A vehicle energy management method, storage medium and vehicle

Abstract

The application provides a vehicle energy management method, a storage medium and a vehicle, and belongs to the technical field of vehicles. According to first working condition information of a vehicle, an equivalent fuel consumption minimum strategy model is dynamically adjusted, and according to an optimization strategy corresponding to a current vehicle working mode, the equivalent fuel consumption minimum strategy model is used to find a target engine working point in a target fuel economy interval of an engine, and the engine in the current vehicle working mode is controlled according to the target engine working point. In this way, by comprehensively considering the vehicle working condition, the engine working condition and the current vehicle working mode of the vehicle, the adaptive equivalent fuel consumption minimum strategy model can realize fast optimization of the target engine working point under different vehicle working modes and different working conditions, thereby effectively improving the fuel economy of the vehicle.

Description

Technical Field

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

[0002] Energy management strategy, as the core of powertrain system control in hybrid vehicles, plays an important role in improving the vehicle's fuel economy, power, driving performance, and emissions performance.

[0003] Currently, hybrid vehicles typically employ ECMS (Equivalence Fuel Consumption Minimization Strategy) for energy management. ECMS aims to equate battery energy consumption with fuel consumption and minimize instantaneous equivalent fuel consumption, thereby optimizing the overall vehicle's fuel economy.

[0004] However, current strategies for minimizing equivalent fuel consumption are usually only applicable to energy management under a single driving condition, and have low optimization efficiency, making it difficult to achieve good energy management results when faced with complex and variable driving conditions. Summary of the Invention

[0005] This application provides a vehicle energy management method, storage medium, and vehicle to address the problem that traditional strategies for minimizing equivalent fuel consumption are difficult to achieve good energy management results when faced with complex and variable operating conditions.

[0006] To solve the above problems, this application adopts the following technical solution:

[0007] In a first aspect, embodiments of this application provide a vehicle energy management method, the method comprising:

[0008] When the vehicle meets the energy management enabling conditions, an equivalent fuel consumption minimum strategy model is constructed based on the vehicle's first operating condition information, and the engine's target fuel economy range is determined based on the engine's second operating condition information.

[0009] Based on the optimization strategy corresponding to the current vehicle operating mode, and according to the target fuel economy range, the equivalent fuel consumption minimum strategy model is optimized to determine at least the target engine operating point under the current vehicle operating mode; wherein, the target engine operating point is located 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 this application, based on the vehicle's first operating condition information, an equivalent fuel consumption minimization strategy model is constructed, including:

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

[0013] Based on the target equivalence factor, a strategy model for minimizing equivalent fuel consumption is constructed; wherein, the target equivalence factor is used to convert the electrical energy consumption of the motor into equivalent fuel consumption.

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

[0015] Based on the vehicle's first operating condition information, the basic equivalence factor is corrected to obtain the target equivalence factor, including:

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

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

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

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

[0020] Based on the remaining power difference and a preset proportional correction table, a proportional correction amount is determined; the proportional correction table is used to characterize the correlation between the remaining power difference and the proportional correction amount.

[0021] Based on the remaining power difference and a preset integral correction table, an integral correction amount is determined; the integral correction table is used to characterize the correlation between the remaining power difference and the integral correction amount.

[0022] Based on the proportional correction and the integral correction, the basic equivalent factor is corrected to obtain the intermediate equivalent factor.

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

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

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

[0026] The target fuel economy range is determined in the target fuel consumption distribution map.

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

[0028] The target fuel consumption distribution map is divided into a low-speed zone, an external characteristic zone, a medium-load high-efficiency zone, and a high-speed low-load low-efficiency zone.

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

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

[0031] When the current vehicle operating mode is a series operating mode, multiple virtual engine operating points are determined within the target fuel economy range.

[0032] 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's required power and the virtual engine power;

[0033] Based on the virtual engine power and virtual battery power corresponding to each of the multiple virtual engine operating points, the equivalent fuel consumption minimum strategy model is optimized to determine at least the target engine operating point in the series operating mode.

[0034] In one embodiment of this application, based on the virtual engine power and virtual battery power corresponding to each of the multiple virtual engine operating points, the equivalent fuel consumption minimum strategy model is optimized to determine at least the target engine operating point in the series operating mode, including:

[0035] For any virtual engine operating point, if 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; if 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] Given 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.

[0037] When the virtual battery power is determined to be 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.

[0038] The virtual engine operating point with the minimum equivalent fuel consumption is determined as the target engine operating point in the series operating mode.

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

[0040] When the current vehicle operating mode is parallel operating mode, multiple virtual engine torques are determined in the engine torque range corresponding to the target fuel economy range according to a preset torque step size.

[0041] Based on the vehicle's required torque and multiple virtual engine torques, multiple virtual motor drive torques that correspond one-to-one with the multiple virtual engine torques are determined to obtain multiple torque combinations.

[0042] Based on the vehicle's current speed, determine the target engine speed and the target motor speed;

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

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

[0045] In one embodiment of this application, based on the virtual power combinations corresponding to each of the multiple torque combinations, the equivalent fuel consumption minimization strategy model is optimized to determine the target engine operating point and the target motor operating point in the parallel operation mode, including:

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

[0047] The torque combination that minimizes the equivalent fuel consumption is used to determine the target torque combination; the target torque includes the target engine torque and the target electric motor torque.

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

[0049] Secondly, based on the same inventive concept, embodiments of this application provide a vehicle energy management device, the device comprising:

[0050] The model building module is used to construct 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 conditions, and to determine the target fuel economy range of the engine based on the second operating condition information of the engine.

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

[0052] An 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 this application, the model building module includes:

[0054] The equivalent factor correction submodule is used to correct the basic equivalent factor based on the first operating condition information of the vehicle to obtain the target equivalent factor.

[0055] The model building submodule is used to build the equivalent fuel consumption minimization strategy model based on the target equivalence factor; wherein, the target equivalence factor is used to convert the electric motor's electrical energy consumption into equivalent fuel consumption.

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

[0057] A difference determination unit is used to determine the difference in remaining power between the current remaining power and the target remaining power.

[0058] The first equivalent factor correction unit is used 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 air temperature, and the accessory load to obtain the target equivalent factor.

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

[0061] The proportional correction subunit is used to determine the proportional correction amount based on the remaining power difference and a preset proportional correction table; the proportional correction table is used to characterize the correlation between the remaining power difference and the proportional correction amount.

[0062] An integral correction subunit is 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 correlation 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 this application, the second operating condition information includes the current engine intake air temperature, the current engine coolant temperature, and the current atmospheric pressure; the model building module includes:

[0065] The distribution map correction submodule is used to correct the instantaneous fuel consumption in the original fuel consumption distribution map of the engine based on the current engine intake air temperature, current engine coolant temperature and current atmospheric pressure, so as to obtain the target fuel consumption distribution map.

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

[0067] In one embodiment of this application, the economic zone determination submodule includes:

[0068] The region division unit is used to divide the target fuel consumption distribution map into a low-speed zone, an external characteristic zone, a medium-load high-efficiency zone, and a high-speed low-load low-efficiency zone.

[0069] An economic zone determination unit is used to determine the medium-load high-efficiency zone as the target fuel economy zone.

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

[0071] The operating point determination submodule is used to determine multiple 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] The power determination submodule is used to determine the virtual engine power corresponding to any virtual engine operating point, and to determine the virtual battery power based on the difference between the vehicle's required power and the virtual engine power.

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

[0074] In one embodiment of this application, the first optimization submodule includes:

[0075] A power type determination unit is used to determine the virtual battery power as discharge power when the virtual battery power corresponding to any virtual engine operating point is greater than zero, and to determine the virtual battery power as charging power when the virtual battery power corresponding to the virtual engine operating point is less than zero.

[0076] The first consumption determination unit is used to input the virtual engine power corresponding to the virtual engine operating point and the discharge power into the equivalent fuel consumption minimum strategy model when the virtual battery power is determined to be the discharge power, and output the equivalent fuel consumption.

[0077] The second consumption determination unit is used to input the virtual engine power corresponding to the virtual engine operating point into the equivalent fuel consumption minimum strategy model when the virtual battery power is determined to be the charging power, and output the equivalent fuel consumption.

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

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

[0080] The engine torque determination submodule is used to determine multiple virtual engine torques in the engine torque range corresponding to the target fuel economy range according to a preset torque step size when the current vehicle working mode is parallel working mode.

[0081] The motor drive torque submodule is used to determine multiple virtual motor drive torques that correspond one-to-one with the multiple virtual engine torques based on the vehicle's required torque and multiple virtual engine torques, so as to obtain multiple torque combinations.

[0082] The rotational speed determination submodule is used to determine the target engine speed and the target motor speed based on the current vehicle speed.

[0083] The power combination determination submodule is used to determine the virtual power combination corresponding to any torque combination based on the target engine speed and the target motor speed; the virtual power combination includes virtual engine power and virtual motor power.

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

[0085] In one embodiment of this application, the second optimization submodule includes:

[0086] The third consumption determination unit is used to input the virtual power combination corresponding to the torque combination into the equivalent fuel consumption minimum strategy model for any torque combination, and output the equivalent fuel consumption.

[0087] A torque combination determination unit is used to determine a target torque combination based on the torque combination that minimizes the equivalent fuel consumption; the target torque includes a target engine torque and a target electric 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] Thirdly, based on the same inventive concept, embodiments of this application provide a computer-readable storage medium having an executable program stored thereon, wherein the executable program, when executed by a processor, implements the vehicle energy management method proposed in the first aspect of this application.

[0090] Fourthly, based on the same inventive concept, embodiments of this application provide a vehicle, including:

[0091] Memory, used to store executable programs;

[0092] processor;

[0093] When the executable program is executed by the processor, the vehicle energy management method proposed in the first aspect of this application is implemented.

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

[0095] This application provides a vehicle energy management method. First, under the condition that the vehicle meets the energy management enabling conditions, an equivalent fuel consumption minimization strategy model is constructed based on the vehicle's first operating condition information. This model can adaptively adjust to changes in vehicle operating conditions, improving its adaptability to different operating conditions. Then, based on the engine's second operating condition information, the target fuel economy range of the engine is determined. This allows the equivalent fuel consumption minimization strategy model to find the target engine operating point within the target fuel economy range, thereby effectively improving optimization efficiency. Finally, by configuring corresponding optimization strategies for different vehicle operating modes, the target engine operating point determined by the optimization strategy corresponding to the current vehicle operating mode can effectively meet the energy management requirements of the current vehicle operating mode. Thus, by comprehensively considering vehicle operating conditions, engine operating conditions, and the vehicle's current operating mode, the adaptive equivalent fuel consumption minimization strategy model can quickly optimize the target engine operating point under different vehicle operating modes and operating conditions, thereby effectively improving the overall vehicle fuel economy. Attached Figure Description

[0096] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0097] Figure 1 This is a flowchart of the steps of a vehicle energy management method according to an embodiment of this application;

[0098] Figure 2 This is a schematic diagram of the functional modules of a vehicle energy management device according to an embodiment of this application;

[0099] Figure 3 This is a structural schematic diagram of a vehicle according to one embodiment of this application. Detailed Implementation

[0100] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0101] It should be noted that current energy management strategies for hybrid electric vehicles can be mainly divided into rule-based energy management strategies and optimization-based energy management strategies. Rule-based energy management strategies primarily involve setting thresholds and considering control parameters such as vehicle torque demand, vehicle speed, and SOC (State of Charge, also known as remaining battery charge) to rationally select different operating modes to drive the vehicle and optimize overall vehicle efficiency.

[0102] With technological advancements, energy management strategies are gradually shifting from traditional rule-based control to optimal control. Currently, commonly used optimal control methods mainly include the Equivalent Minimum Fuel Consumption Strategy (ECMS). Traditional ECMS typically obtains the optimal equivalent factor under a pre-defined driving condition, and then uses this optimal equivalent factor to construct an equivalent minimum fuel consumption strategy model for energy management, searching for the optimal engine operating point throughout the engine's entire operating range.

[0103] Therefore, current strategies for minimizing equivalent fuel consumption are usually only applicable to energy management under a single driving condition. When faced with complex and variable conditions, it is difficult to quickly determine the optimal engine operating point, resulting in poor energy management performance of the vehicle.

[0104] To address the problem that current equivalent fuel consumption minimization strategies struggle to achieve effective energy management under complex and variable operating conditions, this application aims to provide a vehicle energy management method. First, assuming the vehicle meets energy management enabling conditions, an equivalent fuel consumption minimization strategy model is constructed based on the vehicle's first operating condition information. This model adaptively adjusts to changes in vehicle operating conditions, improving its adaptability to different scenarios. Next, based on the engine's second operating condition information, the target fuel economy range for the engine is determined. Within this range, the equivalent fuel consumption minimization strategy model can find the target engine operating point, effectively improving optimization efficiency. Finally, by configuring corresponding optimization strategies for different vehicle operating modes, the target engine operating point determined by the optimization strategy corresponding to the current vehicle operating mode effectively meets the energy management requirements of that mode. Thus, by comprehensively considering vehicle operating conditions, engine operating conditions, and the vehicle's current operating mode, the adaptive equivalent fuel consumption minimization strategy model can quickly optimize the target engine operating point under different vehicle operating modes and conditions, thereby effectively improving the overall vehicle fuel economy.

[0105] Reference Figure 1 This application illustrates a vehicle energy management method, which may include the following steps:

[0106] S101: When the vehicle meets the energy management enabling conditions, construct an equivalent fuel consumption minimum strategy model based on the vehicle's first operating condition information, and determine the engine's target fuel economy range based on the engine's second operating condition information.

[0107] It should be noted that the execution subject in 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 vehicle computer, an in-vehicle computer, such as an ECU (Electronic Control Unit), an HCU (Hybrid Control Unit), etc. In this embodiment, an HCU will be used as the execution subject for description.

[0108] In this embodiment, considering that the vehicle's power performance may be reduced when the vehicle performs energy management to optimize the vehicle's fuel economy, in order to avoid 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, vehicle status information can include the vehicle's power mode and driving mode. When the HCU detects that the power mode is hybrid mode and the driving mode is standard or economy mode, it determines that the vehicle meets the energy management enabling conditions.

[0110] It's important to note that setting the power mode to hybrid mode is a prerequisite for vehicle energy management, meaning the engine must be running. Setting the driving mode to standard or economy mode indicates that the user's power demand is lower. This allows for automatic energy management to be triggered at appropriate times, thereby improving fuel economy while ensuring a good driving experience for the user.

[0111] In this embodiment, if the vehicle is detected as not meeting the energy management enabling conditions, the vehicle is managed according to a rule-based energy management strategy. That is, by setting thresholds and comprehensively considering control parameters such as the vehicle's required torque, vehicle speed, and SOC, different operating modes are rationally selected to drive the vehicle to optimize the overall vehicle efficiency.

[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 condition.

[0113] In practical implementation, considering that the equivalent fuel consumption minimum strategy model uses an equivalent factor to convert electrical energy consumption into fuel consumption, the control effect of the model is usually closely related to the equivalent factor. Therefore, the HCU can adjust the equivalent factor based on the vehicle's first operating condition information, and then construct an equivalent fuel consumption minimum strategy model suitable for the current vehicle operating condition based on the adjusted equivalent factor.

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

[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 engine power can be calculated based on engine speed and engine torque, the target fuel economy range can simultaneously reflect the correspondence between engine speed, engine torque, engine power, and instantaneous fuel consumption.

[0116] Specifically, the target fuel economy range is an array of operating points consisting of multiple engine operating points with high fuel economy. Each engine operating point represents a set of 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 engine's second operating condition information, 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 high fuel economy as the engine's target fuel economy range from all engine operating points, the equivalent fuel consumption minimum strategy model can be effectively avoided from performing optimization calculations in inefficient regions, thereby improving optimization efficiency.

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

[0119] In this embodiment, the target engine operating point is located within the target fuel economy range. That is, during the optimization strategy corresponding to the current vehicle operating mode, the target engine operating point that optimizes the overall vehicle economy will only be sought within the target fuel economy range.

[0120] It should be noted that the engine can operate in different states under different vehicle operating modes. For example, in series operation mode, the engine is only in generator mode, driving the generator to produce electricity that charges the battery or supplies power to the electric motor. In this mode, both the engine speed and torque are adjustable. In parallel operation mode, the engine is in driving mode, directly driving the vehicle. In this mode, the engine speed needs to follow the vehicle's current speed. Therefore, at a constant vehicle speed, only the engine torque is typically adjustable. Therefore, to ensure that the equivalent fuel consumption minimization strategy model can adapt to different operating conditions and be effectively applied to different vehicle operating modes, the HCU will configure different optimization strategies for different vehicle operating modes. Then, using the optimization strategy corresponding to the current vehicle operating mode, the equivalent fuel consumption minimization strategy model will be controlled to perform optimization calculations to obtain the target engine operating point suitable for the current operating condition and vehicle operating mode.

[0121] In practical implementation, when the current vehicle operating mode is series operating mode, since the engine is only in the power generation state, the HCU only needs to determine the target engine operating point within the target fuel economy range. When the current vehicle operating mode is parallel operating mode, since the engine and drive motor drive the vehicle simultaneously, the HCU can determine the target engine operating point and the target motor operating point within the target fuel economy range, thus optimizing the overall vehicle economy.

[0122] S103: Control the engine in the current vehicle operating mode based on the target engine operating point.

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

[0124] In practice, after determining the target engine operating point, the HCU sends an engine control request containing the target engine torque and 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 target engine speed.

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

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

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

[0128] In this embodiment, the core of the equivalent fuel consumption minimization strategy model lies in equating the energy consumption of the power battery during vehicle operation with fuel consumption. The fuel consumption of the engine at a given moment is added to the equivalent fuel consumption of the power battery to obtain the overall vehicle fuel consumption 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, thus minimizing the equivalent fuel consumption throughout the entire driving condition. Specifically, the equivalent fuel consumption minimization strategy model can be expressed by the following formula:

[0129]

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

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

[0132]

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

[0134] The equivalent fuel consumption of a 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 mass calorific value constant of gasoline; s(t) represents the basic equivalent factor.

[0137] It should be noted that the basic equivalent factor s(t) is a vector value that includes two elements for charging and discharging the power battery. Its function is to allocate a certain cost for the use of electrical energy during vehicle operation, converting electrical 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 restored or the vehicle operating conditions change, the HCU will modify the basic equivalent factor to obtain the target equivalent factor applicable to the current vehicle operating conditions.

[0139] In this embodiment, considering that the engine's BSFC (Brake Specific Fuel Consumption) and the motor's energy conversion efficiency have a significant impact on the equivalence factor, the basic equivalence factor can be determined based on the average efficiency of the engine's effective fuel consumption rate and the motor's energy conversion efficiency map to ensure the effectiveness of the basic equivalence factor. Thus, by determining a suitable basic equivalence factor, the target equivalence factor obtained by correcting based on this basic equivalence factor can be more accurate. The target equivalence factor is used to convert the motor's electrical energy consumption into equivalent fuel consumption.

[0140] S101-2: Construct a strategy model for minimizing equivalent fuel consumption based on the target equivalence factor.

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

[0142] In this embodiment, based on the vehicle's first operating condition information, the target equivalent factor can be determined, and an adaptive equivalent fuel consumption minimization strategy model can be constructed. This allows the equivalent fuel consumption minimization strategy model to adaptively adjust with changes in vehicle operating conditions, thereby improving its adaptability to different operating conditions.

[0143] In this embodiment, to achieve accurate correction of the basic equivalent factor, the first operating condition information may include the current vehicle speed, current engine intake air temperature, accessory load, and the current remaining battery charge. S101-1 may specifically include the following sub-steps:

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

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

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

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

[0148] Specifically, the HCU pre-stores a proportional correction table and an integral correction table. The proportional correction table represents the relationship between the remaining power difference and the proportional correction amount, while the integral correction table represents the relationship between the remaining power difference and the integral correction amount. After calculating the remaining power difference, the proportional correction amount is first determined based on the remaining power difference and the pre-set proportional correction table, and the integral correction amount is determined based on the remaining power difference and the pre-set 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 practical implementation, the intermediate equivalence factor can be calculated using the following formula:

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

[0151] Where 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; and Ki represents the integral adjustment coefficient.

[0152] In this embodiment, by dynamically adjusting the basic equivalent factor based on the remaining charge difference, it helps maintain the battery's State of Charge (SOC) within a reasonable range. For example, when the current remaining charge is lower than the target remaining charge, the basic equivalent factor can be increased, causing the system to rely more on fuel for energy; conversely, the basic equivalent factor can be decreased to utilize battery energy more effectively. This effectively avoids over-discharging or over-charging of the power battery, extending battery life; simultaneously, it allows for more precise control of the power distribution between the engine and motor, thereby improving the overall vehicle's fuel efficiency.

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

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

[0155] In the specific implementation, the HCU stores the mapping relationship between the current vehicle speed, the current engine intake air temperature, and the accessory load and the correction amount. Based on the mapping relationship, the first correction amount corresponding to the current vehicle speed, the second correction amount corresponding to the current engine intake air temperature, and the third correction amount corresponding to the accessory load can be determined. Then, the sum of the first correction amount, the second correction amount, the third correction amount and the intermediate equivalent factor is used to determine the target equivalent factor.

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

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

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

[0159] It should be noted that the original fuel consumption distribution map can be obtained based on the engine's BSFC map. This original fuel consumption distribution map represents the fuel consumption distribution map set for the engine's preset conditions. It characterizes the mapping relationship between each engine speed and torque and the instantaneous fuel consumption. This fuel consumption distribution map can be set as a two-dimensional coordinate graph with engine speed as the x-axis and engine torque as the y-axis. The two-dimensional coordinate graph contains multiple instantaneous fuel consumption curves to characterize the engine's instantaneous fuel consumption.

[0160] In this embodiment, considering that the engine operates at different efficiency levels under different conditions, using a fixed fuel consumption distribution map for energy management may result in poor management efficiency. Therefore, the HCU will correct the instantaneous fuel consumption in the original fuel consumption distribution map based on the engine's second operating condition information to obtain a target fuel consumption distribution map suitable for the engine's current operating condition.

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

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

[0163] In this embodiment, since the target fuel consumption distribution map includes all engine operating points, directly optimizing the engine operating points on the target fuel consumption distribution map would result in poor optimization time and reduced optimization efficiency. Therefore, the HCU will also extract several engine operating points with higher fuel economy from the target fuel consumption distribution map to obtain the target fuel economy range.

[0164] In practical implementation, the target fuel consumption distribution map can be divided into low-speed and medium-high-speed regions based on a preset engine speed line (corresponding to a first engine speed). Simultaneously, based on two preset torque lines (corresponding to a first torque and a second torque, where the second torque is greater than the first torque), the target fuel consumption distribution map can be divided into low-load, medium-load, and high-load regions. Thus, the target fuel consumption distribution map can be divided into a low-speed zone, an external characteristic zone, a medium-load high-efficiency zone, and a high-speed low-load inefficient zone, with the medium-load high-efficiency zone defined as the target fuel economy range. Specifically, the low-speed zone represents the area where the engine speed is less than the first engine speed; the external characteristic zone represents the area where the engine speed is greater than the first engine speed and the engine torque is greater than the second torque; the medium-load high-efficiency zone represents the area where the engine speed is greater than the first engine speed and the engine torque is between the first and second torques; and the high-speed low-load inefficient zone represents the area where the engine speed is greater than the first engine 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 engine's operating characteristics and usage time, thereby quickly determining the engine's target fuel economy range in the target fuel consumption distribution map.

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

[0167] S102-A1: When the current vehicle operating mode is in series operating mode, determine multiple virtual engine operating points within the target fuel economy range.

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

[0169] In practice, multiple virtual engine torques can be determined first within the engine torque range of the target fuel economy range according to a preset torque step size, such as 5 N·m; then multiple virtual engine speeds can be determined within the engine speed range of the target fuel economy range according to a preset speed step size, such as 5 rpm; finally, the multiple virtual engine torques and multiple virtual engine speeds can be combined to obtain multiple 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's required power and the virtual engine power.

[0171] In this embodiment, the HCU will comprehensively consider the driver's driving power demand, battery charging power, high-voltage accessory power consumption, and internal resistance loss power to calculate the vehicle's required 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 indicates that the vehicle's power demand is greater than the virtual engine power. In this case, the engine's output power will not meet the vehicle's 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 indicates that the vehicle's power demand is less than the virtual engine power. In this case, the engine's output power is excessive, and the excess power can charge the power battery.

[0173] It should be noted that if the power required by the vehicle is the same as the power of the virtual engine, it means that the engine is already operating at its optimal operating point, and there is no need to adjust the engine at this time.

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

[0175] In this embodiment, after calculating the virtual engine power and virtual battery power corresponding to each virtual engine operating point, the HCU can use the equivalent fuel consumption minimization strategy model to solve for 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 operating mode.

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

[0177] S102-A3-1: For any virtual engine operating point, if 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; if 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.

[0178] In this embodiment, if the calculated virtual battery power is greater than zero, the power battery needs to be discharged to replenish the power, and thus the virtual battery power is determined as the discharge power; if the virtual battery power is less than zero, the excess power can be used to charge the power battery, and thus the virtual battery power is determined as the charging power.

[0179] S102-A3-2: When the virtual battery power is determined to be the discharge power, the virtual engine power corresponding to the virtual engine operating point and the discharge power 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 discharge power into the equivalent fuel consumption minimization 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 the virtual battery power is determined to be 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 minimization strategy model can be made 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 whole vehicle. Then, by inputting the virtual engine power into the equivalent fuel consumption minimization strategy model, the equivalent fuel consumption can be output.

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

[0184] In this embodiment, after calculating the equivalent fuel consumption of all virtual engine operating points, the virtual engine operating point with the minimum equivalent fuel consumption can be determined as the target engine operating point in the series operating mode.

[0185] In this embodiment, by executing the optimization strategy corresponding to the series working mode, regardless of whether the battery is in a power generation state or a charging state, the target engine operating point can be quickly found in the target fuel economy range. 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. Then, based on the engine efficiency, gear efficiency, and battery charging efficiency (or discharging efficiency), the operating efficiency corresponding to the series operating mode is calculated comprehensively. Here, gear efficiency represents the gear transmission efficiency between the engine and the generator.

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

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

[0189] In this embodiment, considering that the engine is in a driving state when the current vehicle is in parallel working mode, the engine speed needs to follow the current vehicle speed. Therefore, after determining the target engine speed based on 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 size.

[0190] S102-B2: Based on the vehicle's required torque and multiple virtual engine torques, determine multiple virtual motor drive torques that correspond one-to-one with the multiple virtual engine torques to obtain multiple torque combinations.

[0191] In its implementation, the HCU first calculates the required torque of the vehicle based on the current vehicle speed and the current accelerator pedal opening. Then, it subtracts multiple virtual engine torques from the required torque of the vehicle to calculate multiple virtual motor drive torques, resulting in multiple torque combinations.

[0192] It should be noted that the virtual motor drive torque can be negative, 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 the target engine speed and target motor speed based on the vehicle's current speed.

[0194] In practice, the HCU determines the target engine speed based on the current vehicle speed and the first gear ratio between the engine and the wheel end, and determines the target motor speed based on the current vehicle speed and the second gear ratio between the drive motor and the wheel end.

[0195] S102-B4: For any torque combination, determine the 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 and the target engine speed in the torque combination; and the virtual motor power can be calculated based on the virtual motor torque and the target motor speed in the torque combination, thereby obtaining a virtual power combination composed of the virtual engine power and the virtual motor power.

[0197] S102-B5: Based on the virtual power combinations corresponding to each of the multiple torque combinations, perform optimization calculations on the equivalent fuel consumption minimization strategy model to determine the target engine operating point and the target motor operating point in the parallel operation mode.

[0198] In this embodiment, after calculating the virtual power combination corresponding to each torque combination, the HCU can use the equivalent fuel consumption minimization strategy model to solve for the equivalent fuel consumption corresponding to each virtual power combination. Then, based on the target torque combination corresponding to the virtual power combination with the minimum equivalent fuel consumption, the target engine operating point and the target motor operating point in the parallel operation mode are determined.

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

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

[0201] In this embodiment, by inputting the virtual engine power and virtual motor power in the virtual power combination into the equivalent fuel consumption minimization 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 based on the torque combination that minimizes the equivalent fuel consumption; the target torque includes the target engine torque and the target electric motor torque.

[0203] In this embodiment, after calculating the equivalent fuel consumption corresponding to all torque combinations, the torque combination with the minimum equivalent fuel consumption can be determined as the target torque combination. The target torque includes the target engine torque and the target electric 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 operation mode, and based on the target motor torque and the target motor speed, determine the target motor operating point in the parallel operation mode.

[0205] In this embodiment, after determining the target engine operating point and the target motor operating point, the HCU controls the engine based on the target engine operating point and simultaneously controls the drive motor based on the target motor operating point. In this way, by coordinating the torque of the engine and drive motor, the fuel economy of the entire 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. Then, based on the motor efficiency, gear efficiency, and battery charging efficiency (or discharging efficiency), the operating efficiency corresponding to the parallel operating mode is calculated comprehensively. Here, gear efficiency represents the transmission efficiency between the drive motor and the wheel ends.

[0207] In this embodiment, by dividing the engine's operating range into four regions and selecting the medium-load high-efficiency region as the target fuel economy region, the equivalent fuel consumption minimization strategy model can quickly optimize the target engine operating point within the target fuel economy region based on the optimization strategy corresponding to the current vehicle operating mode, whether the vehicle is operating in series or parallel mode. This effectively improves the applicability and robustness of the equivalent fuel consumption minimization strategy model, thereby effectively improving the overall vehicle fuel economy under different operating conditions and modes.

[0208] Secondly, based on the same inventive concept, and referring to... Figure 2 This application provides a vehicle energy management device 200, which 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 conditions, and to 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 calculations on the equivalent fuel consumption minimum strategy model based on the optimization strategy corresponding to the current vehicle operating mode and according to the target fuel economy range, so as to at least determine the target engine operating point under the current vehicle operating mode; wherein, the target engine operating point is located 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 this application, the model building module 201 includes:

[0213] The equivalent factor correction submodule is used to correct the basic equivalent factor based on the vehicle's first operating condition information to obtain the target equivalent factor.

[0214] The model building submodule is used to construct an equivalent fuel consumption minimization strategy model based on the target equivalence factor; whereby the target equivalence factor is used to convert the electric motor's electrical energy consumption into equivalent fuel consumption.

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

[0216] The difference determination unit is used to determine the difference between the current remaining power and the target remaining power.

[0217] The first equivalent factor correction unit is used to correct the basic equivalent factor based on the remaining power difference to obtain the intermediate equivalent factor.

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

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

[0220] The proportional correction subunit is used to determine the proportional correction amount based on the remaining power difference and a preset proportional correction table; the proportional correction table is used to characterize the relationship between the remaining power difference and the proportional 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 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 this application, the second operating condition information includes the current engine intake air temperature, the current engine coolant temperature, and the current atmospheric pressure; the model building module 201 includes:

[0224] The distribution map correction submodule is used to correct the instantaneous fuel consumption in the original fuel consumption distribution map of the engine based on the current engine intake air temperature, current engine coolant temperature and current atmospheric pressure, so as to obtain the 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 this application, the economic zone determination submodule includes:

[0227] The regional division unit is used to divide the target fuel consumption distribution map into a low-speed zone, an external characteristic zone, a medium-load high-efficiency zone, and a high-speed low-load low-efficiency zone.

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

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

[0230] The operating point determination submodule is used to determine multiple 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] The power determination submodule is used to determine the virtual engine power corresponding to any virtual engine operating point, and to determine the virtual battery power based on the difference between the vehicle's required power and the virtual engine power.

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

[0233] In one embodiment of this application, the first optimization submodule includes:

[0234] A power type determination unit is used to determine the virtual battery power as discharge power when the virtual battery power corresponding to any virtual engine operating point is greater than zero, and to determine the virtual battery power as charging power when the virtual battery power corresponding to the virtual engine operating point is less than zero.

[0235] The first consumption determination unit is used to input the virtual engine power and the discharge power corresponding to the virtual engine operating point into the equivalent fuel consumption minimum strategy model when the virtual battery power is determined to be the discharge power, and output the equivalent fuel consumption.

[0236] The second consumption determination unit is used to input the virtual engine power corresponding to the virtual engine operating point into the equivalent fuel consumption minimum strategy model when the virtual battery power is determined to be the charging power, and output the equivalent fuel consumption.

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

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

[0239] The engine torque determination submodule is used to determine multiple virtual engine torques in the engine torque range corresponding to the target fuel economy range according to a preset torque step size when the current vehicle working mode is parallel working mode.

[0240] The motor drive torque submodule is used to determine multiple virtual motor drive torques that correspond one-to-one with the multiple virtual engine torques based on the vehicle's required torque and multiple virtual engine torques, so as to obtain multiple torque combinations.

[0241] The rotational speed determination submodule is used to determine the target engine speed and the target motor speed based on the current vehicle speed.

[0242] The power combination determination submodule is used to determine the virtual power combination corresponding to any torque combination based on the target engine speed and the target motor speed; the virtual power combination includes virtual engine power and virtual motor power.

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

[0244] In one embodiment of this application, the second optimization submodule includes:

[0245] The third consumption determination unit is used to input the virtual power combination corresponding to the torque combination into the equivalent fuel consumption minimum strategy model for any torque combination, and output the equivalent fuel consumption.

[0246] A torque combination determination unit is used to determine a target torque combination based on the torque combination that minimizes the equivalent fuel consumption; the target torque includes a target engine torque and a target electric 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 this application embodiment refers to the specific implementation of the vehicle energy management method proposed in the first aspect of the above-mentioned application embodiment, and will not be repeated here.

[0249] Thirdly, based on the same inventive concept, embodiments of this application provide a computer-readable storage medium having an executable program stored thereon, which, when executed by a processor, implements the vehicle energy management method proposed in the first aspect of this application.

[0250] It should be noted that the specific implementation of the computer-readable storage medium in the embodiments of this application refers to the specific implementation of the vehicle energy management method proposed in the first aspect of the embodiments of this application, and will not be repeated here.

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

[0252] Memory 301 is used to store 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 this application is implemented.

[0255] It should be noted that the specific implementation of the vehicle 300 in this application embodiment refers to the specific implementation of the vehicle energy management method proposed in the first aspect of the above-mentioned application embodiment, and will not be repeated here.

[0256] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, apparatus, or computer program products. Therefore, embodiments of the present invention can take the form of entirely hardware embodiments, entirely software embodiments, or embodiments combining software and hardware aspects. Furthermore, embodiments of the present invention can take the form of computer program products 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] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, terminal devices (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing terminal device to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal device, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0258] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing terminal device to operate in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The 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 equipment, causing a series of operational steps to be performed on the computer or other programmable terminal equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable terminal equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0260] Although preferred embodiments of the present invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the embodiments of the present invention.

[0261] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or terminal device. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or terminal device that includes the element.

[0262] The present invention has provided a detailed description of a vehicle energy management method, storage medium, and vehicle. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of the present invention. At the same time, those skilled in the art will recognize that there will be changes in the specific implementation methods and application scope based on the ideas of the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A vehicle energy management method, characterized in that, The method includes: When the vehicle meets the energy management enabling conditions, an equivalent fuel consumption minimum strategy model is constructed based on the vehicle's first operating condition information, and the engine's target fuel economy range is determined based on the engine's second operating condition information. Based on the optimization strategy corresponding to the current vehicle operating mode, and according to the target fuel economy range, the equivalent fuel consumption minimum strategy model is optimized to determine at least the target engine operating point under the current vehicle operating mode; wherein, the target engine operating point is located within the target fuel economy range; the vehicle operating mode includes series operating mode and parallel operating mode; 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 vehicle's first operating condition information, an equivalent fuel consumption minimization strategy model is constructed, including: Based on the vehicle's first operating condition information, the basic equivalent factor is corrected to obtain the target equivalent factor; wherein, the target equivalent factor is used to convert the electric motor's electrical energy consumption into equivalent fuel consumption. Based on the target equivalence factor, the equivalent fuel consumption minimization 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, current engine intake air temperature, accessory load, and current remaining battery charge; Based on the vehicle's first operating condition information, the basic equivalence factor is corrected to obtain the target equivalence factor, including: Determine the difference in remaining battery power between the current remaining battery power and the target remaining battery power; Based on the remaining power difference, the basic equivalent factor is corrected to obtain the intermediate equivalent factor; Based on the current vehicle speed, the current engine intake air temperature, and the accessory load, the intermediate equivalent factor is corrected 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: Based on the remaining power difference and a preset proportional correction table, a proportional correction amount is determined; the proportional correction table is used to characterize the correlation between the remaining power difference and the proportional correction amount. Based on the remaining power difference and a preset integral correction table, an integral correction amount is determined; the integral correction table is used to characterize the correlation between the remaining power difference and the integral correction amount. Based on the proportional correction and the integral correction, the basic equivalent factor is corrected 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 air temperature, the current engine coolant temperature, and the current atmospheric pressure; Based on the engine's second operating condition information, the target fuel economy range for the engine is determined, including: Based on the current engine intake air temperature, current engine coolant temperature, and current atmospheric pressure, the instantaneous fuel consumption in the original fuel consumption distribution map of the engine is corrected to obtain the target fuel consumption distribution map. The target fuel economy range is determined in the target fuel consumption distribution map.

6. The vehicle energy management method according to claim 5, characterized in that, Determining the target fuel economy range in the target fuel consumption distribution map includes: The target fuel consumption distribution map is divided into a low-speed zone, an external characteristic zone, a medium-load high-efficiency zone, and a high-speed low-load low-efficiency zone. The medium-load high-efficiency zone is defined as the target fuel economy zone.

7. The vehicle energy management method according to claim 1, characterized in that, Based on the optimization strategy corresponding to the current vehicle operating mode, and according to the target fuel economy range, the equivalent fuel consumption minimization strategy model is optimized to determine at least the target engine operating point under the current vehicle operating mode, including: When the current vehicle operating mode is a series operating mode, multiple virtual engine operating points are determined within the target fuel economy range. 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's required power and the virtual engine power; Based on the virtual engine power and virtual battery power corresponding to each of the multiple virtual engine operating points, the equivalent fuel consumption minimum strategy model is optimized to determine at least the target engine operating point in the series operating mode.

8. The vehicle energy management method according to claim 7, characterized in that, Based on the virtual engine power and virtual battery power corresponding to each of the multiple virtual engine operating points, the equivalent fuel consumption minimization strategy model is optimized to determine at least the target engine operating point in the series operating mode, including: For any virtual engine operating point, if 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; if 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. Given 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. When the virtual battery power is determined to be 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. The virtual engine operating point with the minimum equivalent fuel consumption is determined as the target engine operating point in the series operating mode.

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

10. The vehicle energy management method according to claim 9, characterized in that, Based on the virtual power combinations corresponding to each of the multiple torque combinations, the equivalent fuel consumption minimization strategy model is optimized to determine the target engine operating point and the target motor operating point in the parallel operation mode, including: For any torque combination, the virtual power combination corresponding to the torque combination is input into the equivalent fuel consumption minimization strategy model, and the equivalent fuel consumption is output. The torque combination that minimizes the equivalent fuel consumption is used to determine the target torque combination; the target torque includes the target engine torque and the target electric motor torque. Based on the target engine torque and the target engine speed, the target engine operating point in the parallel operation mode is determined, and based on the target motor torque and the target motor speed, the target motor operating point in the parallel operation mode is determined.

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

12. A vehicle, characterized in that, include: Memory, used to store executable programs; processor; When the executable program is executed by the processor, the vehicle energy management method as described in any one of claims 1-10 is implemented.

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