Energy management method and device and vehicle control unit

Abstract

The embodiment of the invention provides an energy management method and device and a vehicle control unit. The method comprises the steps that an engine torque sequence, an engine rotating speed sequence and a battery power sequence are obtained; generating a plurality of electric energy equivalent engine fuel consumption rates according to the obtained SOC penalty terms, the SOH penalty terms, the fuel-electricity equivalent factors and the battery powers; according to the multiple engine torques and the multiple engine rotating speeds, multiple engine fuel consumption rates are generated; according to the multiple engine fuel consumption rates and the multiple electric energy equivalent engine fuel consumption rates, a total instantaneous minimum equivalent fuel consumption working point is generated; and according to the total instantaneous minimum equivalent fuel consumption working point and the current vehicle running state, a target running mode and a driving command are determined. According to the embodiment of the invention, the energy management method can achieve the real-time performance, thereby adapting to the situation of the driver in the actual driving process, achieving the balance of the electric quantity of the battery, and prolonging the service life of the battery.

Description

Technical Field

[0001] The embodiments of the present application provide a technical field of vehicle energy management, and more particularly, relate to an energy management method, device and vehicle controller. Background Art

[0002] Hybrid vehicles have multiple power sources, and optimizing energy management strategies is beneficial to improving the vehicle's power and fuel economy. The Equivalent Fuel Consumption Minimization Strategy (ECMS) algorithm is one of the mainstream optimization algorithms. The principle of the ECMS algorithm is to set an oil-electric equivalent factor, through which the electric energy consumed by the battery is equivalent to the fuel consumption of the engine; then establish a total fuel consumption cost function, which is the sum of the engine's actual fuel consumption item and the electric energy equivalent fuel consumption item; finally calculate the torque distribution at the point where fuel consumption is the lowest. Among them, the selection and optimization of the oil-electric equivalent factor is the most critical.

[0003] The oil-electric equivalence factor of traditional ECMS is a fixed value, which makes it poorly adaptable to working conditions. The engine operating point fluctuates greatly under different working conditions. At many times, the engine cannot operate in the high-efficiency range, resulting in the failure to minimize fuel consumption, and the algorithm is difficult to optimize.

[0004] To this end, an offline optimization algorithm for the oil-electric equivalent factor was developed. This algorithm uses a large amount of operating data and simulation calculations to find the global optimal solution, reducing the cost of actual vehicle testing and significantly improving fuel saving. However, this algorithm cannot be used in real time, cannot fully adapt to the actual driving situation of the driver, cannot achieve battery power balance, and does not consider important indicators such as battery life. Summary of the invention

[0005] In view of this, the embodiments of the present application provide an energy management method, device and vehicle controller, which are used to enable the energy management method to be real-time to adapt to the actual driving scenarios of the driver, achieve battery power balance, and extend battery life.

[0006] A first aspect provides an energy management method, comprising: Acquire an engine torque sequence, an engine speed sequence, and a battery power sequence, wherein the engine torque sequence includes a plurality of engine torques, the engine speed sequence includes a plurality of engine speeds, and the battery power sequence includes a plurality of battery powers; Generate multiple electric energy equivalent engine fuel consumption rates according to the acquired multiple SOC penalty items, multiple SOH penalty items, multiple oil-electric equivalent factors and multiple battery powers, wherein the oil-electric equivalent factor is generated based on the acquired offline oil-electric equivalent factor base value; generating a plurality of engine fuel consumption rates according to a plurality of the engine torques and a plurality of the engine speeds; Generate a total instantaneous minimum equivalent fuel consumption operating point according to the plurality of engine fuel consumption rates and the plurality of electric energy equivalent engine fuel consumption rates; According to the total instantaneous minimum equivalent fuel consumption operating point and the current vehicle operating state, a target operating mode and a driving command are determined.

[0007] In a possible implementation, if the driving mode is a series mode or a pure electric mode, the acquiring of the engine torque sequence, the engine speed sequence, and the battery power sequence includes: Let the engine operating point be on the minimum fuel consumption point curve, and obtain the minimum fuel consumption values ​​corresponding to the plurality of engine operating points from the minimum fuel consumption curve; From the correspondence between the set fuel consumption value and the engine torque and the engine speed, query the engine torque and the engine speed corresponding to the plurality of minimum fuel consumption values; A plurality of battery powers are generated according to the acquired plurality of driving motor powers.

[0008] In a possible implementation, if the driving mode is the parallel mode, the acquiring of the engine torque sequence, the engine speed sequence and the battery power sequence includes: Calculate multiple engine speeds based on multiple vehicle speeds and speed ratios; Discrete the engine torque operating point between the difference between the optimal torque point and the calibrated value at the engine speed and the maximum torque value to obtain a plurality of engine torques; The battery power is determined based on a comparison result between the acquired driver demand torque and the engine torque.

[0009] In a possible implementation, before determining the battery power according to the comparison result of the acquired actual driver demand torque and the engine torque, the method further includes: According to the set torque acquisition rule, the driver demand torque is obtained according to the acquired original demand torque and the maximum demand torque of different driving modes.

[0010] In a possible implementation, generating a plurality of engine fuel consumption rates according to the plurality of engine torques and the plurality of engine speeds includes: The engine fuel consumption rate MAP map is used to calculate the plurality of engine torques and the plurality of engine speeds to generate the plurality of engine fuel consumption rates.

[0011] In a possible implementation, generating a total instantaneous minimum equivalent fuel consumption operating point according to the plurality of engine fuel consumption rates and the plurality of electric energy equivalent engine fuel consumption rates includes: The total instantaneous minimum equivalent fuel consumption operating point is generated for the plurality of engine fuel consumption rates and the plurality of electric energy equivalent engine fuel consumption rates using a Hamiltonian function.

[0012] In a possible implementation, before generating a plurality of electric energy equivalent engine fuel consumption rates according to the acquired plurality of SOC penalty items, the plurality of SOH penalty items, the plurality of oil-electric equivalent factors and the plurality of battery powers, the further step includes: Obtaining an offline basic value of the oil-electricity equivalent factor; The oil-electricity equivalence factor is generated according to the offline oil-electricity equivalence factor base value, the acquired battery SOC and the target SOC value.

[0013] In a possible implementation, the step of obtaining the offline basic value of the oil-electricity equivalent factor includes: Setting the value range of the driver's required torque, the value range of the battery SOC and the value range of the initial value of the oil-electric equivalent factor; Through the membership function, the value range of the driver's required torque, the value range of the battery SOC and the value range of the initial value of the oil-electric equivalent factor are divided into a set number of fuzzy subsets; Based on the set control rules, a fuzzy rule base is established according to the fuzzy subset, wherein the fuzzy rule base includes a correspondence between the driver's required torque and the battery SOC and an initial value of the oil-electric equivalent factor; According to the fuzzy rule base, a fuzzy rule map is established, wherein the horizontal coordinates of the fuzzy rule map are the driver's required torque and the battery SOC, and the vertical coordinates of the fuzzy rule map are the initial value of the oil-electric equivalent factor; The fuzzy rule graph is clarified by using a clarification algorithm to obtain the basic value of the oil-electricity equivalent factor.

[0014] In a possible implementation, at each moment, different driving modes correspond to different sequence point ranges, the sequence point range includes a plurality of sequence points, and each of the sequence points in the sequence point range has corresponding engine torque, engine speed, and battery power; The step of determining the target operating mode and the driving command corresponding to the target operating mode according to the total instantaneous minimum equivalent fuel consumption operating point and the current vehicle operating state includes: From the correspondence between the fuel consumption working point and the driving command, querying the driving command corresponding to the total instantaneous minimum equivalent fuel consumption working point; According to the sequence point corresponding to the total instantaneous minimum equivalent fuel consumption working point, indexing the sequence point range where the sequence point of the total instantaneous minimum equivalent fuel consumption working point is located; The driving mode corresponding to the indexed sequence point range is determined as the driving mode to be switched; According to the set switching condition and based on the current vehicle running state, it is determined that the target running mode is the driving mode to be switched or the current driving mode of the vehicle.

[0015] A second aspect provides an energy management device, comprising: A first acquisition module, configured to acquire an engine torque sequence, an engine speed sequence, and a battery power sequence, wherein the engine torque sequence includes a plurality of engine torques, the engine speed sequence includes a plurality of engine speeds, and the battery power sequence includes a plurality of battery powers; A first generating module is used to generate a plurality of electric energy equivalent engine fuel consumption rates according to the obtained plurality of SOC penalty items, the plurality of SOH penalty items, the plurality of oil-electric equivalent factors and the plurality of battery powers, wherein the oil-electric equivalent factor is generated based on the obtained offline oil-electric equivalent factor basic value; A second generating module, configured to generate a plurality of engine fuel consumption rates according to the plurality of engine torques and the plurality of engine speeds; A third generating module, used for generating a total instantaneous minimum equivalent fuel consumption operating point according to the plurality of engine fuel consumption rates and the plurality of electric energy equivalent engine fuel consumption rates; The first determination module is used to determine a target operating mode and a driving command according to the total instantaneous minimum equivalent fuel consumption operating point and the current vehicle operating state.

[0016] The third aspect provides a vehicle controller, comprising: one or more processors; a memory; and one or more computer programs, wherein the one or more computer programs are stored in the memory, and the one or more computer programs include instructions, which, when executed by the vehicle controller, enable the vehicle controller to execute the energy management method in the above-mentioned first aspect or any possible implementation of the first aspect.

[0017] The fourth aspect provides a computer-readable storage medium, which includes a stored program, wherein when the program is running, the vehicle controller where the computer-readable storage medium is located is controlled to execute the energy management method in the above-mentioned first aspect or any possible implementation of the first aspect.

[0018] In the technical solution provided in the embodiment of the present application, an online oil-electric equivalence factor is generated based on an offline oil-electric equivalence factor base value, and multiple electric energy equivalent engine fuel consumption rates are generated according to multiple SOC penalty items, multiple SOH penalty items, multiple oil-electric equivalence factors and multiple battery powers obtained, so that the energy management method can be real-time, thereby adapting to the actual driving scenarios of the driver, and achieving battery power balance, thereby extending battery life. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0020] Figure 1 A schematic diagram of obtaining an offline oil-electric equivalent factor basic value in an embodiment of the present application; Figure 2 A schematic diagram of a membership function provided in an embodiment of the present application; Figure 3 A schematic diagram of a fuzzy rule graph provided in an embodiment of the present application; Figure 4A A flow chart of an energy management method provided in an embodiment of the present application; Figure 4B A flow chart for obtaining an engine torque sequence, an engine speed sequence, and a battery power sequence provided in an embodiment of the present application; Figure 4C Another flow chart for obtaining an engine torque sequence, an engine speed sequence and a battery power sequence provided in an embodiment of the present application; Figure 4D A flowchart for determining a target operating mode and a driving command provided in an embodiment of the present application; Figure 5 A schematic diagram of the structure of an energy management device provided in an embodiment of the present application; Figure 6 A schematic diagram of the structure of a vehicle controller provided in an embodiment of the present application. DETAILED DESCRIPTION

[0021] In order to better understand the technical solution of the present application, the embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0022] It should be clear that the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in the field without creative work are within the scope of protection of the present application.

[0023] The terms used in the embodiments of the present application are only for the purpose of describing specific embodiments, and are not intended to limit the present application. The singular forms "a", "said" and "the" used in the embodiments of the present application and the appended claims are also intended to include plural forms, unless the context clearly indicates other meanings.

[0024] It should be understood that the term "and / or" used in this article is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article generally indicates that the associated objects before and after are in an "or" relationship.

[0025] An embodiment of the present application provides an energy management method, which can use the oil-electric equivalent factor obtained by offline optimization as a reference and basis, and adjust and optimize the oil-electric equivalent factor and the electric energy equivalent fuel consumption item in combination with an online real-time optimization algorithm. The energy management method in the embodiment of the present application can be implemented based on the adaptive equivalent fuel consumption minimum A-ECMS algorithm. First, the principle of the A-ECMS algorithm is described in detail.

[0026] In a hybrid vehicle with power maintenance, the battery can be regarded as an energy storage device, and ultimately all energy consumption comes from the engine fuel consumption. Therefore, the electrical energy used can be equivalently converted to equivalent fuel consumption. The total instantaneous fuel consumption Hamiltonian function is obtained by adding the engine equivalent fuel consumption rate and the electrical energy equivalent engine fuel consumption rate, as shown in the following formula (2.1): Formula (2.1) Among them, H is the total instantaneous minimum equivalent fuel consumption operating point, and the minimum value of the function value is the optimal solution; is the engine fuel consumption rate, in kg / s; It is the electric energy equivalent engine fuel consumption rate, in kg / s.

[0027] The innovation of the embodiment of the present application lies in the acquisition of the offline optimization library of the basic value of the oil-electric equivalent factor and the electric energy equivalent engine fuel consumption rate. As shown in the following formula (2.2): Formula (2.2) in, is the oil-electricity equivalent factor; is the lower calorific value of fuel oil, in kJ / kg; is the battery power, in kW; is the state of charge (SOC) penalty term; It is the battery state of health (SOH) penalty item.

[0028] 1. Oil-electricity equivalent factor Obtaining: The offline basic value of the oil-electric equivalent factor is obtained. Specifically, the offline basic value of the oil-electric equivalent factor can be obtained by using a fuzzy control algorithm. A two-input single-output fuzzy controller can be designed based on the fuzzy control algorithm. Figure 1 Schematic diagram of obtaining the offline oil-electric equivalent factor basic value in the embodiment of the present application, such as Figure 1 As shown, the driver demand torque Treq and the battery SOC are input into the fuzzy controller to output the offline basic value of the oil-electric equivalent factor. Among them, the battery SOC reflects the electric energy that can be used during the vehicle's driving process, and the driver demand torque Treq reflects the load of the vehicle. Therefore, the two inputs of the fuzzy controller are set to the battery SOC and the driver demand torque Treq, and the output is set to the basic value of the oil-electric equivalent factor. In summary, the driver demand torque Treq and the battery SOC can be calculated through the fuzzy control algorithm to generate the basic value of the oil-electric equivalent factor. The following is a specific description of how to obtain the basic value of the oil-electric equivalent factor in conjunction with the accompanying drawings.

[0029] First, set the value range of the driver's required torque, the value range of the battery SOC, and the value range of the initial value of the oil-electric equivalent factor. Set the value range of the driver's required torque at a certain moment to [0, Tr max ], Tr max is the maximum required torque; the battery SOC value range is set to [SOC min , SOC max ]; Set the initial value of the oil-electric equivalent factor to the range of [S min , S max ].

[0030] Secondly, through the membership function, the value range of the driver's required torque, the value range of the battery SOC and the value range of the initial value of the oil-electric equivalent factor are divided into a set number of fuzzy subsets. Figure 2 A schematic diagram of a membership function provided in an embodiment of the present application, such as Figure 2As shown, the membership functions of the driver's required torque, battery SOC and oil-electric equivalent factor are all triangular. The three quantities of driver's required torque, battery SOC and initial value of oil-electric equivalent factor are quantized. For example, the value ranges of the three quantities after quantization are all [0-10]. The value ranges of the three quantities [0-10] are divided into 5 fuzzy subsets, which are {XS, S, M, L, XL}, where XS is extremely small, S is relatively small, M is medium, L is relatively large, and XL is extremely large. Figure 2 , a triangle corresponding to XS, a triangle corresponding to S, a triangle corresponding to M, a triangle corresponding to L, and a triangle corresponding to XL are shown.

[0031] Again, based on the set control rules, a fuzzy rule base is established according to the fuzzy subset, and the fuzzy rule base includes the correspondence between the driver's required torque and the battery SOC and the initial value of the oil-electric equivalent factor. For example, the control rules may include: when the battery SOC is very high, the vehicle driving mode is a pure electric mode, at this time the vehicle uses more electric energy, so the oil-electric equivalent factor can be set to a smaller value; when the battery SOC is low, the engine is the main power source of the vehicle, at this time the vehicle uses less electric energy, so the oil-electric equivalent factor can be set to a larger value; when the driver's required torque is high, the engine and the battery jointly drive the vehicle, and the vehicle tends to use fuel, so the oil-electric equivalent factor can be set to a larger value; when the driver's required torque is low, the engine is stopped to avoid the engine from working in a low-efficiency range, and the vehicle tends to use electric energy, so the oil-electric equivalent factor can be set to a smaller value. In practical applications, the control rules may also include other rules, which are not listed one by one here, and the embodiment of the present application is not limited by comparison. Table 1 shows a fuzzy rule base established based on the above control rules.

[0032] Table 1

[0033] Then, according to the fuzzy rule base, a fuzzy rule graph is established. Figure 3 A schematic diagram of a fuzzy rule graph provided in an embodiment of the present application is shown in FIG. Figure 3 As shown, the horizontal axis of the fuzzy rule diagram is the driver's required torque and the battery SOC, and the vertical axis of the fuzzy rule diagram is the initial value S of the oil-electric equivalent factor.

[0034] Finally, a fuzzy rule graph is clarified by a clarification algorithm to obtain the basic value of the oil-electric equivalent factor. The clarification algorithm can also be called an anti-fuzzification algorithm. For example, the clarification algorithm can include an area centroid method or a maximum membership average method. The initial value of the oil-electric equivalent factor in the fuzzy rule graph is a fuzzy signal, and the basic value of the oil-electric equivalent factor obtained is an accurate result. Furthermore, the obtained offline basic value of the oil-electric equivalent factor is stored in an offline optimization library.

[0035] Furthermore, the oil-to-electric equivalent factor is generated based on the offline oil-to-electric equivalent factor base value, the obtained battery SOC and the target SOC value. The linear (proportional integral, PI) controller can be used to adjust the oil-to-electric equivalent factor in real time according to the currently calculated SOC target value to obtain the online oil-to-electric equivalent factor. A trajectory tracking method based on continuous PI control can be selected to make the battery SOC close to the target SOC value to obtain the online oil-to-electric equivalent factor. . The expression can be: Formula (2.3) in, is the basic value of the oil-electricity equivalent factor, determined by the above-mentioned offline method; is the proportionality coefficient; is the integration coefficient; is the target SOC value; is the battery SOC.

[0036] 2. Electric energy equivalent engine fuel consumption rate Improvements: As shown in formula (2.2), add Penalty and Penalty term to get .

[0037] The penalty term can correct the battery SOC and control the battery SOC in the low internal resistance and high efficiency range, thereby eliminating the biased use of power in the A-ECMS control strategy. Specifically, the maximum value of the battery SOC, the minimum value of the battery SOC and the battery SOC can be obtained. Penalty item. The expression is: Formula (2.4) Among them, SOC max is the maximum value of the battery SOC, SOC min is the minimum value of the battery SOC; e is the penalty term index, which is calibrated according to the actual situation.

[0038] exist Among the penalty items, SOH is used to judge the health of the power battery. SOH will gradually decrease with the use of the battery and the time. SOH means that the internal resistance of the power battery increases, resulting in a decrease in the vehicle's charging and discharging efficiency. Correcting SOH can ensure that the vehicle can accurately calculate the oil-to-electricity conversion efficiency throughout the life cycle of the power battery. In the embodiment of the present application, the SOH can be calibrated and preset in advance according to the battery test data; or, the battery management system (BMS) can correct the real-time calculated value of SOH to obtain a modified SOH. Penalty term, when SOH is high, the function value is small; when SOH is low, the function value is large.

[0039] Based on the principle of the above-mentioned A-ECMS algorithm, an embodiment of the present application provides an energy management method. Figure 4A A flow chart of an energy management method provided in an embodiment of the present application is as follows: Figure 4A As shown, the method includes: Step 102: Acquire an engine torque sequence, an engine speed sequence, and a battery power sequence, wherein the engine torque sequence includes a plurality of engine torques, the engine speed sequence includes a plurality of engine speeds, and the battery power sequence includes a plurality of battery powers.

[0040] Each step of the embodiment of the present application may be executed by a vehicle control unit (VCU).

[0041] In the embodiment of the present application, the vehicle has multiple driving modes, for example, the driving mode may include a series mode, a parallel mode or a pure electric mode. In practical applications, the driving mode may also be other driving modes according to the working conditions, which are not listed here one by one. In step 102, the engine torque sequence may include multiple engine torques under different driving modes, the engine speed sequence may include multiple engine speeds under different driving modes, and the battery power sequence may include multiple battery powers under different driving modes.

[0042] Figure 4B A flowchart for obtaining an engine torque sequence, an engine speed sequence, and a battery power sequence is provided in an embodiment of the present application, such as Figure 4B As shown, as an optional solution, if the driving mode is a series mode or a pure electric mode, step 102 may specifically include: Step S11, setting the engine operating point on the minimum fuel consumption point curve, and obtaining minimum fuel consumption values ​​corresponding to multiple engine operating points from the minimum fuel consumption curve.

[0043] Step S12: from the set correspondence between the fuel consumption value and the engine torque and the engine speed, query the engine torque and the engine speed corresponding to the multiple minimum fuel consumption values.

[0044] In particular, in pure electric mode, the engine torque and engine speed are both 0.

[0045] Step S13: Generate multiple battery powers according to the acquired multiple driving motor powers.

[0046] Optionally, if the driving mode is the series mode, the driver's required torque is all provided by the driving motor, and the engine generates electricity to supply power to the generator, then step S13 may specifically include: subtracting the acquired power generated by the engine from the acquired power of the driving motor to obtain the battery power. The engine power is multiplied by the power generation efficiency to obtain the engine power generated.

[0047] Optionally, if the driving mode is the pure electric mode, the torque required by the driver is entirely provided by the driving motor, then step S13 may specifically include: using the driving motor power as the battery power.

[0048] Figure 4C Another flow chart for obtaining an engine torque sequence, an engine speed sequence, and a battery power sequence is provided in an embodiment of the present application, such as Figure 4C As shown, as another optional solution, if the driving mode is the parallel mode, step 102 may specifically include: Step S21, calculating a plurality of engine speeds according to a plurality of vehicle speeds and speed ratios.

[0049] Specifically, a plurality of vehicle speeds are multiplied by the speed ratio to calculate a plurality of engine speeds.

[0050] Step S22, discretize the engine torque operating point between the difference between the optimal torque point and the calibrated value at the engine speed and the maximum torque value to obtain a plurality of engine torques.

[0051] The calibration value can be set according to actual needs; the difference between the optimal torque point and the calibration value can be obtained by subtracting the calibration value from the optimal torque point.

[0052] Step S23: Determine the battery power according to the comparison result between the acquired driver demand torque and the engine torque.

[0053] In parallel mode, the engine and drive motor work together to provide the torque required by the driver.

[0054] For example, if the difference between the driver's required torque and the engine torque is greater than 0, the battery power is obtained by multiplying the drive motor power by the motor efficiency. Among them, the difference between the driver's required torque and the engine torque is the drive motor torque, that is, the drive motor torque = driver's required torque - engine torque, and the drive motor power = drive motor torque The actual speed of the driving motor, battery power = driving motor power Motor efficiency. If the drive motor torque is greater than 0, the drive motor power is greater than 0, and the battery power is greater than 0, the battery is discharged.

[0055] For another example, if the difference between the driver's required torque and the engine torque is less than 0, the battery power is obtained by multiplying the drive motor power by the motor efficiency. The difference between the driver's required torque and the engine torque is the drive motor torque, that is, the drive motor torque = the driver's required torque - the engine torque, and the drive motor power = the drive motor torque The actual speed of the driving motor, battery power = driving motor power Motor efficiency. If the drive motor torque is less than 0, the drive motor power is less than 0, and the battery power is less than 0, the battery is charged.

[0056] For another example, if the difference between the driver's required torque and the engine torque is equal to 0, the battery power is equal to 0. The difference between the driver's required torque and the engine torque is the drive motor torque, that is, the drive motor torque = the driver's required torque - the engine torque, and the drive motor power = the drive motor torque The actual speed of the driving motor, the battery power = the driving motor power Motor efficiency. When the drive motor torque is equal to 0, the drive motor power is equal to 0, and the battery power is equal to 0, the battery is neither charged nor discharged.

[0057] In the embodiment of the present application, the driver's required torque can be obtained according to the set torque acquisition rule, the original required torque obtained and the maximum required torque of different driving modes. For example, the torque acquisition rule is a rule that power is greater than economy.

[0058] As an optional scheme, the accelerator pedal opening can be obtained, and the required torque corresponding to the accelerator pedal opening can be queried based on the corresponding relationship between the pedal opening and the required torque, and the queried required torque can be used as the original required torque; the brake pedal opening can be obtained, and the required torque corresponding to the brake pedal opening can be queried based on the corresponding relationship between the pedal opening and the required torque, and the queried required torque can be used as the original required torque.

[0059] For example, from the maximum required torques of different modes, a maximum required torque that is greater than the original required torque is selected; if the number of selected maximum required torques is one, the selected maximum required torque is determined as the driver required torque; if the number of selected maximum required torques is multiple, the maximum required torque with the smallest difference from the original required torque is selected from the multiple selected maximum required torques, and the selected maximum required torque with the smallest difference is determined as the driver required torque.

[0060] For another example, from the maximum required torques of different modes, a maximum required torque that is smaller than the original required torque is selected; if the number of selected maximum required torques is one, the selected maximum required torque is determined as the driver required torque; if the number of selected maximum required torques is multiple, the maximum required torque with the smallest difference with the original required torque is selected from the multiple selected maximum required torques, and the selected maximum required torque with the smallest difference is determined as the driver required torque.

[0061] For another example, a maximum required torque equal to the original required torque is selected from the maximum required torques of different modes, and the selected maximum required torque is determined as the driver required torque.

[0062] It can be seen that the embodiment of the present application follows the rule that power is more important than economy, and gives priority to selecting the operating point that maximizes the torque required by the driver.

[0063] Furthermore, at each moment, different driving modes correspond to different sequence point ranges, and the sequence point range includes multiple sequence points. Each sequence point within the sequence point range has a corresponding engine torque sequence value, engine speed sequence value, and battery power sequence value at that moment, wherein the engine torque sequence value is an engine torque in the engine torque sequence, the engine speed sequence value is an engine speed in the engine speed sequence, and the battery power sequence value is a battery power in the battery power sequence. Therefore, in other words, each sequence point within the sequence point range has corresponding engine torque, engine speed, and battery power.

[0064] For example, the sequence point range corresponding to the parallel mode includes [1, Npara], then the parallel mode corresponds to Npara sequence points, and the Npara sequence points include the 1st sequence point to the Nparath sequence point in sequence. Each sequence point has a corresponding engine torque, engine speed and battery power, for example, the 1st sequence point corresponds to one engine torque, engine speed and battery power, and the Nparath sequence point corresponds to another engine torque, engine speed and battery power.

[0065] For another example, the sequence point range corresponding to the pure electric mode includes [Npara+1, Nev], then the pure electric mode corresponds to Nev-Npara sequence points, and the Nev-Npara sequence points include the Npara+1th sequence point to the Nevth sequence point. Each sequence point has a corresponding engine torque, engine speed and battery power, for example, the Npara+1th sequence point corresponds to one engine torque, engine speed and battery power, and the Nevth sequence point corresponds to another engine torque, engine speed and battery power.

[0066] For another example, the sequence point range corresponding to the series mode includes [Nev+1, Nsrs], then the series mode corresponds to Nsrs-Nev sequence points, and the Nsrs-Nev sequence points include the Nev+1th sequence point to the Nsrsth sequence point. Each sequence point has a corresponding engine torque, engine speed and battery power, for example, the Nev+1th sequence point corresponds to one engine torque, engine speed and battery power, and the Nsrsth sequence point corresponds to another engine torque, engine speed and battery power.

[0067] Therefore, the number of all sequence points corresponding to the three driving modes at a certain moment is Nsrs.

[0068] Step 104: Generate multiple electric energy equivalent engine fuel consumption rates based on the acquired multiple SOC penalty items, multiple SOH penalty items, multiple oil-electric equivalent factors and multiple battery powers, wherein the oil-electric equivalent factor is generated based on the acquired offline oil-electric equivalent factor basic value.

[0069] Specifically, the SOC penalty term, SOH penalty term, oil-electric equivalence factor and battery power can be calculated according to formula (2.2) to generate the electric energy equivalent engine fuel consumption rate.

[0070] As an optional solution, the basic value of the oil-electric equivalence factor, the battery SOC and the target SOC value can be calculated according to formula (2.3) to generate the oil-electric equivalence factor.

[0071] As an optional solution, the battery SOC can be calculated according to formula (2.4) to generate an SOC penalty term.

[0072] Step 106: Generate multiple engine fuel consumption rates according to multiple engine torques and multiple engine speeds.

[0073] As an optional solution, a multiple engine fuel consumption rate manifold air-fuel ratio (MAP) map is used to calculate multiple engine torques and multiple engine speeds to generate multiple engine fuel consumption rates.

[0074] Step 108: Generate a total instantaneous minimum equivalent fuel consumption operating point according to multiple engine fuel consumption rates and multiple electric energy equivalent engine fuel consumption rates.

[0075] As an optional solution, a Hamiltonian function is used to generate a total instantaneous minimum equivalent fuel consumption operating point for multiple engine fuel consumption rates and multiple electric energy equivalent engine fuel consumption rates.

[0076] Specifically, the fuel consumption rates of multiple engines and multiple electric energy equivalent engine fuel consumption rates can be calculated using formula (2.1) to generate the total instantaneous minimum equivalent fuel consumption operating point.

[0077] Step 110: Determine a target operating mode and a driving command according to the total instantaneous minimum equivalent fuel consumption operating point and the current vehicle operating state.

[0078] Figure 4D A flowchart for determining a target operating mode and a driving command is provided in an embodiment of the present application, such as Figure 4D As shown, as an optional solution, step 110 may specifically include: Step S31: from the correspondence between the fuel consumption working point and the driving command, query the driving command corresponding to the total instantaneous minimum equivalent fuel consumption working point.

[0079] In the embodiment of the present application, the correspondence between the fuel consumption operating point and the drive command can be preset. As an optional solution, the drive command may include the optimal torque of the engine, the optimal torque of the generator, the optimal speed of the generator, the optimal torque of the drive motor, the engine start-stop command, the drive mode switching command and the generator control mode.

[0080] Step S32: According to the sequence point corresponding to the total instantaneous minimum equivalent fuel consumption working point, the sequence point range where the sequence point of the total instantaneous minimum equivalent fuel consumption working point is located is indexed.

[0081] In the embodiment of the present application, the sequence point corresponding to the total instantaneous minimum equivalent fuel consumption working point is the sequence point corresponding to the engine torque, engine speed and battery power used to calculate the total instantaneous minimum equivalent fuel consumption working point. Specifically, through steps 104 to 108, the total instantaneous minimum equivalent fuel consumption working point is calculated according to the engine torque, engine speed and battery power, and the sequence points corresponding to the engine torque, engine speed and battery power are used as the sequence points corresponding to the total instantaneous minimum equivalent fuel consumption working point.

[0082] Step S33: determine the driving mode corresponding to the indexed sequence point range as the driving mode to be switched.

[0083] When the sequence point falls within the sequence point range [1, Npara], the driving mode corresponding to the sequence point range [1, Npara] is the parallel mode, and the parallel mode is determined as the mode to be switched.

[0084] When the sequence point falls within the sequence point range [Npara+1, Nev], the driving mode corresponding to the sequence point range [Npara+1, Nev] is the pure electric mode, and the pure electric mode is determined as the mode to be switched.

[0085] When the sequence point falls within the sequence point range [Nev+1, Nsrs], the driving mode corresponding to the sequence point range [Nev+1, Nsrs] is the series mode, and the series mode is determined as the mode to be switched.

[0086] Step S34: According to the set switching conditions and the current vehicle operating state, determine that the target operating mode is the drive mode to be switched or the current drive mode of the vehicle.

[0087] If the current vehicle operation state does not meet the switching condition, the target operation mode is determined to be the vehicle's current driving mode. For example, if the current vehicle operation state is a fault, the current vehicle operation state does not meet the switching condition, and the target operation mode is determined to be the vehicle's current driving mode, indicating that there is no need to switch the driving mode.

[0088] If the current vehicle operation state meets the switching condition, the target operation mode is determined to be the current driving mode of the vehicle. For example, if the current vehicle operation state is normal operation, the current vehicle operation state meets the switching condition, and the target operation mode is determined to be the target driving mode, indicating that the driving mode needs to be switched.

[0089] Furthermore, the driving command can also be sent to the powertrain part.

[0090] It should be noted that the execution order of each step of the embodiment of the present application can be changed according to actual needs, and the comparison of the embodiment of the present application is not limited.

[0091] In the technical solution provided in the embodiment of the present application, an online oil-electric equivalence factor is generated based on an offline oil-electric equivalence factor base value, and multiple electric energy equivalent engine fuel consumption rates are generated according to multiple SOC penalty items, multiple SOH penalty items, multiple oil-electric equivalence factors and multiple battery powers obtained, so that the energy management method can be real-time, thereby adapting to the actual driving scenarios of the driver, and achieving battery power balance, thereby extending battery life.

[0092] In the technical solution of the embodiment of the present application, the engine operating point can not only be distributed in the high-efficiency working range, improving fuel economy and the adaptability of the ECMS algorithm, and reducing the user's fuel cost, but also make the battery SOC consistent with the target SOC value after the working condition is completed, thereby meeting the needs of some car companies to design users with mandatory power preservation.

[0093] The technical solution of the embodiment of the present application can be used for energy management and distribution of hybrid vehicles, improves the equivalent fuel consumption minimum formula algorithm, saves the engine's fuel consumption per 100 kilometers, makes the engine work in a high-efficiency range, significantly improves fuel economy while meeting the vehicle's dynamics, and the battery SOC is basically consistent with the target SOC value after the working condition ends, achieving the purpose of converging battery power. At the same time, it extends the battery life, saves calibration manpower and time, and facilitates efficient optimization of control strategies.

[0094] Figure 5 A schematic diagram of the structure of an energy management device provided in an embodiment of the present application is shown in FIG. Figure 5 As shown, the device includes: a first acquisition module 11, a first generation module 12, a second generation module 13, a third generation module 14 and a first determination module 15.

[0095] The first acquisition module 11 is used to acquire an engine torque sequence, an engine speed sequence and a battery power sequence, wherein the engine torque sequence includes a plurality of engine torques, the engine speed sequence includes a plurality of engine speeds, and the battery power sequence includes a plurality of battery powers. The first generation module 12 is used to generate a plurality of electric energy equivalent engine fuel consumption rates according to the acquired plurality of SOC penalty items, a plurality of SOH penalty items, a plurality of oil-electric equivalent factors and a plurality of the battery powers, wherein the oil-electric equivalent factors are generated based on the acquired offline oil-electric equivalent factor basic values; the second generation module 13 is used to generate a plurality of engine fuel consumption rates according to a plurality of the engine torques and a plurality of the engine speeds; the third generation module 14 is used to generate a total instantaneous minimum equivalent fuel consumption operating point according to a plurality of the engine fuel consumption rates and a plurality of the electric energy equivalent engine fuel consumption rates; the first determination module 15 is used to determine the target operating mode and the drive command according to the total instantaneous minimum equivalent fuel consumption operating point and the current vehicle operating state.

[0096] In one possible implementation, if the driving mode is a series mode or a pure electric mode, the first acquisition module 11 is specifically used to make the engine operating point on the minimum fuel consumption point curve, and obtain multiple minimum fuel consumption values ​​corresponding to the engine operating point from the minimum fuel consumption curve; from the corresponding relationship between the set fuel consumption value and the engine torque and the engine speed, query the engine torque and the engine speed corresponding to the multiple minimum fuel consumption values; and generate multiple battery powers based on the acquired multiple drive motor powers.

[0097] In one possible implementation, if the driving mode is a parallel mode, the first acquisition module 11 is specifically used to calculate a plurality of engine speeds according to a plurality of vehicle speeds and speed ratios; discretize the engine torque operating point between the difference between the optimal torque point and the calibrated value at the engine speed and the maximum torque value to obtain a plurality of engine torques; and determine the battery power according to the comparison result between the acquired driver demand torque and the engine torque.

[0098] In a possible implementation, the device further includes: a second determination module 16. The second determination module 16 is used to obtain the driver's required torque according to the obtained original required torque and the maximum required torque of different driving modes according to the set torque acquisition rule.

[0099] In a possible implementation, the second generating module 13 is specifically configured to use an engine fuel consumption rate MAP diagram to calculate a plurality of the engine torques and a plurality of the engine speeds to generate a plurality of the engine fuel consumption rates.

[0100] In a possible implementation, the third generating module 14 is specifically configured to generate the total instantaneous minimum equivalent fuel consumption operating point for the plurality of engine fuel consumption rates and the plurality of electric energy equivalent engine fuel consumption rates using a Hamiltonian function.

[0101] In a possible implementation, the device further includes: a second acquisition module 17 and a fourth generation module 18. The second acquisition module 17 is used to acquire the offline basic value of the oil-electric equivalent factor; the fourth generation module 18 is used to generate the oil-electric equivalent factor according to the offline basic value of the oil-electric equivalent factor, the acquired battery SOC and the target SOC value.

[0102] In a possible implementation, the second acquisition module 17 is specifically used to set the value range of the driver's required torque, the value range of the battery SOC, and the value range of the initial value of the oil-electric equivalent factor; through the membership function, the value range of the driver's required torque, the value range of the battery SOC, and the value range of the initial value of the oil-electric equivalent factor are divided into a set number of fuzzy subsets; based on the set control rules, a fuzzy rule base is established according to the fuzzy subsets, and the fuzzy rule base includes the correspondence between the driver's required torque and the battery SOC and the initial value of the oil-electric equivalent factor; according to the fuzzy rule base, a fuzzy rule graph is established, the horizontal axes of the fuzzy rule graph are the driver's required torque and the battery SOC, and the vertical axes of the fuzzy rule graph are the initial value of the oil-electric equivalent factor; the fuzzy rule graph is clarified by using a clarification algorithm to obtain the basic value of the oil-electric equivalent factor.

[0103] In a possible implementation, different driving modes correspond to different sequence point ranges at each moment, and the sequence point range includes multiple sequence points, and each sequence point in the sequence point range has corresponding engine torque, engine speed and battery power. The first determination module 15 is specifically used to query the driving command corresponding to the total instantaneous minimum equivalent fuel consumption working point from the corresponding relationship between the fuel consumption working point and the driving command; according to the sequence point of the total instantaneous minimum equivalent fuel consumption working point, index the sequence point range where the sequence point corresponding to the total instantaneous minimum equivalent fuel consumption working point is located; determine the driving mode corresponding to the indexed sequence point range as the driving mode to be switched; according to the set switching conditions and the current vehicle operating state, determine that the target operating mode is the driving mode to be switched or the current driving mode of the vehicle.

[0104] In the technical solution provided in the embodiment of the present application, an online oil-electric equivalence factor is generated based on an offline oil-electric equivalence factor base value, and multiple electric energy equivalent engine fuel consumption rates are generated according to multiple SOC penalty items, multiple SOH penalty items, multiple oil-electric equivalence factors and multiple battery powers obtained, so that the energy management method can be real-time, thereby adapting to the actual driving scenarios of the driver, and achieving battery power balance, thereby extending battery life.

[0105] An embodiment of the present application provides a computer-readable storage medium, which includes a stored program, wherein when the program is run, the vehicle controller where the storage medium is located is controlled to execute an embodiment of the above-mentioned energy management method.

[0106] An embodiment of the present application provides a vehicle controller, comprising: one or more processors; a memory; and one or more computer programs, wherein the one or more computer programs are stored in the memory, and the one or more computer programs include instructions, which, when executed by the vehicle controller, enable the vehicle controller to perform the above-mentioned energy management method.

[0107] Figure 6 A schematic diagram of the structure of a vehicle controller provided in an embodiment of the present application is shown in FIG. Figure 6 As shown, the vehicle controller 20 includes: a processor 21, a memory 22, and a computer program 23 stored in the memory 22 and executable on the processor 21. When the computer program 23 is executed by the processor 21, the energy management method applied in the embodiment is implemented. To avoid repetition, they are not described one by one here.

[0108] The vehicle controller 20 includes, but is not limited to, a processor 21 and a memory 22. Those skilled in the art will appreciate that Figure 6It is only an example of the vehicle controller 20 and does not constitute a limitation of the vehicle controller 20. It may include more or fewer components than shown in the figure, or a combination of certain components, or different components. For example, the vehicle controller 20 may also include input and output devices, network access devices, buses, etc.

[0109] The processor 21 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor, etc.

[0110] The memory 22 may be an internal storage unit of the vehicle controller 20, such as a hard disk or memory of the vehicle controller 20. The memory 22 may also be an external storage device of the vehicle controller 20, such as a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. equipped on the vehicle controller 20. Furthermore, the memory 22 may also include both an internal storage unit of the vehicle controller 20 and an external storage device. The memory 22 is used to store computer programs and other programs and data required by the vehicle controller 20. The memory 22 may also be used to temporarily store data that has been output or is to be output.

[0111] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0112] In the several embodiments provided in the present application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interfaces, devices or units, which can be electrical, mechanical or other forms.

[0113] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0114] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of hardware plus software functional units.

[0115] The above-mentioned integrated unit implemented in the form of a software functional unit can be stored in a computer-readable storage medium. The above-mentioned software functional unit is stored in a storage medium, including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) or a processor to perform some steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM), random access memory (RAM), disk or optical disk and other media that can store program code.

[0116] The above description is only a preferred embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application shall be included in the scope of protection of the present application.

Claims

1. An energy management method, characterized in that: include: Acquire an engine torque sequence, an engine speed sequence, and a battery power sequence, wherein the engine torque sequence includes a plurality of engine torques, the engine speed sequence includes a plurality of engine speeds, and the battery power sequence includes a plurality of battery powers; Generate multiple electric energy equivalent engine fuel consumption rates according to the acquired multiple SOC penalty items, multiple SOH penalty items, multiple oil-electric equivalent factors and multiple battery powers, wherein the oil-electric equivalent factor is generated based on the acquired offline oil-electric equivalent factor base value; generating a plurality of engine fuel consumption rates according to a plurality of the engine torques and a plurality of the engine speeds; Generate a total instantaneous minimum equivalent fuel consumption operating point according to the plurality of engine fuel consumption rates and the plurality of electric energy equivalent engine fuel consumption rates; According to the total instantaneous minimum equivalent fuel consumption operating point and the current vehicle operating state, a target operating mode and a driving command are determined.

2. The method according to claim 1, characterized in that If the driving mode is the series mode or the pure electric mode, the acquisition of the engine torque sequence, the engine speed sequence and the battery power sequence includes: Let the engine operating point be on the minimum fuel consumption point curve, and obtain the minimum fuel consumption values ​​corresponding to the plurality of engine operating points from the minimum fuel consumption curve; From the correspondence between the set fuel consumption value and the engine torque and the engine speed, query the engine torque and the engine speed corresponding to the plurality of minimum fuel consumption values; A plurality of battery powers are generated according to the acquired plurality of driving motor powers.

3. The method according to claim 1, characterized in that If the driving mode is the parallel mode, the obtaining of the engine torque sequence, the engine speed sequence and the battery power sequence includes: Calculate multiple engine speeds based on multiple vehicle speeds and speed ratios; Discrete the engine torque operating point between the difference between the optimal torque point and the calibrated value at the engine speed and the maximum torque value to obtain a plurality of engine torques; The battery power is determined based on a comparison result between the acquired driver demand torque and the engine torque.

4. The method according to claim 3, characterized in that Before determining the battery power according to the comparison result between the acquired driver's actual required torque and the engine torque, the method further includes: According to the set torque acquisition rule, the driver demand torque is obtained according to the acquired original demand torque and the maximum demand torque of different driving modes.

5. The method according to claim 1, characterized in that The step of generating a plurality of engine fuel consumption rates according to the plurality of engine torques and the plurality of engine speeds comprises: The engine fuel consumption rate MAP map is used to calculate the plurality of engine torques and the plurality of engine speeds to generate the plurality of engine fuel consumption rates.

6. The method according to claim 1, characterized in that The generating of the total instantaneous minimum equivalent fuel consumption operating point according to the plurality of engine fuel consumption rates and the plurality of electric energy equivalent engine fuel consumption rates comprises: The total instantaneous minimum equivalent fuel consumption operating point is generated for the plurality of engine fuel consumption rates and the plurality of electric energy equivalent engine fuel consumption rates using a Hamiltonian function.

7. The method according to claim 1, characterized in that Before generating a plurality of electric energy equivalent engine fuel consumption rates according to the acquired plurality of SOC penalty items, the plurality of SOH penalty items, the plurality of oil-electric equivalent factors and the plurality of battery powers, the method further includes: Obtaining an offline basic value of the oil-electricity equivalent factor; The oil-electricity equivalence factor is generated according to the offline oil-electricity equivalence factor base value, the acquired battery SOC and the target SOC value.

8. The method according to claim 7, characterized in that The step of obtaining the offline basic value of the oil-electricity equivalent factor includes: Setting the value range of the driver's required torque, the value range of the battery SOC and the value range of the initial value of the oil-electric equivalent factor; Through the membership function, the value range of the driver's required torque, the value range of the battery SOC and the value range of the initial value of the oil-electric equivalent factor are divided into a set number of fuzzy subsets; Based on the set control rules, a fuzzy rule base is established according to the fuzzy subset, wherein the fuzzy rule base includes a correspondence between the driver's required torque and the battery SOC and an initial value of the oil-electric equivalent factor; According to the fuzzy rule base, a fuzzy rule map is established, wherein the horizontal coordinates of the fuzzy rule map are the driver's required torque and the battery SOC, and the vertical coordinates of the fuzzy rule map are the initial value of the oil-electric equivalent factor; The fuzzy rule graph is clarified by using a clarification algorithm to obtain the basic value of the oil-electricity equivalent factor.

9. The method according to claim 1, characterized in that: At each moment, different driving modes correspond to different sequence point ranges, the sequence point range includes a plurality of sequence points, and each of the sequence points in the sequence point range has a corresponding engine torque, engine speed, and battery power; The step of determining the target operating mode and the driving command corresponding to the target operating mode according to the total instantaneous minimum equivalent fuel consumption operating point and the current vehicle operating state includes: From the correspondence between the fuel consumption working point and the driving command, querying the driving command corresponding to the total instantaneous minimum equivalent fuel consumption working point; According to the sequence point corresponding to the total instantaneous minimum equivalent fuel consumption working point, indexing the sequence point range where the sequence point of the total instantaneous minimum equivalent fuel consumption working point is located; The driving mode corresponding to the indexed sequence point range is determined as the driving mode to be switched; According to the set switching condition and based on the current vehicle running state, it is determined that the target running mode is the driving mode to be switched or the current driving mode of the vehicle.

10. An energy management device, characterized in that: include: A first acquisition module, configured to acquire an engine torque sequence, an engine speed sequence, and a battery power sequence, wherein the engine torque sequence includes a plurality of engine torques, the engine speed sequence includes a plurality of engine speeds, and the battery power sequence includes a plurality of battery powers; A first generating module is used to generate a plurality of electric energy equivalent engine fuel consumption rates according to the obtained plurality of SOC penalty items, the plurality of SOH penalty items, the plurality of oil-electric equivalent factors and the plurality of battery powers, wherein the oil-electric equivalent factor is generated based on the obtained offline oil-electric equivalent factor basic value; A second generating module, configured to generate a plurality of engine fuel consumption rates according to the plurality of engine torques and the plurality of engine speeds; A third generating module, used for generating a total instantaneous minimum equivalent fuel consumption operating point according to the plurality of engine fuel consumption rates and the plurality of electric energy equivalent engine fuel consumption rates; The first determination module is used to determine a target operating mode and a driving command according to the total instantaneous minimum equivalent fuel consumption operating point and the current vehicle operating state.

11. A vehicle controller, characterized in that: include: one or more processors; Memory; And one or more computer programs, wherein the one or more computer programs are stored in the memory, and the one or more computer programs include instructions, which, when executed by the vehicle controller, enable the vehicle controller to execute the energy management method described in any one of claims 1 to 9.

12. A computer-readable storage medium, characterized in that: The computer-readable storage medium includes a stored program, wherein when the program is executed, the vehicle controller where the computer-readable storage medium is located is controlled to execute the energy management method according to any one of claims 1 to 9.

Images