby effectively avoiding engine speed fluctuations that affect the fuel economy of the vehicle.

[0115] In this embodiment, multiple power ranges may be set, and different power ranges correspond to different engine speeds. Thus, by determining the target power range in which the vehicle's required power is located in the multiple power ranges, the engine speed corresponding to the target power range may be determined as the initial engine speed of the engine. Thus, the vehicle's required power is allowed to fluctuate within a certain range, and the initial engine speed will not change with changes in vehicle speed.

[0116] In this embodiment, since the initial engine speed represents the engine speed that can make the engine operate in the optimal efficiency range, the HCU will determine the target fuel economy range of the engine based on the initial engine speed, and optimize the equivalent fuel consumption minimum strategy model in the target fuel economy range to further obtain the target engine operating point with the best efficiency.

[0117] S103: Based on the target fuel economy range, an equivalent fuel consumption minimum strategy model is optimized and calculated to determine a target engine operating point.

[0118] In this embodiment, the target engine operating point is within the target fuel economy range. That is, in the process of optimizing the equivalent fuel consumption minimum strategy model, only the target engine operating point that optimizes the vehicle economy is found within the target fuel economy range.

[0119] In this embodiment, the core of the equivalent fuel consumption minimum strategy model is to convert the power battery power consumption during vehicle driving into fuel consumption, and add the engine fuel consumption at a certain moment to the power battery equivalent fuel consumption to get the fuel consumption of the whole vehicle at that moment. Based on the principle of minimizing the equivalent fuel consumption of the power system, the minimum equivalent fuel consumption corresponding to each control parameter is calculated to minimize the equivalent fuel consumption in the entire driving condition. Specifically, the equivalent fuel consumption minimum strategy model can be expressed by the following formula:

[0120]

[0121] in, Indicates equivalent fuel consumption; Indicates the instantaneous fuel consumption of the engine; Indicates the equivalent fuel consumption of the power battery.

[0122] The instantaneous fuel consumption of the engine can be calculated based on the following formula:

[0123]

[0124] Among them, P eng (t) represents the engine output power; Q lhv Indicates the gasoline mass calorific value constant; η eng Indicates combustion efficiency.

[0125] The equivalent fuel consumption of the power battery can be calculated based on the following formula:

[0126]

[0127] Among them, P batt (t) represents the output power of the power battery; Q lhv represents the gasoline mass calorific value constant; s(t) represents the basic equivalent factor.

[0128] It should be noted that the equivalent factor s(t) is a vector value, which includes two elements for power battery charging and power battery discharging. Its function is to allocate a certain cost for the use of electric energy during vehicle driving and convert electric energy into equivalent fuel consumption.

[0129] In this embodiment, considering that the engine BSFC (Brake Specific Fuel Consumption, effective fuel consumption rate) and the motor energy conversion efficiency have a great influence on the equivalent factor, therefore, in order to ensure the effectiveness of the equivalent factor, the equivalent factor can be determined according to the effective fuel consumption rate of the engine and the energy conversion efficiency of the motor, and combined with the power battery SOC, a comparison table between SOC and the equivalent factor is obtained, as shown in Table 2:

[0130] Table 2 Equivalent factor comparison table

[0131] SOC 0 10 20 30 40 50 60 70 80 90 100 s(t) 0.345 0.323 0.303 0.286 0.270 0.256 0.244 0.233 0.222 0.213 0.204

[0132] Among them, SOC represents the current remaining power of the power battery; s(t) represents the equivalent factor.

[0133] In this embodiment, the corresponding equivalent factor can be quickly matched according to the SOC of the power battery, thereby constructing a minimum equivalent fuel consumption strategy model.

[0134] S104: Controlling the engine based on the target engine operating point.

[0135] It should be noted that the target engine operating point includes a target engine torque and a target engine speed.

[0136] In a specific implementation, after determining the target engine operating point, the HCU will send an engine control request including a target engine torque and a target engine speed to the engine controller, so that the engine controller responds to the engine control request and controls the engine according to the target engine torque and the target engine speed.

[0137] In this embodiment, by combining the power fixed-point strategy with the equivalent fuel consumption minimum strategy model, it is not only possible to ensure that the engine operates stably during vehicle driving and avoid frequent start and stop or frequent fluctuations of the engine, but also to control the engine to operate at the target engine operating point with optimal efficiency, thereby effectively improving the fuel economy of the entire vehicle.

[0138] In a feasible implementation manner, the state information includes the current working mode and mode association information; the step of determining whether the vehicle meets the power fixed-point strategy activation condition based on the vehicle state information in S101 may specifically include the following sub-steps:

[0139] S101-1: When the current working mode is the series mode, determine whether the vehicle is in a series stable state based on the mode association information.

[0140] In this embodiment, considering that in the series working mode, the engine is only in the power generation state, that is, the engine drives the generator to generate electricity, and the generated electricity is used to charge the battery or supply the drive motor. At this time, the engine and the wheel end are in a decoupled state, so the engine speed and torque are both in an adjustable state, and then by executing the power fixed point strategy in the series mode, it can effectively avoid affecting the normal driving of the vehicle.

[0141] In this embodiment, upon detecting that the vehicle is in the series connection mode, the HCU will further obtain mode-related information to determine whether the vehicle is in a series connection stable state.

[0142] It should be noted that the series stable state means that the vehicle is stably running in the series mode. When the vehicle is in the series stable state, since the engine can stably run in the series mode, the stability of the power fixed point strategy can be ensured, thereby effectively avoiding frequent triggering or exiting the power fixed point strategy.

[0143] S101-2: When it is determined that the vehicle is in a series stable state, it is determined that the vehicle meets a power fixed-point strategy activation condition.

[0144] In this embodiment, after the HCU determines that the vehicle is in a series stable state, it means that the vehicle can stably execute the power fixed point strategy, and further determines that the vehicle meets the power fixed point strategy activation condition.

[0145] In a feasible implementation, in order to accurately identify the series stable state, the mode association information includes the vehicle required power, the accelerator pedal opening, the battery power, the current gear, the current slope and the battery power; the battery power includes the battery charging power or the battery discharging power; S101-1 may specifically include the following sub-steps:

[0146] S101-1-1: When the current slope is less than a first slope threshold, trigger timing for a first duration.

[0147] In this embodiment, considering that when a vehicle is traveling on a road with a large slope, the vehicle usually requires a large power, which may easily cause the vehicle to switch from the series mode to the more powerful parallel mode. Therefore, if the HCU detects that the current slope is less than the first slope threshold, it will trigger the timing of the first duration to accurately determine whether the vehicle is traveling stably on a relatively flat road.

[0148] S101-1-2: When the vehicle's required power is less than a first power threshold, the accelerator pedal opening is less than a first opening threshold, the battery power is greater than a first power threshold, the current gear is a forward gear or a reverse gear, the first duration is greater than the first duration threshold, and the battery power is greater than the first battery power threshold, it is determined that the vehicle is in a series stable state.

[0149] In this embodiment, if the HCU detects that the required power of the entire vehicle is less than the first power threshold, it means that the series mode can meet the power demand of the vehicle and there is no need to switch to the parallel mode.

[0150] In a specific implementation, the HCU can determine the first power threshold based on the current driving mode of the vehicle. Different driving modes correspond to different first power thresholds. Specifically, the more powerful the driving mode, the larger the corresponding first power threshold. For example, if the driving modes include an economic mode, a standard mode, and a power mode, the first power thresholds corresponding to the economic mode, the standard mode, and the power mode increase in sequence. In this way, by configuring the corresponding first power thresholds for different driving modes, dynamic adjustment of the first power threshold can be achieved, so that energy management is more in line with the user's driving habits.

[0151] In this embodiment, if the HCU detects that the accelerator pedal opening is less than the first opening threshold, it means that the driver's driving demand power is small, and thus the vehicle's demand power is usually small. At this time, the risk of switching to the parallel mode is small, that is, the vehicle can stably operate in the series mode.

[0152] In this embodiment, if the HCU detects that the battery power is greater than the first power threshold, it means that the battery power is not too low. At this time, the battery charging power is usually small, and the power demand of the whole vehicle is usually small. In this way, it can effectively avoid the situation where the mode switching is triggered due to excessive battery charging power, which leads to excessive power demand of the whole vehicle.

[0153] In a specific implementation, considering that the battery power is related to temperature, the HCU can also determine the first power threshold based on the ambient temperature of the vehicle and the battery temperature. In this way, by comprehensively considering the ambient temperature and the battery temperature, a suitable first power threshold can be determined. In the preset operating temperature range, the first power threshold increases with the increase of the ambient temperature and the battery temperature.

[0154] In this embodiment, if the HCU detects that the front gear is the forward gear or the reverse gear, it means that the engine is in the driving state, and the energy management of the engine can be performed at this time.

[0155] In this embodiment, if the HCU detects that the first duration is greater than the first duration threshold, it means that the vehicle is stably traveling on a low-slope road, thereby preventing the vehicle from switching to the parallel mode due to excessive road slope.

[0156] In this embodiment, if the HCU detects that the battery power is greater than the first battery power threshold, it means that the power battery can be charged and discharged normally, so that when the equivalent fuel consumption minimum strategy model is optimized, the target engine operating point of the engine can be found by controlling the power battery charging or discharging. Specifically, the battery charging power can use the 10s charging power, and the battery discharging power can use the 10s discharging power to ensure the stability of the battery power.

[0157] In this embodiment, considering that the charging and discharging capabilities of the battery are different, the discharge power is usually greater than the charging power. Therefore, when the battery power is the charging power, the first battery power threshold can be determined as the charging power threshold; when the battery power is the discharging power, the first battery power threshold can be determined as the discharging power threshold; wherein the discharging power threshold is greater than the charging power threshold.

[0158] In this embodiment, by making a comprehensive judgment on the series stability state from multiple dimensions including the vehicle's required power, accelerator pedal opening, battery power, current gear, current slope and battery power, it is possible to accurately judge the series stability state, thereby triggering the vehicle's energy management at the appropriate time and effectively improving the stability of energy management.

[0159] In a feasible implementation manner, the state information includes the current working mode and mode association information; the step of determining whether the vehicle meets the power fixed-point strategy activation condition based on the vehicle state information in S101 may specifically include the following sub-steps:

[0160] S101-3: When the vehicle power requirement is greater than or equal to the second power threshold, trigger timing for the second duration.

[0161] In this implementation, considering that the power demand of the entire vehicle is prone to fluctuation, the second power threshold may be set to be greater than or equal to the first power threshold.

[0162] In this embodiment, after the power fixed-point strategy is activated, if the HCU detects that the vehicle's required power is greater than or equal to the second power threshold, it means that the vehicle's required power is usually large. At this time, the HCU will not directly determine that the vehicle does not meet the power fixed-point strategy activation conditions, but will trigger the timing for the second duration to avoid frequent activation or exit of the power fixed-point strategy.

[0163] S101-4: When the accelerator pedal opening is greater than or equal to the second opening threshold, trigger timing for the third duration.

[0164] In this embodiment, considering that the accelerator pedal opening may fluctuate, the second opening threshold may be set to be greater than or equal to the first opening threshold.

[0165] In this embodiment, after the power fixed-point strategy is activated, if the HCU detects that the accelerator pedal opening is greater than or equal to the second opening threshold, it means that the driver's driving demand power is usually large. At this time, the HCU will not directly determine that the vehicle does not meet the power fixed-point strategy activation conditions, but will trigger the timing for the third duration to avoid frequent activation or frequent exit of the power fixed-point strategy.

[0166] S101-5: When the current slope is greater than or equal to the second slope threshold, trigger timing for the fourth duration.

[0167] In this embodiment, considering that the slope may fluctuate, the second slope threshold may be set to be greater than or equal to the first slope threshold.

[0168] In this embodiment, after the power fixed-point strategy is activated, if the HCU detects that the current slope is greater than or equal to the second slope threshold, it means that the power demand of the entire vehicle is usually large. At this time, the HCU will not directly determine that the vehicle does not meet the power fixed-point strategy activation conditions, but will trigger the timing for the fourth duration to avoid frequent activation or exit of the power fixed-point strategy.

[0169] S101-6: When the current operating mode is not the series mode, or the second duration is greater than the second duration threshold, or the third duration is greater than the third duration threshold, or the battery power is less than or equal to the second power threshold, or the current gear is the parking gear or the neutral gear, or the fourth duration is greater than the fourth duration threshold, or the battery power is less than or equal to the second battery power threshold, it is determined that the vehicle does not meet the power fixed-point strategy activation conditions.

[0170] In this embodiment, to avoid frequent activation or exit of the power fixed-point strategy, the second power threshold can be set to be less than or equal to the first power threshold; at the same time, the second battery power threshold is set to be less than or equal to the first battery power threshold.

[0171] In this embodiment, by separately setting corresponding power fixed-point strategy exit conditions in multiple dimensions such as current working mode, vehicle power demand, accelerator pedal opening, battery power, current gear, current slope and battery power, the vehicle can exit the power fixed-point strategy at an appropriate time.

[0172] In this embodiment, by setting the second time threshold, the third time threshold and the fourth time threshold, the vehicle state is allowed to fluctuate within a certain period of time after the power fixed-point strategy is activated, thereby effectively avoiding frequent activation or frequent exit of the power fixed-point strategy.

[0173] In this embodiment, the HCU may also determine the second duration threshold based on the current driving mode of the vehicle and the battery discharge power. Different driving modes and / or different battery discharge powers may correspond to different second duration thresholds. In this way, the second duration threshold may be dynamically adjusted according to the driving mode and the battery discharge power.

[0174] In this embodiment, the HCU can also determine the third time threshold based on the accelerator pedal opening. Different accelerator pedal openings correspond to different third time thresholds. In this way, the third time threshold can be dynamically adjusted according to the accelerator pedal opening. Specifically, in order to ensure the power response speed of the vehicle, the third time threshold can be set to decrease as the accelerator pedal opening increases, so that when the user steps on the accelerator deeply, the power fixed point strategy can be exited more quickly, thereby meeting the user's power needs in a timely manner.

[0175] In a feasible implementation, the step of determining the target fuel economy range of the engine based on the initial engine speed in S102 may specifically include the following sub-steps:

[0176] S102-1: Determine an initial engine torque based on the vehicle's required power and initial engine speed.

[0177] In this embodiment, considering that the vehicle is in series mode and the required power of the whole vehicle is provided by the engine, the HCU can determine the required power of the whole vehicle as the engine power, and then calculate the corresponding initial engine torque based on the engine power and the initial engine speed.

[0178] S102-2: Based on the initial engine speed, a target speed range including the initial engine speed is obtained; based on the initial engine torque, a target torque range including the initial engine torque is obtained.

[0179] In this implementation, the HCU may respectively expand the initial engine speed and the initial engine torque after determining the initial engine speed and the initial engine torque, thereby obtaining a target speed range and a target torque range.

[0180] In a specific implementation, the upper limit and lower limit of the engine speed can be determined based on the initial engine speed and a preset first expansion ratio, thereby obtaining a target speed range consisting of the upper limit and lower limit of the engine speed; at the same time, the upper limit and lower limit of the engine torque can be determined based on the initial engine torque and a preset second expansion ratio, thereby obtaining a target torque range consisting of the upper limit and lower limit of the engine torque.

[0181] In an example, the first expansion ratio and the second expansion ratio are set to 15%, the initial engine speed is 2000 rpm, and the initial engine torque is 100 N·m. Based on the initial engine speed and the initial engine torque, the expansions are performed up and down by 15% respectively, and the target speed range is [1700, 2300] and the target torque range is [75, 115].

[0182] S102-3: Determine a target fuel economy range based on the target speed range and the target torque range.

[0183] In this embodiment, after the target speed range and the target torque range are determined, the target fuel economy range can be determined in the fuel consumption distribution map of the engine.

[0184] It should be noted that the fuel consumption distribution map can be obtained based on the BSFC map of the engine. The fuel consumption distribution map represents a fuel consumption distribution map set for a preset state of the engine, and the fuel consumption distribution map represents the mapping relationship between each engine speed and each engine torque and the instantaneous fuel consumption. The fuel consumption distribution map can be set as a two-dimensional coordinate map with the engine speed as the horizontal coordinate and the engine torque as the vertical coordinate. The two-dimensional coordinate map has multiple instantaneous fuel consumption curves to represent the instantaneous fuel consumption of the engine.

[0185] In this embodiment, by taking the initial engine speed and the initial engine torque as the reference, a suitable target fuel economy range can be expanded. By using the target fuel economy range, the equivalent fuel consumption minimum strategy model is optimized to further obtain the target engine operating point with the best efficiency.

[0186] In a feasible implementation, S103 may specifically include the following sub-steps:

[0187] S103-1: Determine a plurality of virtual engine operating points of the engine in a target fuel economy range.

[0188] In this embodiment, after determining the target fuel economy range, the HCU may determine a plurality of virtual engine operating points of the engine in the target fuel economy range according to a preset sampling interval.

[0189] In a specific implementation, a plurality of virtual engine torques may be first determined in a target torque range in a target fuel economy range according to a preset torque step, such as 5 N·m; a plurality of virtual engine speeds may then be determined in a target speed range in a target fuel economy range according to a preset speed step, such as 5 rpm; finally, a plurality of virtual engine torques and a plurality of virtual engine speeds may be combined to obtain a plurality of virtual engine operating points.

[0190] S103-2: For any virtual engine operating point, determine the virtual engine power corresponding to the virtual engine operating point, and determine the virtual battery power based on the difference between the vehicle demand power and the virtual engine power.

[0191] In this implementation, the virtual engine power corresponding to the virtual engine operating point may be determined based on the virtual engine torque and the virtual engine speed corresponding to the virtual engine operating point.

[0192] In this embodiment, the virtual battery power can be either positive or negative. Specifically, if the calculated virtual battery power is greater than zero, it means that the vehicle power demand is greater than the virtual engine power. At this time, the power output of the engine will not be able to meet the vehicle power demand, and the power battery can be controlled to discharge to supplement the power; if the virtual battery power is less than zero, it means that the vehicle power demand is less than the virtual engine power. At this time, the power output of the engine is excessive, and the excess power can be used to charge the power battery.

[0193] It should be noted that if the vehicle's required power is the same as the virtual engine power, it means that the engine is already running at the optimal engine operating point and there is no need to adjust the engine.

[0194] S103-3: Based on the virtual engine torque, virtual engine speed and virtual battery power corresponding to each of the multiple virtual engine operating points, an equivalent fuel consumption minimum strategy model is optimized and calculated to determine a target engine operating point.

[0195] In this embodiment, after the HCU calculates the virtual engine torque, virtual engine speed and virtual battery power corresponding to each virtual engine operating point, it can use the equivalent fuel consumption minimum strategy model to solve the equivalent fuel consumption corresponding to each virtual engine operating point, and then determine the virtual engine operating point with the minimum equivalent fuel consumption as the target engine operating point in the series working mode.

[0196] In a specific implementation, S103-3 may specifically include the following sub-steps:

[0197] S103-3-1: For any virtual engine operating point, when the virtual battery power corresponding to the virtual engine operating point is greater than zero, the virtual battery power is determined to be the discharge power; when the virtual battery power corresponding to the virtual engine operating point is less than zero, the virtual battery power is determined to be the charging power.

[0198] In this embodiment, if the calculated virtual battery power is greater than zero, the power battery needs to discharge to supplement power, and the virtual battery power is determined to be the discharge power; if the virtual battery power is less than zero, the excess power can be used to charge the power battery, and the virtual battery power is determined to be the charging power.

[0199] S103-3-2: When the virtual battery power is determined to be the discharge power, the virtual engine torque, virtual engine speed and discharge power corresponding to the virtual engine operating point are input into the equivalent fuel consumption minimum strategy model, and the equivalent fuel consumption is output.

[0200] In this embodiment, if the virtual battery power is determined to be the discharge power, it means that the battery needs to output electrical energy. At this time, the HCU can calculate the virtual engine power based on the virtual engine torque and the virtual engine speed, and then input the virtual engine power and the discharge power into the equivalent fuel consumption minimum strategy model, and then the equivalent fuel consumption can be calculated based on formulas (1)-(3).

[0201] In this embodiment, the HCU can also construct an instantaneous fuel consumption comparison table, which represents the comparison relationship between the virtual engine torque and the virtual engine speed and the instantaneous fuel consumption. In this way, the HCU can directly determine the instantaneous fuel consumption corresponding to the virtual engine operating point based on the virtual engine torque and the virtual engine speed corresponding to the virtual engine operating point by looking up the instantaneous fuel consumption comparison table. In other words, the instantaneous fuel consumption of the engine can be calculated based on formula (2) or obtained by looking up the table. For example, referring to Table 3, an example of the instantaneous fuel consumption comparison table of the engine is shown.

[0202] Table 3 Instantaneous fuel consumption comparison table

[0203]

[0204] Wherein, A represents the virtual engine speed in rpm; B represents the virtual engine torque in N·m.

[0205] In this embodiment, by respectively calculating the instantaneous fuel consumption corresponding to the virtual engine operating point and the equivalent fuel consumption of the power battery, the equivalent fuel consumption corresponding to the virtual engine operating point can be calculated.

[0206] S103-3-3: When the virtual battery power is determined to be the charging power, the virtual engine torque and virtual engine speed corresponding to the virtual engine operating point are input into the equivalent fuel consumption minimum strategy model, and the equivalent fuel consumption is output.

[0207] In this embodiment, if the virtual battery power is determined to be the charging power, the equivalent fuel consumption of the power battery in the equivalent fuel consumption minimum strategy model can be set to zero. At this time, only the instantaneous fuel consumption of the engine needs to be considered. In other words, the equivalent fuel consumption of the vehicle can be minimized by minimizing the instantaneous fuel consumption of the engine. Then, the virtual engine power is input into the equivalent fuel consumption minimum strategy model to output the equivalent fuel consumption.

[0208] S103-3-4: Determine the virtual engine operating point corresponding to the minimum equivalent fuel consumption as the target engine operating point.

[0209] In this embodiment, after the equivalent fuel consumption of all virtual engine operating points is calculated, the virtual engine operating point with the minimum equivalent fuel consumption can be determined as the target engine operating point.

[0210] In this embodiment, after determining the target engine operating point, the HCU can control the engine to operate at the target engine operating point with the best efficiency, thereby effectively improving the fuel economy of the entire vehicle.

[0211] In the second aspect, based on the same inventive concept, refer to Figure 2 The embodiment of the present application provides a vehicle energy management device 200, and the vehicle energy management device 200 includes:

[0212] An activation condition determination module 201 is used to determine whether the vehicle meets the power fixed point strategy activation condition based on the vehicle status information;

[0213] The economic range determination module 202 is used to control the engine to maintain the initial engine speed when the vehicle meets the power fixed point strategy activation conditions, and determine the target fuel economy range of the engine based on the initial engine speed;

[0214] The operating point determination module 203 is used to perform optimization calculation on the equivalent fuel consumption minimum strategy model based on the target fuel economy range to determine the target engine operating point; wherein the target engine operating point is within the target fuel economy range;

[0215] The engine control module 204 is used to control the engine based on the target engine operating point.

[0216] In an embodiment of the present application, the state information includes the current working mode and mode association information; the activation condition determination module 201 includes:

[0217] A stable state determination submodule, used to determine whether the vehicle is in a series stable state based on the mode association information when the current working mode is the series mode;

[0218] The first activation condition determination submodule is used to determine that the vehicle meets the power fixed point strategy activation condition when it is determined that the vehicle is in a series stable state.

[0219] In one embodiment of the present application, the mode-related information includes the vehicle's required power, the accelerator pedal opening, the battery power, the current gear, the current slope, and the battery power; the battery power includes the battery charging power or the battery discharging power; and the stable state determination submodule includes:

[0220] A first timing unit, configured to trigger timing for a first duration when a current slope is less than a first slope threshold;

[0221] The stable state determination unit is used to determine that the vehicle is in a series stable state when the vehicle demand power is less than a first power threshold, the accelerator pedal opening is less than a first opening threshold, the battery power is greater than a first power threshold, the current gear is a forward gear or a reverse gear, the first duration is greater than a first duration threshold, and the battery power is greater than a first battery power threshold.

[0222] In one embodiment of the present application, the vehicle energy management device 200 further includes:

[0223] A first threshold determination module, configured to determine a first power threshold based on a current driving mode of the vehicle;

[0224] The second threshold determination module is used to determine a first power threshold based on the ambient temperature of the vehicle and the battery temperature.

[0225] In an embodiment of the present application, the activation condition determination module 201 further includes:

[0226] A first timing submodule, configured to trigger timing for a second duration when the vehicle required power is greater than or equal to a second power threshold;

[0227] A second timing submodule, configured to trigger timing for a third duration when the accelerator pedal opening is greater than or equal to a second opening threshold;

[0228] A third timing submodule, configured to trigger timing for a fourth duration when the current slope is greater than or equal to a second slope threshold;

[0229] A second activation condition determination submodule, for determining that the vehicle does not meet the power fixed-point strategy activation condition when the current working mode is not the series mode, or when the second duration is greater than the second duration threshold, or when the third duration is greater than the third duration threshold, or when the battery power is less than or equal to the second power threshold, or when the current gear is the parking gear or the neutral gear, or when the fourth duration is greater than the fourth duration threshold, or when the battery power is less than or equal to the second battery power threshold;

[0230] Among them, the second power threshold is greater than or equal to the first power threshold; the second opening threshold is greater than or equal to the first opening threshold; the second slope threshold is greater than or equal to the first slope threshold; the second power threshold is less than or equal to the first power threshold; the second battery power threshold is less than or equal to the first battery power threshold.

[0231] In one embodiment of the present application, the vehicle energy management device 200 further includes:

[0232] A third threshold determination module, configured to determine a second duration threshold based on a current driving mode of the vehicle and a battery discharge power;

[0233] The fourth threshold determination module is used to determine a third duration threshold based on the accelerator pedal opening.

[0234] In one embodiment of the present application, the vehicle energy management device 200 further includes:

[0235] The initial speed determination module is used to determine the initial engine speed based on the vehicle's required power.

[0236] In one embodiment of the present application, the economic range determination module 202 includes:

[0237] A torque determination submodule, for determining an initial engine torque based on a vehicle's required power and an initial engine speed;

[0238] A first interval determination submodule is used to obtain a target speed interval including the initial engine speed based on the initial engine speed; and to obtain a target torque interval including the initial engine torque based on the initial engine torque;

[0239] The second interval determination submodule is used to determine a target fuel economy interval based on the target speed interval and the target torque interval.

[0240] In an embodiment of the present application, the working point determination module 203 includes:

[0241] A first operating point determination submodule, for determining a plurality of virtual engine operating points of the engine in a target fuel economy range;

[0242] A virtual battery power determination submodule, for determining the virtual engine power corresponding to any virtual engine operating point, and determining the virtual battery power based on the difference between the vehicle demand power and the virtual engine power;

[0243] The second working point determination submodule is used to perform optimization calculation on the equivalent fuel consumption minimum strategy model based on the virtual engine torque, virtual engine speed and virtual battery power corresponding to each of the multiple virtual engine working points to determine the target engine working point.

[0244] In an embodiment of the present application, the second working point determination submodule includes:

[0245] a power type determination unit, for any virtual engine operating point, when the virtual battery power corresponding to the virtual engine operating point is greater than zero, determining the virtual battery power as discharge power; and when the virtual battery power corresponding to the virtual engine operating point is less than zero, determining the virtual battery power as charge power;

[0246] The first consumption determination unit is used to input the virtual engine torque, virtual engine speed and discharge power corresponding to the virtual engine operating point into the equivalent fuel consumption minimum strategy model when the virtual battery power is determined to be the discharge power, and output the equivalent fuel consumption;

[0247] The second consumption determination unit is used to input the virtual engine torque and the virtual engine speed corresponding to the virtual engine operating point into the equivalent fuel consumption minimum strategy model when the virtual battery power is determined to be the charging power, and output the equivalent fuel consumption;

[0248] The operating point determination unit is used to determine the virtual engine operating point corresponding to the minimum equivalent fuel consumption as the target engine operating point.

[0249] It should be noted that the specific implementation of the vehicle energy management device 200 in the embodiment of the present application refers to the specific implementation of the vehicle energy management method proposed in the first aspect of the embodiment of the present application, and will not be repeated here.

[0250] On the third aspect, based on the same inventive concept, an embodiment of the present application provides a computer-readable storage medium on which an executable program is stored. When the executable program is executed by a processor, the vehicle energy management method proposed in the first aspect of the present application is implemented.

[0251] It should be noted that the specific implementation of the computer-readable storage medium of the embodiment of the present application refers to the specific implementation of the vehicle energy management method proposed in the first aspect of the embodiment of the present application, and will not be repeated here.

[0252] Fourthly, refer to Figure 3 Based on the same inventive concept, the embodiment of the present application provides a vehicle 300, including:

[0253] Memory 301, used for storing executable programs;

[0254] Processor 302;

[0255] When the executable program is executed by the processor 302, the vehicle energy management method proposed in the first aspect of the present application is implemented.

[0256] It should be noted that the specific implementation of the vehicle 300 in the embodiment of the present application refers to the specific implementation of the vehicle energy management method proposed in the first aspect of the embodiment of the present application, and will not be repeated here.

[0257] It should be understood by those skilled in the art that the embodiments of the present invention may be provided as methods, devices, or computer program products. Therefore, the embodiments of the present invention may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware aspects. Moreover, the embodiments of the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0258] The embodiments of the present invention are described with reference to the flowcharts and / or block diagrams of the methods, terminal devices (systems), and computer program products according to the embodiments of the present invention. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of the processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing terminal device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing terminal device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0259] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing terminal device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce a manufactured product including an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0260] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal device so that a series of operating steps are executed on the computer or other programmable terminal device to produce a computer-implemented process, thereby providing instructions for executing on the computer or other programmable terminal device to implement the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0261] Although the preferred embodiments of the present invention have been described, those skilled in the art may make additional changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the embodiments of the present invention.

[0262] Finally, it should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or terminal device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or terminal device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or terminal device including the elements.

[0263] The above is a detailed introduction to a vehicle energy management method, storage medium and vehicle provided by the present invention. Specific examples are used in this article to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the method of the present invention and its core idea; at the same time, for general technical personnel in this field, according to the idea of ​​the present invention, there will be changes in the specific implementation method and application scope. In summary, the content of this specification should not be understood as a limitation on the present invention.

Claims

1. A vehicle energy management method, characterized in that: The method comprises: Based on the status information of the vehicle, determining whether the vehicle meets the power fixed point strategy activation condition; When the vehicle meets the power fixed point strategy activation condition, controlling the engine to maintain an initial engine speed, and determining a target fuel economy range of the engine based on the initial engine speed; Based on the target fuel economy range, an equivalent fuel consumption minimum strategy model is optimized and calculated to determine a target engine operating point; wherein the target engine operating point is within the target fuel economy range; The engine is controlled based on the target engine operating point.

2. The vehicle energy management method according to claim 1, characterized in that: The state information includes the current working mode and mode association information; Determining whether the vehicle meets a power fixed point strategy activation condition based on the vehicle status information includes: In a case where the current working mode is the series mode, determining whether the vehicle is in a series stable state based on the mode association information; In a case where it is determined that the vehicle is in the series stable state, it is determined that the vehicle meets the power set point strategy activation condition.

3. The vehicle energy management method according to claim 2, characterized in that: The mode-related information includes the vehicle's required power, accelerator pedal opening, battery power, current gear, current slope and battery power; the battery power includes battery charging power or battery discharging power; Determining whether the vehicle is in a series stable state based on the mode association information includes: When the current slope is less than a first slope threshold, triggering timing for a first duration; When the vehicle's required power is less than a first power threshold, the accelerator pedal opening is less than a first opening threshold, the battery power is greater than a first power threshold, the current gear is a forward gear or a reverse gear, the first duration is greater than a first duration threshold, and the battery power is greater than a first battery power threshold, it is determined that the vehicle is in the series stable state.

4. The vehicle energy management method according to claim 3, characterized in that: The method further comprises: determining the first power threshold based on a current driving mode of the vehicle; and / or, The first power threshold is determined based on an ambient temperature of the vehicle and a battery temperature.

5. The vehicle energy management method according to claim 3, characterized in that: Determining whether the vehicle meets a power fixed point strategy activation condition based on the vehicle status information includes: When the vehicle required power is greater than or equal to the second power threshold, triggering timing for a second duration; When the accelerator pedal opening is greater than or equal to a second opening threshold, triggering timing for a third duration; When the current slope is greater than or equal to a second slope threshold, triggering timing for a fourth duration; When the current working mode is not the series mode, or the second duration is greater than the second duration threshold, or the third duration is greater than the third duration threshold, or the battery power is less than or equal to the second power threshold, or the current gear is the parking gear or the neutral gear, or the fourth duration is greater than the fourth duration threshold, or the battery power is less than or equal to the second battery power threshold, it is determined that the vehicle does not meet the power fixed point strategy activation condition; Among them, the second power threshold is greater than or equal to the first power threshold; the second opening threshold is greater than or equal to the first opening threshold; the second slope threshold is greater than or equal to the first slope threshold; the second power threshold is less than or equal to the first power threshold; the second battery power threshold is less than or equal to the first battery power threshold.

6. The vehicle energy management method according to claim 5, characterized in that: The method further comprises: Determining the second duration threshold based on the current driving mode of the vehicle and the battery discharge power; and / or, The third time threshold is determined based on the accelerator pedal opening.

7. The vehicle energy management method according to claim 1, characterized in that: The method further comprises: The initial engine speed is determined based on the vehicle's required power.

8. The vehicle energy management method according to claim 1, characterized in that: Determining a target fuel economy range of the engine based on the initial engine speed includes: Determining an initial engine torque based on the vehicle required power and the initial engine speed; Based on the initial engine speed, a target speed range including the initial engine speed is obtained; based on the initial engine torque, a target torque range including the initial engine torque is obtained; The target fuel economy range is determined based on the target speed range and the target torque range.

9. The vehicle energy management method according to claim 1, characterized in that: Based on the target fuel economy range, an equivalent fuel consumption minimum strategy model is optimized and calculated to determine a target engine operating point, including: determining a plurality of virtual engine operating points of the engine in the target fuel economy range; For any virtual engine operating point, determining a virtual engine power corresponding to the virtual engine operating point, and determining a virtual battery power based on a difference between the vehicle required power and the virtual engine power; Based on the virtual engine torque, virtual engine speed and virtual battery power corresponding to each of the multiple virtual engine operating points, the equivalent fuel consumption minimum strategy model is optimized and calculated to determine the target engine operating point.

10. The vehicle energy management method according to claim 9, characterized in that: Based on the virtual engine torque, virtual engine speed and virtual battery power corresponding to each of the plurality of virtual engine operating points, the equivalent fuel consumption minimum strategy model is optimized and calculated to determine the target engine operating point, including: For any virtual engine operating point, when the virtual battery power corresponding to the virtual engine operating point is greater than zero, the virtual battery power is determined to be the discharge power; when the virtual battery power corresponding to the virtual engine operating point is less than zero, the virtual battery power is determined to be the charging power; When it is determined that the virtual battery power is the discharge power, the virtual engine torque, the virtual engine speed and the discharge power corresponding to the virtual engine operating point are input into the equivalent fuel consumption minimum strategy model, and the equivalent fuel consumption is output; In the case where the virtual battery power is determined to be the charging power, the virtual engine torque and the virtual engine speed corresponding to the virtual engine operating point are input into the equivalent fuel consumption minimum strategy model, and the equivalent fuel consumption is obtained as an output; The virtual engine operating point corresponding to the minimum equivalent fuel consumption is determined as the target engine operating point.

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

12. A vehicle, characterized in that: include: A memory for storing an executable program; processor; When the executable program is executed by the processor, the vehicle energy management method according to any one of claims 1 to 10 is implemented.

Images