An energy management method, device and vehicle control unit

Abstract

The embodiment of the present application provides an energy management method, device and vehicle controller. The method comprises the following steps: obtaining an engine torque sequence, an engine speed sequence and a battery power sequence; generating a plurality of electric energy equivalent engine fuel consumption rates according to a plurality of obtained SOC penalty terms, a plurality of SOH penalty terms, a plurality of oil-electricity equivalent factors and a plurality of battery powers; generating a plurality of engine fuel consumption rates according to a plurality of engine torques and a plurality of engine speeds; generating a total instantaneous minimum equivalent fuel consumption working point according to the plurality of engine fuel consumption rates and the plurality of electric energy equivalent engine fuel consumption rates; and determining a target operation mode and a driving command according to the total instantaneous minimum equivalent fuel consumption working point and a current vehicle operation state. The embodiment of the present application makes the energy management method capable of real-time performance, thereby adapting to the actual driving process of the driver, and achieving the balance of the battery power and prolonging the battery life.

Description

TECHNICAL FIELD

[0001] Embodiments of the present application provide a vehicle energy management technical field, and particularly relate to an energy management method, device and vehicle controller. BACKGROUND

[0002] A hybrid vehicle has multiple power sources, and optimizing energy management strategies is conducive to improving the power performance and fuel economy of the vehicle. An 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-electricity equivalent factor, to equivalently convert the battery consumption of electric energy into the fuel consumption of the engine through the oil-electricity equivalent factor; to establish a total fuel consumption cost function, that is, the sum of the real fuel consumption item of the engine and the electric energy equivalent fuel consumption item; and finally to calculate the torque distribution at the point of minimum fuel consumption. Among them, the selection and optimization of the oil-electricity equivalent factor are the most critical.

[0003] The selection of the oil-electricity equivalent factor of the traditional ECMS is a fixed value, which makes the working condition adaptability poor, the engine operating point fluctuation range large under different working conditions, and the engine unable to work in the high-efficiency interval at many times, resulting in that the fuel consumption cannot be reduced to the maximum extent, and the algorithm is difficult to optimize.

[0004] Therefore, an offline optimization algorithm for the oil-electricity equivalent factor is generated. This algorithm finds the global optimal solution through a large amount of working condition data and simulation calculation, reduces the cost of real vehicle testing, and can significantly improve the fuel saving rate. However, this algorithm cannot play the real-time performance, cannot fully adapt to the actual driving process of the driver, cannot balance the battery power, and does not consider important indicators such as battery life. SUMMARY

[0005] Therefore, embodiments of the present application provide an energy management method, device and vehicle controller, which can make the energy management method play real-time performance, adapt to the actual driving process of the driver, balance the battery power, and prolong the battery life.

[0006] The first aspect provides an energy management method, comprising:

[0007] obtaining an engine torque sequence, an engine speed sequence and a battery power sequence, the engine torque sequence comprising a plurality of engine torques, the engine speed sequence comprising a plurality of engine speeds, and the battery power sequence comprising a plurality of battery powers;

[0008] According to the obtained plurality of SOC penalty terms, plurality of SOH penalty terms, plurality of oil-electricity equivalent factors and plurality of battery powers, a plurality of equivalent engine fuel consumption rates of electric energy is generated, wherein the oil-electricity equivalent factor is generated based on the obtained offline oil-electricity equivalent factor base value;

[0009] According to the plurality of engine torques and the plurality of engine speeds, a plurality of engine fuel consumption rates is generated;

[0010] According to the plurality of engine fuel consumption rates and the plurality of equivalent engine fuel consumption rates of electric energy, a total instantaneous minimum equivalent fuel consumption working point is generated;

[0011] According to the total instantaneous minimum equivalent fuel consumption working point and the current vehicle operating state, a target operating mode and a driving command are determined.

[0012] In a possible implementation, when the driving mode is the series mode or the pure electric mode, the engine torque sequence, the engine speed sequence and the battery power sequence are obtained by:

[0013] Let the engine working point be on the minimum fuel consumption point curve, and obtain a plurality of minimum fuel consumption values corresponding to the plurality of engine working points from the minimum fuel consumption curve;

[0014] From the set of fuel consumption values and the corresponding relationship between the engine torque and the engine speed, the engine torque and the engine speed corresponding to the plurality of minimum fuel consumption values are queried;

[0015] According to the obtained plurality of driving motor powers, a plurality of battery powers is generated.

[0016] In a possible implementation, when the driving mode is the parallel mode, the engine torque sequence, the engine speed sequence and the battery power sequence are obtained by:

[0017] According to the plurality of vehicle speeds and the speed ratios, a plurality of engine speeds is calculated;

[0018] Let the engine torque working point be discrete between the difference between the optimal torque point and the calibration value and the maximum torque value of the engine speed to obtain a plurality of engine torques;

[0019] According to the comparison result of the obtained driver demand torque and the engine torque, the battery power is determined.

[0020] In a possible implementation, before the battery power is determined according to the comparison result of the obtained driver actual demand torque and the engine torque, the method further includes:

[0021] According to a set torque acquisition rule, the driver demand torque is obtained according to the acquired original demand torque and maximum demand torques in different driving modes.

[0022] In a possible implementation, the generating of the plurality of engine fuel consumption rates according to the plurality of engine torques and the plurality of engine speeds comprises:

[0023] The plurality of engine torques and the plurality of engine speeds are calculated by using an engine fuel consumption rate MAP, and the plurality of engine fuel consumption rates are generated.

[0024] In a possible implementation, the generating of the total instantaneous minimum equivalent fuel consumption working point according to the plurality of engine fuel consumption rates and the plurality of equivalent engine fuel consumption rates of electric energy comprises:

[0025] The total instantaneous minimum equivalent fuel consumption working point is generated by using a Hamilton function according to the plurality of engine fuel consumption rates and the plurality of equivalent engine fuel consumption rates of electric energy.

[0026] In a possible implementation, before the generating of the plurality of equivalent engine fuel consumption rates of electric energy according to the plurality of acquired SOC penalty terms, the plurality of SOH penalty terms, the plurality of oil-electricity equivalent factors and the plurality of battery powers, the method further comprises:

[0027] The offline oil-electricity equivalent factor basic value is acquired.

[0028] The oil-electricity equivalent factor is generated according to the offline oil-electricity equivalent factor basic value, the acquired battery SOC and a target SOC value.

[0029] In a possible implementation, the acquiring of the offline oil-electricity equivalent factor basic value comprises:

[0030] A value range of the driver demand torque, a value range of the battery SOC and a value range of an initial value of the oil-electricity equivalent factor are set.

[0031] The value range of the driver demand torque, the value range of the battery SOC and the value range of the initial value of the oil-electricity equivalent factor are all divided into a set number of fuzzy subsets by using a membership function.

[0032] According to a set control rule, a fuzzy rule base is established according to the fuzzy subsets, and the fuzzy rule base comprises a corresponding relationship between the driver demand torque and the battery SOC and the initial value of the oil-electricity equivalent factor.

[0033] According to the fuzzy rule base, a fuzzy rule graph is established, wherein abscissa of the fuzzy rule graph are the driver demand torque and the battery SOC respectively, and ordinate of the fuzzy rule graph is the initial value of the oil-electricity equivalent factor.

[0034] The fuzzy rule graph is processed by a clear algorithm to obtain the oil-electricity equivalent factor basic value.

[0035] In a possible implementation, different driving modes correspond to different sequence point ranges at each moment, each sequence point range including a plurality of sequence points, each sequence point in the sequence point range having a corresponding engine torque, engine speed and battery power;

[0036] The target operation mode and the driving command corresponding to the target operation mode are determined according to the total instantaneous minimum equivalent fuel consumption working point and the current vehicle operating state, and the method comprises the following steps:

[0037] The driving command corresponding to the total instantaneous minimum equivalent fuel consumption working point is queried from the correspondence between the fuel consumption working point and the driving command;

[0038] The sequence point range in which the sequence point of the total instantaneous minimum equivalent fuel consumption working point is located is indexed according to the sequence point corresponding to the total instantaneous minimum equivalent fuel consumption working point;

[0039] The driving mode corresponding to the indexed sequence point range is determined as the to-be-switched driving mode;

[0040] According to the current vehicle operating state, it is determined that the target operation mode is the to-be-switched driving mode or the current driving mode of the vehicle according to the set switching condition.

[0041] The second aspect provides an energy management device, comprising:

[0042] A first acquisition module is configured to acquire an engine torque sequence, an engine speed sequence and a battery power sequence, the engine torque sequence including a plurality of engine torques, the engine speed sequence including a plurality of engine speeds, and the battery power sequence including a plurality of battery powers;

[0043] A first generation module is configured to generate a plurality of electric energy equivalent engine fuel consumption rates according to a plurality of acquired SOC penalty terms, a plurality of SOH penalty terms, a plurality of oil-electricity equivalent factors and a plurality of battery powers, wherein the oil-electricity equivalent factors are generated based on an offline oil-electricity equivalent factor basic value acquired;

[0044] A second generation module is configured to generate a plurality of engine fuel consumption rates according to a plurality of engine torques and a plurality of engine speeds;

[0045] A third generation module is configured to generate a total instantaneous minimum equivalent fuel consumption working point according to a plurality of engine fuel consumption rates and a plurality of electric energy equivalent engine fuel consumption rates;

[0046] The first determining module is configured to determine a target operation mode and a driving command according to the total instantaneous minimum equivalent fuel consumption operating point and a current vehicle operation state.

[0047] 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 comprise instructions which, when executed by the vehicle controller, cause the vehicle controller to perform the energy management method in the first aspect or any possible implementation manner of the first aspect.

[0048] The fourth aspect provides a computer-readable storage medium, comprising a stored program, wherein the computer-readable storage medium controls a vehicle controller in which the computer-readable storage medium is located to perform the energy management method in the first aspect or any possible implementation manner of the first aspect when the program is executed.

[0049] In the technical scheme provided by the embodiments of the present application, the online oil-electricity equivalent factor is generated based on the offline oil-electricity equivalent factor basic value, the multiple electric energy equivalent engine fuel consumptions are generated according to the obtained multiple SOC penalty terms, multiple SOH penalty terms, multiple oil-electricity equivalent factors and multiple battery powers, so that the energy management method can be real-time, thereby adapting to the actual driving process of the driver, and the balance of the battery power is achieved, and the battery life is prolonged. BRIEF DESCRIPTION OF DRAWINGS

[0050] In order to more clearly illustrate the technical scheme of the embodiments of the present application, the drawings required to be used in the embodiments will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0051] Figure 1 The figure is a schematic diagram of the offline oil-electricity equivalent factor basic value obtained in the embodiments of the present application;

[0052] Figure 2 The figure is a schematic diagram of the membership function provided by the embodiments of the present application;

[0053] Figure 3 The figure is a schematic diagram of a fuzzy rule graph provided by the embodiments of the present application;

[0054] Figure 4A The figure is a flowchart of an energy management method provided by the embodiments of the present application;

[0055] Figure 4BA flow chart for obtaining an engine torque sequence, an engine speed sequence and a battery power sequence is provided in the embodiments of the present application.

[0056] Figure 4C Another flow chart for obtaining an engine torque sequence, an engine speed sequence and a battery power sequence is provided in the embodiments of the present application.

[0057] Figure 4D A flow chart for determining a target operating mode and a driving command is provided in the embodiments of the present application.

[0058] Figure 5 A structural schematic diagram of an energy management device is provided in the embodiments of the present application.

[0059] Figure 6 A structural schematic diagram of a vehicle controller is provided in the embodiments of the present application. DETAILED DESCRIPTION

[0060] In order to better understand the technical solutions of the present application, the embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0061] It should be clear that the described embodiments are only some of the embodiments of the present application, but not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative labor fall within the scope of protection of the present application.

[0062] The terms used in the embodiments of the present application are only for the purpose of describing the specific embodiments, and are not intended to limit the present application. The singular forms "a", "an" and "the" used in the embodiments of the present application and the appended claims are also intended to include the plural forms, unless the context clearly indicates otherwise.

[0063] It should be understood that the term "and / or" used herein is only to describe the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B, which can represent the three cases of A alone, A and B together, and B alone. In addition, the character " / " in this paper generally represents that the front and rear associated objects are a "or" relationship.

[0064] The embodiments of the present application provide an energy management method, which can take the offline-optimized oil-electricity equivalent factor as a reference and basis, and adjust and optimize the oil-electricity equivalent factor and the electric energy equivalent oil consumption item by combining an online real-time optimization algorithm. The energy management method in the embodiments of the present application can be realized based on an adaptive equivalent fuel consumption minimum A-ECMS algorithm. First, the principle of the A-ECMS algorithm is described in detail.

[0065] In the electric quantity maintaining hybrid vehicle, the battery can be regarded as an energy buffer, and finally all energy consumption is derived from engine fuel consumption. Therefore, the used electric energy can be equivalent to the equivalent fuel consumption. The total instantaneous fuel consumption Hamilton function is obtained by adding the engine equivalent fuel consumption rate and the electric energy equivalent engine fuel consumption rate, as shown in the following formula (2.1):

[0066] Formula (2.1)

[0067] Wherein, H is the total instantaneous minimum equivalent fuel consumption working point, and the minimum value of the function value is the optimal solution; is the engine fuel consumption rate, and the unit is kg / s; is the electric energy equivalent engine fuel consumption rate, and the unit is kg / s.

[0068] The innovation of the embodiment of the present application lies in the acquisition of the offline optimization library of the oil-electricity equivalent factor basic value and the improvement of the electric energy equivalent engine fuel consumption rate , as shown in the following formula (2.2):

[0069] Formula (2.2)

[0070] Wherein, is the oil-electricity equivalent factor; is the low heat value of fuel, and the unit is kJ / kg; is the battery power, and the unit is kW; is the state of charge (SOC) penalty term; is the state of health (SOH) penalty term.

[0071] (1) Acquisition of the oil-electricity equivalent factor :

[0072] The offline oil-electricity equivalent factor basic value is acquired, and specifically, the fuzzy control algorithm can be used to acquire the offline oil-electricity equivalent factor basic value. Based on the fuzzy control algorithm, a two-input single-output fuzzy controller can be designed. Figure 1 is a schematic diagram for acquiring the offline oil-electricity equivalent factor basic value in the embodiment of the present application, as Figure 1As shown, the driver's required torque Treq and the battery's SOC are input into a fuzzy controller to output an offline basic value for the fuel-electric equivalence factor. Here, battery SOC represents the electrical energy usable during vehicle operation, and driver's required torque Treq represents the vehicle's load. Therefore, the two inputs to the fuzzy controller are set to battery SOC and driver's required torque Treq, and the output is set to the basic value of the fuel-electric equivalence factor. In summary, the basic value of the fuel-electric equivalence factor can be generated by calculating driver's required torque Treq and battery SOC using a fuzzy control algorithm. The following description, with reference to the attached figures, details the process of obtaining the basic value of the fuel-electric equivalence factor.

[0073] First, the ranges for the driver's required torque, the battery's state of charge (SOC), and the initial value of the hybrid equivalence factor are defined. The range of the driver's required torque at a given moment is set to [0, Tr]. max ], Tr max To achieve the maximum required torque, the battery SOC range is set to [SOC...]. min SOC max The initial value range of the oil-electric equivalence factor is set to [S]. min S max ].

[0074] Secondly, by using the membership function, the range of values ​​for the driver's required torque, the range of values ​​for the battery SOC, and the range of values ​​for the initial value of the oil-electric equivalent factor are all divided into a set number of fuzzy subsets. Figure 2 A schematic diagram of the membership function provided in the embodiments of this application is shown below. Figure 2 As shown, the membership functions for driver demand torque, battery SOC, and hybrid equivalence factor are all triangular. The initial values ​​of these three quantities are quantified; for example, after quantization, the values ​​of all three quantities are within the range of [0-10]. The value range [0-10] of each of the three quantities is divided into five fuzzy subsets, {XS, S, M, L, XL}, where XS is minimal, S is slightly small, M is moderate, L is slightly large, and XL is extremely large. Figure 2 The diagram shows the triangles corresponding to XS, S, M, L, and XL.

[0075] Secondly, based on the set control rules, a fuzzy rule base is established according to fuzzy subsets. This fuzzy rule base includes the correspondence between driver-demanded torque, battery SOC, and the initial value of the hybrid-electric equivalent factor. For example, the control rules may include: when the battery SOC is high, the vehicle's driving mode is pure electric, and the vehicle uses more electrical energy; therefore, the hybrid-electric equivalent factor can be set to a smaller value. When the battery SOC is low, the engine is the vehicle's main power source, and the vehicle uses less electrical energy; therefore, the hybrid-electric equivalent factor can be set to a larger value. When the driver-demanded torque is high, the vehicle is driven by both the engine and the battery, and the vehicle tends to use fuel; therefore, the hybrid-electric equivalent factor can be set to a relatively large value. When the driver-demanded torque is low, the engine is stopped to avoid operating in a low-efficiency range, and the vehicle tends to use electrical energy; therefore, the hybrid-electric equivalent factor can be set to a relatively small value. In practical applications, the control rules may also include other rules, which are not listed here. This application's embodiments are not limited in their comparison. Table 1 shows the fuzzy rule base established based on the above control rules.

[0076] Table 1

[0077]

[0078] Then, a fuzzy rule graph is built based on the fuzzy rule base. Figure 3 This is a schematic diagram of a fuzzy rule graph provided in an embodiment of this application, such as... Figure 3 As shown, the horizontal axis of the fuzzy rule graph represents the driver's required torque and the battery's SOC, respectively, while the vertical axis represents the initial value S of the hybrid equivalence factor.

[0079] Finally, a defuzzification algorithm is used to defuzzify the fuzzy rule graph, obtaining the basic values ​​of the oil-electricity equivalence factor. The defuzzification algorithm can also be called an anti-fuzzification algorithm; for example, it may include the area centroid method or the maximum membership degree averaging method. The initial values ​​of the oil-electricity equivalence factor in the fuzzy rule graph are fuzzy signals, and the obtained basic values ​​are precise results. Furthermore, the obtained offline basic values ​​of the oil-electricity equivalence factor are stored in an offline optimization library.

[0080] Furthermore, based on the offline baseline value of the oil-electric equivalence factor, the acquired battery SOC, and the target SOC value, the oil-electric equivalence factor is generated. A linear (proportional integral, PI) controller can be used to adjust the oil-electric equivalence factor in real time according to the currently calculated target SOC value to obtain an online oil-electric equivalence factor. Alternatively, a trajectory tracking method based on continuous PI control can be selected to bring the battery SOC close to the target SOC value, thereby obtaining the online oil-electric equivalence factor. . The expression can be:

[0081] Formula (2.3)

[0082] in, The basic value of the oil-electricity equivalence factor is determined by the above offline method; This is the proportionality coefficient; The integral coefficient; The target SOC value; This refers to the battery's SOC (State of Charge).

[0083] (ii) Electric Power Equivalent Engine Fuel Consumption Rate Improvements:

[0084] As shown in formula (2.2), add to the basic term Penalty items and Penalty item, in order to obtain .

[0085] The penalty term can correct the battery SOC, controlling it within a low internal resistance, high efficiency range, thus eliminating the biased use of power in the A-ECMS control strategy. Specifically, it can be obtained based on the maximum battery SOC, the minimum battery SOC, and the battery SOC value. Penalties. The expression is:

[0086] Formula (2.4)

[0087] Among them, SOC max This represents the maximum value of the battery's State of Charge (SOC). min is the minimum SOC of the battery; e is the penalty term index, which is calibrated according to the actual situation.

[0088] exist In the penalty section, State of Health (SOH) is used to determine the health level of the power battery. SOH gradually decreases with battery use and time, indicating increased internal resistance and reduced vehicle charging / discharging efficiency. Correcting SOH ensures accurate calculation of the electric vehicle conversion efficiency throughout the entire battery lifecycle. In this embodiment, SOH can be pre-calibrated based on battery test data; alternatively, the Battery Management System (BMS) can correct the real-time calculated SOH value to obtain a modified SOH. The penalty term results in a smaller function value when the state of oxygen (SOH) is high, and a larger function value when the SOH is low.

[0089] Based on the principles of the A-ECMS algorithm described above, this application provides an energy management method. Figure 4A A flowchart of an energy management method provided in an embodiment of this application is shown below.Figure 4A As shown in the method comprises:

[0090] Step 102, obtaining an engine torque sequence, an engine speed sequence and a battery power sequence, the engine torque sequence comprising a plurality of engine torques, the engine speed sequence comprising a plurality of engine speeds, and the battery power sequence comprising a plurality of battery powers.

[0091] The steps of the embodiments of the application can be executed by a vehicle control unit (VCU).

[0092] In the embodiments of the application, the vehicle has a plurality of driving modes, for example, the driving modes can include a series mode, a parallel mode or a pure electric mode. In actual application, according to the working condition, the driving mode can also be other driving modes, which are not listed one by one here. In step 102, the engine torque sequence can include a plurality of engine torques under different driving modes, the engine speed sequence can include a plurality of engine speeds under different driving modes, and the battery power sequence can include a plurality of battery powers under different driving modes.

[0093] Figure 4B A flowchart for obtaining an engine torque sequence, an engine speed sequence and a battery power sequence provided by the embodiments of the application is shown in Figure 4B As an optional solution, if the driving mode is a series mode or a pure electric mode, step 102 can specifically include:

[0094] Step S11, making the engine operating point on the minimum fuel consumption curve, and obtaining a plurality of minimum fuel consumption values corresponding to the engine operating points on the minimum fuel consumption curve.

[0095] Step S12, querying the engine torque and the engine speed corresponding to the plurality of minimum fuel consumption values from the set correspondence between the fuel consumption value and the engine torque and the engine speed.

[0096] In particular, in the pure electric mode, the engine torque and the engine speed are both 0.

[0097] Step S13, generating a plurality of battery powers according to the plurality of driving motor powers.

[0098] Alternatively, if the driving mode is a series mode, the driver demand torque is provided by the driving motor, and the engine generates electricity to supply power to the generator, then step S13 can specifically include: subtracting the generated power of the engine from the obtained driving motor power to obtain the battery power. Wherein, the engine power is multiplied by the power generation efficiency to obtain the generated power of the engine.

[0099] Optionally, if the driving mode is the pure electric mode, and the driver demand torque is provided by the driving motor, the step S13 can specifically include: taking the driving motor power as the battery power.

[0100] Figure 4C Another flowchart for obtaining the engine torque sequence, the engine speed sequence and the battery power sequence is provided in the embodiments of the present application, as shown in Figure 4C As another optional solution, if the driving mode is the parallel mode, the step 102 can specifically include:

[0101] The step S21 calculates the engine speeds according to the vehicle speeds and the speed ratios.

[0102] Specifically, the engine speeds are calculated by multiplying the vehicle speeds and the speed ratios.

[0103] The step S22 disperses the difference between the optimal torque point and the calibration value of the engine torque operating point at the engine speed to the maximum torque value, to obtain the engine torques.

[0104] 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.

[0105] The step S23 determines the battery power according to the comparison result of the driver demand torque and the engine torque.

[0106] In the parallel mode, the engine and the driving motor jointly provide the driver demand torque.

[0107] For example, if the difference between the driver demand torque and the engine torque is greater than 0, the driving motor power is multiplied by the motor efficiency to obtain the battery power. The difference between the driver demand torque and the engine torque is the driving motor torque, i.e., driving motor torque = driver demand torque-engine torque, the driving motor power = driving motor torque the driving motor real speed, and the battery power = driving motor power The motor efficiency. The driving motor torque is greater than 0, the driving motor power is greater than 0, and the battery power is greater than 0, so the battery is discharged.

[0108] For another example, if the difference between the driver demand torque and the engine torque is less than 0, the driving motor power is multiplied by the motor efficiency to obtain the battery power. The difference between the driver demand torque and the engine torque is the driving motor torque, i.e., driving motor torque = driver demand torque-engine torque, the driving motor power = driving motor torque the driving motor real speed, and the 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, then the battery is charging.

[0109] For example, if the difference between the driver demand torque and the engine torque is equal to 0, then the battery power is equal to 0. Here, the difference between the driver demand torque and the engine torque is the drive motor torque, i.e., drive motor torque = driver demand torque - engine torque, and the drive motor power = drive motor torque drive motor real speed, and the battery power = drive motor power Motor efficiency. If the drive motor torque is equal to 0, the drive motor power is equal to 0, and the battery power is equal to 0, then the battery is neither charging nor discharging.

[0110] In the embodiments of the present application, the driver demand torque can be obtained according to the set torque obtaining rule and the obtained original demand torque and the maximum demand torque of different drive modes. For example, the torque obtaining rule is a rule of power performance being greater than economic performance.

[0111] As an optional solution, the accelerator pedal opening degree can be obtained, the demand torque corresponding to the accelerator pedal opening degree can be queried according to the corresponding relationship between the pedal opening degree and the demand torque, and the queried demand torque can be taken as the original demand torque. The brake pedal opening degree can be obtained, the demand torque corresponding to the brake pedal opening degree can be queried according to the corresponding relationship between the pedal opening degree and the demand torque, and the queried demand torque can be taken as the original demand torque.

[0112] For example, the maximum demand torque greater than the original demand torque can be selected from the maximum demand torques of different modes. If the number of the selected maximum demand torques is one, the selected maximum demand torque is determined as the driver demand torque. If the number of the selected maximum demand torques is more than one, the maximum demand torque with the minimum difference from the original demand torque can be selected from the selected maximum demand torques, and the selected maximum demand torque with the minimum difference is determined as the driver demand torque.

[0113] For example, the maximum demand torque less than the original demand torque can be selected from the maximum demand torques of different modes. If the number of the selected maximum demand torques is one, the selected maximum demand torque is determined as the driver demand torque. If the number of the selected maximum demand torques is more than one, the maximum demand torque with the minimum difference from the original demand torque can be selected from the selected maximum demand torques, and the selected maximum demand torque with the minimum difference is determined as the driver demand torque.

[0114] For example, the maximum demand torque equal to the original demand torque can be selected from the maximum demand torques of different modes, and the selected maximum demand torque is determined as the driver demand torque.

[0115] Therefore, it can be seen that the embodiment of the application follows the rule that power is greater than economy, and preferentially selects a working point that most satisfies the driver's demand torque.

[0116] Further, different driving modes correspond to different sequence point ranges at each moment, the sequence point range includes a plurality of sequence points, and each sequence point in the sequence point range has corresponding engine torque sequence values, engine speed sequence values and battery power sequence values at the 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. In other words, each sequence point in the sequence point range has corresponding engine torque, engine speed and battery power.

[0117] For example, the sequence point range corresponding to the parallel mode includes [1, Npara], and the parallel mode corresponds to Npara sequence points, which include the 1st sequence point to the Npara sequence point in turn. Each sequence point has corresponding engine torque, engine speed and battery power, for example, the 1st sequence point corresponds to an engine torque, engine speed and battery power, and the Npara sequence point corresponds to another engine torque, engine speed and battery power.

[0118] For another example, the sequence point range corresponding to the pure electric mode includes [Npara+1, Nev], and the pure electric mode corresponds to Nev-Npara sequence points, which include the Npara+1 sequence point to the Nev sequence point. Each sequence point has corresponding engine torque, engine speed and battery power, for example, the Npara+1 sequence point corresponds to an engine torque, engine speed and battery power, and the Nev sequence point corresponds to another engine torque, engine speed and battery power.

[0119] For another example, the sequence point range corresponding to the series mode includes [Nev+1, Nsrs], and the series mode corresponds to Nsrs-Nev sequence points, which include the Nev+1 sequence point to the Nsrs sequence point. Each sequence point has corresponding engine torque, engine speed and battery power, for example, the Nev+1 sequence point corresponds to an engine torque, engine speed and battery power, and the Nsrs sequence point corresponds to another engine torque, engine speed and battery power.

[0120] Therefore, the number of all sequence points corresponding to the three driving modes at a certain moment is Nsrs.

[0121] Step 104, generating a plurality of electric energy equivalent engine fuel consumption rates according to the plurality of acquired SOC penalty terms, the plurality of acquired SOH penalty terms, the plurality of acquired oil-electricity equivalent factors and the plurality of acquired battery powers, wherein the oil-electricity equivalent factor is generated based on the acquired offline oil-electricity equivalent factor base value.

[0122] Specifically, the SOC penalty term, the SOH penalty term, the oil-electricity equivalent factor and the battery power can be calculated according to formula (2.2) to generate the electric energy equivalent engine fuel consumption rate.

[0123] As an optional solution, the oil-electricity equivalent factor can be calculated according to formula (2.3) based on the oil-electricity equivalent factor base value, the battery SOC and the target SOC value.

[0124] As an optional solution, the SOC penalty term can be calculated according to formula (2.4) based on the battery SOC.

[0125] Step 106, generating a plurality of engine fuel consumption rates according to a plurality of engine torques and a plurality of engine speeds.

[0126] As an optional solution, the plurality of engine fuel consumption rates can be calculated according to the plurality of engine torques and the plurality of engine speeds by using an engine fuel consumption rate manifold air fuel ratio (MAP) map.

[0127] Step 108, generating a total instantaneous minimum equivalent fuel consumption working point according to the plurality of engine fuel consumption rates and the plurality of electric energy equivalent engine fuel consumption rates.

[0128] As an optional solution, the total instantaneous minimum equivalent fuel consumption working point can be generated according to the plurality of engine fuel consumption rates and the plurality of electric energy equivalent engine fuel consumption rates by using a Hamilton function.

[0129] Specifically, the total instantaneous minimum equivalent fuel consumption working point can be calculated according to the plurality of engine fuel consumption rates and the plurality of electric energy equivalent engine fuel consumption rates by formula (2.1).

[0130] Step 110, determining a target operating mode and a driving command according to the total instantaneous minimum equivalent fuel consumption working point and a current vehicle operating state.

[0131] Figure 4D A flowchart for determining a target operating mode and a driving command provided by an embodiment of the present application is shown in FIG. 1 1, which can specifically include the following steps: Figure 4D

[0132] ​Step S31, querying the driving command corresponding to the total instantaneous minimum equivalent fuel consumption working point from the correspondence between the fuel consumption working point and the driving command.

[0133] In the embodiments of the present application, the correspondence between the fuel consumption working point and the driving command can be set in advance. As an optional solution, the driving command can include the engine optimal torque, the generator optimal torque, the generator optimal speed, the driving motor optimal torque, the engine start-stop instruction, the driving mode switching instruction, and the generator control mode.

[0134] Step S32, indexing the sequence point range in which the sequence point corresponding to the total instantaneous minimum equivalent fuel consumption working point is located according to the sequence point corresponding to the total instantaneous minimum equivalent fuel consumption working point.

[0135] In the embodiments 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, the engine speed, and the battery power used to calculate the total instantaneous minimum equivalent fuel consumption working point. Specifically, the engine torque, the engine speed, and the battery power are used to calculate the total instantaneous minimum equivalent fuel consumption working point according to steps 104 to 108, and the sequence point corresponding to the engine torque, the engine speed, and the battery power is taken as the sequence point corresponding to the total instantaneous minimum equivalent fuel consumption working point.

[0136] Step S33, determining the driving mode corresponding to the indexed sequence point range as the to-be-switched driving mode.

[0137] 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 then the parallel mode is determined as the to-be-switched mode.

[0138] 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 then the pure electric mode is determined as the to-be-switched mode.

[0139] 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 then the series mode is determined as the to-be-switched mode.

[0140] Step S34, determining the target running mode as the to-be-switched driving mode or the current driving mode of the vehicle according to the current vehicle running state according to the set switching condition.

[0141] If the current vehicle operating state does not meet the switching condition, the target operating mode is determined as the current driving mode of the vehicle. For example, if the current vehicle operating state is a fault, the current vehicle operating state does not meet the switching condition, the target operating mode is determined as the current driving mode of the vehicle, indicating that the driving mode does not need to be switched.

[0142] If the current vehicle operating state meets the switching condition, the target operating mode is determined as the current driving mode of the vehicle. For example, if the current vehicle operating state is normal operation, the current vehicle operating state meets the switching condition, the target operating mode is determined as the target driving mode, indicating that the driving mode needs to be switched.

[0143] Further, the driving command can also be sent to the powertrain part.

[0144] It should be noted that the steps of the embodiments of the present application can be changed in execution order according to actual needs, and the embodiments of the present application are not limited.

[0145] In the technical scheme provided by the embodiments of the present application, the online oil-electricity equivalent factor is generated based on the offline oil-electricity equivalent factor basic value, the plurality of SOC penalty terms, the plurality of SOH penalty terms, the plurality of oil-electricity equivalent factors and the plurality of battery powers are used to generate a plurality of equivalent engine fuel consumption rates of electric energy, so that the energy management method can be real-time, thereby adapting to the actual driving process of the driver, and balancing the battery power and prolonging the battery life.

[0146] In the technical scheme of the embodiments of the present application, the engine operating point can not only be distributed in the high-efficiency operating interval to improve fuel economy and the adaptability of the ECMS algorithm, reduce the fuel cost of the user, but also make the battery SOC consistent with the target SOC value after the working condition ends, thereby meeting the needs of some car companies to force the user to keep the power.

[0147] The technical scheme of the embodiments of the present application can be used for energy management distribution of hybrid vehicles, improves the equivalent consumption fuel minimum formula algorithm, saves the engine fuel consumption value per 100 kilometers, makes the engine work in the high-efficiency interval, significantly improves the fuel economy under the premise of meeting the vehicle power performance, and the battery SOC is basically consistent with the target SOC value after the working condition ends, so as to achieve the purpose of converging the battery power. At the same time, the battery life is prolonged, the manpower and time of calibration are saved, thereby facilitating the efficient optimization control strategy.

[0148] Figure 5 A structure diagram of an energy management device provided by the embodiments of the present application is shown in FIG. 1. Figure 5 As shown in FIG. 1, 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.

[0149] The first obtaining module 11 is configured to obtain an engine torque sequence, an engine speed sequence and a battery power sequence, the engine torque sequence comprising a plurality of engine torques, the engine speed sequence comprising a plurality of engine speeds, and the battery power sequence comprising a plurality of battery powers. The first generating module 12 is configured to generate a plurality of equivalent engine fuel consumption rates of electric energy according to a plurality of obtained SOC penalty terms, a plurality of obtained SOH penalty terms, a plurality of obtained oil-electricity equivalent factors and a plurality of obtained battery powers, wherein the oil-electricity equivalent factors are generated based on an offline oil-electricity equivalent factor base value. The second generating module 13 is configured to generate a plurality of engine fuel consumption rates according to a plurality of engine torques and a plurality of engine speeds. The third generating module 14 is configured to generate a total instantaneous minimum equivalent fuel consumption operating point according to a plurality of engine fuel consumption rates and a plurality of equivalent engine fuel consumption rates of electric energy. The first determining module 15 is configured to determine a target operating mode and a driving command according to the total instantaneous minimum equivalent fuel consumption operating point and a current vehicle operating state.

[0150] In a possible implementation, when the driving mode is the series mode or the pure electric mode, the first obtaining module 11 is specifically configured to make the engine operating point on a minimum fuel consumption curve, obtain a plurality of minimum fuel consumption values corresponding to the plurality of engine operating points from the minimum fuel consumption curve, query engine torques and engine speeds corresponding to the plurality of minimum fuel consumption values from a set correspondence between fuel consumption values and engine torques and engine speeds, and generate a plurality of battery powers according to a plurality of obtained driving motor powers.

[0151] In a possible implementation, when the driving mode is the parallel mode, the first obtaining module 11 is specifically configured to calculate a plurality of engine speeds according to a plurality of vehicle speeds and speed ratios, make the engine torque operating point discrete between a difference between an optimal torque point and a calibration value and a maximum torque value at the plurality of engine speeds to obtain a plurality of engine torques, and determine the battery power according to a comparison result of an obtained driver demand torque and the engine torque.

[0152] In a possible implementation, the apparatus further includes a second determining module 16. The second determining module 16 is configured to obtain the driver demand torque according to an obtained original demand torque and maximum demand torques of different driving modes according to a set torque obtaining rule.

[0153] In a possible implementation, the second generating module 13 is specifically configured to calculate a plurality of engine fuel consumption rates according to a plurality of engine torques and a plurality of engine speeds by using an engine fuel consumption rate MAP.

[0154] In a possible implementation, the third generation module 14 is specifically configured to generate the total instantaneous minimum equivalent fuel consumption operating point by using a Hamilton function on the plurality of engine fuel consumption rates and the plurality of equivalent engine fuel consumption rates of electric energy.

[0155] 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 configured to acquire the offline oil-electric equivalent factor basic value; and the fourth generation module 18 is configured to generate the oil-electric equivalent factor according to the offline oil-electric equivalent factor basic value, the acquired battery SOC, and a target SOC value.

[0156] In a possible implementation, the second acquisition module 17 is specifically configured to set a value range of the driver demand torque, a value range of the battery SOC, and a value range of the oil-electric equivalent factor initial value; divide the value range of the driver demand torque, the value range of the battery SOC, and the value range of the oil-electric equivalent factor initial value into a set number of fuzzy subsets by using a membership function; establish a fuzzy rule base according to the fuzzy subsets based on a set control rule, the fuzzy rule base including a corresponding relationship between the driver demand torque and the battery SOC and the oil-electric equivalent factor initial value; establish a fuzzy rule graph according to the fuzzy rule base, the horizontal coordinates of the fuzzy rule graph being the driver demand torque and the battery SOC respectively, and the vertical coordinate of the fuzzy rule graph being the oil-electric equivalent factor initial value; and perform defuzzification processing on the fuzzy rule graph by using a defuzzification algorithm to obtain the oil-electric equivalent factor basic value.

[0157] In a possible implementation, different driving modes correspond to different sequence point ranges at each moment, each of the sequence point ranges including a plurality of sequence points, and each of the sequence points in the sequence point range having corresponding engine torque, engine speed, and battery power. The first determination module 15 is specifically configured to query a driving command corresponding to the total instantaneous minimum equivalent fuel consumption operating point from a corresponding relationship between fuel consumption operating points and driving commands; index a sequence point range in which a sequence point corresponding to the total instantaneous minimum equivalent fuel consumption operating point is located according to the sequence point of the total instantaneous minimum equivalent fuel consumption operating point; determine a driving mode corresponding to the indexed sequence point range as a to-be-switched driving mode; and determine the target operating mode as the to-be-switched driving mode or a current vehicle driving mode according to the current vehicle operating state according to a set switching condition.

[0158] In the technical scheme provided by the embodiment of the present application, the online oil-electricity equivalent factor is generated based on the offline oil-electricity equivalent factor basic value, the plurality of SOC penalty terms, the plurality of SOH penalty terms, the plurality of oil-electricity equivalent factors and the plurality of battery powers are used to generate the plurality of electric energy equivalent engine fuel consumption rates, so that the energy management method can be real-time, thereby adapting to the actual driving process of the driver, balancing the battery power and prolonging the battery life.

[0159] The embodiment of the present application provides a computer readable storage medium, which comprises a stored program, wherein the program controls a whole vehicle controller where the storage medium is located to execute the energy management method when the program is running.

[0160] The embodiment of the present application provides a whole 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 comprise instructions, when the instructions are executed by the whole vehicle controller, the whole vehicle controller executes the energy management method.

[0161] Figure 6 The structure schematic diagram of the whole vehicle controller provided by the embodiment of the present application is shown in the figure, Figure 6 The whole vehicle controller 20 comprises: a processor 21, a memory 22 and a computer program 23 stored in the memory 22 and executable on the processor 21, and the computer program 23 is executed by the processor 21 to realize the application to the energy management method in the embodiment, to avoid repetition, which will not be described here.

[0162] The whole vehicle controller 20 comprises, but is not limited to, the processor 21 and the memory 22. Those skilled in the art can understand that, Figure 6 The whole vehicle controller 20 is only an example and does not constitute a limitation on the whole vehicle controller 20, and can comprise more or less components than the figure, or combine certain components, or different components, for example, the whole vehicle controller 20 can also comprise an input and output device, a network access device, a bus and the like.

[0163] The processor 21 can be a central processing unit (CPU), and can also be other general-purpose processors, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic device, discrete hardware component, etc. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor.

[0164] The memory 22 can be an internal storage unit of the vehicle controller 20, for example, a hard disk or a memory of the vehicle controller 20. The memory 22 can also be an external storage device of the vehicle controller 20, for example, a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. Further, the memory 22 can include both the internal storage unit and the external storage device of the vehicle controller 20. The memory 22 is used to store computer programs and other programs and data required by the vehicle controller 20. The memory 22 can also be used to temporarily store data that has been output or will be output.

[0165] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the system, device and unit described above can refer to the corresponding process in the foregoing method embodiments, which will not be repeated here.

[0166] In several embodiments provided in the present application, it should be understood that the disclosed system, device and method 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, and actual implementation can have another division manner, for example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the units shown or discussed can be indirect coupling or communication connection through some interface, device or unit, and can be electrical, mechanical or other forms.

[0167] The units described as separate components may or may not be physically separate, and the components displayed as units may or may not be physical units, that is, may be located in one place, or may be distributed on multiple network units. Part or all of the units can be selected according to actual needs to achieve the purpose of the embodiment scheme.

[0168] In addition, the functional units in each embodiment of the present application can be integrated in one processing unit, or each unit can be physically present separately, or two or more units can be integrated in one unit. The integrated unit can be realized in the form of hardware or in the form of hardware plus software functional unit.

[0169] The integrated unit realized in the form of software functional unit can be stored in a computer readable storage medium. The software functional unit stored in a storage medium includes a plurality of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) or a processor (Processor) to execute part of the steps of the method described in each embodiment of the present application. The foregoing storage medium includes: U disk, mobile hard disk, read-only memory (Read-Only Memory, ROM), random access memory (Random Access Memory, RAM), magnetic disk or optical disk and various program code storage media.

[0170] The above is only the preferred embodiment of the present application, and is not used to limit the present application, any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the scope of protection of the present application.

Claims

1. An energy management method, characterized by, The method comprises the following steps: obtaining an engine torque sequence, an engine speed sequence and a battery power sequence, the engine torque sequence comprising a plurality of engine torques, the engine speed sequence comprising a plurality of engine speeds, and the battery power sequence comprising a plurality of battery powers; generating a plurality of electric energy equivalent engine fuel consumption rates according to the obtained plurality of SOC penalty terms, a plurality of SOH penalty terms, a plurality of oil-electricity equivalent factors and a plurality of the battery powers, wherein the oil-electricity equivalent factor is generated based on an offline oil-electricity equivalent factor base value; generating a plurality of engine fuel consumption rates according to the plurality of engine torques and the plurality of engine speeds; generating a total instantaneous minimum equivalent fuel consumption working point according to the plurality of engine fuel consumption rates and the plurality of electric energy equivalent engine fuel consumption rates; determining a target operating mode and a driving command according to the total instantaneous minimum equivalent fuel consumption working point and a current vehicle operating state; if the driving mode is a parallel mode, the obtaining of the engine torque sequence, the engine speed sequence and the battery power sequence comprises: calculating a plurality of engine speeds according to a plurality of vehicle speeds and speed ratios; discretizing the engine torque working point between the difference between the optimal torque point and the calibration value of the engine speed and the maximum torque value to obtain a plurality of engine torques; determining the battery power according to the comparison result of the obtained driver demand torque and the engine torque; before the determining of the battery power according to the comparison result of the obtained driver actual demand torque and the engine torque, the method further comprises: obtaining the driver demand torque according to the obtained original demand torque and the maximum demand torque of different driving modes according to a set torque acquisition rule.

2. The method of claim 1, wherein, if the driving mode is a series mode or a pure electric mode, the obtaining of the engine torque sequence, the engine speed sequence and the battery power sequence comprises: making the engine working point on the minimum fuel consumption curve, and obtaining a plurality of minimum fuel consumption values corresponding to the plurality of engine working points from the minimum fuel consumption curve; querying the engine torque and the engine speed corresponding to the plurality of minimum fuel consumption values from the set correspondence between the fuel consumption value and the engine torque and the engine speed; generating a plurality of the battery powers according to the obtained plurality of driving motor powers.

3. The method of claim 1, wherein, The generating of the plurality of engine fuel consumption rates according to the plurality of engine torques and the plurality of engine speeds comprises: calculating the plurality of engine torques and the plurality of engine speeds by using an engine fuel consumption rate MAP to generate the plurality of engine fuel consumption rates.

4. The method of claim 1, wherein, The generating of the total instantaneous minimum equivalent fuel consumption working point according to the plurality of engine fuel consumption rates and the plurality of electric energy equivalent engine fuel consumption rates comprises: generating the total instantaneous minimum equivalent fuel consumption working point by using a Hamilton function on the plurality of engine fuel consumption rates and the plurality of electric energy equivalent engine fuel consumption rates.

5. The method of claim 1, wherein, Before the generating of the plurality of electric energy equivalent engine fuel consumption rates according to the obtained plurality of SOC penalty terms, a plurality of SOH penalty terms, a plurality of oil-electricity equivalent factors and a plurality of the battery powers, the method further comprises: acquire the offline oil-electricity equivalent factor basic value; generate the oil-electricity equivalent factor according to the offline oil-electricity equivalent factor basic value, the acquired battery SOC and a target SOC value.

6. The method of claim 5, wherein, The acquiring the offline oil-electricity equivalent factor basic value comprises: setting a value range of the driver demand torque, a value range of the battery SOC and a value range of the oil-electricity equivalent factor initial value; dividing the value range of the driver demand torque, the value range of the battery SOC and the value range of the oil-electricity equivalent factor initial value into a set number of fuzzy subsets through a membership function; establishing a fuzzy rule base according to the fuzzy subsets based on a set control rule, the fuzzy rule base comprising a corresponding relationship between the driver demand torque and the battery SOC and the oil-electricity equivalent factor initial value; establishing a fuzzy rule graph according to the fuzzy rule base, the horizontal coordinates of the fuzzy rule graph being the driver demand torque and the battery SOC respectively, and the vertical coordinate of the fuzzy rule graph being the oil-electricity equivalent factor initial value; carrying out defuzzification processing on the fuzzy rule graph through a defuzzification algorithm to obtain the oil-electricity equivalent factor basic value.

7. The method of claim 1, wherein, Different driving modes correspond to different sequence point ranges at each time, the sequence point range comprising a plurality of sequence points, each sequence point in the sequence point range having corresponding engine torque, engine speed and battery power; The determining the target running mode and the driving command corresponding to the target running mode according to the total instantaneous minimum equivalent fuel consumption working point and the current vehicle running state comprises: querying 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; indexing the sequence point range in which the sequence point corresponding to the total instantaneous minimum equivalent fuel consumption working point is located according to the total instantaneous minimum equivalent fuel consumption working point; determining the driving mode corresponding to the indexed sequence point range as the to-be-switched driving mode; determining the target running mode to be the to-be-switched driving mode or the current vehicle driving mode according to the current vehicle running state in accordance with the set switching condition.

8. An energy management device, characterized by comprise: a first acquisition module configured to acquire an engine torque sequence, an engine speed sequence and a battery power sequence, the engine torque sequence comprising a plurality of engine torques, the engine speed sequence comprising a plurality of engine speeds, and the battery power sequence comprising a plurality of battery powers; a first generation module configured to generate a plurality of electric energy equivalent engine fuel consumption rates according to a plurality of acquired SOC penalty terms, a plurality of SOH penalty terms, a plurality of oil-electricity equivalent factors and a plurality of battery powers, wherein the oil-electricity equivalent factors are generated based on an acquired offline oil-electricity equivalent factor basic value; a second generation module configured to generate a plurality of engine fuel consumption rates according to a plurality of engine torques and a plurality of engine speeds; a third generation module configured to generate a total instantaneous minimum equivalent fuel consumption working point according to a plurality of engine fuel consumption rates and a plurality of electric energy equivalent engine fuel consumption rates; The first determining module is configured to determine a target operation mode and a driving command according to the total instantaneous minimum equivalent fuel consumption operation point and a current vehicle operation state. If the driving mode is the parallel mode, the first obtaining module is specifically configured to calculate a plurality of engine speeds according to a plurality of vehicle speeds and speed ratios; disperse the difference between an optimal torque point and a calibration value of an engine torque operation point at the engine speeds to a maximum torque value to obtain a plurality of engine torques; and determine the battery power according to a comparison result of the obtained driver demand torque and the engine torque. The device further includes a second determining module configured to obtain the driver demand torque according to the obtained original demand torque and the maximum demand torque of different driving modes in accordance with a set torque obtaining rule.

9. A vehicle control unit, characterized by, Comprise: One or more processors; Memory; And one or more computer programs, wherein the one or more computer programs are stored in the memory, the one or more computer programs include instructions, when the instructions are executed by the whole vehicle controller, make the whole vehicle controller execute the energy management method of any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer readable storage medium includes a stored program, wherein the program controls the whole vehicle controller where the computer readable storage medium is located to execute the energy management method of any one of claims 1 to 7 when the program runs.

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