Vehicle power real-time accurate regulation and control method and system and vehicle

Abstract

The invention discloses a vehicle power real-time accurate regulation and control method and system and a vehicle. The method comprises the following steps: formulating SOC balance points corresponding to different driving modes in different special working condition scenes; constructing a whole vehicle resistance power model based on the simulated real-time portraits of different special working condition scenes of the vehicle; calculating the current resistance power of the vehicle based on a whole vehicle resistance power model; determining a current special working condition scene of the vehicle based on the current resistance power; determining a current SOC balance point based on the current driving mode and the current special working condition scene of the vehicle; calculating a target unit power consumption change rate of the vehicle based on the current SOC balance point and the actual SOC; constructing a power offset coefficient dynamic adjustment model; and based on the target unit power consumption change rate and the basic calibration power, vehicle power real-time accurate regulation and control are carried out through a power offset coefficient dynamic regulation model. According to the invention, the power of the whole vehicle can be accurately adjusted in real time, and the power requirements of strong power protection and accurate regulation and control under different special working condition scenes are ensured.

Description

Technical Field

[0001] The present invention belongs to the field of vehicle technology, and more specifically, relates to a method, system and vehicle for real-time and precise control of vehicle power. Background Art

[0002] Special working conditions such as snow, mud, sand and mountain roads are common off-road scenes. Different scenes are quite different. How to maintain the best power and comfort in different special working conditions is an important part of verifying the reliability and quality of off-road vehicles. Compared with traditional off-road vehicles, hybrid off-road vehicles have significant differences in software and hardware structure and control methods, and complex and changeable special working conditions have put forward higher requirements for the development of hybrid off-road vehicle energy management.

[0003] The research results show that hybrid off-road vehicles have achieved basic functions under special working conditions. However, due to the differences in different scenarios, most of the traditional software strategies are developed for the functional characteristics of a certain scenario in actual development. For example, in the uphill working condition, power offset will be performed based on the actual slope, vehicle speed and other scenarios to ensure the balance of power when going up and down the mountain. Although this method covers the working condition characteristics of a single scenario more comprehensively, the strategy development and calibration process is cumbersome and inefficient, and requires a lot of manpower and material costs. If the snow, mud and other working conditions are calibrated according to the heavy load, shallow snow or shallow mud will easily lead to the problem of loud noise. Similarly, if the deep snow or deep mud is calibrated according to the comfort, it will easily lead to the problem of difficulty in maintaining power. In summary, it can be seen that if each scenario has a separate set of strategies or calibrations, that is, different special working conditions use multiple control strategies, the development cycle and time cost are high, the software structure is complex, and the scalability, flexibility and reliability are not high. If a set of strategies or calibrations are used, it is difficult to guarantee the power and comfort functions.

[0004] Realizing the basic functions of hybrid off-road vehicles under special working conditions only means good, not necessarily excellent. How to achieve the functions while studying the feasibility of optimizing the energy management software strategy and architecture, improving the reliability and robustness of the model, and achieving cost reduction and efficiency improvement are the current research focuses and hotspots in the field of energy management of hybrid off-road vehicles.

[0005] The information disclosed in the background technology section of the present invention is only intended to deepen the understanding of the general background technology of the present invention, and should not be regarded as acknowledging or suggesting in any form that the information constitutes the prior art already known to those skilled in the art. Summary of the invention

[0006] The purpose of the present invention is to propose a method, system and vehicle for real-time precise control of vehicle power, so as to solve the problems of adopting multiple control strategies for different special working conditions, resulting in high development cycle and time cost, complex software structure, low expansibility, flexibility and reliability, and the problem that it is difficult to ensure power and comfort functions when adopting a set of strategies or calibrations.

[0007] To achieve the above objectives, the present invention proposes a method, system and vehicle for real-time and precise control of vehicle power.

[0008] According to a first aspect of the present invention, a method for real-time precise control of vehicle power is proposed, comprising:

[0009] Formulate SOC balance points corresponding to different driving modes under different special working conditions;

[0010] Construct the vehicle resistance power model based on the simulated real-time portraits of different special working conditions of the vehicle;

[0011] Calculating the current drag power of the vehicle based on the whole vehicle drag power model;

[0012] Determining a current special operating scenario of the vehicle based on the current resistance power;

[0013] Determining a current SOC balance point based on a current driving mode of the vehicle and the current special operating scenario;

[0014] Calculating a target unit power consumption change rate of the vehicle based on the current SOC balance point and the actual SOC;

[0015] Construct a dynamic adjustment model for power offset coefficient;

[0016] Based on the target unit power consumption change rate and the basic calibrated power value, the vehicle power is accurately controlled in real time through the power offset coefficient dynamic adjustment model.

[0017] Optionally, it also includes:

[0018] Determine whether to carry out real-time precise control of vehicle power based on the real-time energy consumption per unit mileage;

[0019] If the real-time energy consumption per unit mileage is greater than or equal to the set energy consumption threshold and lasts for a first set time, the vehicle power real-time precise control state is activated to perform real-time precise control of the vehicle power, and the corresponding state flag is set to 1;

[0020] If the real-time energy consumption per unit mileage is less than the set energy consumption threshold and lasts for a second set time, the inactive state is maintained / the vehicle power real-time precise control state is exited, and the state flag is maintained at 0 / the state flag is set to 0.

[0021] Optionally, the power offset coefficient dynamic adjustment model includes:

[0022] PID control model.

[0023] Optionally, the real-time precise control of vehicle power based on the target unit power consumption change rate and the basic calibrated power value through the power offset coefficient dynamic adjustment model includes:

[0024] Determine the actual unit power consumption change rate based on the actual SOC and mileage change trend within a unit time;

[0025] Obtaining a unit power consumption difference rate based on the target unit power consumption change rate of the vehicle and the actual unit power consumption change rate;

[0026] Taking the unit power consumption difference rate as the input of the power offset coefficient dynamic adjustment model, carrying out PID control through the power offset coefficient dynamic adjustment model, and outputting the actual power offset coefficient;

[0027] The output power of the vehicle is adjusted based on the actual power deviation coefficient so that the output power matches the current resistance power.

[0028] Optionally, the real-time precise control of vehicle power further includes:

[0029] Set the protection threshold range of the power offset coefficient;

[0030] If the actual power offset coefficient is less than the lower limit value of the protection threshold range, setting the actual power offset coefficient to the lower limit value;

[0031] If the actual power offset coefficient is greater than the upper limit value of the protection threshold range, the actual power offset coefficient is set to the upper limit value.

[0032] Optionally, the target unit power consumption change rate is calculated as follows:

[0033]

[0034] Among them, RC tar Indicates the target unit power consumption change rate, The relationship vector representing the change trend of the actual SOC deviating from the SOC equilibrium point within the set driving time, It represents the relationship vector of historical data, NVH parameters, power and economy under the current special working condition with the current driving mode and actual SOC changes, P data Indicates the historical data of the current driving mode and actual SOC changes under the current special working conditions. Indicates the change vector of NVH parameters that change with the current driving mode and actual SOC under the current special working condition. Indicates the change vector of power and economy under the current special working condition with the current driving mode and actual SOC, V h Indicates the current vehicle speed, Vmd Indicates the current driving mode, ACC ped Indicates the current accelerator pedal opening, T i Indicates the set driving time, ΔSOC indicates the difference between the actual SOC and the current SOC balance point, SOC act Indicates the actual SOC, SOC tar Indicates the current SOC balance point.

[0035] Optionally, the vehicle resistance power model is:

[0036] P F =fSOC act ,ACC ped ,F fwhl ,V h ,G m ,R Q ,T i ;

[0037] Among them, P F Indicates the current resistance power of the vehicle, F fwhl Indicates the required power at the wheel end, G m Represents the current mass of the vehicle, R Q Represents the vehicle tire radius, V h Indicates actual vehicle speed.

[0038] Optionally, determining the SOC balance points corresponding to different driving modes under different special operating conditions includes:

[0039] Based on the analysis of different special working conditions and power and economy requirements, as well as the comprehensive performance standards of driving experience, quietness and energy consumption under different special working conditions, combined with different driving modes, the actual vehicle calibration method is used to determine the optimal operating range of the SOC corresponding to different driving modes under different special working conditions, and based on the optimal operating range, the SOC balance point corresponding to different driving modes under different special working conditions is determined.

[0040] According to a second aspect of the present invention, a vehicle power real-time precise control system is proposed, comprising:

[0041] A formulation module is used to formulate the SOC balance points corresponding to different driving modes under different special working conditions;

[0042] The first building module is used to build a vehicle resistance power model based on the simulated real-time portraits of different special working conditions of the vehicle;

[0043] A first calculation module, used for calculating the current drag power of the vehicle based on the whole vehicle drag power model;

[0044] A first determination module, configured to determine a current special operating scenario of the vehicle based on the current resistance power;

[0045] A second determination module, configured to determine a current SOC balance point based on a current driving mode of the vehicle and the current special operating scenario;

[0046] A second calculation module, configured to calculate a target unit power consumption change rate of the vehicle based on the current SOC balance point and the actual SOC;

[0047] The second building module is used to build a dynamic adjustment model of power offset coefficient;

[0048] The control module is used to carry out real-time and precise control of vehicle power based on the target unit power consumption change rate and the basic calibrated power value through the power offset coefficient dynamic adjustment model.

[0049] According to a third aspect of the present invention, a vehicle is provided, wherein the vehicle comprises the vehicle power real-time precise control system as described in the second aspect.

[0050] The beneficial effects of the present invention are as follows: the present invention ensures that the SOC in different driving modes under different special working conditions can be maintained at the optimal point of the comprehensive performance of the whole vehicle within the operating range set for it by formulating the SOC balance points corresponding to different driving modes under different special working conditions; the current resistance power is calculated by the whole vehicle resistance power model including the simulated real-time portrait of different special working conditions of the vehicle, and then the current special working condition is determined, and then the current SOC balance point is determined in combination with the current driving mode, and the target unit power consumption change rate of the vehicle is calculated according to the current SOC balance point and the actual SOC, so as to construct a power bias according to the target unit power consumption change rate of the vehicle and the current resistance power. The dynamic adjustment model of the power shift coefficient is used to carry out real-time and precise regulation of vehicle power, so that when the vehicle is working under heavy load conditions, closed-loop control is performed based on the actual power consumption speed and the mileage change law. When the power consumption is continuously fast, the power shift coefficient is adjusted in real time to provide greater power to ensure dynamics. Similarly, when working under light load conditions, a relatively small power is output to ensure comfort. The power retention and dynamics requirements of multiple special working scenarios are met by real-time regulation of the power shift coefficient, which provides an effective idea and theoretical support for solving the problems of long development and calibration cycle, low efficiency and low reliability caused by the high complexity of software in special working conditions such as sand, mud or mountain roads for hybrid off-road vehicles.

[0051] The system of the present invention has other characteristics and advantages, which will be apparent from the drawings incorporated herein and the following detailed description, or will be described in detail in the drawings incorporated herein and the following detailed description, which together serve to explain the specific principles of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] The above and other objects, features and advantages of the present invention will become more apparent through a more detailed description of exemplary embodiments of the present invention in conjunction with the accompanying drawings, in which like reference numerals generally represent like components.

[0053] Figure 1 A flow chart showing the steps of a method for real-time precise control of vehicle power according to the present invention.

[0054] Figure 2 A flow chart showing the steps of a method for real-time precise control of vehicle power according to a second embodiment of the present invention.

[0055] Figure 3 A flow chart of dynamic adjustment of power offset coefficient according to the second embodiment of the present invention is shown. DETAILED DESCRIPTION

[0056] The present invention will be described in more detail below with reference to the accompanying drawings. Although preferred embodiments of the present invention are shown in the accompanying drawings, it should be understood that the present invention can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided to make the present invention more thorough and complete, and to fully convey the scope of the present invention to those skilled in the art.

[0057] like Figure 1 As shown, a vehicle power real-time precise control method according to the present invention includes:

[0058] Formulate SOC balance points corresponding to different driving modes under different special working conditions;

[0059] Construct the vehicle resistance power model based on the simulated real-time portraits of different special working conditions of the vehicle;

[0060] Calculate the current drag power of the vehicle based on the vehicle drag power model;

[0061] Determine the current special operating scenario of the vehicle based on the current drag power;

[0062] Determine the current SOC balance point based on the vehicle's current driving mode and current special operating scenario;

[0063] Calculate the target unit power consumption change rate of the vehicle based on the current SOC balance point and the actual SOC;

[0064] Construct a dynamic adjustment model for power offset coefficient;

[0065] Based on the target unit power consumption change rate and basic rated power, the power of the vehicle is precisely controlled in real time through the power offset coefficient dynamic adjustment model.

[0066] Specifically, based on the analysis of the characteristics of special working conditions such as snow, mud, mountains, and mountain roads, it is found that there are large differences in different scenarios under the same working condition, such as deep snow and shallow snow, deep mud and shallow mud. If a set of snow strategies or mud strategies is adopted, it is difficult to meet the needs of different scenarios. The present invention comprehensively considers the comprehensive performance standards of driving experience, quietness and energy consumption under different special working conditions, combines different driving modes (forced pure electric, pure electric priority, fuel priority, and oil-electric hybrid), and sets the optimal operating range of SOC (or reasonable operating range) to ensure that the SOC of the vehicle in different driving modes under special working conditions can be maintained at its Within the set operating range, SOC balance points are formulated for different driving modes, and the balance points represent the optimal point of the vehicle's comprehensive performance within the optimal SOC operating range. By analyzing the characteristics of the above-mentioned special working conditions such as snow, mud, and sand, a real-time portrait of the vehicle's various special working conditions is constructed based on their commonalities and particularities. The vehicle's resistance power (load) model is reconstructed with variables such as throttle opening, wheel-end resistance, actual SOC, and vehicle speed as inputs, and the resistance power is output in real time to reflect the vehicle's operating status under different special working conditions. If the resistance power value is small, it means that a larger power is not required under the working conditions at that moment. output, such as shallow mud, shallow snow and other scenes; similarly, if the resistance power value is large, the vehicle needs to provide a relatively high power output to ensure power and power conservation, such as deep mud, deep snow and other scenes; that is, this resistance power model can be used to map the performance characteristics of the vehicle in different special working conditions. The vehicle needs to match the output power according to the calculated resistance power value to meet the current scene requirements; the current special working condition of the vehicle is determined according to the current resistance power, and the current SOC balance point is determined in combination with the current driving mode of the vehicle. The actual SOC represents the actual state of the battery of the vehicle in the current special working condition. By comparing and analyzing the actual SO The difference between C and the balance point SOC determines the degree of deviation between the actual SOC and the balance point, and clarifies the change law and trend of the actual SOC value deviating from the balance point under the current special working condition. The higher the deviation between the actual SOC and the balance point SOC, the larger the SOC value that needs to be controlled in the next certain period of time, and the more aggressive the control strategy. Similarly, if the deviation between the SOC and the balance point SOC is small, it means that the smaller the SOC change range that needs to be controlled is, the more gentle the control strategy is; the higher the SOC difference, the larger the target unit power consumption change rate is, which means that the offset coefficient of the later control is also larger, and the power output is relatively higher. By constructing a dynamic adjustment model for the power offset coefficient, the real-time and precise adjustment and output of the vehicle power is achieved based on the vehicle's target unit power consumption change rate, and the self-correction control of the extended-range power offset coefficient is achieved. The power offset coefficient value is output in real time, combined with the basic calibrated power value in the early stage, the real-time and precise adjustment and output of the vehicle power is achieved, ensuring the strong power retention and precise control of the power requirements under different special working conditions.

[0067] In one example, it also includes:

[0068] Determine whether to carry out real-time precise control of vehicle power based on the real-time energy consumption per unit mileage;

[0069] If the real-time energy consumption per unit mileage is greater than or equal to the set energy consumption threshold and lasts for a first set time, the vehicle power real-time precise control state is activated to perform real-time precise control of the vehicle power, and the corresponding state flag is set to 1;

[0070] If the real-time energy consumption per unit mileage is less than the set energy consumption threshold and lasts for the second set time, the inactive state will be maintained / the vehicle power real-time precise control state will be exited, and the status flag will be maintained at 0 / the status flag will be set to 0.

[0071] In one example, the power offset coefficient dynamic adjustment model includes:

[0072] PID control model.

[0073] In one example, based on the target unit power consumption change rate and the basic rated power, the power offset coefficient dynamic adjustment model is used to carry out real-time precise control of vehicle power, including:

[0074] Determine the actual unit power consumption change rate based on the actual SOC and mileage change trend within a unit time;

[0075] A unit power consumption difference rate is obtained based on the target unit power consumption change rate of the vehicle and the actual unit power consumption change rate;

[0076] The unit power consumption difference rate is used as the input of the dynamic adjustment model of the power offset coefficient, PID control is carried out through the dynamic adjustment model of the power offset coefficient, and the actual power offset coefficient is output;

[0077] Adjust the vehicle's output power based on the actual power offset factor to match the current drag power.

[0078] Specifically, based on the analysis of the trend and law of SOC and mileage changes in unit time, the actual unit power consumption change rate is determined and fed back in real time; wherein, the actual unit power consumption change rate = △SOC / △mileage, and the actual unit power consumption change rate reflects the power consumption per unit mileage in the current time period. If the actual unit power consumption change rate is larger, it means that the power consumption per unit mileage is faster. By comparing the difference between the target unit power consumption change rate and the actual unit power consumption change rate, the difference between the target unit power consumption change rate and the actual unit power consumption change rate in the driving mode under the special working condition is determined. With the difference rate value as input, the power offset coefficient self-correction control is realized through the power offset coefficient dynamic adjustment model, and the power offset coefficient value is output in real time. Combined with the basic calibrated power value, the real-time and precise adjustment and output of the vehicle power are realized, ensuring the strong power retention and precise control of the power requirements in different special scenarios. The dynamic adjustment model of the power offset coefficient is implemented through PID. Each time the control state is activated (i.e., the mark position 1), it indicates that a special operating condition scenario has been entered, and the I item begins to accumulate. In the initial stage, the actual unit power consumption change rate deviates from the target unit power consumption by a small amount, that is, the difference rate value is small, and the I item accumulation is small. Therefore, the PI adjustment degree is weak in the initial stage. On the contrary, if the load is high for a long time, the greater the SOC deviates from the target value and the higher the difference rate value, the more the I item accumulates and the greater the PI adjustment degree. If a small load is generated during this process due to a decrease in the throttle opening, the I item changes synchronously and the PI adjustment degree is weakened synchronously.

[0079] In one example, real-time precise control of vehicle power also includes:

[0080] Set the protection threshold range of the power offset coefficient;

[0081] If the actual power offset coefficient is less than the lower limit of the protection threshold range, the actual power offset coefficient is set to the lower limit;

[0082] If the actual power offset coefficient is greater than the upper limit value of the protection threshold range, the actual power offset coefficient is set to the upper limit value.

[0083] Specifically, in order to avoid excessive power calculated during small and medium throttle operations, which would affect driving NVH and driving experience, a protection threshold range of the power offset coefficient is set as a protection condition. If the actual power offset coefficient is less than the lower limit of the protection threshold range, the actual power offset coefficient is set to the lower limit; if the actual power offset coefficient is greater than the upper limit of the protection threshold range, the actual power offset coefficient is set to the upper limit; if the actual power offset coefficient is within the protection threshold range, the subsequent calculation is based on the calculated actual power offset coefficient value to ensure that the power output of the entire vehicle is more reliable and reasonable.

[0084] In one example, the target unit power consumption change rate is calculated as:

[0085]

[0086] Among them, RC tar Indicates the target unit power consumption change rate, The relationship vector representing the change trend of the actual SOC deviating from the SOC equilibrium point within the set driving time, It represents the relationship vector of historical data, NVH parameters, power and economy under the current special working condition with the current driving mode and actual SOC changes, P data Indicates the historical data of the current driving mode and actual SOC changes under the current special working conditions. Indicates the change vector of NVH parameters that change with the current driving mode and actual SOC under the current special working condition. Indicates the change vector of power and economy under the current special working condition with the current driving mode and actual SOC, V h Indicates the current vehicle speed, V md Indicates the current driving mode, ACC ped Indicates the current accelerator pedal opening, T i Indicates the set driving time, ΔSOC indicates the difference between the actual SOC and the current SOC balance point, SOC act Indicates the actual SOC, SOC tar Indicates the current SOC balance point.

[0087] In one example, the vehicle drag power model is:

[0088] P F =fSOC act ,ACC ped ,F fwhl ,V h ,G m ,R Q ,T i ;

[0089] Among them, P F Indicates the current resistance power of the vehicle, F fwhl Indicates the required power at the wheel end, G m Represents the current mass of the vehicle, R Q Represents the vehicle tire radius, V h Indicates actual vehicle speed.

[0090] In one example, determining the SOC balance points corresponding to different driving modes under different special operating conditions includes:

[0091] Based on the analysis of different special working conditions and power and economic requirements, as well as the comprehensive performance standards of driving experience, quietness and energy consumption under different special working conditions, combined with different driving modes, the actual vehicle calibration method is used to determine the optimal operating range of SOC corresponding to different driving modes under different special working conditions. Based on the optimal operating range, the SOC balance point corresponding to different driving modes under different special working conditions is determined.

[0092] The present invention is further described below in conjunction with the accompanying drawings and specific embodiments, but is not intended to be limiting of the present invention. It should be noted that the embodiments and features in the embodiments of the present invention may be combined with each other without conflict.

[0093] Embodiment 1

[0094] This embodiment provides a method for real-time precise control of vehicle power, including:

[0095] Formulate SOC balance points corresponding to different driving modes under different special working conditions;

[0096] Construct the vehicle resistance power model based on the simulated real-time portraits of different special working conditions of the vehicle;

[0097] Calculate the current drag power of the vehicle based on the vehicle drag power model;

[0098] Determine the current special operating scenario of the vehicle based on the current drag power;

[0099] Determine the current SOC balance point based on the vehicle's current driving mode and current special operating scenario;

[0100] Calculate the target unit power consumption change rate of the vehicle based on the current SOC balance point and the actual SOC;

[0101] Construct a dynamic adjustment model for power offset coefficient;

[0102] Based on the target unit power consumption change rate and the basic calibrated power value, the power of the vehicle is precisely controlled in real time through the power offset coefficient dynamic adjustment model.

[0103] Also includes:

[0104] Determine whether to carry out real-time precise control of vehicle power based on the real-time energy consumption per unit mileage;

[0105] If the real-time energy consumption per unit mileage is greater than or equal to the set energy consumption threshold and lasts for a first set time, the vehicle power real-time precise control state is activated to perform real-time precise control of the vehicle power, and the corresponding state flag is set to 1;

[0106] If the real-time energy consumption per unit mileage is less than the set energy consumption threshold and lasts for the second set time, the inactive state will be maintained / the vehicle power real-time precise control state will be exited, and the status flag will be maintained at 0 / the status flag will be set to 0.

[0107] The power offset coefficient dynamic adjustment model includes:

[0108] PID control model.

[0109] Based on the target unit power consumption change rate and the basic calibrated power value, the power deviation coefficient dynamic adjustment model is used to carry out real-time precise control of vehicle power, including:

[0110] Determine the actual unit power consumption change rate based on the actual SOC and mileage change trend within a unit time;

[0111] A unit power consumption difference rate is obtained based on the target unit power consumption change rate of the vehicle and the actual unit power consumption change rate;

[0112] The unit power consumption difference rate is used as the input of the dynamic adjustment model of the power offset coefficient, PID control is carried out through the dynamic adjustment model of the power offset coefficient, and the actual power offset coefficient is output;

[0113] Adjust the vehicle's output power based on the actual power offset factor to match the current drag power.

[0114] Real-time and precise control of vehicle power also includes:

[0115] Set the protection threshold range of the power offset coefficient;

[0116] If the actual power offset coefficient is less than the lower limit of the protection threshold range, the actual power offset coefficient is set to the lower limit;

[0117] If the actual power offset coefficient is greater than the upper limit value of the protection threshold range, the actual power offset coefficient is set to the upper limit value.

[0118] The calculation expression of the target unit power consumption change rate is:

[0119]

[0120] Among them, RC tar Indicates the target unit power consumption change rate, The relationship vector representing the change trend of the actual SOC deviating from the SOC equilibrium point within the set driving time, It represents the relationship vector of historical data, NVH parameters, power and economy under the current special working condition with the current driving mode and actual SOC changes, P data Indicates the historical data of the current driving mode and actual SOC changes under the current special working conditions. Indicates the change vector of NVH parameters that change with the current driving mode and actual SOC under the current special working condition. Indicates the change vector of power and economy under the current special working condition with the current driving mode and actual SOC, V h Indicates the current vehicle speed, V md Indicates the current driving mode, ACC ped Indicates the current accelerator pedal opening, T i Indicates the set driving time, ΔSOC indicates the difference between the actual SOC and the current SOC balance point, SOC act Indicates the actual SOC, SOC tar Indicates the current SOC balance point.

[0121] The vehicle resistance power model is:

[0122] P F =fSOC act ,ACC ped ,F fwhl ,V h ,G m ,R Q ,T i ;

[0123] Among them, P F Indicates the current resistance power of the vehicle, F fwhl Indicates the required power at the wheel end, G m Represents the current mass of the vehicle, R Q Represents the vehicle tire radius, V h Indicates actual vehicle speed.

[0124] Determining the SOC balance points corresponding to different driving modes under different special working conditions includes:

[0125] Based on the analysis of different special working conditions and power and economic requirements, as well as the comprehensive performance standards of driving experience, quietness and energy consumption under different special working conditions, combined with different driving modes, the actual vehicle calibration method is used to determine the optimal operating range of SOC corresponding to different driving modes under different special working conditions. Based on the optimal operating range, the SOC balance point corresponding to different driving modes under different special working conditions is determined.

[0126] Embodiment 2

[0127] like Figure 2 As shown, this embodiment provides a method for real-time precise control of vehicle power, including:

[0128] 1. Based on different operating scenarios and dynamic and economic demand analysis, combined with the difference between actual SOC and target SOC, determine the target unit power consumption change rate to achieve feedforward prediction of the extended-range power offset coefficient.

[0129] Based on the analysis of the characteristics of special working conditions such as snow, mud, mountains, and mountain roads, it is found that there are large differences in different scenarios under the same working conditions, such as deep snow and shallow snow, deep mud and shallow mud. If a set of snow strategies or mud strategies is adopted, it is difficult to meet the needs of different scenarios. It is necessary to optimize or adapt the strategy for the stable operation of the whole vehicle in different scenarios based on the analysis of the above working conditions. Comprehensively consider the comprehensive performance standards of driving experience, quietness and energy consumption under this special working condition, combined with different control strategies matching different driving modes (forced pure electric, pure electric priority, fuel priority, oil-electric hybrid), and simultaneously use the actual vehicle calibration method to determine the SOC strategy under different modes. By setting the optimal operating range of SOC (or the reasonable operating range), it is ensured that the SOC of the vehicle in different driving modes in special working conditions can be maintained within the operating range set for it, which reflects the optimization of comprehensive indicators of energy consumption and drivability.

[0130] The SOC balance point is set for different driving modes. This balance point represents the optimal point of the vehicle's comprehensive performance within the SOC optimal operating range. Maintaining the SOC near this balance point in different driving modes means better performance. Similarly, for special working conditions, the SOC balance point in different driving modes is synchronously matched with different offset strategies, that is, the balance point of the original strategy is appropriately modified for special scenarios to meet the needs of the working conditions.

[0131] The actual SOC represents the actual battery status of the vehicle under this operating condition. By comparing and analyzing the difference between the actual SOC and the equilibrium point SOC, the degree of deviation between the actual SOC and the equilibrium point is determined, and the change pattern and trend of the actual SOC value deviating from the equilibrium point under this condition are clarified. The higher the degree of deviation between the actual SOC and the equilibrium point SOC, the greater the SOC value that needs to be controlled in the next certain period of time, and the more aggressive the control strategy. Similarly, if the degree of deviation between the SOC and the equilibrium point SOC is small, it means that the smaller the SOC variation range that needs to be controlled, the more gentle the control strategy.

[0132] Based on the change law and trend analysis of the actual SOC deviation from the balance point under different working conditions, the impact of the working condition on power conservation and power performance is clarified. The difference between the actual SOC and the balance point SOC is used as an influencing factor to consider the power conservation and other needs under the special working condition scenario. Combined with historical experience, actual NVH, power performance and economic requirements, the target unit power consumption change rate (RC tar ) size, realize the feedforward prediction of the extended-range power offset coefficient, and the target unit power consumption change rate is calculated as follows:

[0133]

[0134] Among them, RC tar Indicates the target unit power consumption change rate, The relationship vector representing the change trend of the actual SOC deviating from the SOC equilibrium point within the set driving time, It represents the relationship vector of historical data, NVH parameters, power and economy under the current special working condition with the current driving mode and actual SOC changes, P data Indicates the historical data of the current driving mode and actual SOC changes under the current special working conditions. Indicates the change vector of NVH parameters that change with the current driving mode and actual SOC under the current special working condition. Indicates the change vector of power and economy under the current special working condition with the current driving mode and actual SOC, V h Indicates the current vehicle speed, V md Indicates the current driving mode, ACC ped Indicates the current accelerator pedal opening, T i Indicates the set driving time, ΔSOC indicates the difference between the actual SOC and the current SOC balance point, SOC act Indicates the actual SOC, SOC tar Indicates the current SOC balance point.

[0135] The higher the SOC difference, the greater the target change rate, which means the larger the deviation coefficient of the later control, and the higher the power output. If the difference rate is large, strong power output guarantees SOC and dynamics; if the difference rate is small, it is more comfortable.

[0136] 2. Build a real-time portrait of the vehicle for multiple scenario simulations, reconstruct the vehicle's resistance power (load) model, and use the difference rate as input to build a dynamic adjustment model for the power offset coefficient to achieve self-correction control of the extended-range power offset coefficient.

[0137] By analyzing the characteristics of the above-mentioned special working conditions such as snow, mud, and sand, a real-time portrait of the vehicle's multiple scenario simulation is constructed based on their commonalities and particularities. The throttle opening, wheel-end resistance, actual SOC, and vehicle speed are used as inputs to reconstruct the vehicle's resistance power (load) model, and the resistance power is output in real time to reflect the vehicle's operating status under different special working conditions.

[0138] The vehicle resistance power (load) model is:

[0139] P F =fSOC act ,ACC ped ,F fwhl ,V h ,Gm ,R Q ,T i ;

[0140] Among them, P F Indicates the current resistance power of the vehicle, F fwhl Indicates the required power at the wheel end, G m Represents the current mass of the vehicle, R Q Represents the vehicle tire radius, V h Indicates actual vehicle speed.

[0141] If the resistance power value is small, it means that a large power output is not required under the working conditions at that moment, such as shallow mud and shallow snow. Similarly, if the resistance power value is large, the vehicle needs to provide a relatively high power output to ensure power and power conservation, such as deep mud and deep snow. That is, this resistance power model can be used to map the performance characteristics of the vehicle in different special working conditions. The vehicle needs to match the output power according to the calculated resistance power value to meet the current scene requirements.

[0142] Energy consumption and mileage are comprehensive reflections of the current operating state of the vehicle. Based on the analysis of the energy consumption change law within the unit mileage, the entry and exit conditions of special working conditions are determined. The current strategy can meet the performance requirements of conventional scenarios, but the judgment conditions for special working conditions are still unclear. The resistance power can reflect the special working condition scenario of the whole vehicle, so the operating state of the vehicle under the resistance power can be used as one of the judgment conditions of the working condition. Therefore, this embodiment uses the change of energy consumption within the unit mileage as a condition for determining whether to enter a special working condition scenario. The larger the energy consumption value within the unit mileage, the higher the power output of the whole vehicle in a short range. If it continues for a certain period of time, it can be determined to enter a special working condition scenario; if this value is relatively small or is relatively small within a certain period of time, it indicates that the power output of the whole vehicle in a short range is normal, that is, it is determined that the whole vehicle is not in a special working condition scenario, and the subsequent power output is controlled according to conventional logic.

[0143] Based on the analysis of the trend and regularity of SOC and mileage changes in unit time, the actual unit power consumption change rate in this mode is determined and fed back in real time. Among them, the actual unit power consumption change rate = △SOC / △mileage. The actual unit power consumption change rate reflects the power consumption per unit mileage in the current time period. The larger the value of the actual unit power consumption change rate, the faster the power consumption per unit mileage.

[0144] Compare the target unit power consumption change rate and the actual unit power consumption change rate in this mode to determine the difference in the unit power consumption change rate under this special working condition. Figure 3As shown, with the difference rate value as input, a dynamic adjustment model of the power offset coefficient is constructed to realize the self-correction control of the extended-range power offset coefficient and output the power offset coefficient value in real time. Combined with the basic calibrated power value in the early stage, the real-time and precise adjustment and output of the power of the whole vehicle are realized to ensure the strong power retention and precise control of the power requirements under different special working conditions. The dynamic adjustment model of the power offset coefficient is implemented through PID, and the prerequisite for its regulation is to be activated according to the judgment of the energy consumption value per unit mileage. If the energy consumption value per unit mileage is higher than a certain threshold k1 and lasts for a certain period of time, the state is activated and the corresponding state flag position is set to 1; if the value is lower than a certain threshold k2 and lasts for a certain period of time, the state is exited and the corresponding state flag position is set to 0; the flag position is 0 in the default state. Each time this state is activated (that is, the flag position is 1), it indicates that a special working condition scenario has been entered and item I begins to accumulate. At the beginning, the actual unit power consumption change rate deviates from the target unit power consumption change rate by a small amount, that is, the difference rate value is small, and the I term accumulates little, so the PI adjustment degree is weak at the beginning; on the contrary, if the load is high for a long time, the greater the SOC deviates from the target value, the higher the difference rate value, the more I term accumulates, and the greater the PI adjustment degree. If a small load is generated during this process due to a decrease in the throttle opening, the I term changes synchronously, and the PI adjustment degree is weakened synchronously.

[0145] In addition, in order to avoid excessive power calculated by small and medium throttle during the process, which affects the driving NVH and driving experience, the upper and lower limit thresholds of the power offset coefficient are set as protection conditions. If the calculated power offset coefficient is less than the set protection lower limit k l , then set the coefficient to k l If the power deviation coefficient is higher than the set protection upper limit k h , then set the coefficient to k h , if the power offset coefficient is [k l， k h ] range, the calculated power deviation coefficient value is used for subsequent calculations to ensure that the power output of the vehicle is more reliable and reasonable.

[0146] Embodiment 3

[0147] This embodiment provides a vehicle power real-time precise control system, including:

[0148] A formulation module is used to formulate the SOC balance points corresponding to different driving modes under different special working conditions;

[0149] The first building module is used to build a vehicle resistance power model based on the simulated real-time portraits of different special working conditions of the vehicle;

[0150] A first calculation module, used for calculating the current drag power of the vehicle based on the whole vehicle drag power model;

[0151] A first determination module, configured to determine a current special operating scenario of the vehicle based on the current resistance power;

[0152] A second determination module is used to determine a current SOC balance point based on a current driving mode of the vehicle and a current special operating scenario;

[0153] A second calculation module, used for calculating a target unit power consumption change rate of the vehicle based on a current SOC balance point and an actual SOC;

[0154] The second building module is used to build a dynamic adjustment model of power offset coefficient;

[0155] The control module is used to carry out real-time and precise control of vehicle power based on the target unit power consumption change rate and the basic calibrated power value through the power offset coefficient dynamic adjustment model.

[0156] Embodiment 4

[0157] This embodiment provides a vehicle, which includes the vehicle power real-time precise control system described in Embodiment 2.

[0158] The embodiments of the present invention have been described above, and the above description is exemplary, not exhaustive, and is not limited to the disclosed embodiments. Many modifications and changes will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments.

Claims

1. A method for real-time precise control of vehicle power, characterized in that: include: Formulate SOC balance points corresponding to different driving modes under different special working conditions; Construct the vehicle resistance power model based on the simulated real-time portraits of different special working conditions of the vehicle; Calculating the current drag power of the vehicle based on the whole vehicle drag power model; Determining a current special operating scenario of the vehicle based on the current resistance power; Determining a current SOC balance point based on a current driving mode of the vehicle and the current special operating scenario; Calculating a target unit power consumption change rate of the vehicle based on the current SOC balance point and the actual SOC; Construct a dynamic adjustment model for power offset coefficient; Based on the target unit power consumption change rate and the basic calibrated power value, the vehicle power is accurately controlled in real time through the power offset coefficient dynamic adjustment model.

2. The vehicle power real-time precise control method according to claim 1 is characterized in that: Also includes: Determine whether to carry out real-time precise control of vehicle power based on the real-time energy consumption per unit mileage; If the real-time energy consumption per unit mileage is greater than or equal to the set energy consumption threshold and lasts for a first set time, the vehicle power real-time precise control state is activated to perform real-time precise control of the vehicle power, and the corresponding state flag is set to 1; If the real-time energy consumption per unit mileage is less than the set energy consumption threshold and lasts for a second set time, the inactive state is maintained / the vehicle power real-time precise control state is exited, and the state flag is maintained at 0 / the state flag is set to 0.

3. The vehicle power real-time precise control method according to claim 1 is characterized in that: The power offset coefficient dynamic adjustment model includes: PID control model.

4. The vehicle power real-time precise control method according to claim 3 is characterized in that: The real-time precise control of vehicle power based on the target unit power consumption change rate and the basic calibrated power value through the power offset coefficient dynamic adjustment model includes: Determine the actual unit power consumption change rate based on the actual SOC and mileage change trend per unit time; Obtaining a unit power consumption difference rate based on the target unit power consumption change rate of the vehicle and the actual unit power consumption change rate; Taking the unit power consumption difference rate as the input of the power offset coefficient dynamic adjustment model, carrying out PID control through the power offset coefficient dynamic adjustment model, and outputting the actual power offset coefficient; The output power of the vehicle is adjusted based on the actual power deviation coefficient so that the output power matches the current resistance power.

5. The vehicle power real-time precise control method according to claim 4 is characterized in that: The real-time precise control of vehicle power also includes: Set the protection threshold range of the power offset coefficient; If the actual power offset coefficient is less than the lower limit value of the protection threshold range, setting the actual power offset coefficient to the lower limit value; If the actual power offset coefficient is greater than the upper limit value of the protection threshold range, the actual power offset coefficient is set to the upper limit value.

6. The vehicle power real-time precise control method according to claim 1 is characterized in that: The calculation expression of the target unit power consumption change rate is: Among them, RC tar Indicates the target unit power consumption change rate, The relationship vector representing the change trend of the actual SOC deviating from the SOC equilibrium point within the set driving time, It represents the relationship vector of historical data, NVH parameters, power and economy under the current special working condition with the current driving mode and actual SOC changes, P data Indicates the historical data of the current driving mode and actual SOC changes under the current special working conditions. Indicates the change vector of NVH parameters that change with the current driving mode and actual SOC under the current special working condition. Indicates the change vector of power and economy under the current special working condition with the current driving mode and actual SOC, V h Indicates the current vehicle speed, V md Indicates the current driving mode, ACC ped Indicates the current accelerator pedal opening, T i Indicates setting driving time. Δ SOC represents the difference between the actual SOC and the current SOC balance point. act Indicates the actual SOC, SOC tar Indicates the current SOC balance point.

7. The vehicle power real-time precise control method according to claim 1 is characterized in that: The vehicle resistance power model is: P F ＝ f SOC act ,ACC ped ,F fwhl ,V h ,G m ,R Q ,T i ; Among them, P F Indicates the current resistance power of the vehicle, F fwhl Indicates the required power at the wheel end, G m Represents the current mass of the vehicle, R Q Represents the vehicle tire radius, V h Indicates actual vehicle speed.

8. The vehicle power real-time precise control method according to claim 1 is characterized in that: The SOC balance points corresponding to different driving modes under different special working conditions are formulated as follows: Based on the analysis of different special working conditions and power and economy requirements, as well as the comprehensive performance standards of driving experience, quietness and energy consumption under different special working conditions, combined with different driving modes, the actual vehicle calibration method is used to determine the optimal operating range of SOC corresponding to different driving modes under different special working conditions, and based on the optimal operating range, the SOC balance point corresponding to different driving modes under different special working conditions is formulated.

9. A vehicle power real-time precision control system, characterized in that: include: A formulation module is used to formulate the SOC balance points corresponding to different driving modes under different special working conditions; The first building module is used to build a vehicle resistance power model based on the simulated real-time portraits of different special working conditions of the vehicle; A first calculation module, used for calculating the current drag power of the vehicle based on the whole vehicle drag power model; A first determination module, configured to determine a current special operating scenario of the vehicle based on the current resistance power; A second determination module, configured to determine a current SOC balance point based on a current driving mode of the vehicle and the current special operating scenario; A second calculation module, configured to calculate a target unit power consumption change rate of the vehicle based on the current SOC balance point and the actual SOC; The second building module is used to build a dynamic adjustment model of power offset coefficient; The control module is used to carry out real-time and precise control of vehicle power based on the target unit power consumption change rate and the basic calibrated power value through the power offset coefficient dynamic adjustment model.

10. A vehicle, characterized in that: The vehicle includes the vehicle power real-time precise control system as described in claim 9.

Images