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. According to the embodiment of the invention, the equivalent fuel consumption minimum strategy model is dynamically adjusted according to the first working condition information of the vehicle, and the target engine working point is searched in the target fuel economic interval of the engine by using the equivalent fuel consumption minimum strategy model according to the optimization strategy corresponding to the current vehicle working mode, so that the target fuel economic interval of the engine is optimized. And according to the target engine working point, the engine in the current vehicle working mode is controlled. Thus, by comprehensively considering the vehicle working condition, the engine working condition and the current vehicle working mode of the vehicle, the self-adaptive equivalent fuel consumption minimum strategy model can achieve rapid optimization of the target engine working point in different vehicle working modes and different working conditions, 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] As the core of the powertrain system control of hybrid vehicles, energy management strategy plays an important role in improving the fuel economy, power, driving performance and emission performance of the vehicle.

[0003] At present, hybrid vehicles usually use ECMS (Equivalence Fuel Consumption Minimization Strategy) for energy management. ECMS aims to equate battery power consumption to fuel consumption and minimize instantaneous equivalent fuel consumption to optimize the fuel economy of the entire vehicle.

[0004] However, the current equivalent fuel consumption minimization strategy is usually only applicable to energy management under a single driving condition, and has low optimization efficiency, making it difficult to achieve better energy management effects when facing complex and changeable conditions. Summary of the invention

[0005] The present application provides a vehicle energy management method, a storage medium and a vehicle to solve the problem that the traditional equivalent fuel consumption minimum strategy is difficult to achieve a good energy management effect when facing complex and changeable working conditions.

[0006] In order to solve the above problems, this application adopts the following technical solutions:

[0007] In a first aspect, an embodiment of the present application provides a vehicle energy management method, the method comprising:

[0008] When the vehicle meets the energy management enabling condition, constructing an equivalent fuel consumption minimum strategy model based on the first operating condition information of the vehicle, and determining a target fuel economy range of the engine based on the second operating condition information of the engine;

[0009] Based on the optimization strategy corresponding to the current vehicle operating mode, according to the target fuel economy range, the equivalent fuel consumption minimum strategy model is optimized and calculated to at least determine the target engine operating point under the current vehicle operating mode; wherein the target engine operating point is within the target fuel economy range;

[0010] Based on the target engine operating point, the engine in the current vehicle operating mode is controlled.

[0011] In one embodiment of the present application, based on the first operating condition information of the vehicle, an equivalent fuel consumption minimum strategy model is constructed, including:

[0012] Based on the first operating condition information of the vehicle, a basic equivalent factor is corrected to obtain a target equivalent factor;

[0013] Based on the target equivalent factor, the equivalent fuel consumption minimum strategy model is constructed; wherein the target equivalent factor is used to convert the electric energy consumption of the motor into equivalent fuel consumption.

[0014] In one embodiment of the present application, the first operating condition information includes the current vehicle speed, the current engine intake temperature, the accessory load, and the current remaining power of the battery;

[0015] Based on the first operating condition information of the vehicle, the basic equivalent factor is corrected to obtain a target equivalent factor, including:

[0016] Determine a remaining power difference between the current remaining power and the target remaining power;

[0017] Based on the remaining power difference, the basic equivalent factor is corrected to obtain an intermediate equivalent factor;

[0018] The intermediate equivalent factor is corrected based on the current vehicle speed, the current engine intake temperature and the accessory load to obtain the target equivalent factor.

[0019] In an embodiment of the present application, based on the remaining power difference, the basic equivalent factor is corrected to obtain an intermediate equivalent factor, including:

[0020] Determine a proportional correction amount based on the remaining power difference and a preset proportional correction table; the proportional correction table is used to characterize the comparison relationship between the remaining power difference and the proportional correction amount;

[0021] Determine the integral correction amount based on the remaining power difference and a preset integral correction table; the integral correction table is used to characterize the comparison relationship between the remaining power difference and the integral correction amount;

[0022] The basic equivalent factor is corrected based on the proportional correction amount and the integral correction amount to obtain the intermediate equivalent factor.

[0023] In one embodiment of the present application, the second operating condition information includes the current engine intake temperature, the current engine water temperature and the current atmospheric pressure;

[0024] Based on the second operating condition information of the engine, a target fuel economy range of the engine is determined, including:

[0025] Based on the current engine intake temperature, the current engine water temperature and the current atmospheric pressure, the instantaneous fuel consumption in the original fuel consumption distribution map of the engine is corrected to obtain a target fuel consumption distribution map;

[0026] In the target fuel consumption distribution map, the target fuel economy range is determined.

[0027] In one embodiment of the present application, in the target fuel consumption distribution map, determining the target fuel economy range includes:

[0028] Dividing the target fuel consumption distribution diagram into a low speed area, an outer characteristic area, a medium load high efficiency area, and a high speed and low load low efficiency area;

[0029] The medium load high efficiency zone is determined as the target fuel economy range.

[0030] In one embodiment of the present application, based on the optimization strategy corresponding to the current vehicle operating mode, the equivalent fuel consumption minimum strategy model is optimized according to the target fuel economy range to at least determine the target engine operating point under the current vehicle operating mode, including:

[0031] When the current vehicle operating mode is a series operating mode, determining a plurality of virtual engine operating points of the engine in the target fuel economy range;

[0032] 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;

[0033] Based on the virtual engine power and the 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 at least determine the target engine operating point under the series operating mode.

[0034] In one embodiment of the present application, based on the virtual engine power and the 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 at least determine the target engine operating point in the series operating mode, including:

[0035] 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;

[0036] In the case where the virtual battery power is determined to be the discharge power, the virtual engine power 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 obtained as an output;

[0037] When it is determined that the virtual battery power is the charging power, the virtual engine power corresponding to the virtual engine operating point is input into the equivalent fuel consumption minimum strategy model, and the equivalent fuel consumption is obtained as an output;

[0038] The virtual engine operating point at which the equivalent fuel consumption is the smallest is determined as the target engine operating point in the series operation mode.

[0039] In one embodiment of the present application, based on the optimization strategy corresponding to the current vehicle operating mode, the equivalent fuel consumption minimum strategy model is optimized according to the target fuel economy range to at least determine the target engine operating point under the current vehicle operating mode, including:

[0040] When the current vehicle operation mode is the parallel operation mode, determining a plurality of virtual engine torques in the engine torque range corresponding to the target fuel economy range according to a preset torque step;

[0041] Based on the vehicle required torque and the multiple virtual engine torques, determining multiple virtual motor drive torques corresponding to the multiple virtual engine torques one by one to obtain multiple torque combinations;

[0042] Determining a target engine speed and a target motor speed based on a current vehicle speed of the vehicle;

[0043] For any torque combination, based on the target engine speed and the target motor speed, a virtual power combination corresponding to the torque combination is determined; the virtual power combination includes a virtual engine power and a virtual motor power;

[0044] Based on the virtual power combinations corresponding to the multiple torque combinations, the equivalent fuel consumption minimum strategy model is optimized and calculated to determine the target engine operating point and the target motor operating point in the parallel working mode.

[0045] In one embodiment of the present application, based on the virtual power combinations corresponding to the plurality of torque combinations, the equivalent fuel consumption minimum strategy model is optimized and calculated to determine the target engine operating point and the target motor operating point in the parallel working mode, including:

[0046] For any torque combination, the virtual power combination corresponding to the torque combination is input into the equivalent fuel consumption minimum strategy model, and the equivalent fuel consumption is output;

[0047] The target torque combination is determined by using the torque combination with the minimum equivalent fuel consumption; the target torque includes a target engine torque and a target motor torque;

[0048] A target engine operating point in the parallel operation mode is determined based on the target engine torque and the target engine speed, and a target motor operating point in the parallel operation mode is determined based on the target motor torque and the target motor speed.

[0049] 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:

[0050] A model building module, for building an equivalent fuel consumption minimum strategy model based on first operating condition information of the vehicle when the vehicle meets the energy management enabling condition, and determining a target fuel economy range of the engine based on second operating condition information of the engine;

[0051] an optimization calculation module, configured to perform optimization calculation on the equivalent fuel consumption minimum strategy model based on the optimization strategy corresponding to the current vehicle operation mode and according to the target fuel economy range, and at least determine a target engine operation point under the current vehicle operation mode; wherein the target engine operation point is within the target fuel economy range;

[0052] The engine control module is used to control the engine in the current vehicle operating mode based on the target engine operating point.

[0053] In one embodiment of the present application, the model building module includes:

[0054] An equivalent factor correction submodule, used for correcting a basic equivalent factor based on the first operating condition information of the vehicle to obtain a target equivalent factor;

[0055] The model building submodule is used to build the equivalent fuel consumption minimum strategy model based on the target equivalent factor; wherein the target equivalent factor is used to convert the electric energy consumption of the motor into equivalent fuel consumption.

[0056] In one embodiment of the present application, the first operating condition information includes the current vehicle speed, the current engine intake temperature, the accessory load, and the current remaining battery power; the equivalent factor correction submodule includes:

[0057] A difference determination unit, used to determine a remaining power difference between the current remaining power and the target remaining power;

[0058] A first equivalent factor correction unit, configured to correct the basic equivalent factor based on the remaining power difference to obtain an intermediate equivalent factor;

[0059] The second equivalent factor correction unit is used to correct the intermediate equivalent factor based on the current vehicle speed, the current engine intake temperature and the accessory load to obtain the target equivalent factor.

[0060] In one embodiment of the present application, the first equivalent factor correction unit includes:

[0061] A proportion correction subunit, used to determine a proportion correction amount based on the remaining power difference and a preset proportion correction table; the proportion correction table is used to characterize the comparison relationship between the remaining power difference and the proportion correction amount;

[0062] An integral correction subunit, used to determine an integral correction amount based on the remaining power difference and a preset integral correction table; the integral correction table is used to characterize the comparison relationship between the remaining power difference and the integral correction amount;

[0063] The equivalent factor correction subunit is used to correct the basic equivalent factor based on the proportional correction amount and the integral correction amount to obtain the intermediate equivalent factor.

[0064] In one embodiment of the present application, the second operating condition information includes the current engine intake temperature, the current engine water temperature and the current atmospheric pressure; and the model building module includes:

[0065] a distribution map correction submodule, for correcting the instantaneous fuel consumption in the original fuel consumption distribution map of the engine based on the current engine intake air temperature, the current engine water temperature and the current atmospheric pressure, to obtain a target fuel consumption distribution map;

[0066] The economic range determination submodule is used to determine the target fuel economy range in the target fuel consumption distribution map.

[0067] In one embodiment of the present application, the economic range determination submodule includes:

[0068] A region division unit, for dividing the target fuel consumption distribution map into a low speed region, an outer characteristic region, a medium load high efficiency region and a high speed and low load low efficiency region;

[0069] The economic range determination unit is used to determine the medium load high efficiency area as the target fuel economy range.

[0070] In one embodiment of the present application, the optimization calculation module includes:

[0071] an operating point determination submodule, for determining a plurality of virtual engine operating points of the engine in the target fuel economy range when the current vehicle operating mode is a series operating mode;

[0072] A power determination submodule, for determining, for any virtual engine operating point, a virtual engine power corresponding to the virtual engine operating point, and determining a virtual battery power based on a difference between a vehicle demand power and the virtual engine power;

[0073] The first optimization submodule is used to perform optimization calculation on the equivalent fuel consumption minimum strategy model based on the virtual engine power and the virtual battery power corresponding to each of the multiple virtual engine operating points, and at least determine the target engine operating point under the series operating mode.

[0074] In one embodiment of the present application, the first optimal search submodule includes:

[0075] 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;

[0076] A first consumption determination unit is used for inputting the virtual engine power and the discharge power corresponding to the virtual engine operating point into the equivalent fuel consumption minimum strategy model when determining that the virtual battery power is the discharge power, and outputting the equivalent fuel consumption;

[0077] a second consumption determination unit, configured to input the virtual engine power 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;

[0078] The first operating point determination unit is used to determine the virtual engine operating point when the equivalent fuel consumption is the smallest as the target engine operating point in the series operating mode.

[0079] In one embodiment of the present application, the optimization calculation module includes:

[0080] an engine torque determination submodule, for determining a plurality of virtual engine torques in an engine torque interval corresponding to the target fuel economy interval according to a preset torque step length when the current vehicle operation mode is a parallel operation mode;

[0081] The motor drive torque submodule is used to determine a plurality of virtual motor drive torques corresponding to the plurality of virtual engine torques one by one based on the vehicle demand torque and the plurality of virtual engine torques, so as to obtain a plurality of torque combinations;

[0082] A speed determination submodule, used for determining a target engine speed and a target motor speed based on a current vehicle speed of the vehicle;

[0083] A power combination determination submodule, for determining, for any torque combination, a virtual power combination corresponding to the torque combination based on the target engine speed and the target motor speed; the virtual power combination includes a virtual engine power and a virtual motor power;

[0084] The second optimization submodule is used to perform optimization calculation on the equivalent fuel consumption minimum strategy model based on the virtual power combinations corresponding to the multiple torque combinations, and determine the target engine operating point and the target motor operating point in the parallel working mode.

[0085] In one embodiment of the present application, the second optimal search submodule includes:

[0086] A third consumption determination unit is used for inputting a virtual power combination corresponding to any torque combination into the equivalent fuel consumption minimum strategy model, and outputting an equivalent fuel consumption;

[0087] A torque combination determination unit, used to determine a target torque combination from the torque combination with the minimum equivalent fuel consumption; the target torque includes a target engine torque and a target motor torque;

[0088] The second operating point determination unit is used to determine the target engine operating point in the parallel operating mode based on the target engine torque and the target engine speed, and to determine the target motor operating point in the parallel operating mode based on the target motor torque and the target motor speed.

[0089] 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.

[0090] In a fourth aspect, based on the same inventive concept, an embodiment of the present application provides a vehicle, including:

[0091] A memory for storing an executable program;

[0092] processor;

[0093] 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.

[0094] Compared with the prior art, this application has the following advantages:

[0095] The embodiment of the present application provides a vehicle energy management method. First, when the vehicle meets the energy management enabling conditions, based on the first working condition information of the vehicle, an equivalent fuel consumption minimum strategy model is constructed, so that the equivalent fuel consumption minimum strategy model can be adaptively adjusted following the changes in the vehicle working conditions, thereby improving the adaptability to different working conditions; then, based on the second working condition information of the engine, the target fuel economy range of the engine is determined, so that the equivalent fuel consumption minimum strategy model can find the target engine working point in the target fuel economy range, thereby effectively improving the optimization efficiency; finally, by configuring corresponding optimization strategies for different vehicle working modes, the target engine working point determined based on the optimization strategy corresponding to the current vehicle working mode can effectively meet the energy management requirements under the current vehicle working mode. In this way, by comprehensively considering the vehicle working conditions, engine working conditions and the current vehicle working mode of the vehicle, the adaptive equivalent fuel consumption minimum strategy model can realize the rapid optimization of the target engine working point under different vehicle working modes and different working conditions, thereby effectively improving the fuel economy of the whole vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0096] 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.

[0097] Figure 1 is a flowchart of the steps of a vehicle energy management method in one embodiment of the present application;

[0098] Figure 2 This is a functional module diagram of a vehicle energy management device in one embodiment of the present application;

[0099] Figure 3 It is a structural schematic diagram of a vehicle in one embodiment of the present application. DETAILED DESCRIPTION

[0100] 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.

[0101] 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.

[0102] 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 equivalent fuel consumption minimum strategy (ECMS). Traditional ECMS usually obtains the best equivalent factor under a certain predetermined driving condition, and then uses the best equivalent factor to construct the equivalent fuel consumption minimum strategy model for energy management, and finds the optimal engine operating point in the entire engine operating range.

[0103] Therefore, the current equivalent fuel consumption minimization strategy is usually only applicable to energy management under a single driving condition. It is difficult to quickly determine the optimal engine operating point when facing complex and changeable conditions, which leads to poor vehicle energy management effect.

[0104] In view of the problem that the current equivalent fuel consumption minimum strategy is difficult to achieve a good energy management effect when facing complex and changeable working conditions, the present application aims to provide a vehicle energy management method. First, when the vehicle meets the energy management enabling conditions, based on the first working condition information of the vehicle, an equivalent fuel consumption minimum strategy model is constructed, so that the equivalent fuel consumption minimum strategy model can be adaptively adjusted with the changes in the vehicle working conditions, thereby improving the adaptability to different working conditions; then, based on the second working condition information of the engine, the target fuel economy range of the engine is determined, so that the equivalent fuel consumption minimum strategy model can find the target engine working point in the target fuel economy range, thereby effectively improving the optimization efficiency; finally, by configuring corresponding optimization strategies for different vehicle working modes, the target engine working point determined based on the optimization strategy corresponding to the current vehicle working mode can effectively meet the energy management requirements under the current vehicle working mode. In this way, by comprehensively considering the vehicle working conditions, engine working conditions and the current vehicle working mode of the vehicle, the adaptive equivalent fuel consumption minimum strategy model can achieve rapid optimization of the target engine working point under different vehicle working modes and different working conditions, thereby effectively improving the fuel economy of the whole vehicle.

[0105] Reference Figure 1 , showing a vehicle energy management method of the present application, the method may include the following steps:

[0106] S101: When the vehicle meets the energy management enabling conditions, an equivalent fuel consumption minimum strategy model is constructed based on the first operating condition information of the vehicle, and a target fuel economy range of the engine is determined based on the second operating condition information of the engine.

[0107] 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.

[0108] In this embodiment, considering that the vehicle may reduce the power performance of the vehicle when performing energy management to optimize the fuel economy of the vehicle, in order to prevent the vehicle from mistakenly entering the energy management mode, the HCU will collect vehicle status information during vehicle operation, and trigger energy management of the vehicle when the vehicle status information meets the energy management enabling conditions.

[0109] Specifically, the vehicle state information may include the power mode and driving mode of the vehicle. When the HCU detects that the power mode is the hybrid mode and the driving mode is the standard mode or the economy mode, it determines that the vehicle meets the energy management enabling condition.

[0110] It should be noted that the hybrid power mode is a prerequisite for energy management of the vehicle, that is, the engine needs to be in working condition; the standard driving mode or economic driving mode indicates that the user's power demand for the vehicle is relatively low. In this way, energy management for the vehicle can be automatically triggered at the right time, thereby improving the fuel economy of the vehicle while ensuring the user's driving experience.

[0111] In this embodiment, if it is detected that the vehicle does not meet the energy management enabling conditions, the vehicle is managed according to the rule-based energy management strategy. That is, by setting a threshold, comprehensively considering the vehicle's required torque, vehicle speed, SOC and other control parameters, and reasonably selecting different working modes to drive the vehicle to achieve the best working efficiency of the vehicle.

[0112] In this embodiment, after determining that the vehicle meets the energy management enabling conditions, the HCU will optimize and update the model parameters in the equivalent fuel consumption minimum strategy model based on the vehicle's first operating condition information, so that the constructed equivalent fuel consumption minimum strategy model can better adapt to the vehicle's current operating conditions.

[0113] In the specific implementation, considering that the equivalent fuel consumption minimum strategy model equates the electric energy consumption to the fuel consumption through the equivalent factor, the control effect of the model is usually closely related to the equivalent factor. Therefore, the HCU can adjust the equivalent factor according to the first operating condition information of the vehicle, and then construct the equivalent fuel consumption minimum strategy model suitable for the current vehicle operating condition according to the adjusted equivalent factor.

[0114] In this embodiment, considering that the fuel efficiency of the engine may be different under different engine operating conditions, in order to ensure the accuracy of energy management and improve the subsequent optimization efficiency of the engine operating point, the HCU will determine the target fuel economy range of the engine based on the second operating condition information of the engine.

[0115] It should be noted that the HCU target fuel economy range represents the mapping relationship between engine speed and engine torque and instantaneous fuel consumption. Since the engine power can be calculated based on the engine speed and engine torque, the target fuel economy range can also reflect the corresponding relationship between the engine speed, engine torque, engine power and instantaneous fuel consumption.

[0116] Specifically, the target fuel economy range is an operating point array consisting of multiple engine operating points with higher fuel economy, wherein each engine operating point is a set of corresponding relationships between engine speed and engine torque and instantaneous fuel consumption.

[0117] In this embodiment, by determining a suitable target fuel economy range for the engine based on the second operating condition information of the engine, on the one hand, the data accuracy of each engine operating point in the target fuel economy range can be improved; on the other hand, by selecting multiple engine operating points with higher fuel economy from all engine operating points as the target fuel economy range of the engine, the equivalent fuel consumption minimum strategy model can be effectively avoided from performing optimization calculations in the inefficient area, thereby improving the optimization efficiency.

[0118] S102: Based on the optimization strategy corresponding to the current vehicle operating mode, according to the target fuel economy range, the equivalent fuel consumption minimum strategy model is optimized and calculated to at least determine the target engine operating point under the current vehicle operating mode.

[0119] In this embodiment, the target engine operating point is within the target fuel economy range. That is, in the process of executing the optimization strategy corresponding to the current vehicle operating mode, only the target engine operating point that optimizes the vehicle economy is found within the target fuel economy range.

[0120] It should be noted that in different vehicle working modes, the engine can be in different operating states. For example, 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 electric motor. At this time, the engine speed and torque are both in an adjustable state; while in the parallel working mode, the engine is in the driving state, that is, the engine directly drives the vehicle to travel. At this time, the engine speed needs to follow the current speed of the vehicle. Therefore, when the vehicle speed is constant, the engine usually only has an adjustable torque. Therefore, in order to make the equivalent fuel consumption minimum strategy model adapt to different working conditions and be effectively used in different vehicle working modes, the HCU will configure different optimization strategies for different vehicle working modes, and then use the optimization strategy corresponding to the current vehicle working mode to control the equivalent fuel consumption minimum strategy model to perform optimization calculations to obtain the target engine operating point suitable for the current working condition and the current vehicle working mode.

[0121] In the specific implementation, when the current vehicle operating mode is the series operating mode, since the engine is only in the power generation state, the HCU only needs to determine the target engine operating point in the target fuel economy range; when the current vehicle operating mode is the parallel operating mode, since the engine and the drive motor drive the vehicle at the same time, the HCU can determine the target engine operating point in the target fuel economy range while also determining the target motor operating point of the drive motor, so as to optimize the economy of the entire vehicle.

[0122] S103: Based on the target engine operating point, controlling the engine in the current vehicle operating mode.

[0123] It should be noted that the target engine operating point includes a target engine torque and a target engine speed.

[0124] 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.

[0125] In this embodiment, by comprehensively considering the vehicle operating conditions, engine operating conditions and the vehicle's current vehicle operating mode, the adaptive equivalent fuel consumption minimum strategy model can quickly optimize the target engine operating point under different vehicle operating modes and different operating conditions, thereby effectively improving the fuel economy of the entire vehicle.

[0126] In a feasible implementation manner, the step of constructing the equivalent fuel consumption minimum strategy model based on the first operating condition information of the vehicle in S101 may specifically include the following sub-steps:

[0127] S101 - 1: Based on the first operating condition information of the vehicle, a basic equivalent factor is corrected to obtain a target equivalent factor.

[0128] 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:

[0129]

[0130] in, Indicates equivalent fuel consumption; Indicates the instantaneous fuel consumption of the engine; Indicates the equivalent fuel consumption of the power battery.

[0131] The instantaneous fuel consumption of the engine can be calculated based on the following formula:

[0132]

[0133] Among them, P eng (t) represents the engine output power; Q lhv Indicates the gasoline mass calorific value constant; η eng Indicates combustion efficiency.

[0134] The equivalent fuel consumption of the power battery can be calculated based on the following formula:

[0135]

[0136] 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.

[0137] It should be noted that the basic 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.

[0138] In this embodiment, the basic equivalent factor is the default equivalent factor configured for the equivalent fuel consumption minimum strategy model. Whenever the power is restarted or the vehicle operating condition changes, the HCU will make corrections based on the basic equivalent factor to obtain a target equivalent factor suitable for the current vehicle operating condition.

[0139] In this embodiment, considering that the engine BSFC (Brake Specific Fuel Consumption) and the motor energy conversion efficiency have a great influence on the equivalent factor, therefore, in order to ensure the effectiveness of the basic equivalent factor, the basic equivalent factor can be determined according to the effective fuel consumption rate of the engine and the average efficiency of the motor energy conversion efficiency Map. In this way, by determining a suitable basic equivalent factor, the target equivalent factor corrected based on the basic equivalent factor can be more accurate, and the target equivalent factor is used to convert the electric energy consumption of the motor into equivalent fuel consumption.

[0140] S101-2: Based on the target equivalent factor, construct an equivalent fuel consumption minimum strategy model.

[0141] In this embodiment, by updating s(t) in formula (3) to the target equivalent factor, an updated equivalent fuel consumption minimum strategy model can be constructed.

[0142] In this embodiment, based on the first operating condition information of the vehicle, the target equivalent factor can be determined, and then an adaptive equivalent fuel consumption minimum strategy model is constructed, so that the equivalent fuel consumption minimum strategy model can be adaptively adjusted as the vehicle operating condition changes, thereby improving the adaptability to different operating conditions.

[0143] In this embodiment, in order to accurately correct the basic equivalent factor, the first operating condition information may include the current vehicle speed, the current engine intake temperature, the accessory load, and the current remaining battery power. S101-1 may specifically include the following sub-steps:

[0144] S101-1-1: Determine the remaining power difference between the current remaining power and the target remaining power.

[0145] In this embodiment, the target remaining power represents the ideal remaining power that needs to be achieved in the process of energy management of the vehicle. The larger the difference in remaining power, the greater the impact of electric energy consumption on equivalent fuel consumption, and thus the greater the correction range of the basic equivalent factor.

[0146] S101-1-2: Based on the remaining power difference, correct the basic equivalent factor to obtain an intermediate equivalent factor.

[0147] In this implementation, in order to achieve accurate correction of the basic equivalent factor, the HCU will adopt a preset PI (Proportional-Integral) correction strategy for correction.

[0148] Specifically, the HCU pre-stores a proportional correction table and an integral correction table, wherein the proportional correction table is used to characterize the comparison relationship between the remaining power difference and the proportional correction amount, and the integral correction table is used to characterize the comparison relationship between the remaining power difference and the integral correction amount. After the remaining power difference is calculated, the proportional correction amount is first determined based on the remaining power difference and the preset proportional correction table, and the integral correction amount is determined based on the remaining power difference and the preset integral correction table; then, based on the proportional correction amount and the integral correction amount, the basic equivalent factor is corrected to obtain the intermediate equivalent factor.

[0149] In a specific implementation, the intermediate equivalent factor can be calculated according to the following formula:

[0150] s(t)_new=s(t)+Kp(SOC0-SOC1)+Ki∫(SOC0-SOC1)dt (4);

[0151] Among them, s(t)_new represents the intermediate equivalent factor; SOC0 represents the current remaining power; SOC1 represents the target remaining power; Kp represents the proportional adjustment coefficient; Ki represents the integral adjustment coefficient.

[0152] In this embodiment, by dynamically adjusting the basic equivalent factor according to the difference in the remaining power, it helps to maintain the battery SOC within a reasonable SOC range. For example, when the current remaining power is lower than the target remaining power, the basic equivalent factor can be increased so that the system relies more on fuel to replenish energy; conversely, the basic equivalent factor is reduced to make more use of battery energy. In this way, it can effectively avoid over-discharge or over-charging of the power battery and extend the battery life; at the same time, the power distribution of the engine and the motor can be more accurately controlled, thereby improving the fuel efficiency of the entire vehicle.

[0153] S101-1-3: Based on the current vehicle speed, the current engine intake temperature and the accessory load, the intermediate equivalent factor is corrected to obtain the target equivalent factor.

[0154] In this embodiment, in addition to the remaining battery power, the current vehicle speed, the current engine intake temperature and the accessory load will all have a certain impact on the conversion efficiency of battery power into fuel consumption. For example, the higher the current vehicle speed or the greater the accessory load, the intermediate equivalent factor needs to be increased so that the system relies more on fuel to replenish energy; the current engine intake temperature affects the operating efficiency of the engine. If the current engine intake temperature is closer to the appropriate intake temperature range, the engine efficiency is higher, and the intermediate equivalent factor also needs to be increased.

[0155] In a specific implementation, the HCU stores the mapping relationships between the current vehicle speed, the current engine intake temperature, the accessory load and the correction amount, respectively. Based on the mapping relationships, the first correction amount corresponding to the current vehicle speed, the second correction amount corresponding to the current engine intake temperature, and the third correction amount corresponding to the accessory load can be determined. The target equivalent factor is then determined by summing the first correction amount, the second correction amount, the third correction amount and the intermediate equivalent factor.

[0156] In this embodiment, by comprehensively considering the current remaining power of the power battery, the current vehicle speed, the current engine intake temperature, and the accessory load and correction amount, the basic equivalent factor can be comprehensively corrected from multiple dimensions, thereby ensuring the accuracy of the target equivalent factor.

[0157] In a feasible implementation manner, the second operating condition information includes the current engine intake temperature, the current engine water temperature and the current atmospheric pressure; the step of determining the target fuel economy range of the engine based on the second operating condition information of the engine in S101 may specifically include the following sub-steps:

[0158] S101-3: Based on the current engine intake temperature, the current engine water temperature and the current atmospheric pressure, the instantaneous fuel consumption in the original fuel consumption distribution map of the engine is corrected to obtain a target fuel consumption distribution map.

[0159] It should be noted that the original fuel consumption distribution map can be obtained based on the BSFC map of the engine. The original 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.

[0160] In this embodiment, considering that the operating efficiency of the engine is different under different working conditions, if a fixed fuel consumption distribution map is used for energy management, it may lead to poor management efficiency. Therefore, the HCU will correct the instantaneous fuel consumption in the original fuel consumption distribution map according to the second working condition information of the engine to obtain a target fuel consumption distribution map suitable for the current working condition of the engine.

[0161] It should be noted that the HCU will not change the values ​​of the engine speed and engine torque in the original fuel consumption distribution diagram, but only changes the instantaneous fuel consumption corresponding to each instantaneous fuel consumption curve.

[0162] S101-4: Determine a target fuel economy range in the target fuel consumption distribution map.

[0163] In this embodiment, since the target fuel consumption distribution map includes all the operating points of the engine, if the engine operating point is directly optimized in the target fuel consumption distribution map, it will result in a poor optimization time and reduce the optimization efficiency. Therefore, the HCU will also extract several engine operating points with higher fuel economy in the target fuel consumption distribution map, and then obtain the target fuel economy range.

[0164] In a specific implementation, the target fuel consumption distribution diagram can be divided into a low-speed area and a medium-high speed area based on a preset speed straight line (the speed straight line corresponds to the first speed), and the target fuel consumption distribution diagram can be divided into a low-load area, a medium-load area and a high-load area based on two preset torque straight lines (the two torque straight lines correspond to the first torque and the second torque respectively, wherein the second torque is greater than the first torque). In this way, the target fuel consumption distribution diagram can be divided into a low-speed area, an outer characteristic area, a medium-load high-efficiency area and a high-speed small-load low-efficiency area, and the medium-load high-efficiency area is determined as the target fuel economy range. Among them, the low-speed area represents an area where the engine speed is less than the first speed; the outer characteristic area represents an area where the engine speed is greater than the first speed and the engine torque is greater than the second torque; the medium-load high-efficiency area represents an area where the engine speed is greater than the first speed and the engine torque is between the first torque and the second torque; the high-speed small-load low-efficiency area represents an area where the engine speed is greater than the first speed and the engine torque is less than the first torque.

[0165] In this embodiment, the values ​​of the first speed, the first torque and the second torque can be set according to the working characteristics and usage time of the engine, and then the target fuel economy range of the engine can be quickly determined in the target fuel consumption distribution diagram.

[0166] In a feasible implementation, S102 may specifically include the following sub-steps:

[0167] S102-A1: When the current vehicle operating mode is the series operating mode, a plurality of virtual engine operating points of the engine are determined in a target fuel economy range.

[0168] In this embodiment, after determining that the current vehicle operating mode is the series operating mode, the HCU will determine multiple virtual engine operating points of the engine in the target fuel economy range according to a preset sampling interval.

[0169] In a specific implementation, a plurality of virtual engine torques may be first determined in an engine 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 an engine 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.

[0170] S102-A2: 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.

[0171] In this embodiment, the HCU will comprehensively consider the driver's driving demand power, battery charging power, high-voltage accessory power consumption and internal resistance loss power to calculate the vehicle's demand power.

[0172] 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.

[0173] 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.

[0174] S102-A3: Based on the virtual engine power and virtual battery power corresponding to each of the plurality of virtual engine operating points, the equivalent fuel consumption minimum strategy model is optimized to at least determine the target engine operating point in the series operating mode.

[0175] In this embodiment, after the HCU calculates the virtual engine power 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.

[0176] In a specific implementation, S102-A3 may specifically include the following sub-steps:

[0177] S102-A3-1: For any virtual engine operating point, when the virtual battery power corresponding to the virtual engine operating point is greater than zero, determine that the virtual battery power is discharge power; when the virtual battery power corresponding to the virtual engine operating point is less than zero, determine that the virtual battery power is charging power.

[0178] 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.

[0179] S102-A3-2: When it is determined that the virtual battery power is the discharge power, the virtual engine power 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.

[0180] 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, by inputting the virtual engine power and the discharge power into the equivalent fuel consumption minimum strategy model, the equivalent fuel consumption can be calculated based on formulas (1)-(3) and the updated target equivalent factor.

[0181] S102-A3-3: When it is determined that the virtual battery power is the charging power, the virtual engine power corresponding to the virtual engine operating point is input into the equivalent fuel consumption minimum strategy model, and the equivalent fuel consumption is output.

[0182] 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, it is only necessary to minimize the instantaneous fuel consumption of the engine to minimize the equivalent fuel consumption of the entire vehicle. Then, the virtual engine power is input into the equivalent fuel consumption minimum strategy model to output the equivalent fuel consumption.

[0183] S102-A3-4: Determine the virtual engine operating point when the equivalent fuel consumption is the minimum as the target engine operating point in the series operating mode.

[0184] 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 in the series operation mode.

[0185] In this embodiment, by executing the optimization strategy corresponding to the series working mode, the target engine operating point can be quickly found in the target fuel economy range regardless of whether the battery is in a power generation state or a charging state. At the same time, the charging power or discharging power of the battery can also be determined.

[0186] In this embodiment, after determining the target engine operating point, the engine efficiency corresponding to the target engine operating point can also be determined, and then based on the engine efficiency, gear efficiency and battery charging efficiency (or discharging efficiency), the working efficiency corresponding to the series working mode is comprehensively calculated. Among them, the gear efficiency represents the gear transmission efficiency between the engine and the generator.

[0187] In a feasible implementation manner, S102 may further include the following sub-steps:

[0188] S102-B1: When the current vehicle operation mode is the parallel operation mode, a plurality of virtual engine torques are determined in an engine torque range corresponding to a target fuel economy range according to a preset torque step.

[0189] In this embodiment, considering that the current vehicle operating mode is the parallel operating mode, the engine is in a driving state, and the engine speed needs to follow the current vehicle speed. Therefore, after determining the target engine speed of the engine according to the current vehicle speed, it is only necessary to determine multiple virtual engine torques in the engine torque range corresponding to the target fuel economy range according to the preset torque step.

[0190] S102-B2: Based on the vehicle required torque and the multiple virtual engine torques, determine multiple virtual motor drive torques corresponding to the multiple virtual engine torques one by one to obtain multiple torque combinations.

[0191] In the specific implementation, the HCU will first calculate the vehicle's required torque based on the current vehicle speed and the current accelerator pedal opening, and then subtract multiple virtual engine torques from the vehicle's required torque to calculate multiple virtual motor drive torques to obtain multiple torque combinations.

[0192] It should be noted that the virtual motor drive torque can be a negative value, and the sum of the virtual engine torque and the virtual motor drive torque in any torque combination is equal to the required torque of the whole vehicle.

[0193] S102-B3: Determine a target engine speed and a target motor speed based on the current vehicle speed.

[0194] In a specific implementation, the HCU will determine the target engine speed according to the current vehicle speed and the first speed ratio between the engine and the wheel end, and determine the target motor speed according to the current vehicle speed and the second speed ratio between the drive motor and the wheel end.

[0195] S102-B4: For any torque combination, determine a virtual power combination corresponding to the torque combination based on the target engine speed and the target motor speed.

[0196] In a specific implementation, for any torque combination, the virtual engine power can be calculated based on the virtual engine torque in the torque combination and the target engine speed; and the virtual motor power can be calculated based on the virtual motor torque in the torque combination and the target motor speed, thereby obtaining a virtual power combination consisting of the virtual engine power and the virtual motor power.

[0197] S102-B5: Based on the virtual power combinations corresponding to the multiple torque combinations, the equivalent fuel consumption minimum strategy model is optimized to determine the target engine operating point and the target motor operating point in the parallel working mode.

[0198] In this embodiment, after the HCU calculates the virtual power combination corresponding to each of the torque combinations, it can use the equivalent fuel consumption minimum strategy model to solve the equivalent fuel consumption corresponding to each virtual power combination, and then determine the target engine operating point and target motor operating point in the parallel working mode based on the target torque combination corresponding to the virtual power combination with the minimum equivalent fuel consumption.

[0199] In a specific implementation, S102-B5 may specifically include the following sub-steps:

[0200] S102-B5-1: For any torque combination, the virtual power combination corresponding to the torque combination is input into the equivalent fuel consumption minimum strategy model, and the equivalent fuel consumption is output.

[0201] In this embodiment, by inputting the virtual engine power and the virtual motor power in the virtual power combination into the equivalent fuel consumption minimum strategy model, the equivalent fuel consumption can be calculated based on formulas (1)-(3) and the updated target equivalent factor.

[0202] S102-B5-2: Determine the target torque combination by the torque combination when the equivalent fuel consumption is the smallest; the target torque includes the target engine torque and the target motor torque.

[0203] In this embodiment, after the equivalent fuel consumption corresponding to all torque combinations is calculated, the torque combination with the minimum equivalent fuel consumption can be used to determine the target torque combination, and the target torque includes a target engine torque and a target motor torque.

[0204] S102-B5-3: Based on the target engine torque and the target engine speed, determine the target engine operating point in the parallel working mode, and based on the target motor torque and the target motor speed, determine the target motor operating point in the parallel working mode.

[0205] In this embodiment, after determining the target engine operating point and the target motor operating point, the HCU will control the engine based on the target engine operating point and control the drive motor according to the target motor operating point. In this way, by coordinating the torque of the engine and the drive motor, the fuel economy of the whole vehicle can be effectively improved.

[0206] In this embodiment, after determining the target motor operating point, the motor efficiency corresponding to the target motor operating point can also be determined, and then based on the motor efficiency, gear efficiency and battery charging efficiency (or discharging efficiency), the working efficiency corresponding to the parallel working mode is comprehensively calculated. Among them, the gear efficiency represents the transmission efficiency between the drive motor and the wheel end.

[0207] In this embodiment, by dividing the engine's operating range into four areas and selecting the medium load high efficiency area as the target fuel economy range, the equivalent fuel consumption minimum strategy model can quickly optimize the target engine operating point in the target fuel economy range according to the optimization strategy corresponding to the current vehicle operating mode when the vehicle is running in the series working mode or the parallel working mode. In this way, the applicability and robustness of the equivalent fuel consumption minimum strategy model can be effectively improved, and the fuel economy of the whole vehicle can be effectively improved under different working conditions and different working modes.

[0208] 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, the vehicle energy management device 200 includes:

[0209] The model building module 201 is used to build an equivalent fuel consumption minimum strategy model based on the first operating condition information of the vehicle when the vehicle meets the energy management enabling condition, and determine the target fuel economy range of the engine based on the second operating condition information of the engine;

[0210] The optimization calculation module 202 is used to perform optimization calculation on the equivalent fuel consumption minimum strategy model based on the optimization strategy corresponding to the current vehicle working mode and according to the target fuel economy range, and at least determine the target engine operating point under the current vehicle working mode; wherein the target engine operating point is within the target fuel economy range;

[0211] The engine control module 203 is used to control the engine in the current vehicle operating mode based on the target engine operating point.

[0212] In one embodiment of the present application, the model building module 201 includes:

[0213] An equivalent factor correction submodule, used for correcting a basic equivalent factor based on the first operating condition information of the vehicle to obtain a target equivalent factor;

[0214] The model building submodule is used to build an equivalent fuel consumption minimum strategy model based on the target equivalent factor; wherein the target equivalent factor is used to convert the electric energy consumption of the motor into equivalent fuel consumption.

[0215] In one embodiment of the present application, the first operating condition information includes the current vehicle speed, the current engine intake temperature, the accessory load, and the current remaining battery power; the equivalent factor correction submodule includes:

[0216] A difference determination unit, used to determine the difference between the current remaining power and the target remaining power;

[0217] A first equivalent factor correction unit, used to correct the basic equivalent factor based on the remaining power difference to obtain an intermediate equivalent factor;

[0218] The second equivalent factor correction unit is used to correct the intermediate equivalent factor based on the current vehicle speed, the current engine intake temperature and the accessory load to obtain the target equivalent factor.

[0219] In one embodiment of the present application, the first equivalent factor correction unit includes:

[0220] The proportion correction subunit is used to determine the proportion correction amount based on the remaining power difference and a preset proportion correction table; the proportion correction table is used to represent the comparison relationship between the remaining power difference and the proportion correction amount;

[0221] The integral correction subunit is used to determine the integral correction amount based on the remaining power difference and a preset integral correction table; the integral correction table is used to characterize the comparison relationship between the remaining power difference and the integral correction amount;

[0222] The equivalent factor correction subunit is used to correct the basic equivalent factor based on the proportional correction amount and the integral correction amount to obtain the intermediate equivalent factor.

[0223] In one embodiment of the present application, the second operating condition information includes the current engine intake temperature, the current engine water temperature and the current atmospheric pressure; the model building module 201 includes:

[0224] A distribution map correction submodule, for correcting the instantaneous fuel consumption in the original fuel consumption distribution map of the engine based on the current engine intake temperature, the current engine water temperature and the current atmospheric pressure, to obtain a target fuel consumption distribution map;

[0225] The economic range determination submodule is used to determine the target fuel economy range in the target fuel consumption distribution map.

[0226] In one embodiment of the present application, the economic range determination submodule includes:

[0227] A region division unit is used to divide the target fuel consumption distribution map into a low-speed region, an outer characteristic region, a medium-load high-efficiency region, and a high-speed and low-load low-efficiency region;

[0228] The economic range determination unit is used to determine the medium load high efficiency zone as the target fuel economy range.

[0229] In one embodiment of the present application, the optimization calculation module 202 includes:

[0230] an operating point determination submodule, for determining a plurality of virtual engine operating points of the engine in the target fuel economy range when the current vehicle operating mode is a series operating mode;

[0231] A power determination submodule, for determining, for any virtual engine operating point, a virtual engine power corresponding to the virtual engine operating point, and determining a virtual battery power based on a difference between a vehicle demand power and the virtual engine power;

[0232] The first optimization submodule is used to perform optimization calculation on the equivalent fuel consumption minimum strategy model based on the virtual engine power and the virtual battery power corresponding to each of the multiple virtual engine operating points, and at least determine the target engine operating point under the series operating mode.

[0233] In one embodiment of the present application, the first optimal search submodule includes:

[0234] 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;

[0235] A first consumption determination unit is used for inputting the virtual engine power and the discharge power corresponding to the virtual engine operating point into the equivalent fuel consumption minimum strategy model when determining that the virtual battery power is the discharge power, and outputting the equivalent fuel consumption;

[0236] a second consumption determination unit, configured to input the virtual engine power 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;

[0237] The first operating point determination unit is used to determine the virtual engine operating point when the equivalent fuel consumption is the smallest as the target engine operating point in the series operating mode.

[0238] In one embodiment of the present application, the optimization calculation module 202 includes:

[0239] an engine torque determination submodule, for determining a plurality of virtual engine torques in an engine torque interval corresponding to the target fuel economy interval according to a preset torque step length when the current vehicle operation mode is a parallel operation mode;

[0240] The motor drive torque submodule is used to determine a plurality of virtual motor drive torques corresponding to the plurality of virtual engine torques one by one based on the vehicle demand torque and the plurality of virtual engine torques, so as to obtain a plurality of torque combinations;

[0241] A speed determination submodule, used for determining a target engine speed and a target motor speed based on a current vehicle speed of the vehicle;

[0242] A power combination determination submodule, for determining, for any torque combination, a virtual power combination corresponding to the torque combination based on the target engine speed and the target motor speed; the virtual power combination includes a virtual engine power and a virtual motor power;

[0243] The second optimization submodule is used to perform optimization calculation on the equivalent fuel consumption minimum strategy model based on the virtual power combinations corresponding to the multiple torque combinations, and determine the target engine operating point and the target motor operating point in the parallel working mode.

[0244] In one embodiment of the present application, the second optimal search submodule includes:

[0245] A third consumption determination unit is used for inputting a virtual power combination corresponding to any torque combination into the equivalent fuel consumption minimum strategy model, and outputting an equivalent fuel consumption;

[0246] A torque combination determination unit, used to determine a target torque combination from the torque combination with the minimum equivalent fuel consumption; the target torque includes a target engine torque and a target motor torque;

[0247] The second operating point determination unit is used to determine the target engine operating point in the parallel operating mode based on the target engine torque and the target engine speed, and to determine the target motor operating point in the parallel operating mode based on the target motor torque and the target motor speed.

[0248] 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.

[0249] 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.

[0250] 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.

[0251] Fourthly, refer to Figure 3 Based on the same inventive concept, the embodiment of the present application provides a vehicle 300, including:

[0252] Memory 301, used for storing executable programs;

[0253] Processor 302;

[0254] 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.

[0255] 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.

[0256] 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.

[0257] 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.

[0258] 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.

[0259] 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 implementing the process in the computer or other programmable terminal device. Figure 1 A process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0260] 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.

[0261] 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.

[0262] 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: When the vehicle meets the energy management enabling condition, constructing an equivalent fuel consumption minimum strategy model based on the first operating condition information of the vehicle, and determining a target fuel economy range of the engine based on the second operating condition information of the engine; Based on the optimization strategy corresponding to the current vehicle operating mode, according to the target fuel economy range, the equivalent fuel consumption minimum strategy model is optimized and calculated to at least determine the target engine operating point under the current vehicle operating mode; wherein the target engine operating point is within the target fuel economy range; Based on the target engine operating point, the engine in the current vehicle operating mode is controlled.

2. The vehicle energy management method according to claim 1, characterized in that: Based on the first operating condition information of the vehicle, an equivalent fuel consumption minimum strategy model is constructed, including: Based on the first operating condition information of the vehicle, the basic equivalent factor is corrected to obtain a target equivalent factor; wherein the target equivalent factor is used to convert the electric energy consumption of the motor into equivalent fuel consumption Based on the target equivalent factor, the equivalent fuel consumption minimum strategy model is constructed.

3. The vehicle energy management method according to claim 2, characterized in that: The first operating condition information includes the current vehicle speed, the current engine intake temperature, the accessory load and the current remaining power of the battery; Based on the first operating condition information of the vehicle, the basic equivalent factor is corrected to obtain a target equivalent factor, including: Determine a remaining power difference between the current remaining power and the target remaining power; Based on the remaining power difference, the basic equivalent factor is corrected to obtain an intermediate equivalent factor; The intermediate equivalent factor is corrected based on the current vehicle speed, the current engine intake temperature and the accessory load to obtain the target equivalent factor.

4. The vehicle energy management method according to claim 3, characterized in that: Based on the remaining power difference, the basic equivalent factor is corrected to obtain an intermediate equivalent factor, including: Determine a proportional correction amount based on the remaining power difference and a preset proportional correction table; the proportional correction table is used to characterize the comparison relationship between the remaining power difference and the proportional correction amount; Determine the integral correction amount based on the remaining power difference and a preset integral correction table; the integral correction table is used to characterize the comparison relationship between the remaining power difference and the integral correction amount; The basic equivalent factor is corrected based on the proportional correction amount and the integral correction amount to obtain the intermediate equivalent factor.

5. The vehicle energy management method according to claim 1, characterized in that: The second operating condition information includes the current engine intake temperature, the current engine water temperature and the current atmospheric pressure; Based on the second operating condition information of the engine, a target fuel economy range of the engine is determined, including: Based on the current engine intake temperature, the current engine water temperature and the current atmospheric pressure, the instantaneous fuel consumption in the original fuel consumption distribution map of the engine is corrected to obtain a target fuel consumption distribution map; In the target fuel consumption distribution map, the target fuel economy range is determined.

6. The vehicle energy management method according to claim 5, characterized in that: In the target fuel consumption distribution map, determining the target fuel economy range includes: Dividing the target fuel consumption distribution diagram into a low speed area, an outer characteristic area, a medium load high efficiency area, and a high speed and low load low efficiency area; The medium load high efficiency zone is determined as the target fuel economy range.

7. The vehicle energy management method according to claim 1, characterized in that: Based on the optimization strategy corresponding to the current vehicle working mode, according to the target fuel economy range, the equivalent fuel consumption minimum strategy model is optimized and calculated to at least determine the target engine operating point under the current vehicle working mode, including: When the current vehicle operating mode is a series operating mode, 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 power and the 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 at least determine the target engine operating point under the series operating mode.

8. The vehicle energy management method according to claim 7, characterized in that: Based on the virtual engine power and the 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 at least determine the target engine operating point in the series operating mode, 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; In the case where the virtual battery power is determined to be the discharge power, the virtual engine power 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 obtained as an output; When it is determined that the virtual battery power is the charging power, the virtual engine power corresponding to the virtual engine operating point is input into the equivalent fuel consumption minimum strategy model, and the equivalent fuel consumption is obtained as an output; The virtual engine operating point at which the equivalent fuel consumption is the smallest is determined as the target engine operating point in the series operation mode.

9. The vehicle energy management method according to claim 1, characterized in that: Based on the optimization strategy corresponding to the current vehicle working mode, according to the target fuel economy range, the equivalent fuel consumption minimum strategy model is optimized and calculated to at least determine the target engine operating point under the current vehicle working mode, including: When the current vehicle operation mode is the parallel operation mode, determining a plurality of virtual engine torques in the engine torque range corresponding to the target fuel economy range according to a preset torque step; Based on the vehicle required torque and the multiple virtual engine torques, determining multiple virtual motor drive torques corresponding to the multiple virtual engine torques one by one to obtain multiple torque combinations; Determining a target engine speed and a target motor speed based on a current vehicle speed of the vehicle; For any torque combination, based on the target engine speed and the target motor speed, a virtual power combination corresponding to the torque combination is determined; the virtual power combination includes a virtual engine power and a virtual motor power; Based on the virtual power combinations corresponding to the multiple torque combinations, the equivalent fuel consumption minimum strategy model is optimized and calculated to determine the target engine operating point and the target motor operating point in the parallel working mode.

10. The vehicle energy management method according to claim 9, characterized in that: Based on the virtual power combinations corresponding to the plurality of torque combinations, the equivalent fuel consumption minimum strategy model is optimized and calculated to determine the target engine operating point and the target motor operating point in the parallel working mode, including: For any torque combination, the virtual power combination corresponding to the torque combination is input into the equivalent fuel consumption minimum strategy model, and the equivalent fuel consumption is output; The target torque combination is determined by using the torque combination with the minimum equivalent fuel consumption; the target torque includes a target engine torque and a target motor torque; A target engine operating point in the parallel operation mode is determined based on the target engine torque and the target engine speed, and a target motor operating point in the parallel operation mode is determined based on the target motor torque and the target motor speed.

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.

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