Energy management control method and device of vehicle, electronic equipment and storage medium

Abstract

The application provides an energy management control method and device of a vehicle, an electronic device and a storage medium, and the method comprises the following steps: acquiring a current running state of the vehicle; determining corresponding road spectrum data according to the current running state of the vehicle; determining whether to enter a downhill mode according to the current running state of the vehicle and the corresponding road spectrum data; prompting a user to select a mode when it is determined to enter the downhill mode; and adjusting an acceleration torque request value of the vehicle according to a preset energy management control method of the downhill mode when the user selects to enter the downhill mode. The application predicts whether the road ahead is downhill through the current running state of the vehicle and the road spectrum data, and introduces the downhill mode, so that when the user selects to enter the downhill mode, the energy management of the vehicle is dynamically compensated through the preset energy management control method of the downhill mode, the energy management control is adapted to the current road, and the vehicle range is effectively improved and the fuel consumption is reduced.

Description

Technical Field

[0001] This application relates to the field of vehicle energy management and control technology, specifically to a vehicle energy management and control method, device, electronic device, and storage medium. Background Technology

[0002] With the rapid development of new energy vehicles in recent years, the market share of pure electric and hybrid vehicles has been gradually increasing. However, while the popularity of new energy vehicles is increasing, they also face more widespread and challenging road conditions, causing users to remain anxious about pure electric range and hybrid fuel consumption. Energy management of the vehicle control unit, as an important software-level energy consumption control method, can effectively improve range / reduce fuel consumption and enhance the driving experience without changing the hardware.

[0003] Currently, energy management and control of new energy vehicles on the market are carried out by the vehicle control unit (VCU), and the control strategies are mainly reflected in the following aspects:

[0004] 1. Vehicle driving modes include Sport mode, Standard mode, and Eco mode. Different driving modes have different calibration strategies, such as accelerator pedal MAP calibration, thermal management accessory calibration, torque coupling calibration, torque transition calibration, and engine start-stop strategy (hybrid).

[0005] 2. Energy recovery modes include strong recovery, standard recovery, and weak recovery. Different recovery modes have different calibration strategies, such as coasting energy recovery MAP, braking energy recovery MAP, and energy management limit calibration.

[0006] The above control strategy is calibrated based on the CLTC (China Light Vehicle Test Cycle) / WLTC (World Light Vehicle Test Cycle) cycle, which is relatively idealized. Once the user sets the driving mode and energy recovery mode, the strategy becomes fixed and does not match the actual driving conditions of the customer. In particular, in mountainous areas and long downhill areas in plateau regions, the effect of the vehicle's energy management strategy is not ideal, resulting in energy waste. Summary of the Invention

[0007] In view of this, this application provides a vehicle energy management control method, device, electronic device and storage medium, which can solve the problem in the prior art that when the user sets the driving mode and energy recovery mode, the control strategy is fixed and does not match the actual driving conditions of the customer.

[0008] In a first aspect, embodiments of this application provide a vehicle energy management control method, the method comprising:

[0009] Obtain the current operating status of the vehicle;

[0010] Determine the corresponding road spectrum data based on the current operating status of the vehicle;

[0011] Determine whether the vehicle meets the requirements for entering downhill mode based on its current operating status and the corresponding road spectrum data.

[0012] When the conditions for entering the downhill mode are met, the user is prompted to select a mode.

[0013] When the user selects to enter the downhill mode, the vehicle's acceleration torque request value is adjusted according to the preset downhill mode energy management control method.

[0014] In one possible implementation, the current operating state of the vehicle includes the coordinate positioning information of the vehicle's current driving trajectory;

[0015] The step of determining the corresponding road spectrum data based on the current operating status of the vehicle includes:

[0016] Compare the coordinates of the vehicle's current driving trajectory with the coordinates on the in-vehicle map;

[0017] The current position and direction of travel of the vehicle on the in-vehicle map are determined based on the comparison results.

[0018] The road spectrum number is matched based on the vehicle's current position and direction of travel on the in-vehicle map, wherein the road spectrum number is associated with the path on the in-vehicle map;

[0019] The corresponding road spectrum data is determined based on the matched road spectrum number.

[0020] In one possible implementation, the road spectrum number matching based on the vehicle's current position and direction of travel on the in-vehicle map includes:

[0021] The matching road spectrum number is determined as the first road spectrum number based on the vehicle's current position and driving direction on the in-vehicle map.

[0022] Determine whether all the road spectrum numbers matched within N matching periods are the first road spectrum number;

[0023] If the road spectrum number matched within N matching periods is the first road spectrum number, then the first road spectrum number is used as the matched road spectrum number.

[0024] In one possible implementation, after obtaining the current operating state of the vehicle, the method further includes:

[0025] Determine whether the road map drawing conditions are met based on the current operating status of the vehicle;

[0026] When the current operating state of the vehicle meets the conditions for road map drawing, road map drawing is performed.

[0027] In one possible implementation, the road spectrum mapping includes:

[0028] The total driving cycle mileage of the vehicle when it is powered off is obtained by performing vehicle speed integral calculation.

[0029] The road gradient is calculated based on the lateral and longitudinal accelerations of the vehicle.

[0030] When the road slope is downhill, calculate the downhill length;

[0031] Obtain the coordinate positioning information of the vehicle's driving trajectory;

[0032] Road spectrum data is generated based on the total driving cycle mileage, the road gradient, the downhill length, and the coordinate positioning information of the vehicle's driving trajectory;

[0033] The road map data is associated with the map inside the vehicle according to the corresponding path.

[0034] In one possible implementation, the method further includes:

[0035] When the vehicle is powered off, determine whether the corresponding road spectrum data has been determined based on the current operating status of the vehicle;

[0036] If the corresponding road spectrum data cannot be determined based on the current operating status of the vehicle, the associated road spectrum data will be assigned a road spectrum number and saved.

[0037] If the corresponding road spectrum data is determined based on the current operating status of the vehicle, the associated road spectrum data will be deleted.

[0038] In one possible implementation, the method for adjusting the vehicle's acceleration torque request value according to a preset downhill mode includes:

[0039] Determine the downhill slope of the road;

[0040] The acceleration coefficient adjustment value and the feedback coefficient adjustment value are obtained based on the downhill slope of the road.

[0041] The acceleration coefficient adjustment value is multiplied by the acceleration torque in the accelerator pedal map torque model to obtain the driving acceleration torque request value of the vehicle.

[0042] The feedback coefficient adjustment value is multiplied by the feedback torque in the coasting feedback map torque model to obtain the vehicle's feedback acceleration torque request value.

[0043] In one possible implementation, before adjusting the vehicle's acceleration torque request value according to a preset downhill mode energy management control method, the method further includes:

[0044] If the vehicle is a hybrid model, then determine whether the vehicle's engine is in a stopped state;

[0045] If the vehicle's engine is in a stopped state, the engine start prohibition flag is activated, so that the engine remains stopped when there is no start command.

[0046] If the vehicle's engine is not in a stopped state, the engine is stopped by the engine controller, and after the engine is stopped, the engine start prohibition flag is activated so that the engine remains stopped when there is no start command.

[0047] Secondly, embodiments of this application provide a vehicle energy management control device, the device comprising:

[0048] The acquisition unit is used to acquire the current operating status of the vehicle;

[0049] The first determining unit is used to determine the corresponding road spectrum data based on the current operating state of the vehicle;

[0050] The second determining unit is used to determine whether the vehicle's current operating status and the corresponding road spectrum data meet the requirements for entering the downhill mode.

[0051] The prompting unit is used to prompt the user to select a mode when the conditions for entering the downhill mode are met;

[0052] An adjustment unit is used to adjust the vehicle's acceleration torque request value according to a preset energy management control method for downhill mode when the user selects to enter the downhill mode.

[0053] Thirdly, embodiments of this application provide an electronic device, including:

[0054] processor;

[0055] Memory;

[0056] The memory stores a computer program that, when executed, causes the electronic device to perform the method described in any of the first aspects.

[0057] Fourthly, embodiments of this application provide a computer-readable storage medium including a stored program, wherein, when the program is executed, it controls the device where the computer-readable storage medium is located to perform the method described in any of the first aspects.

[0058] This application embodiment predicts whether the road ahead is downhill based on the vehicle's current operating status and road spectrum data, and introduces a downhill mode. When the user selects to enter the downhill mode, the vehicle's energy management is dynamically compensated through a preset downhill mode energy management control method, so that the energy management control is adapted to the current road, effectively improving the vehicle's range and reducing fuel consumption. Attached Figure Description

[0059] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0060] Figure 1 A schematic flowchart of a vehicle energy management control method provided in an embodiment of this application;

[0061] Figure 2 A flowchart illustrating a downhill mode energy management control method provided in an embodiment of this application;

[0062] Figure 3 This application provides a schematic representation of an acceleration coefficient.

[0063] Figure 4 This application provides an embodiment of a feedback coefficient representation.

[0064] Figure 5 A schematic diagram of the structure of a vehicle energy management control device provided in this application embodiment;

[0065] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0066] To better understand the technical solution of this application, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0067] It should be understood that the described embodiments are merely some, not all, of the embodiments in this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.

[0068] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. The singular forms “a,” “the,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0069] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0070] With the rapid development of new energy vehicles in recent years, the market share of pure electric and hybrid vehicles has been gradually increasing. However, while the popularity of new energy vehicles is increasing, they also face more widespread and challenging road conditions, causing users to remain anxious about pure electric range and hybrid fuel consumption. Energy management of the vehicle control unit, as an important software-level energy consumption control method, can effectively improve range / reduce fuel consumption and enhance the driving experience without changing the hardware.

[0071] Currently, energy management and control of new energy vehicles on the market are carried out by the vehicle control unit (VCU), and the control strategies are mainly reflected in the following aspects:

[0072] 1. Vehicle driving modes include Sport mode, Standard mode, and Eco mode. Different driving modes have different calibration strategies, such as accelerator pedal MAP calibration, thermal management accessory calibration, torque coupling calibration, torque transition calibration, and engine start-stop strategy (hybrid).

[0073] 2. Energy recovery modes include strong recovery, standard recovery, and weak recovery. Different recovery modes have different calibration strategies, such as coasting energy recovery MAP, braking energy recovery MAP, and energy management limit calibration.

[0074] The above control strategy is calibrated based on the CLTC (China Light Vehicle Test Cycle) / WLTC (World Light Vehicle Test Cycle) cycle, which is relatively idealized. Once the user sets the driving mode and energy recovery mode, the strategy becomes fixed and does not match the actual driving conditions of the customer. In particular, in mountainous areas and long downhill areas in plateau regions, the effect of the vehicle's energy management strategy is not ideal, resulting in energy waste.

[0075] To address the aforementioned issues, this application provides a vehicle energy management control method, device, electronic device, and storage medium. This application predicts whether the road ahead is downhill based on the vehicle's current operating state and road spectrum data, and introduces a downhill mode. When the user selects to enter downhill mode, a preset downhill mode energy management control method dynamically compensates for the vehicle's energy management, adapting the energy management control to the current road conditions and effectively improving the vehicle's range and reducing fuel consumption.

[0076] The following is a detailed description with reference to the accompanying drawings.

[0077] See Figure 1 This is a flowchart illustrating a vehicle energy management control method provided in an embodiment of this application. Figure 1 As shown, the specific steps include:

[0078] S101: Obtain the current operating status of the vehicle.

[0079] As a core control component of new energy vehicles, the VCU's main function is to integrate and manage information from various vehicle subsystems. Based on the driver's operational intentions, it makes comprehensive judgments and controls the vehicle before issuing commands to subsystems such as the motor controller, battery management system, and Electronic Stability Control (ESC) system, thereby achieving functions such as vehicle power control and energy management. Therefore, in this embodiment, the VCU can be used to obtain the vehicle's current operating state, which includes the coordinate positioning information of the vehicle's current driving trajectory, the coordinate positioning information of the driving trajectory during the period from power-on to power-off, vehicle speed, lateral acceleration, longitudinal acceleration, vehicle gear, and the State of Charge (SOC) threshold, etc.

[0080] Specifically, in this embodiment, the VCU can communicate with various subsystems via the CAN network interface to obtain the vehicle's current operating status. For example, the VCU can communicate with the ESC via the CAN network interface to obtain vehicle speed, lateral acceleration, and longitudinal acceleration. The VCU can also communicate with the vehicle's built-in GPS module via the CAN network interface to obtain the coordinate positioning information of the vehicle's current driving trajectory and the coordinate positioning information of the driving trajectory during the period from power-on to power-off. The VCU can also communicate with the battery management system via the CAN network interface to obtain the power battery's SOC threshold. In addition, the VCU can also interact with the vehicle's data management system (DBMS) for output storage and management.

[0081] S102: Determine the corresponding road spectrum data based on the current operating status of the vehicle.

[0082] This application embodiment can use map matching positioning technology to determine the corresponding road spectrum data based on the vehicle's current operating status. Specifically, based on the interaction between the VCU and GPS, the coordinate positioning information of the vehicle's current driving trajectory can be compared with the coordinates on the in-vehicle map to obtain the comparison result. The vehicle's current position and driving direction on the in-vehicle map are then determined based on the comparison result, i.e., the vehicle's path on the in-vehicle map is obtained. Road spectrum number matching is then performed based on the vehicle's current position and driving direction on the in-vehicle map. The road spectrum number is associated with the path on the in-vehicle map; that is, one path can correspond to one road spectrum number. The corresponding road spectrum data can be determined based on the matched road spectrum number. The matching period of the map matching positioning technology can be 1000ms.

[0083] In one possible implementation, road spectrum number matching can be performed using a matching algorithm. Specifically, the matching algorithm is shown in formula (1):

[0084] Xn=f((X0,X1,X2,…,Xn),G(R,N)) (1)

[0085] In the formula, Xn express n Real-time vehicle status information, such as the vehicle's current position on the in-vehicle map and its direction of travel. G Represents the road network in a map, consisting of road segment sets. R and road node set N composition.

[0086] In one possible implementation, the road spectrum number matched based on the vehicle's current position and direction of travel on the in-vehicle map can be determined as the first road spectrum number. It is then determined whether all road spectrum numbers matched within N matching periods are the first road spectrum number. If all road spectrum numbers matched within N matching periods are the first road spectrum number, then the first road spectrum number is used as the matched road spectrum number. Here, N can be determined based on the actual calibration results; preferably, N can be set to 10.

[0087] Specifically, if the road path number matched within N matching cycles deviates from other map paths, the road path number matching will be performed again.

[0088] Once the VCU obtains the road spectrum number, it can read the road spectrum data corresponding to that road spectrum number from the vehicle's DBMS system. The road spectrum data includes information such as road gradient, total driving cycle mileage, and downhill length of each section.

[0089] In one possible implementation, after obtaining the current operating status of the vehicle, it can be determined whether the road map drawing conditions are met based on the current operating status of the vehicle. When the current operating status of the vehicle meets the road map drawing conditions, road map drawing is performed.

[0090] Specifically, the following conditions must be met for road map drawing:

[0091] 1) The VCU is operating normally with no fault codes;

[0092] 2) The vehicle is ready; determine if the driver is ready to drive.

[0093] 3) Shift the vehicle into Drive (D) to avoid recording invalid data when the vehicle is parked or reversing, thus minimizing resource usage;

[0094] 4) The vehicle speed V > 2 km / h, and the vehicle is moving forward;

[0095] Once all the above conditions are met, the VCU will activate the road spectrum drawing function; if any condition is not met, the drawing function will be exited.

[0096] In one possible implementation, road mapping specifically includes: calculating the total driving cycle mileage when the vehicle is powered off by integrating the vehicle speed; calculating the road gradient based on the vehicle's lateral and longitudinal acceleration; calculating the downhill length when the road gradient is downhill; obtaining the coordinate positioning information of the vehicle's driving trajectory; generating road mapping data based on the total driving cycle mileage, road gradient, downhill length, and coordinate positioning information of the vehicle's driving trajectory; and associating the road mapping data with the map inside the vehicle according to the corresponding path.

[0097] Specifically, the vehicle speed integral can be calculated according to formula (2) to obtain the current driving cycle mileage, and then the total driving cycle mileage can be obtained until the vehicle is powered off:

[0098] L=∫(Vi)dt (2)

[0099] In the formula, L This represents the total mileage of the current driving cycle. Vi The vehicle speed is real-time, with a sampling accuracy of 10ms.

[0100] Specifically, the VCU can calculate the slope based on the acquired lateral and longitudinal accelerations of the vehicle, with a sampling accuracy of 10ms. The calculation formula is as follows:

[0101] θ=arctan2(α1,α2) (3)

[0102] In the formula, α1 is the lateral acceleration, α2 is the longitudinal acceleration, and θ is the slope, where θ>0 is uphill, θ<0 is downhill, and θ=0 is flat.

[0103] Specifically, when the VCU is calibrated to θ < -3% (the setting principle is that the absolute value of the road slope is generally < 3%), i.e. downhill, the VCU uses formula (4) to integrate the vehicle speed to calculate the downhill slope length until θ ≥ 0%, then stops integrating to obtain the downhill slope length. The sampling accuracy is 10ms.

[0104] s=∫(Vi)dt (4)

[0105] In the formula, s The currently calculated downhill slope length, Vi This is the real-time vehicle speed.

[0106] For ease of use, if the slope length s ≥ 2km (can be calibrated), the VCU can mark the route segment with ★ on the vehicle map to indicate to the user that the segment is a long slope.

[0107] Specifically, the VCU can establish signal interaction with GPS through the CAN network, obtain the GPS coordinates An(x,y) with a sampling accuracy of 10ms, form a driving trajectory with coordinates, and determine the driving direction.

[0108] After obtaining the total driving cycle mileage, gradient θ, GPS coordinate trajectory An(x,y), and marked long slope sections ★, the VCU generates road spectrum data in the form of a .dat file and associates it with the corresponding path on the local vehicle's built-in map.

[0109] In this embodiment of the application, for the generated road spectrum data, if the corresponding road spectrum data can be determined based on the current operating state of the vehicle when the vehicle is powered off, the generated road spectrum data is deleted to avoid duplicate saving of the road spectrum data. If the corresponding road spectrum data cannot be determined based on the current operating state of the vehicle when the vehicle is powered off, the generated road spectrum data is assigned a road spectrum number and saved. The road spectrum number can be road spectrum 1, road spectrum 2, road spectrum 3... road spectrum N, and each road spectrum number corresponds to a driving cycle.

[0110] This application implements a slope road spectrum that can be drawn based on vehicle speed, lateral acceleration, longitudinal acceleration, and coordinate positioning information of the vehicle's driving trajectory, and stores the slope road spectrum to assist vehicle driving. This eliminates the need for vehicles to be equipped with additional ADAS or other driver assistance systems, thus reducing production costs.

[0111] In one possible implementation, since the vehicle's infotainment system integrates a Data Management System (DBMS), the generated road spectrum data can be stored in a DBMS DATA file. The DBMS can then manage and control this stored road spectrum data, such as organizing, storing, and managing the road spectrum database, and performing operations like adding, deleting, querying, and modifying the data as needed. The DBMS can automatically run when the vehicle's infotainment system is activated and interact with the VCU via the CAN network for efficient communication. Furthermore, compared to other data management systems, DBMS data management offers advantages such as ease of maintenance, easy expansion, and high data independence.

[0112] The embodiments of this application can effectively store the user's historical driving routes in the form of road maps in the local vehicle's DBMS, and match and call them at any time without the need for network connection, making the applicability of vehicle use scenarios more extensive.

[0113] S103: Determine whether the vehicle meets the requirements for entering downhill mode based on its current operating status and corresponding road spectrum data.

[0114] In this embodiment, after determining the corresponding road spectrum data, the VCU can lock the vehicle's current position, driving direction, and the slope information of the road ahead based on the road spectrum data. It also periodically detects the distance l1 between the starting coordinates An(x, y) of the long slope segment ★ and the current vehicle position coordinates; and the distance l2 between the ending coordinates An(x, y) of the long slope segment ★ and the current vehicle position coordinates. The detection period can be set to 1000ms. After detection, it determines whether the following conditions are met based on the vehicle's operating status and the detection results:

[0115] 1) The vehicle is ready, and the VCU has no fault codes;

[0116] 2) Power battery SOC threshold < 95% (calibrable);

[0117] 3) Distance l1 < 0.3 km;

[0118] When the vehicle meets all the above conditions, the VCU will set the downhill indicator to position 1, indicating that the conditions for entering downhill mode are met. Among these conditions, the power battery SOC threshold is <95%, which can avoid excessive recuperation of coasting energy leading to battery overcharging, and the distance l1 is <0.3km, which allows the user to reserve operation time.

[0119] If the vehicle meets any of the following conditions, the VCU will set the downhill indicator to 0 and exit downhill mode:

[0120] 1) The entire vehicle is powered off;

[0121] 2) The VCU has a fault code;

[0122] 3) Distance l2 < 0.01 km;

[0123] 4) Power battery SOC threshold > 98% (avoid battery overcharging);

[0124] 5) Users can manually switch the energy recovery mode.

[0125] S104: When the conditions for entering downhill mode are met, prompt the user to select a mode.

[0126] When the vehicle meets the requirements for entering downhill mode (downhill indicator position 1), the VCU can prompt the user to select the mode via a pop-up window or voice prompt. For example, by displaying "Enter downhill mode?" via a pop-up window or voice prompt, if the user manually or verbally selects "Yes," or if the user does not interact / respond, and the duration of this inaction / response is specified... =10s, then the VCU enters downhill mode. If the user manually or by voice selects "No", the VCU will not enter downhill mode again in the current driving cycle.

[0127] The embodiments of this application can estimate the current gradient and path in real time, and effectively predict the road conditions ahead based on the road spectrum data stored in the vehicle, reminding users of road condition information and recommending users to switch to a more efficient vehicle energy management strategy.

[0128] S105: When the user selects to enter downhill mode, the vehicle's acceleration torque request value is adjusted according to the preset energy management control method of downhill mode.

[0129] In this embodiment, when the user selects to enter downhill mode, if the vehicle is a hybrid model, the VCU will first determine whether the vehicle's engine is in a stopped state. If the vehicle's engine is in a stopped state, the engine start-prohibited flag will be activated, keeping the engine in a stopped state without a start command. If the vehicle's engine is not in a stopped state, an engine stop command will be sent to the engine control unit (ECU) via the CAN network. The ECU will control the engine to stop fuel injection and ignition according to the stop command, that is, control the engine to stop. After the engine stops, the ECU will return the Engstop status bit to the VCU, and the VCU will activate the engine start-prohibited flag, keeping the engine in a stopped state without a start command.

[0130] When the engine of a hybrid vehicle is off, or when the vehicle is an electric vehicle, the VCU adjusts the vehicle's acceleration torque request value according to the preset downhill mode energy management control method. Specifically, the VCU can determine the downhill slope based on road spectrum data or the vehicle's lateral and longitudinal acceleration, and obtain acceleration coefficient adjustment values ​​and feedback coefficient adjustment values ​​based on the downhill slope. Then, the acceleration coefficient adjustment value is multiplied by the acceleration torque in the accelerator pedal map torque model to calculate the vehicle's driving acceleration torque request value, and the feedback coefficient adjustment value is multiplied by the feedback torque in the coasting feedback map torque model to calculate the vehicle's feedback acceleration torque request value.

[0131] See Figure 2 This is a flowchart illustrating a downhill mode energy management control method provided in an embodiment of this application. Figure 2 As shown, after inputting the vehicle speed V and accelerator pedal ped% (the percentage of power output at different pedal depths) into the accelerator pedal map torque model, the original acceleration torque result is obtained. The original acceleration torque result is then compared with the acceleration coefficient adjustment value K obtained from the acceleration coefficient table. 加速 Multiply by this to obtain the vehicle's drive acceleration torque request value, Torqdes. 加速 After inputting the vehicle speed V and the set feedback mode into the coasting feedback map torque model, the original feedback torque result is obtained. The original feedback torque result is then compared with the feedback coefficient adjustment value K obtained from the feedback coefficient table. 回馈 Multiply by this to obtain the vehicle's feedback acceleration torque request value, Torqdes. 回馈 The acceleration coefficient table and feedback coefficient table are pre-established coefficient correction tables based on road slope; that is, different road slopes θ correspond to different acceleration coefficient adjustment values ​​K. 加速 And different feedback coefficient adjustment values ​​K 回馈 .

[0132] Specifically, the acceleration coefficient K can be adjusted based on the principle that the steeper the slope, the lower the overall vehicle driving torque output, ensuring driving safety while reducing unnecessary energy waste. 加速 Calibration was performed to obtain different acceleration coefficient adjustment values ​​K corresponding to different road slopes θ. 加速 That is, during calibration, the larger the road slope θ, the greater K 加速 The smaller the value, the less the VCU needs to request drive torque when going downhill. For example, when θ = 3%, K... 加速 When K = 0.9 and θ = 4%, 加速 =0.85, ..., where K 加速 The recommended value range is 0.6 to 1.

[0133] Specifically, based on the principle of maintaining vehicle speed by relying on the feedback torque during vehicle coasting, minimizing braking, and maximizing energy recovery rate, the feedback coefficient K can be adjusted. 回馈 Calibration is performed to obtain different feedback coefficient adjustment values ​​K corresponding to different road slopes θ. 回馈 That is, during calibration, the larger the road slope θ, the greater K 回馈 The principle is to increase the energy feedback torque request of the VCU when going downhill, such as when θ=3%, K 回馈 =1.1, θ=4%, K 加速 =1.15, ..., and at the same time, depending on the different feedback modes, K 回馈 The values ​​of K also differ; generally, the K value in a weak feedback mode is... 回馈 <K in the standard feedback model 回馈 <K in strong feedback mode 回馈 For example, when θ=3%, K in the weak feedback mode 回馈 =1.05, K in standard feedback mode 回馈 =1.1, K in strong feedback mode 回馈 =1.2. Where, K 加速 The recommended value range is 1 to 2.

[0134] The embodiments of this application can adjust the output results of the vehicle accelerator pedal MAP and coasting energy recovery MAP according to different road slopes, effectively improving the vehicle's range / reducing fuel consumption and enhancing the driving experience. It is especially suitable for scenarios with long downhill road conditions, such as mountainous or plateau areas.

[0135] Corresponding to the above embodiments, this application also provides a schematic diagram of the structure of a vehicle energy management control device.

[0136] See Figure 5 This is a schematic diagram of the structure of a vehicle energy management control device provided in an embodiment of this application. Figure 5 As shown, the vehicle's energy management control device 500 includes: an acquisition unit 501 for acquiring the vehicle's current operating state; a first determination unit 502 for determining corresponding road spectrum data based on the vehicle's current operating state; a second determination unit 503 for determining whether entering the downhill mode is satisfied based on the vehicle's current operating state and the corresponding road spectrum data; a prompting unit 504 for prompting the user to select a mode when entering the downhill mode is satisfied; and an adjustment unit 505 for adjusting the vehicle's acceleration torque request value according to a preset downhill mode energy management control method when the user selects to enter the downhill mode.

[0137] For details regarding the embodiments of this application, please refer to the description of the method embodiments above. For the sake of brevity, these details will not be repeated here.

[0138] Corresponding to the above embodiments, this application also provides an electronic device.

[0139] See Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. The electronic device 600 may include a processor 610, a memory 620, and a communication unit 630. These components communicate through one or more buses. Those skilled in the art will understand that the structure of the electronic device shown in the figure does not constitute a limitation on the embodiment of this application. It may be a bus-shaped structure or a star-shaped structure, and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0140] The communication unit 630 is used to establish a communication channel, enabling the electronic device to communicate with other devices. It can receive user data sent by other devices or send user data to other devices.

[0141] The processor 610 serves as the control center of the electronic device, connecting various parts of the device via various interfaces and lines. It executes software programs, instructions, and / or modules stored in the memory 620, and calls data stored in the memory to perform various functions and / or process data. The processor may be composed of integrated circuits (ICs), such as a single packaged IC or multiple packaged ICs with the same or different functions connected together. For example, the processor 610 may consist only of a central processing unit (CPU). In this embodiment, the CPU may have a single processing core or include multiple processing cores.

[0142] The memory 620 is used to store the execution instructions of the processor 610. The memory 620 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk or optical disk.

[0143] When the execution instructions in the memory 620 are executed by the processor 610, the electronic device 600 is able to perform some or all of the steps in the various embodiments of the vehicle energy management control method provided in this application.

[0144] In a specific implementation, this application also provides a computer storage medium, wherein the computer storage medium may store a program, which, when executed, may include some or all of the steps of the various embodiments of the vehicle energy management control method provided in the embodiments of this application. The storage medium may be a magnetic disk, optical disk, read-only memory (ROM), or random access memory (RAM), etc.

[0145] In a specific implementation, this application also provides a computer program product, wherein the computer program product includes executable instructions, which, when executed on a computer, cause the computer to perform some or all of the steps in various embodiments of the vehicle energy management control method provided in this application.

[0146] Those skilled in the art will clearly understand that the techniques in the embodiments of this application can be implemented using software plus necessary general-purpose hardware platforms. Based on this understanding, the technical solutions in the embodiments of this application, or the parts that contribute to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments of this application or some parts of the embodiments.

[0147] The same or similar parts between the various embodiments in this specification can be referred to mutually. In particular, the device embodiments and terminal embodiments are basically similar to the method embodiments, so the description is relatively simple, and the relevant parts can be referred to the description in the method embodiments.

Claims

1. A method for energy management and control of a vehicle, characterized in that, The method includes: Obtain the current operating status of the vehicle; Determine the corresponding road spectrum data based on the current operating status of the vehicle; Determine whether the vehicle meets the requirements for entering downhill mode based on its current operating status and the corresponding road spectrum data. When the conditions for entering the downhill mode are met, the user is prompted to select a mode. When the user selects to enter the downhill mode, the vehicle's acceleration torque request value is adjusted according to the preset downhill mode energy management control method. The method further includes, after obtaining the current operating status of the vehicle: Determine whether the road map drawing conditions are met based on the current operating status of the vehicle; When the current operating state of the vehicle meets the road map drawing conditions, road map drawing is performed; The process of drawing road maps includes: The total driving cycle mileage of the vehicle when it is powered off is obtained by performing vehicle speed integral calculation. The road gradient is calculated based on the lateral and longitudinal accelerations of the vehicle. When the road slope is downhill, calculate the downhill length; Obtain the coordinate positioning information of the vehicle's driving trajectory; Road spectrum data is generated based on the total driving cycle mileage, the road gradient, the downhill length, and the coordinate positioning information of the vehicle's driving trajectory; The road map data is associated with the map inside the vehicle according to the corresponding path.

2. The method according to claim 1, characterized in that, The current operating status of the vehicle includes the coordinate positioning information of the vehicle's current driving trajectory; The step of determining the corresponding road spectrum data based on the current operating status of the vehicle includes: Compare the coordinates of the vehicle's current driving trajectory with the coordinates on the in-vehicle map; The current position and direction of travel of the vehicle on the in-vehicle map are determined based on the comparison results. The road spectrum number is matched based on the vehicle's current position and direction of travel on the in-vehicle map, wherein the road spectrum number is associated with the path on the in-vehicle map; The corresponding road spectrum data is determined based on the matched road spectrum number.

3. The method according to claim 2, characterized in that, The step of matching road spectrum numbers based on the vehicle's current position and direction of travel on the in-vehicle map includes: The matching road spectrum number is determined as the first road spectrum number based on the vehicle's current position and driving direction on the in-vehicle map. Determine whether all the road spectrum numbers matched within N matching periods are the first road spectrum number; If the road spectrum number matched within N matching periods is the first road spectrum number, then the first road spectrum number is used as the matched road spectrum number.

4. The method according to claim 1, characterized in that, The method further includes: When the vehicle is powered off, determine whether the corresponding road spectrum data has been determined based on the current operating status of the vehicle; If the corresponding road spectrum data cannot be determined based on the current operating status of the vehicle, the associated road spectrum data will be assigned a road spectrum number and saved. If the corresponding road spectrum data is determined based on the current operating status of the vehicle, the associated road spectrum data will be deleted.

5. The method according to claim 1, characterized in that, The method for adjusting the vehicle's acceleration torque request value according to the preset downhill mode energy management control includes: Determine the downhill slope of the road; The acceleration coefficient adjustment value and the feedback coefficient adjustment value are obtained based on the downhill slope of the road. The acceleration coefficient adjustment value is multiplied by the acceleration torque in the accelerator pedal map torque model to obtain the driving acceleration torque request value of the vehicle. The feedback coefficient adjustment value is multiplied by the feedback torque in the coasting feedback map torque model to obtain the vehicle's feedback acceleration torque request value.

6. The method according to claim 5, characterized in that, Before adjusting the vehicle's acceleration torque request value according to the preset downhill mode energy management control method, the method further includes: If the vehicle is a hybrid model, then determine whether the vehicle's engine is in a stopped state; If the vehicle's engine is in a stopped state, the engine start prohibition flag is activated, so that the engine remains stopped when there is no start command. If the vehicle's engine is not in a stopped state, the engine is stopped by the engine controller, and after the engine is stopped, the engine start prohibition flag is activated so that the engine remains stopped when there is no start command.

7. A vehicle energy management control device, characterized in that, The device includes: The acquisition unit is used to acquire the current operating status of the vehicle; The first determining unit is used to determine the corresponding road spectrum data based on the current operating state of the vehicle; The second determining unit is used to determine whether the vehicle's current operating status and the corresponding road spectrum data meet the requirements for entering the downhill mode. The prompting unit is used to prompt the user to select a mode when the conditions for entering the downhill mode are met; An adjustment unit is used to adjust the vehicle's acceleration torque request value according to a preset energy management control method for downhill mode when the user selects to enter the downhill mode. After obtaining the current operating status of the vehicle, the obtaining unit is further configured to: Determine whether the road map drawing conditions are met based on the current operating status of the vehicle; When the current operating state of the vehicle meets the road map drawing conditions, road map drawing is performed; The process of drawing road maps includes: The total driving cycle mileage of the vehicle when it is powered off is obtained by performing vehicle speed integral calculation. The road gradient is calculated based on the lateral and longitudinal accelerations of the vehicle. When the road slope is downhill, calculate the downhill length; Obtain the coordinate positioning information of the vehicle's driving trajectory; Road spectrum data is generated based on the total driving cycle mileage, the road gradient, the downhill length, and the coordinate positioning information of the vehicle's driving trajectory; The road map data is associated with the map inside the vehicle according to the corresponding path.

8. An electronic device, characterized in that, include: processor; Memory; The memory stores a computer program that, when executed, causes the electronic device to perform the method described in any one of claims 1-6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device on which the computer-readable storage medium is located to perform the method according to any one of claims 1-6.

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