Hub motor hybrid power land and water cross-domain carrier all-condition energy management method and device

Abstract

The invention provides a hub motor hybrid power land and water cross-domain carrier all-condition energy management method and device, and relates to the technical field of new energy carriers. The method comprises the following steps: acquiring current environment information of the land and water cross-domain carrier through a driving working condition environment sensing module arranged on the land and water cross-domain carrier; according to the current environment information, switching a driving mode of the land and water cross-domain carrier to a target working mode corresponding to the current environment information; when the energy management control module is in the land working mode, energy distribution is carried out according to the optimal equivalent factor under the target working condition; in the overwater working mode, a preset fuzzy rule is adopted, and energy distribution is conducted according to the second operation working condition parameters obtained after fuzzy processing; and in the land and water junction working mode, adopting a preset logic threshold control strategy, and performing energy distribution according to the magnitude relationship between the power battery state-of-charge value and the limit power battery state-of-charge value. According to the invention, the energy management effect under each working condition is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of new energy vehicles, and in particular to a method and device for managing energy in all working conditions of a hub motor hybrid power amphibious cross-domain vehicle. Background Art

[0002] Hybrid amphibious vehicles have shown extensive application potential in the military and civilian fields due to their unique ability to travel on land and water and the advantages of pure electric silent driving. Such vehicles can perform tasks on land and water, such as flood relief and military landing, and have extremely high requirements for the power system, especially the formulation of energy management strategies.

[0003] In order to achieve efficient and stable operation under different working conditions, the power system energy management strategy of hybrid amphibious vehicles needs to be specially designed. Existing energy management strategies, including rule-based, equivalent fuel consumption minimization, fuzzy control, and model predictive control, can optimize energy distribution and improve vehicle performance to a certain extent, but they cannot guarantee good energy management effects under all working conditions of amphibious vehicles. These strategies cannot fully exert their advantages under specific working conditions, have limited optimization, and lack the ability to dynamically respond to real-time working condition changes. Summary of the invention

[0004] The purpose of the present invention is to provide a method and device for full-operating-condition energy management of a hub motor hybrid amphibious cross-domain vehicle in response to the deficiencies in the above-mentioned prior art, so as to achieve more reasonable energy management under different operating conditions and improve the energy management effect under various operating conditions.

[0005] To achieve the above purpose, the technical solution adopted in the embodiment of the present application is as follows: In a first aspect, an embodiment of the present application provides a method for managing energy in all working conditions of a hub motor hybrid amphibious cross-domain vehicle, including: obtaining current environmental information of the amphibious cross-domain vehicle through a driving condition environment perception module provided on the amphibious cross-domain vehicle; determining whether the current environmental information is different from historical environmental information, and if the current environmental information is different from the historical environmental information, switching the driving mode of the amphibious cross-domain vehicle to a target working mode corresponding to the current environmental information according to the current environmental information; the target working mode is one of a land working mode, a water working mode, and a water-land boundary working mode; when the energy management control module is in the land working mode, the first preset algorithm is used to control the driving condition of the amphibious cross-domain vehicle according to the current environmental information. The first operating condition parameter of the vehicle determines the target operating condition from the preset operating condition; the second preset algorithm is used to determine the optimal equivalent factor under the target operating condition; energy is allocated according to the optimal equivalent factor under the target operating condition; in the water working mode, the second operating condition parameter of the amphibious cross-domain vehicle is fuzzy processed; the preset fuzzy rules are used to allocate energy according to the second operating condition parameters after fuzzy processing; in the water-land boundary working mode, the target boundary operating condition is determined according to the current environmental information; under the target boundary operating condition, the preset logical threshold control strategy is used to allocate energy according to the size relationship between the power battery state of charge value and the limit power battery state of charge value; the target boundary operating condition includes the water exit condition and the water entry condition.

[0006] In one embodiment, the use of a first preset algorithm to determine a target operating condition from preset operating conditions based on the first operating condition parameters of the amphibious cross-domain vehicle includes: using the first preset algorithm to determine the similarity between the first operating condition parameters of the amphibious cross-domain vehicle and each operating condition in the preset operating conditions, and determining the operating condition with the highest similarity in the preset operating conditions as the target operating condition; the preset operating conditions include medium and low speed steady-state driving conditions, medium and low speed transient driving conditions, medium and high speed steady-state driving conditions, and medium and high speed transient driving conditions; the first operating condition parameters include average speed, average acceleration, speed standard deviation, acceleration standard deviation, maximum speed, maximum acceleration, minimum deceleration, the proportion of time less than or equal to the first preset speed, and the proportion of time from the first preset speed to the second preset speed; the first preset algorithm includes a sliding window algorithm; the second preset algorithm includes a simulated annealing algorithm.

[0007] In one embodiment, the energy distribution according to the optimal equivalent factor under the target operating condition includes: calculating the ECMS energy management strategy according to the optimal equivalent factor under the target operating condition to obtain the engine output torque and the motor output torque; and controlling the amphibious cross-domain vehicle according to the engine output torque and the motor output torque.

[0008] In one embodiment, the second operating condition parameters include the required torque of the jet pump, the water navigation speed, the state of charge value of the power battery, and the engine torque.

[0009] In one embodiment, the preset fuzzy rules are used to distribute energy according to the second operating condition parameters after fuzzy processing, including: when the amphibious cross-domain vehicle is in a low-speed navigation stage, the first sub-fuzzy rule in the preset fuzzy rules is used to distribute energy to the amphibious cross-domain vehicle; when the amphibious cross-domain vehicle is in a medium-speed navigation stage, the second sub-fuzzy rule in the preset fuzzy rules is used to calculate the first engine torque according to the second operating condition parameters after fuzzy processing, and the amphibious cross-domain vehicle is controlled according to the first engine torque; when the amphibious cross-domain vehicle is in a high-speed navigation stage, the third sub-fuzzy rule in the preset fuzzy rules is used to calculate the second engine torque according to the second operating condition parameters after fuzzy processing, and the amphibious cross-domain vehicle is controlled according to the second engine torque.

[0010] In one embodiment, the energy distribution for the amphibious cross-domain vehicle is performed using the first sub-fuzzy rule in the preset fuzzy rules, including: when the power battery state of charge value is less than the minimum power battery state of charge value, the amphibious cross-domain vehicle is in a charging mode, and is driven solely by the engine in the charging mode, a portion of the engine's torque provides power for the amphibious cross-domain vehicle, and another portion of the torque drives the motor to charge the battery pack.

[0011] In one embodiment, the second sub-fuzzy rule in the preset fuzzy rule is used to calculate the first engine torque according to the second operating condition parameter after fuzzy processing, and the amphibious cross-domain vehicle is controlled according to the first engine torque, including: when the power battery state of charge value is less than the minimum power battery state of charge value, the amphibious cross-domain vehicle is in the charging mode, the first piecewise function in the third preset algorithm is used to calculate the first engine torque, and the amphibious cross-domain vehicle is controlled according to the first engine torque; when the power battery state of charge value is greater than the minimum power battery state of charge value and less than the maximum power battery state of charge value, the amphibious cross-domain vehicle is in the combined drive mode or the pure engine mode, the second piecewise function in the third preset algorithm is used to calculate the first engine torque, and the amphibious cross-domain vehicle is controlled according to the first engine torque; the third preset algorithm is shown in the following formula:

[0012] in, The required torque for the jet pump; Output torque for the motor; The torque required to charge the battery; is the state of charge value of the power battery; is the minimum power battery state of charge value; It is the maximum power battery state of charge value.

[0013] In one embodiment, the third sub-fuzzy rule in the preset fuzzy rule is used to calculate the second engine torque according to the second operating condition parameter after fuzzy processing, and the amphibious cross-domain vehicle is controlled according to the second engine torque, including: when the power battery state of charge value is less than the minimum power battery state of charge value, the amphibious cross-domain vehicle is in a charging mode, and the first piecewise function in the fourth preset algorithm is used to calculate the second engine torque, and the amphibious cross-domain vehicle is controlled according to the second engine torque; when the power battery state of charge value is greater than the minimum power battery state of charge value and less than the maximum power battery state of charge value, the amphibious cross-domain vehicle is in a combined drive mode, and the second piecewise function in the fourth preset algorithm is used to calculate the second engine torque, and the amphibious cross-domain vehicle is controlled according to the second engine torque; the fourth preset algorithm is shown in the following formula:

[0014] in, The required torque for the jet pump; Output torque for the motor; The torque required to charge the battery; is the state of charge value of the power battery; is the minimum power battery state of charge value; It is the maximum power battery state of charge value.

[0015] In one embodiment, under the target boundary working condition, a preset logic threshold control strategy is adopted to distribute energy according to the size relationship between the power battery state of charge value and the limit power battery state of charge value, including: under the water exiting working condition, when the power battery state of charge value is less than the minimum power battery state of charge value, the engine drives the hub motor to work, and drives the motor to generate electricity to drive the hub motor to work; when the power battery state of charge value is greater than the minimum power battery state of charge value and less than the maximum power battery state of charge value, the battery drives the hub motor to work, and the engine drives the injection pump to work; under the water entering working condition, when the power battery state of charge value is less than the minimum power battery state of charge value, the engine drives the hub motor to work, and the engine drives the injection pump to work. When the power battery state of charge value is greater than the minimum power battery state of charge value and less than the maximum power battery state of charge value, if the jet pump required torque is less than the engine torque, the battery drives the wheel hub motor to work, and the battery drives the motor to generate electricity to drive the jet pump to work; if the jet pump required torque is greater than the engine torque, the battery drives the wheel hub motor to work, the engine drives the jet pump to work, and drives the motor to generate electricity for the battery; when the power battery state of charge value is greater than the maximum power battery state of charge value, the battery drives the wheel hub motor to work, and the battery drives the motor to generate electricity to drive the jet pump to work In the second aspect, an embodiment of the present application also provides a full-operating-condition energy management device for a hub motor hybrid amphibious cross-domain vehicle, including: an acquisition module, configured to acquire current environmental information of the amphibious cross-domain vehicle through a driving condition environment perception module provided on the amphibious cross-domain vehicle; a determination module, configured to determine whether the current environmental information is different from the historical environmental information, and when the current environmental information is different from the historical environmental information, switch the driving mode of the amphibious cross-domain vehicle to a target working mode corresponding to the current environmental information according to the current environmental information; the target working mode is one of a land working mode, a water working mode, and a water-land boundary working mode; a first processing module, configured as an energy management control module, when in the land working mode, adopts a first preset algorithm to determine whether the current environmental information is different from the historical environmental information, and switches the driving mode of the amphibious cross-domain vehicle to a target working mode corresponding to the current environmental information according to the current environmental information. The first operating condition parameter of the land-crossing vehicle determines the target operating condition from the preset operating condition; the second preset algorithm is used to determine the optimal equivalent factor under the target operating condition; energy is allocated according to the optimal equivalent factor under the target operating condition; the second processing module is configured to perform fuzzy processing on the second operating condition parameter of the land-crossing vehicle in the water working mode; the preset fuzzy rules are used to allocate energy according to the second operating condition parameters after fuzzy processing; the third processing module is configured to determine the target boundary operating condition according to the current environmental information in the land-water boundary working mode; under the target boundary operating condition, a preset logical threshold control strategy is used to allocate energy according to the size relationship between the power battery state of charge value and the limit power battery state of charge value; the target boundary operating condition includes the water exiting condition and the water entering condition.

[0016] In one embodiment, the first processing module is configured to: use the first preset algorithm to determine the similarity between the first operating condition parameters of the amphibious cross-domain vehicle and each condition in the preset conditions, and determine the condition with the highest similarity in the preset conditions as the target condition; the preset conditions include medium and low speed steady-state driving conditions, medium and low speed transient driving conditions, medium and high speed steady-state driving conditions, and medium and high speed transient driving conditions; the first operating condition parameters include average speed, average acceleration, speed standard deviation, acceleration standard deviation, maximum speed, maximum acceleration, minimum deceleration, the proportion of time less than or equal to the first preset speed, and the proportion of time from the first preset speed to the second preset speed; the first preset algorithm includes a sliding window algorithm; the second preset algorithm includes a simulated annealing algorithm.

[0017] In one embodiment, the first processing module is configured to: calculate the ECMS energy management strategy according to the optimal equivalent factor under the target operating condition to obtain the engine output torque and the motor output torque; and control the amphibious cross-domain vehicle according to the engine output torque and the motor output torque.

[0018] In one embodiment, the second operating condition parameters include the required torque of the jet pump, the water navigation speed, the state of charge value of the power battery, and the engine torque.

[0019] In one embodiment, the second processing module is configured as follows: when the amphibious cross-domain vehicle is in a low-speed navigation stage, the first sub-fuzzy rule in the preset fuzzy rules is used to distribute energy to the amphibious cross-domain vehicle; when the amphibious cross-domain vehicle is in a medium-speed navigation stage, the second sub-fuzzy rule in the preset fuzzy rules is used to calculate the first engine torque according to the second operating condition parameters after fuzzy processing, and the amphibious cross-domain vehicle is controlled according to the first engine torque; when the amphibious cross-domain vehicle is in a high-speed navigation stage, the third sub-fuzzy rule in the preset fuzzy rules is used to calculate the second engine torque according to the second operating condition parameters after fuzzy processing, and the amphibious cross-domain vehicle is controlled according to the second engine torque.

[0020] In one embodiment, the second processing module is configured as follows: when the power battery state of charge value is less than the minimum power battery state of charge value, the amphibious cross-domain vehicle is in a charging mode, in which it is driven solely by the engine, a portion of the engine's torque provides power for the amphibious cross-domain vehicle, and another portion of the torque drives the motor to charge the battery pack.

[0021] In one embodiment, the second processing module is configured as follows: when the power battery state of charge value is less than the minimum power battery state of charge value, the amphibious vehicle is in a charging mode, the first engine torque is calculated using the first piecewise function in the third preset algorithm, and the amphibious vehicle is controlled according to the first engine torque; when the power battery state of charge value is greater than the minimum power battery state of charge value and less than the maximum power battery state of charge value, the amphibious vehicle is in a combined drive mode or a pure engine mode, the first engine torque is calculated using the second piecewise function in the third preset algorithm, and the amphibious vehicle is controlled according to the first engine torque; the third preset algorithm is shown in the following formula:

[0022] in, The required torque for the jet pump; Output torque for the motor; The torque required to charge the battery; is the state of charge value of the power battery; is the minimum power battery state of charge value; It is the maximum power battery state of charge value.

[0023] In one embodiment, the second processing module is configured as follows: when the power battery state of charge value is less than the minimum power battery state of charge value, the amphibious vehicle is in a charging mode, the second engine torque is calculated using the first piecewise function in the fourth preset algorithm, and the amphibious vehicle is controlled according to the second engine torque; when the power battery state of charge value is greater than the minimum power battery state of charge value and less than the maximum power battery state of charge value, the amphibious vehicle is in a combined driving mode, the second engine torque is calculated using the second piecewise function in the fourth preset algorithm, and the amphibious vehicle is controlled according to the second engine torque; the fourth preset algorithm is shown in the following formula:

[0024] in, The required torque for the jet pump; Output torque for the motor; The torque required to charge the battery; is the state of charge value of the power battery; is the minimum power battery state of charge value; It is the maximum power battery state of charge value.

[0025] In one embodiment, the third processing module is configured as follows: under the water outlet condition, when the power battery state of charge value is less than the minimum power battery state of charge value, the engine drives the hub motor to work, and drives the motor to generate electricity to drive the hub motor to work; when the power battery state of charge value is greater than the minimum power battery state of charge value and less than the maximum power battery state of charge value, the battery drives the hub motor to work, and the engine drives the spray pump to work; under the water entry condition, when the power battery state of charge value is less than the minimum power battery state of charge value, the engine drives the spray pump to work, and the engine drives the motor to The power generation drives the hub motor to work; when the power battery state of charge value is greater than the minimum power battery state of charge value and less than the maximum power battery state of charge value, if the injection pump required torque is less than the engine torque, the battery drives the hub motor to work, and the battery drives the motor to generate power to drive the injection pump to work; if the injection pump required torque is greater than the engine torque, the battery drives the hub motor to work, the engine drives the injection pump to work, and drives the motor to generate power for the battery; when the power battery state of charge value is greater than the maximum power battery state of charge value, the battery drives the hub motor to work, and the battery drives the motor to generate power to drive the injection pump to work.

[0026] In a third aspect, an embodiment of the present application provides a computer device, comprising: a processor, a storage medium and a bus, wherein the storage medium stores program instructions executable by the processor, and when the computer device is running, the processor communicates with the storage medium through the bus, and the processor executes the program instructions to perform the steps of any one of the above methods.

[0027] In a fourth aspect, an embodiment of the present application provides a non-volatile computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the steps of any one of the above methods are performed.

[0028] The beneficial effects of the present application are as follows: in the onshore working mode, energy is allocated according to the optimal equivalent factor under the target working condition, and in the on-water working mode, energy is allocated using preset fuzzy rules; in the land-water boundary working mode, energy is allocated using a preset logic threshold control strategy; different strategies are used to allocate energy in different working modes, achieving more reasonable energy management under different working conditions and improving the energy management effect under each working condition. In the onshore working mode, energy is allocated using the ECMS energy management strategy (equivalent fuel consumption minimization strategy) according to the optimal equivalent factor under the target working condition, which can ensure that the energy utilization efficiency is maximized in the onshore working mode. In the on-water working mode, for different speed stages, different fuzzy rules are used to allocate energy according to the size relationship between the power battery state of charge value and the limit power battery state of charge value, which can ensure that the energy utilization efficiency is maximized in different speed stages in the on-water working mode. In the land-water interface working mode, under water exiting and water entering conditions, a preset logic threshold control strategy is used for energy distribution based on the relationship between the power battery state of charge value and the limit power battery state of charge value, which can ensure that the energy utilization efficiency is maximized under water exiting and water entering conditions in the land-water interface working mode. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments are briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without creative work.

[0030] Figure 1 A schematic flow chart of a method for managing energy in all working conditions for a hub motor hybrid amphibious cross-domain vehicle provided in an embodiment of the present application; Figure 2A schematic diagram of the connections of various modules in a driving condition environment perception module in a full-condition energy management method for a hub motor hybrid amphibious cross-domain vehicle provided in an embodiment of the present application; Figure 3 A schematic flow chart of a method for managing energy in all working conditions for a hub motor hybrid amphibious cross-domain vehicle provided in an embodiment of the present application; Figure 4 A flow chart of the energy management strategy for the land working mode in the full-operating-condition energy management method for a hub motor hybrid amphibious cross-domain vehicle provided in an embodiment of the present application; Figure 5 A schematic flow chart of a method for managing energy in all working conditions for a hub motor hybrid amphibious cross-domain vehicle provided in an embodiment of the present application; Figure 6 A schematic flow chart of a method for managing energy in all working conditions for a hub motor hybrid amphibious cross-domain vehicle provided in an embodiment of the present application; Figure 7 A schematic flow chart of a method for managing energy in all working conditions for a hub motor hybrid amphibious cross-domain vehicle provided in an embodiment of the present application; Figure 8 A flow chart of the energy management strategy for the water working mode in the full-operating-condition energy management method for a hub motor hybrid amphibious cross-domain vehicle provided in an embodiment of the present application; Fig. 9 A schematic flow chart of a method for managing energy in all working conditions for a hub motor hybrid amphibious cross-domain vehicle provided in an embodiment of the present application; Fig.10 A flow chart of an energy management strategy for a water-land interface working mode in a full-operating-condition energy management method for a hub motor hybrid water-land cross-domain vehicle provided in an embodiment of the present application; Fig.11 A schematic diagram of the structure of an energy management device in a full-operating-condition energy management method for a hub motor hybrid amphibious cross-domain vehicle provided in an embodiment of the present application; Fig.12 A schematic diagram of the structure of a land power system module in a full-operating-condition energy management method for a hub motor hybrid amphibious cross-domain vehicle provided in an embodiment of the present application; Fig.13 A schematic diagram of the structure of a water power system module in a full-operating-condition energy management method for a hub motor hybrid water-land cross-domain vehicle provided in an embodiment of the present application; Fig.14 A schematic structural diagram of a full-operating-condition energy management device for a hub motor hybrid amphibious cross-domain vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0031] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments.

[0032] Therefore, the following detailed description of the embodiments of the present application provided in the accompanying drawings is not intended to limit the scope of the present application for which protection is sought, but merely represents selected embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in the field without creative work are within the scope of protection of the present application.

[0033] It should be noted that, in the absence of conflict, the features in the embodiments of the present application may be combined with each other.

[0034] Figure 1 A schematic diagram of a full-operating-condition energy management method for a hub motor hybrid amphibious cross-domain vehicle provided in an embodiment of the present application; Figure 1 As shown, the method includes: Step 110: Acquire the current environment information of the amphibious vehicle through the driving condition environment perception module provided on the amphibious vehicle.

[0035] Among them, in actual operation, the environmental information of the amphibious cross-domain vehicle can be obtained by setting an environmental sensing device in the driving condition environment perception module; specifically, the environmental sensing device can integrate a depth sounder and a camera imaging device; here, the depth sounder is responsible for accurately measuring the vertical distance between the current position of the cross-domain vehicle and the bottom of the water body, and the camera imaging device is used to capture and present image information of the land and water environment in which the cross-domain vehicle is located, so as to fully perceive the position information and environmental characteristics (ie, environmental information) of the cross-domain vehicle.

[0036] Furthermore, an environmental signal transmission device may be provided in the driving condition environment perception module; specifically, the environmental signal transmission device may be connected to the above-mentioned environmental sensing device to transmit the position information and environmental characteristics of the amphibious cross-domain vehicle collected by the environmental sensing device.

[0037] The current environmental information, namely the current position information and environmental characteristics of the above-mentioned cross-domain water and land vehicles, can be divided into land environment, water environment, and water-land boundary environment.

[0038] Step 120: Determine whether the current environmental information is different from the historical environmental information, and if the current environmental information is different from the historical environmental information, switch the driving mode of the amphibious cross-domain vehicle to a target working mode corresponding to the current environmental information according to the current environmental information.

[0039] Among them, the target working mode is one of the land working mode, the water working mode, and the land-water interface working mode.

[0040] Among them, the driving mode includes a land working mode, a water working mode, and a water-land boundary working mode. In actual operation, the driving mode can be switched by setting a working mode switching device in the driving condition environment perception module. Specifically, the working mode switching device can be connected to the above-mentioned environmental signal transmission device, and can also be connected to an electronic control unit (such as: VCU), and can also be electrically connected to a high-voltage power distribution system, so as to intelligently switch the driving mode of the water-land cross-domain vehicle according to the received environmental information.

[0041] Furthermore, a driving condition analysis module can be set in the driving condition environment perception module to further analyze the driving condition classification of the amphibious vehicle in the specific environment after the amphibious vehicle switches to the target working mode. This step ensures the real-time transmission and utilization of environmental data, providing the necessary basis for subsequent decision-making and control.

[0042] Figure 2 A schematic diagram of the connection of various modules in the driving condition environment perception module in the full-condition energy management method of a hub motor hybrid amphibious cross-domain vehicle provided in an embodiment of the present application. Among them, 210 is the above-mentioned environment sensing device, 220 is the above-mentioned environment signal transmission device, 230 is the above-mentioned working mode switching device, and 240 is the above-mentioned driving condition analysis module.

[0043] This step can specifically determine the target working mode corresponding to the current environmental information from the driving mode when the current environmental information is different from the historical environmental information, and then switch the driving mode to the target working mode corresponding to the current environmental information; for example: when the environmental information changes from a land environment to a water environment, then the target working mode corresponding to the water environment is determined from the driving mode as the water working mode, and then the driving mode is switched from the land working mode to the water working mode.

[0044] In actual operation, the switching of driving modes can be achieved by presetting the correspondence between environmental information and working modes.

[0045] Step 130: When the energy management control module is in the land working mode, the first preset algorithm is used to determine the target operating condition from the preset operating conditions according to the first operating condition parameters of the amphibious cross-domain vehicle; the second preset algorithm is used to determine the optimal equivalent factor under the target operating condition; and energy is distributed according to the optimal equivalent factor under the target operating condition.

[0046] The first preset algorithm includes a sliding window algorithm. Here, the sliding window algorithm can identify the operating conditions of the vehicle in real time. Specifically, during the real-time driving of the vehicle, assuming that the current time is t, then the length is selected. The sampling time window of length is used to extract the characteristic parameters, and the The period is set as the update period of the working condition identification. The sliding window identification method has the forward-looking property, ensuring that when the working condition type is updated at the next moment, some historical vehicle status information can still be retained within the working condition identification cycle, thereby enhancing the continuity and accuracy of the identification. Here, and You can set it based on experience, or consult relevant literature and materials, such as: Can be set to 50 seconds, Can be set to 5 seconds.

[0047] The first operating condition parameters include average speed, average acceleration, speed standard deviation, acceleration standard deviation, maximum speed, maximum acceleration, minimum deceleration, the proportion of time less than or equal to the first preset speed, and the proportion of time from the first preset speed to the second preset speed; wherein, the first preset speed and the second preset speed can be set based on experience or by referring to relevant literature and materials, for example: the first preset speed is set to 30km / h, and the second preset speed is set to 60km / h.

[0048] The preset operating conditions include medium-low speed steady-state driving conditions, medium-low speed transient driving conditions, medium-high speed steady-state driving conditions, and medium-high speed transient driving conditions. Medium-low speed steady-state driving conditions can be, for example, slow driving scenarios in suburban areas; medium-low speed transient driving conditions can be, for example, mild off-road scenarios such as congested suburban roads or gravel roads; medium-high speed steady-state driving conditions can be, for example, unobstructed driving scenarios in suburban areas; medium-high speed transient driving conditions can be, for example, frequent overtaking operations on suburban roads or driving scenarios in moderate off-road environments such as muddy and low-lying areas.

[0049] The target operating condition can be specifically achieved through the following process: using a first preset algorithm, determining the similarity between the first operating condition parameters of the amphibious cross-domain vehicle and each operating condition in the preset operating conditions, and determining the operating condition with the highest similarity in the preset operating conditions as the target operating condition.

[0050] The second preset algorithm includes a simulated annealing algorithm.

[0051] The equivalent factor is the equivalent factor of the energy management strategy. The following takes the ECMS energy management strategy as an example to illustrate the process of determining the optimal equivalent factor: Step 1: Initialization phase Set the objective function J, which aims to minimize the equivalent fuel consumption (equivalent fuel consumption = electric energy consumption × equivalent factor); Initialization algorithm starting temperature and the number of inner loop iterations L; it should be noted that the above parameters determine the search efficiency and convergence of the algorithm.

[0052] Among them, the objective function J, that is, the optimization objective function of the ECMS energy management strategy, is shown in the following formulas (1) and (2): (1) (2) in, , For battery charging efficiency, is the battery discharge efficiency; is the instantaneous fuel consumption of the engine; is the equivalence factor; for battery efficiency; It is the low calorific value of gasoline.

[0053] The constraints obtained based on the physical limits of the engine and motor are shown in the following formula (3): (3) in, Output torque for the motor; is the maximum torque of the motor; Output torque for the engine; is the maximum torque of the engine; is the minimum engine torque.

[0054] Step 2: Random perturbations and new solution generation At the current temperature In this case, random perturbations are applied to the current solution to generate new candidate solutions; Calculate the increment between the objective function value corresponding to the new solution and the objective function value of the original solution .

[0055] Step 3: Acceptance Criteria of Solution Judging by the Metropolis criteria: like , that is, if the new solution is better than the original solution, then the new solution is accepted unconditionally; like , that is, the new solution is inferior to the original solution, then the Gibbs canonical distribution probability Accept the new solution; if not, re-execute step 2 to continue generating new candidate solutions.

[0056] Step 4: Inner loop iteration At the current temperature Steps 2 and 3 are repeated L times to ensure that the solution space is fully searched at the current temperature.

[0057] Step 5: Annealing and tempering process and termination conditions Perform annealing process and adjust the temperature according to the preset temperature change rules At the same time, the tempering process can be performed as needed to prevent the algorithm from falling into the local optimum too early. Check whether the temperature has dropped below the preset threshold. If the termination condition is met, the algorithm ends and outputs the global optimal solution and its corresponding optimal value. If the termination condition is not met, return to step 2 and continue the search process at the new temperature.

[0058] The annealing process is shown in the following formula (4): (4) in, is the annealing cooling rate; is the tempering heating rate; is the temperature of the nth iteration.

[0059] In actual operation, a global optimization model of offline equivalent factors can be constructed. When the model is initialized, the starting temperature can be set to 1000°C, the annealing cooling rate can be set to 0.97, and the tempering heating rate can be set to 0.65.

[0060] In actual operation, the torque required at any time can be adjusted based on the premise that the vehicle's power performance meets the requirements. , calculate all feasible engine and motor operating points; then, set the equivalent factor s as the optimization variable of the second preset algorithm (such as the simulated annealing algorithm), take the vehicle equivalent fuel consumption as the objective function, and through the iterative search of the second preset algorithm, continuously explore a better equivalent factor s in the solution space in order to minimize the objective function value; finally, determine the engine and motor operating points that minimize the objective function value, and take the equivalent factor s corresponding to the minimum engine and motor operating point as the global optimal solution.

[0061] Step 140: When in the water working mode, fuzzy processing is performed on the second operating condition parameters of the amphibious cross-domain vehicle; and energy is distributed according to the fuzzy-processed second operating condition parameters using preset fuzzy rules.

[0062] Among them, the second operating condition parameters include the required torque of the jet pump, the water navigation speed, the power battery charge state value, and the engine torque.

[0063] Data fuzzification is a method of dealing with uncertainty and approximation by converting data into fuzzy sets. The basic principle is to convert certain numerical values ​​into corresponding fuzzy linguistic variable values, which belong to a fuzzy set. Common fuzzification methods include the graded fuzzy set method, the input point membership 1 method, the single point fuzzy set method, and the membership value method.

[0064] In actual operation, the jet pump requires torque The fuzzy subset of can be defined as {HX, X, Z, D, HD}, which means very small, small, medium, large, and very large respectively; the fuzzy subset of speed can be defined as {D, Z, G}, which means low speed, medium speed, and high speed respectively; the fuzzy subset of the power battery state of charge value SOC can be defined as {D, ZD, ZS, G}, which means low, medium-low, medium-high, and high respectively; the engine torque The fuzzy subset of can be defined as {HX, X, ZD, D}, which represent very small, small, medium, and large respectively. Specifically, the fuzzy processing process is as follows:

[0065] In actual operation, preset fuzzy rules are used to distribute energy according to the second operating condition parameters after fuzzy processing; specifically, preset fuzzy rules can be used to calculate the engine torque according to the second operating condition parameters after fuzzy processing, and then, the amphibious cross-domain vehicle is controlled according to the engine torque.

[0066] Step 150: In the land-water interface working mode, the target interface working condition is determined according to the current environmental information; under the target interface working condition, a preset logic threshold control strategy is adopted to distribute energy according to the relationship between the power battery state of charge value and the limit power battery state of charge value.

[0067] Among them, the target boundary conditions include water outlet conditions and water entry conditions.

[0068] In actual operation, the target boundary condition can be determined by presetting the correspondence between the environmental information and the boundary condition.

[0069] The preset logic threshold control strategy is a strategy that controls the operation of the vehicle power system based on a preset threshold value. This strategy sets a specific threshold value (i.e., the ultimate power battery state of charge value) and determines which power mode to use (i.e., the power mode under the out-of-water condition and the power mode under the in-water condition) according to the current state of the system to achieve the best energy utilization effect.

[0070] Power battery state of charge value It can be calculated based on the power battery model. The specific power battery model is shown in the following formula (5): (5) Power battery state of charge value The calculation formula is as shown in formula (6): (6) in, is the net power; Output efficiency for the power battery in the charging state; Output efficiency of the power battery in the discharge state; Output power to the power battery; is the nominal capacity of the power battery; is the power battery current.

[0071] In actual operation, under the target boundary operating conditions, a preset logical threshold control strategy is adopted to distribute energy according to the relationship between the power battery state of charge value and the limit power battery state of charge value; specifically, under the target boundary operating conditions, a preset logical threshold control strategy can be adopted to determine whether the engine is working, the transmitter drive motor is working, or the linkage is working according to the relationship between the power battery state of charge value and the limit power battery state of charge value.

[0072] The embodiment of the present application provides a method for managing the energy of an amphibious cross-domain vehicle in all working conditions. First, the current environmental information of the amphibious cross-domain vehicle is obtained through a driving condition environment perception module set on the amphibious cross-domain vehicle; secondly, whether the current environmental information has changed is determined based on the current environmental information and the historical environmental information, and when the current environmental information has changed, the driving mode of the amphibious cross-domain vehicle is switched to a target working mode corresponding to the current environmental information according to the current environmental information; the target working mode is one of a land working mode, a water working mode, and a water-land boundary working mode; thirdly, when the energy management control module is in the land working mode, the first preset algorithm is used to switch the driving mode of the amphibious cross-domain vehicle to a target working mode corresponding to the current environmental information according to the current environmental information. The first operating condition parameter of the cross-domain vehicle determines the target working condition from the preset working condition; the second preset algorithm is used to determine the optimal equivalent factor under the target working condition; energy is allocated according to the optimal equivalent factor under the target working condition; then, in the water working mode, the second operating condition parameter of the cross-domain vehicle is fuzzy processed; the preset fuzzy rules are used to allocate energy according to the second operating condition parameter after fuzzy processing; finally, in the water-land boundary working mode, the target boundary working condition is determined according to the current environmental information; under the target boundary working condition, the preset logic threshold control strategy is used to allocate energy according to the size relationship between the power battery state of charge value and the limit power battery state of charge value. In this way, in the land working mode, energy is allocated according to the optimal equivalent factor under the target working condition, in the water working mode, the preset fuzzy rules are used to allocate energy; in the water-land boundary working mode, the preset logic threshold control strategy is used to allocate energy; different strategies are used for energy allocation in different working modes, which realizes more reasonable energy management under different working conditions and improves the energy management effect under various working conditions.

[0073] The following is a continued explanation of the process of allocating energy according to the optimal equivalent factor under the target operating conditions in the above embodiment with reference to examples. Figure 3 A schematic diagram of a full-operation energy management method for a hub motor hybrid amphibious vehicle provided in an embodiment of the present application. Figure 3 As shown, the above step 130 may include the following steps 310 and 320: Step 310: Calculate the ECMS energy management strategy according to the optimal equivalent factor under the target operating condition to obtain the engine output torque and the motor output torque.

[0074] Among them, the optimization objective function of the ECMS energy management strategy is shown in the above formula (1) and formula (2); the constraint conditions obtained according to the physical limits of the engine and the motor are shown in the above formula (3). In actual operation, after obtaining the optimal equivalent factor, the optimal equivalent factor is substituted into the above formula (1), formula (2), and formula (3) to obtain the engine output torque and the motor output torque.

[0075] Step 320: Control the amphibious cross-domain vehicle according to the engine output torque and the motor output torque.

[0076] Among them, this step controls the engine and motor of the amphibious cross-domain vehicle according to the engine output torque and motor output torque obtained in step 310 to achieve control of the amphibious cross-domain vehicle.

[0077] Figure 4 A flow chart of the energy management strategy for the land working mode in a full-operating-condition energy management method for a hub motor hybrid amphibious cross-domain vehicle provided in an embodiment of the present application.

[0078] The full-operating-condition energy management method for an amphibious cross-domain vehicle provided in the embodiment of the present application first calculates the ECMS energy management strategy according to the optimal equivalent factor under the target operating condition to obtain the engine output torque and the motor output torque; secondly, the amphibious cross-domain vehicle is controlled according to the engine output torque and the motor output torque. In this way, in the land working mode, the ECMS energy management strategy (equivalent fuel consumption minimization strategy) is used to distribute energy according to the optimal equivalent factor under the target operating condition, which can ensure that the energy utilization efficiency is maximized in the land working mode.

[0079] The following is a continued explanation of the process of using preset fuzzy rules in the above embodiment to distribute energy according to the second operating condition parameters after fuzzy processing, with reference to examples. Figure 5 A schematic diagram of a full-operation energy management method for a hub motor hybrid amphibious vehicle provided in an embodiment of the present application. Figure 5 As shown, the above step 140 may include the following steps 510 to 530: Step 510: When the amphibious vehicle is in a low-speed navigation stage, the first sub-fuzzy rule in the preset fuzzy rules is used to distribute energy to the amphibious vehicle.

[0080] The preset fuzzy rules include the first sub-fuzzy rule, the second sub-fuzzy rule and the third sub-fuzzy rule. The first sub-fuzzy rule is used to allocate energy for the land-water cross-domain vehicle in the low-speed navigation stage; the second sub-fuzzy rule is used to allocate energy for the land-water cross-domain vehicle in the medium-speed navigation stage; and the third sub-fuzzy rule is used to allocate energy for the land-water cross-domain vehicle in the high-speed navigation stage.

[0081] The first sub-fuzzy rule is mainly used to stipulate the energy allocation rules of the amphibious cross-domain vehicle when the power battery state of charge value is less than the minimum power battery state of charge value.

[0082] Specifically, the above step 510 may include the following steps: When the power battery state of charge value is less than the minimum power battery state of charge value, the amphibious cross-domain vehicle is in charging mode. In the charging mode, it is driven solely by the engine. Part of the engine's torque provides power for the amphibious cross-domain vehicle, and the other part of the torque drives the motor to charge the battery pack.

[0083] Among them, when The amphibious cross-domain vehicle is in charging mode, that is, the engine is driven alone. At this time, part of the torque is used to provide power for the amphibious cross-domain vehicle, and the other part of the torque drives the motor (such as the ISG motor) to charge the battery pack. At this time, the engine operates in a high efficiency range.

[0084] Step 520: When the amphibious vehicle is in the medium-speed navigation stage, the second sub-fuzzy rule in the preset fuzzy rules is used to calculate the first engine torque according to the second operating condition parameters after fuzzy processing, and the amphibious vehicle is controlled according to the first engine torque.

[0085] The second operating condition parameters include the required torque of the jet pump, the water navigation speed, the power battery charge state value, and the engine torque.

[0086] The second sub-fuzzy rule is mainly used to stipulate the energy allocation rules of amphibious cross-domain vehicles when the power battery state of charge value is less than the minimum power battery state of charge value, and when the power battery state of charge value is greater than the minimum power battery state of charge value and less than the maximum power battery state of charge value.

[0087] Specifically, Figure 6 As shown, the above step 520 may include the following steps 610 and 620: Step 610: When the power battery state of charge value is less than the minimum power battery state of charge value, the amphibious cross-domain vehicle is in charging mode, and the first piecewise function in the third preset algorithm is used to calculate the first engine torque, and the amphibious cross-domain vehicle is controlled according to the first engine torque.

[0088] Among them, when , the amphibious vehicle is in charging mode. At this time, the battery is protected from over-discharge and the battery life is extended. At this time, the engine torque (i.e., the first engine torque) can be calculated according to the first piecewise function in the following formula (7), and then the engine of the amphibious vehicle is controlled according to the first engine torque to achieve control of the amphibious vehicle.

[0089] Step 620: When the power battery state of charge value is greater than the minimum power battery state of charge value and less than the maximum power battery state of charge value, the amphibious vehicle is in the combined drive mode or the pure engine mode, and the first engine torque is calculated using the second piecewise function in the third preset algorithm, and the amphibious vehicle is controlled according to the first engine torque; the third preset algorithm is shown in the following formula (7): (7) in, The required torque for the jet pump; Output torque for the motor; The torque required to charge the battery; is the state of charge value of the power battery; is the minimum power battery state of charge value; It is the maximum power battery state of charge value.

[0090] Among them, when , due to the influence of load conditions, road conditions and other conditions, the amphibious cross-domain vehicle is mainly in the combined drive mode or the pure engine mode; at this time, the engine torque (i.e., the first engine torque) can be calculated according to the second piecewise function in formula (7), and then the engine of the amphibious cross-domain vehicle is controlled according to the first engine torque to achieve control of the amphibious cross-domain vehicle.

[0091] Step 530: When the amphibious vehicle is in the high-speed navigation stage, the third sub-fuzzy rule in the preset fuzzy rules is used to calculate the second engine torque according to the second operating condition parameters after fuzzy processing, and the amphibious vehicle is controlled according to the second engine torque.

[0092] The third sub-fuzzy rule is mainly used to stipulate the energy allocation rules of amphibious cross-domain vehicles when the power battery state of charge value is less than the minimum power battery state of charge value, and when the power battery state of charge value is greater than the minimum power battery state of charge value and less than the maximum power battery state of charge value.

[0093] Specifically, Figure 7 As shown, the above step 530 may include the following steps 710 and 720: Step 710: When the power battery state of charge value is less than the minimum power battery state of charge value, the amphibious cross-domain vehicle is in charging mode, the first piecewise function in the fourth preset algorithm is used to calculate the second engine torque, and the amphibious cross-domain vehicle is controlled according to the second engine torque.

[0094] Among them, when , the amphibious vehicle is in charging mode. At this time, the battery is protected from over-discharge and the battery life is extended. At this time, the engine torque (i.e., the second engine torque) can be calculated according to the first piecewise function in the following formula (8), and then the engine of the amphibious vehicle is controlled according to the second engine torque to achieve control of the amphibious vehicle.

[0095] Step 720: When the power battery state of charge value is greater than the minimum power battery state of charge value and less than the maximum power battery state of charge value, the amphibious vehicle is in a joint driving mode, and the second piecewise function in the fourth preset algorithm is used to calculate the second engine torque, and the amphibious vehicle is controlled according to the second engine torque; the fourth preset algorithm is shown in the following formula (8): (8) in, The required torque for the jet pump; Output torque for the motor; The torque required to charge the battery; is the state of charge value of the power battery; is the minimum power battery state of charge value; It is the maximum power battery state of charge value.

[0096] Among them, when When , the amphibious cross-domain vehicle is in the joint driving mode, at this time, the engine torque (i.e., the second engine torque) can be calculated according to the second piecewise function in formula (8), and then, the engine of the amphibious cross-domain vehicle is controlled according to the second engine torque to realize the control of the amphibious cross-domain vehicle.

[0097] Figure 8 A flow chart of the energy management strategy for the water working mode in a full-operating-condition energy management method for a hub motor hybrid amphibious cross-domain vehicle provided in an embodiment of the present application.

[0098] The embodiment of the present application provides a method for managing the energy of a land-based vehicle under all working conditions. First, when the land-based vehicle is in a low-speed navigation stage, the first sub-fuzzy rule in the preset fuzzy rule is used to distribute energy to the land-based vehicle; secondly, when the land-based vehicle is in a medium-speed navigation stage, the second sub-fuzzy rule in the preset fuzzy rule is used to calculate the first engine torque according to the second operating condition parameter after fuzzy processing, and the land-based vehicle is controlled according to the first engine torque; finally, when the land-based vehicle is in a high-speed navigation stage, the third sub-fuzzy rule in the preset fuzzy rule is used to calculate the second engine torque according to the second operating condition parameter after fuzzy processing, and the land-based vehicle is controlled according to the second engine torque. In this way, in the water working mode, for different speed stages, different fuzzy rules are used to distribute energy according to the size relationship between the power battery state of charge value and the limit power battery state of charge value, which can ensure the maximization of energy utilization efficiency at different speed stages in the water working mode.

[0099] The following is a continued explanation of the process of allocating energy according to the relationship between the power battery state of charge value and the limit power battery state of charge value under the target boundary condition by using a preset logic threshold control strategy in the above embodiment. Fig. 9 A schematic diagram of a full-operation energy management method for a hub motor hybrid amphibious vehicle provided in an embodiment of the present application. Fig. 9 As shown, the above step 150 may include the following steps 910 and 920: Step 910: Under the water discharge condition, when the power battery state of charge value is less than the minimum power battery state of charge value, the engine drives the hub motor to work, and drives the motor to generate electricity to drive the hub motor to work; when the power battery state of charge value is greater than the minimum power battery state of charge value and less than the maximum power battery state of charge value, the battery drives the hub motor to work, and the engine drives the injection pump to work.

[0100] Among them, when the amphibious cross-domain vehicle is in the condition of leaving the water and going ashore, the jet pump and the hub motor tire group jointly provide power output, and the vehicle requires a large torque, but the duration of this condition is short. In order to ensure the reliability of the cross-domain vehicle going ashore, it is not charged during driving. When the battery When the battery drives the wheel hub motor to work, the engine drives the injection pump to work; when the battery When the engine drives the injection pump, it needs to drive the motor (such as ISG motor) to generate electricity and drive the hub motor to work.

[0101] Step 920, under water entry conditions, when the power battery state of charge value is less than the minimum power battery state of charge value, the engine drives the jet pump to work, and the engine drives the motor to generate electricity to drive the hub motor to work; when the power battery state of charge value is greater than the minimum power battery state of charge value and less than the maximum power battery state of charge value, if the jet pump required torque is less than the engine torque, the battery drives the hub motor to work, and the battery drives the motor to generate electricity to drive the jet pump to work, if the jet pump required torque is greater than the engine torque, the battery drives the hub motor to work, the engine drives the jet pump to work, and drives the motor to generate electricity for the battery; when the power battery state of charge value is greater than the maximum power battery state of charge value, the battery drives the hub motor to work, and the battery drives the motor to generate electricity to drive the jet pump to work.

[0102] Among them, when the cross-domain vehicle is in the water entry condition, the vehicle required torque is obtained: when When the wheel hub motor is powered by the battery, the battery drives the motor (such as ISG motor) to output power. when When ( is the vehicle required torque, is the optimal torque of the engine), the wheel hub motor is powered by the battery, and the injection pump is powered by the battery-driven motor (such as ISG motor); if The hub motor is powered by the battery, and the torque provided by the engine is output to the injection pump and drives the motor (such as ISG) to generate electricity for the battery.

[0103] when When the vehicle is in use, the injection pump is driven by the engine, and the wheel hub motor is driven by the engine to generate electricity for driving.

[0104] Fig.10 A flow chart of the energy management strategy for the land-water interface working mode in the full-operating condition energy management method for a hub motor hybrid amphibious cross-domain vehicle provided in an embodiment of the present application.

[0105] The embodiment of the present application provides a full-operating-condition energy management method for an amphibious cross-domain vehicle. First, under the water exit condition, when the power battery state of charge value is less than the minimum power battery state of charge value, the engine drives the wheel hub motor to work, and drives the motor to generate electricity to drive the wheel hub motor to work; when the power battery state of charge value is greater than the minimum power battery state of charge value and less than the maximum power battery state of charge value, the battery drives the wheel hub motor to work, and the engine drives the spray pump to work; secondly, under the water entry condition, when the power battery state of charge value is less than the minimum power battery state of charge value, the engine drives the spray pump to work, and the engine drives the electric The motor generates electricity to drive the wheel hub motor to work; when the power battery state of charge value is greater than the minimum power battery state of charge value and less than the maximum power battery state of charge value, if the required torque of the jet pump is less than the engine torque, the battery drives the wheel hub motor to work, and the battery drives the motor to generate electricity to drive the jet pump to work; if the required torque of the jet pump is greater than the engine torque, the battery drives the wheel hub motor to work, the engine drives the jet pump to work, and drives the motor to generate electricity for the battery; when the power battery state of charge value is greater than the maximum power battery state of charge value, the battery drives the wheel hub motor to work, and the battery drives the motor to generate electricity to drive the jet pump to work. In this way, in the water-land boundary working mode, in the water-out working condition and the water-in working condition, according to the size relationship between the power battery state of charge value and the limit power battery state of charge value, the preset logic threshold control strategy is used for energy distribution, which can ensure that the energy utilization efficiency in the water-out working condition and the water-in working condition in the water-land boundary working mode is maximized.

[0106] In terms of hardware, an energy management device may be provided on an amphibious cross-domain vehicle to implement the above method. For example, Fig.11 This is a schematic diagram of the structure of an energy management device in a full-operating energy management method for a hub motor hybrid amphibious cross-domain vehicle provided in an embodiment of the present application. Fig.11 As shown, the energy management device includes a land power system module 1110, a water power system module 1120, a driving condition environment perception module 1130, and an energy management control module 1140. The land power system module 1110 is used to provide power for the cross-domain vehicle when it is driving in the land working mode, and the water power system module 1120 is used to provide power for the cross-domain vehicle when it is driving in the water working mode. When the cross-domain vehicle is in the land-water interface mode, the land power system module 1110 and the water power system module 1120 cooperate to provide power. The driving condition environment perception module 1130 is used to identify the environmental condition information of the land-water cross-domain vehicle at the current moment, and at the same time switch the cross-domain vehicle to the corresponding land, water, and land-water interface working modes. The energy management control module 1140 is used to control the energy distribution of the cross-domain vehicle.

[0107] Fig.12This is a schematic diagram of the structure of the land power system module in the full-operating energy management method of a hub motor hybrid amphibious cross-domain vehicle provided in an embodiment of the present application. Fig.12 As shown, the land power system module 1110 includes: a cross-domain vehicle hub motor and tire group 1201, a micro control unit (MCU) 1202, a driver intention recognition module (covering signal inputs such as steering wheel angle, accelerator pedal, brake pedal, etc.) 1203, a generator controller (GCU) 1204, a vehicle controller (VCU) 1205, a gyroscope 1206, a high-voltage power distribution system 1207, a battery management system (BMS) 1208, a power battery 1209, an integrated starter generator (ISG) 1210, a cooling system 1211, an engine 1212, and an engine electronic control unit (ECU) 1213. Specifically, in the land working mode, the engine drives the ISG motor to generate electricity, and the generated electricity is distributed via the high-voltage power distribution system 1207. In the stable driving stage, part of the electricity generated by the ISG motor is directly supplied to the hub motor to drive the vehicle, and the other part is used to charge the power battery 1209. When high power output is required, all the electrical energy generated by the ISG motor is used to drive the hub motor, while the power battery 1209 provides additional electrical energy.

[0108] Fig.13 A schematic diagram of the structure of the water power system module in the full-operating energy management method of a hub motor hybrid water-land cross-domain vehicle provided in an embodiment of the present application. The water power system module 1120 includes: a high-voltage power distribution system 1307, a battery management system (BMS) 1308, a power battery 1309, an integrated starter generator (ISG) 1310, a cooling system 1311, an engine 1312, an engine electronic control unit (ECU) 1313, and a jet pump 1314. In the water power system, the jet pump is used as a power source for directly driving the cross-domain vehicle on water, and is mechanically connected to the engine to achieve power transmission. Therefore, the control of the engine power output by the ECU can achieve the adjustment of the power output of the jet pump. Similarly, when the engine can meet the power demand of the jet pump, the ISG motor can generate electricity to charge the power battery 1309; when the engine cannot meet the power demand of the jet pump, the ISG motor uses the electric energy stored in the power battery 1309 to supplement the power of the jet pump.

[0109] After introducing the full-operating-condition energy management method of the wheel hub motor hybrid amphibious cross-domain vehicle according to the exemplary embodiment of the present disclosure, next, refer to Fig.14 A full-operating-condition energy management device 1400 for a hub motor hybrid amphibious vehicle according to an exemplary embodiment of the present disclosure is described.

[0110] refer to Fig.14The full-operating-condition energy management device 1400 for a hub motor hybrid amphibious cross-domain vehicle comprises: an acquisition module 1410, configured to acquire the current environmental information of the amphibious cross-domain vehicle through a driving condition environment perception module provided on the amphibious cross-domain vehicle; a determination module 1420, configured to determine whether the current environmental information is different from the historical environmental information, and, if the current environmental information is different from the historical environmental information, switch the driving mode of the amphibious cross-domain vehicle to a target working mode corresponding to the current environmental information according to the current environmental information; the target working mode is one of a land working mode, a water working mode, and a water-land boundary working mode; a first processing module 1430, configured as an energy management control module, in the land working mode, adopts a first preset algorithm, according to the amphibious cross-domain vehicle The first operating condition parameter determines the target operating condition from the preset operating condition; the second preset algorithm is used to determine the optimal equivalent factor under the target operating condition; energy is allocated according to the optimal equivalent factor under the target operating condition; the second processing module 1440 is configured to fuzzy process the second operating condition parameter of the amphibious cross-domain vehicle when in the water working mode; the preset fuzzy rules are used to allocate energy according to the second operating condition parameters after fuzzy processing; the third processing module 1450 is configured to determine the target boundary operating condition according to the current environmental information when in the water-land boundary working mode; under the target boundary operating condition, the preset logical threshold control strategy is used to allocate energy according to the size relationship between the power battery state of charge value and the limit power battery state of charge value; the target boundary operating condition includes the water exiting condition and the water entering condition.

[0111] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art who is familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed by the present invention, which should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. A method for managing the full-operating conditions of a hub motor hybrid amphibious vehicle, characterized in that: include: Acquiring current environmental information of the amphibious vehicle through a driving condition environment perception module provided on the amphibious vehicle; Determine whether the current environmental information is different from the historical environmental information, and if the current environmental information is different from the historical environmental information, switch the driving mode of the amphibious cross-domain vehicle to a target working mode corresponding to the current environmental information according to the current environmental information; the target working mode is one of a land working mode, a water working mode, and a water-land boundary working mode; The energy management control module, in the land working mode, adopts a first preset algorithm to determine a target working condition from preset working conditions according to the first operating condition parameter of the amphibious cross-domain vehicle; adopts a second preset algorithm to determine the optimal equivalent factor under the target working condition; and distributes energy according to the optimal equivalent factor under the target working condition; In the water working mode, fuzzy processing is performed on the second operating condition parameters of the land-water cross-domain vehicle; Using preset fuzzy rules, energy allocation is performed according to the second operating condition parameters after fuzzy processing; In the land-water interface working mode, determining a target interface working condition according to the current environmental information; Under the target boundary operating condition, a preset logic threshold control strategy is adopted to distribute energy according to the relationship between the power battery state of charge value and the limit power battery state of charge value; the target boundary operating condition includes water exit condition and water entry condition.

2. The method according to claim 1, characterized in that The adopting of the first preset algorithm to determine the target operating condition from the preset operating conditions according to the first operating condition parameter of the amphibious cross-domain vehicle includes: The first preset algorithm is used to determine the similarity between the first operating condition parameters of the amphibious cross-domain vehicle and each condition in the preset conditions, and the condition with the highest similarity in the preset conditions is determined as the target condition; the preset conditions include medium and low speed steady-state driving conditions, medium and low speed transient driving conditions, medium and high speed steady-state driving conditions, and medium and high speed transient driving conditions; the first operating condition parameters include average speed, average acceleration, speed standard deviation, acceleration standard deviation, maximum speed, maximum acceleration, minimum deceleration, the proportion of time less than or equal to the first preset speed, and the proportion of time from the first preset speed to the second preset speed; the first preset algorithm includes a sliding window algorithm; the second preset algorithm includes a simulated annealing algorithm.

3. The method according to claim 1, characterized in that The energy distribution according to the optimal equivalent factor under the target working condition includes: Calculate the ECMS energy management strategy according to the optimal equivalent factor under the target operating condition to obtain the engine output torque and the motor output torque; The amphibious cross-domain vehicle is controlled according to the engine output torque and the motor output torque.

4. The method according to claim 1, characterized in that: The second operating condition parameters include the required torque of the jet pump, the water navigation speed, the state of charge value of the power battery, and the engine torque.

5. The method according to claim 1, characterized in that The method of using a preset fuzzy rule to distribute energy according to the second operating condition parameter after fuzzy processing includes: When the amphibious cross-domain vehicle is in a low-speed navigation stage, the first sub-fuzzy rule in the preset fuzzy rule is used to distribute energy to the amphibious cross-domain vehicle; When the amphibious vehicle is in the medium-speed navigation stage, the second sub-fuzzy rule in the preset fuzzy rule is used to calculate the first engine torque according to the second operating condition parameter after fuzzy processing, and the amphibious vehicle is controlled according to the first engine torque; When the amphibious cross-domain vehicle is in the high-speed navigation stage, the third sub-fuzzy rule in the preset fuzzy rules is used to calculate the second engine torque according to the second operating condition parameters after fuzzy processing, and the amphibious cross-domain vehicle is controlled according to the second engine torque.

6. The method according to claim 5, characterized in that The adopting the first sub-fuzzy rule in the preset fuzzy rule to distribute energy to the land-water cross-domain vehicle includes: When the power battery state of charge value is less than the minimum power battery state of charge value, the amphibious cross-domain vehicle is in charging mode, in which it is driven solely by the engine, part of the engine's torque provides power for the amphibious cross-domain vehicle, and the other part of the torque drives the motor to charge the battery pack.

7. The method according to claim 5, characterized in that The method adopts the second sub-fuzzy rule in the preset fuzzy rule, calculates the first engine torque according to the second operating condition parameter after fuzzy processing, and controls the amphibious cross-domain vehicle according to the first engine torque, including: When the power battery state of charge value is less than the minimum power battery state of charge value, the amphibious vehicle is in a charging mode, the first piecewise function in the third preset algorithm is used to calculate the first engine torque, and the amphibious vehicle is controlled according to the first engine torque; When the power battery state of charge value is greater than the minimum power battery state of charge value and less than the maximum power battery state of charge value, the amphibious vehicle is in a combined drive mode or a pure engine mode, and the first engine torque is calculated using the second piecewise function in the third preset algorithm, and the amphibious vehicle is controlled according to the first engine torque; the third preset algorithm is shown in the following formula: ； in, The required torque for the jet pump; Output torque for the motor; The torque required to charge the battery; is the state of charge value of the power battery; is the minimum power battery state of charge value; It is the maximum power battery state of charge value.

8. The method according to claim 5, characterized in that The method adopts the third sub-fuzzy rule in the preset fuzzy rule, calculates the second engine torque according to the second operating condition parameter after fuzzy processing, and controls the amphibious cross-domain vehicle according to the second engine torque, including: When the power battery state of charge value is less than the minimum power battery state of charge value, the amphibious vehicle is in a charging mode, the second engine torque is calculated using the first piecewise function in the fourth preset algorithm, and the amphibious vehicle is controlled according to the second engine torque; When the power battery state of charge value is greater than the minimum power battery state of charge value and less than the maximum power battery state of charge value, the amphibious vehicle is in a joint driving mode, and the second piecewise function in the fourth preset algorithm is used to calculate the second engine torque, and the amphibious vehicle is controlled according to the second engine torque; the fourth preset algorithm is shown in the following formula: ； in, The required torque for the jet pump; Output torque for the motor; The torque required to charge the battery; is the state of charge value of the power battery; is the minimum power battery state of charge value; It is the maximum power battery state of charge value.

9. The method according to claim 1, characterized in that: Under the target boundary working condition, a preset logic threshold control strategy is adopted to distribute energy according to the magnitude relationship between the power battery state of charge value and the limit power battery state of charge value, including: Under the water discharge condition, when the power battery state of charge value is less than the minimum power battery state of charge value, the engine drives the wheel hub motor to work, and drives the motor to generate electricity to drive the wheel hub motor to work; when the power battery state of charge value is greater than the minimum power battery state of charge value and less than the maximum power battery state of charge value, the battery drives the wheel hub motor to work, and the engine drives the injection pump to work; Under the water entry condition, when the power battery state of charge value is less than the minimum power battery state of charge value, the engine drives the jet pump to work, and the engine drives the motor to generate electricity and drive the hub motor to work; when the power battery state of charge value is greater than the minimum power battery state of charge value and less than the maximum power battery state of charge value, if the jet pump required torque is less than the engine torque, the battery drives the hub motor to work, and the battery drives the motor to generate electricity and drive the jet pump to work; if the jet pump required torque is greater than the engine torque, the battery drives the hub motor to work, the engine drives the jet pump to work, and drives the motor to generate electricity for the battery; when the power battery state of charge value is greater than the maximum power battery state of charge value, the battery drives the hub motor to work, and the battery drives the motor to generate electricity and drive the jet pump to work.

10. A full-operating-condition energy management device for a hub motor hybrid amphibious vehicle, characterized in that: include: an acquisition module configured to acquire current environment information of the amphibious vehicle through a driving condition environment perception module provided on the amphibious vehicle; a determination module configured to determine whether the current environmental information is different from the historical environmental information, and if the current environmental information is different from the historical environmental information, switch the driving mode of the amphibious cross-domain vehicle to a target working mode corresponding to the current environmental information according to the current environmental information; the target working mode is one of a land working mode, a water working mode, and a water-land boundary working mode; The first processing module is configured as an energy management control module. In the land working mode, the first preset algorithm is used to determine the target working condition from the preset working conditions according to the first operating condition parameter of the amphibious cross-domain vehicle; the second preset algorithm is used to determine the optimal equivalent factor under the target working condition; and energy is distributed according to the optimal equivalent factor under the target working condition; A second processing module is configured to perform fuzzy processing on a second operating condition parameter of the amphibious cross-domain vehicle in the water working mode; Using preset fuzzy rules, energy allocation is performed according to the second operating condition parameters after fuzzy processing; A third processing module is configured to determine a target boundary condition according to the current environmental information in the land-water boundary working mode; Under the target boundary operating condition, a preset logic threshold control strategy is adopted to distribute energy according to the relationship between the power battery state of charge value and the limit power battery state of charge value; the target boundary operating condition includes water exit condition and water entry condition.

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