Energy management method and device for all-operating conditions of a hub motor hybrid amphibious cross-domain vehicle

Abstract

The present application provides a method and device for energy management of all working conditions of a hub motor hybrid amphibious cross-domain vehicle, which relates to the field of new energy vehicle technology. The method includes: obtaining the current environmental information of the amphibious cross-domain vehicle through a driving condition environment perception module provided on the amphibious cross-domain vehicle; according to the current environmental information, switching the driving mode of the amphibious cross-domain vehicle to a target working mode corresponding to the current environmental information; when the energy management control module is in the land working mode, energy is distributed according to the optimal equivalent factor under the target working condition; when the energy management control module is in the water working mode, energy is distributed according to the second operating condition parameter after fuzzy processing using a preset fuzzy rule; when the energy management control module is in the water-land boundary working mode, energy is distributed according to the size relationship between the power battery state of charge value and the limit power battery state of charge value. The present application improves the energy management effect under various working conditions.

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 amphibious cross-domain vehicle. Background Art

[0002] Hybrid amphibious vehicles, with their unique ability to navigate both land and water, and their silent, all-electric operation, have broad potential for application in both military and civilian sectors. These vehicles, capable of performing missions on both land and water, such as flood relief and military landings, place extremely high demands on their powertrains, particularly regarding energy management strategies.

[0003] To ensure efficient and stable operation under diverse operating conditions, hybrid amphibious vehicles require specialized powertrain energy management strategies. 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. However, they cannot guarantee effective energy management under all operating conditions of amphibious vehicles. These strategies fail to fully demonstrate their advantages under specific operating conditions, have limited optimization capabilities, and lack the ability to dynamically respond to real-time operating condition changes. Summary of the Invention

[0004] The purpose of the present invention is to address the deficiencies in the above-mentioned prior art and provide a method and device for full-operating-condition energy management of a hub motor hybrid amphibious cross-domain vehicle, 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 objectives, the technical solutions adopted in the embodiments of the present application are as follows:

[0006] In a first aspect, an embodiment of the present application provides a method for energy management of a hub motor hybrid amphibious cross-domain vehicle under all working conditions, comprising: 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 in the case where 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 energy management control module adopts a first preset algorithm according to the driving condition environment perception module of the amphibious cross-domain vehicle. The first operating condition parameter of the vehicle is used to determine 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 distributed 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 distribute energy according to the second operating condition parameter 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, a preset logical threshold control strategy is 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; the target boundary operating condition includes the water exiting condition and the water entering condition.

[0007] In one embodiment, the first preset algorithm is used to determine the target operating condition from the preset operating conditions based on the first operating condition parameters of the amphibious cross-domain vehicle, including: 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; and the second preset algorithm includes a simulated annealing algorithm.

[0008] 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.

[0009] In one embodiment, the second operating condition parameter includes the required torque of the jet pump, the water navigation speed, the state of charge value of the power battery, and the engine torque.

[0010] 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.

[0011] 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 charging mode, and is driven solely by the engine in the charging mode, and 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.

[0012] In one embodiment, 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 cross-domain vehicle is in charging mode, adopts the first piecewise function in the third preset algorithm to calculate the first engine torque, and controls the amphibious cross-domain vehicle 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 combined drive mode or pure engine mode, adopts the second piecewise function in the third preset algorithm to calculate the first engine torque, and controls the amphibious cross-domain vehicle according to the first engine torque; the third preset algorithm is shown in the following formula:

[0013]

[0014] Among them, T req is the required torque of the jet pump; T m is the motor output torque; T chargeThe torque required to charge the battery; SOC is the state of charge of the power battery; SOC min SOC is the minimum state of charge value of the power battery; max It is the maximum power battery state of charge value.

[0015] 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 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; 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, 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:

[0016]

[0017] Among them, T req is the required torque of the jet pump; T m is the motor output torque; T charge The torque required to charge the battery; SOC is the state of charge of the power battery; SOC min SOC is the minimum state of charge value of the power battery; max It is the maximum power battery state of charge value.

[0018] 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 exit 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 jet pump to work; under the water entry 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 jet pump to work. When the state of charge of the power battery is greater than the minimum state of charge of the power battery and less than the maximum state of charge of the power battery, if the required torque of the jet pump is less than the optimal torque of the engine, 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 required torque of the jet pump is greater than the optimal torque of the engine, 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 state of charge of the power battery is greater than the maximum state of charge of the power battery, the battery drives the hub motor to work, and the battery drives the motor to generate electricity to drive the jet pump to work.

[0019] In the second aspect, the embodiment of the present application also provides a full-working-condition energy management device for a hub motor hybrid amphibious cross-domain vehicle, including: an acquisition module, 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, 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, according to the water The first operating condition parameters of the land-crossing vehicle determine the target operating condition from the preset operating conditions; the second preset algorithm is used to determine the optimal equivalent factor under the target operating condition; energy is distributed 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 parameters of the land-crossing vehicle in the water working mode; the preset fuzzy rules are used to distribute 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 distribute 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.

[0020] 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.

[0021] In one embodiment, the first processing module is configured to: calculate the ECMS energy management strategy based on 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 based on the engine output torque and the motor output torque.

[0022] In one embodiment, the second operating condition parameter includes the required torque of the jet pump, the water navigation speed, the state of charge value of the power battery, and the engine torque.

[0023] 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.

[0024] 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, and is driven solely by the engine in the charging mode, and a portion of the engine's torque provides power for the amphibious cross-domain vehicle, and the other portion of the torque drives the motor to charge the battery pack.

[0025] 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 a first piecewise function in a 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 a 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:

[0026]

[0027] Among them, T req is the required torque of the jet pump; T m is the motor output torque; T charge The torque required to charge the battery; SOC is the state of charge of the power battery; SOC min SOC is the minimum state of charge value of the power battery; max It is the maximum power battery state of charge value.

[0028] 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 drive 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:

[0029]

[0030] Among them, T req is the required torque of the jet pump; T m is the motor output torque; T charge The torque required to charge the battery; SOC is the state of charge of the power battery; SOC min SOC is the minimum state of charge value of the power battery; max It is the maximum power battery state of charge value.

[0031] In one embodiment, the third processing module is configured as follows: under the water-out 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 jet pump to work; under the water-in 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 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 optimal 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 optimal 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.

[0032] 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. 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.

[0033] 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 of the above methods are executed.

[0034] The beneficial effects of the present application are: in the onshore working mode, energy is distributed according to the optimal equivalent factor under the target working condition, and in the water working mode, energy is distributed using preset fuzzy rules; in the water-land boundary working mode, energy is distributed using a preset logic threshold control strategy; different strategies are used to distribute energy in different working modes, which achieves more reasonable energy management under different working conditions and improves the energy management effect under each working condition. In the onshore working mode, energy is distributed according to the optimal equivalent factor under the target working condition using the ECMS energy management strategy (equivalent fuel consumption minimization strategy), which can ensure that the energy utilization efficiency is maximized in the onshore working mode. 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 that the energy utilization efficiency is maximized in different speed stages in the water working mode. In the land-water interface working mode, under the conditions of leaving the water and entering the water, a preset logic threshold control strategy is used to distribute energy according to the 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 under the conditions of leaving the water and entering the water in the land-water interface working mode. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments. It should be understood that the following drawings only illustrate certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without paying any creative work.

[0036] 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;

[0037] Figure 2A schematic diagram showing the connections of various modules in a driving condition environment perception module in a method for all-condition energy management of a hub motor hybrid amphibious cross-domain vehicle provided in an embodiment of the present application;

[0038] 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;

[0039] 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;

[0040] 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;

[0041] 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;

[0042] 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;

[0043] 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;

[0044] Figure 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;

[0045] Figure 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 land-water cross-domain vehicle provided in an embodiment of the present application;

[0046] Figure 11 A schematic structural diagram of an energy management device in a full-operation-condition energy management method for a hub motor hybrid amphibious cross-domain vehicle provided in an embodiment of the present application;

[0047] Figure 12 A schematic structural diagram of an onshore power system module in a full-operation-condition energy management method for a hub motor hybrid amphibious cross-domain vehicle provided in an embodiment of the present application;

[0048] Figure 13A schematic structural diagram of a water power system module in a full-operation-condition energy management method for a hub motor hybrid amphibious cross-domain vehicle provided in an embodiment of the present application;

[0049] Figure 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

[0050] 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.

[0051] 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 protection, but merely represents selected embodiments of the present application. All other embodiments obtained by persons of ordinary skill in the art based on the embodiments in the present application without creative work are within the scope of protection of the present application.

[0052] It should be noted that, in the absence of conflict, the features in the embodiments of this application can be combined with each other.

[0053] Figure 1 A schematic flow chart of a method for managing energy in all working conditions for a hub motor hybrid amphibious vehicle according to an embodiment of the present application; Figure 1 As shown, the method includes:

[0054] Step 110: Acquire the current environmental information of the amphibious vehicle through the driving condition environment perception module provided on the amphibious vehicle.

[0055] 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 (i.e., environmental information) of the cross-domain vehicle.

[0056] Furthermore, an environmental signal transmission device can be set in the driving condition environment perception module; specifically, the environmental signal transmission device can be connected to the above-mentioned environmental sensing device to transmit the position information and environmental characteristics of the land and water cross-domain vehicle collected by the environmental sensing device.

[0057] The current environmental information, namely the current position information and environmental characteristics of the above-mentioned land and water cross-domain vehicles, can be divided into land environment, water environment, and land and water boundary environment.

[0058] 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.

[0059] Among them, the target working mode is one of the land working mode, the water working mode, and the land-water boundary working mode.

[0060] 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 the electronic control unit (such as: VCU), and can also be electrically connected to the 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.

[0061] Furthermore, a driving condition analysis module can be incorporated into the driving condition environment perception module to further analyze the driving condition classification of the amphibious vehicle in its specific environment after it switches to the target operating mode. This step ensures the real-time transmission and utilization of environmental data, providing the necessary foundation for subsequent decision-making and control.

[0062] Figure 2 This is a schematic diagram showing the connections of the modules in the driving condition environment perception module in the full-condition energy management method for a hub motor hybrid amphibious cross-domain vehicle provided in an embodiment of the present application. Reference numeral 210 represents the environmental sensing device, reference numeral 220 represents the environmental signal transmission device, reference numeral 230 represents the operating mode switching device, and reference numeral 240 represents the driving condition analysis module.

[0063] Specifically, in this step, when the current environmental information is different from the historical environmental information, the target working mode corresponding to the current environmental information can be determined from the driving mode, and then the driving mode can be switched 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 can be determined from the driving mode as the water working mode, and then the driving mode can be switched from the land working mode to the water working mode.

[0064] In actual operation, the switching of driving modes can be achieved by presetting the correspondence between environmental information and working modes.

[0065] 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.

[0066] Among them, the first preset algorithm includes a sliding window algorithm. Here, the sliding window algorithm can perform real-time identification of the vehicle's operating conditions. Specifically, during the real-time driving of the vehicle, assuming the current moment is t, a sampling time window with a length of ΔT is selected to extract characteristic parameters, and a time period with a length of Δσ is set as the update period for operating condition identification. The sliding window identification method is retroactive, ensuring that when the operating condition type is updated at the next moment, some historical vehicle status information can still be retained within the operating condition identification cycle, thereby enhancing the continuity and accuracy of identification. Here, ΔT and Δσ can be set based on experience, or by consulting relevant literature and materials. For example, Δσ can be set to 50 seconds, and Δσ can be set to 5 seconds.

[0067] 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; among which, 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 30 km / h, and the second preset speed is set to 60 km / h.

[0068] 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. For example, medium-low speed steady-state driving conditions can include slow driving in suburban areas; medium-low speed transient driving conditions can include mild off-road driving on congested suburban roads or gravel roads; medium-high speed steady-state driving conditions can include unobstructed driving in suburban areas; and medium-high speed transient driving conditions can include frequent overtaking maneuvers on suburban roads or driving in moderate off-road conditions such as muddy and low-lying areas.

[0069] 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.

[0070] The second preset algorithm includes a simulated annealing algorithm.

[0071] The equivalence factor is the equivalent factor of the energy management strategy. The following uses the ECMS energy management strategy as an example to illustrate the process of determining the optimal equivalence factor:

[0072] Step 1: Initialization phase

[0073] Set the objective function J, which aims to minimize equivalent fuel consumption (equivalent fuel consumption = electric energy consumption * equivalent factor);

[0074] Initialize the algorithm's starting temperature T0 and the number of inner loop iterations L; it should be noted that the above parameters determine the algorithm's search efficiency and convergence.

[0075] 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):

[0076]

[0077] in, η chr is the battery charging efficiency, η dis is the battery discharge efficiency; m eng is the instantaneous fuel consumption of the engine; s is the equivalent factor; η bat is the battery efficiency; H lhv It is the low calorific value of gasoline.

[0078] The constraints obtained based on the physical limits of the engine and motor are shown in the following formula (3):

[0079]

[0080] Among them, T m is the motor output torque; T m max is the maximum torque of the motor; T e is the engine output torque; T e max is the maximum torque of the engine; T e min is the minimum engine torque.

[0081] Step 2: Random perturbation and new solution generation

[0082] At the current temperature T n Under this condition, random perturbations are applied to the current solution to generate new candidate solutions;

[0083] Calculate the increment ΔJ between the objective function value corresponding to the new solution and the objective function value of the original solution.

[0084] Step 3: Acceptance criteria for the solution

[0085] Judging by the Metropolis Criteria:

[0086] If ΔJ < 0, that is, the new solution is better than the original solution, then the new solution is accepted unconditionally;

[0087] If ΔJ>0, that is, the new solution is inferior to the original solution, the new solution is accepted with the Gibbs canonical distribution probability exp(-ΔJ / Tn); if the new solution is not accepted, step 2 is repeated to continue generating new candidate solutions.

[0088] Step 4: Inner loop iteration

[0089] At the current temperature T n Repeat steps 2 and 3 for a total of L times to ensure that the solution space is fully searched at the current temperature.

[0090] Step 5: Annealing and tempering process and termination conditions

[0091] Perform the annealing process and adjust the temperature T according to the preset temperature change rules n At the same time, a tempering process can be performed as needed to prevent the algorithm from falling into a local optimum prematurely. Check whether the temperature has dropped below a 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.

[0092] The annealing process is shown in the following formula (4):

[0093]

[0094] Among them, α is the annealing cooling rate; γ is the tempering heating rate; T n is the temperature of the nth iteration.

[0095] 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℃, the annealing cooling rate can be set to 0.97, and the tempering heating rate can be set to 0.65.

[0096] In actual operation, the torque T required at any time can be adjusted based on the premise that the vehicle's dynamic performance meets the requirements. req(t) , calculate all feasible engine and motor operating points; then, set the equivalent factor s as the optimization variable of the second preset algorithm (for example, 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.

[0097] 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 second operating condition parameters after fuzzy processing using preset fuzzy rules.

[0098] 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.

[0099] Data fuzzification is a method for handling uncertainty and approximations 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 binned fuzzy set method, the input point membership 1 method, the single-point fuzzy set method, and the membership value method.

[0100] In actual operation, the jet pump requires torque T req The fuzzy subset of can be defined as {HX, X, Z, D, HD}, which represent very small, small, medium, large, and very large respectively; the fuzzy subset of speed can be defined as {D, Z, G}, which represent 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 represent low, medium-low, medium-high, and high respectively; the engine torque T e 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:

[0101] speed=D

[0102]

[0103]

[0104] speed=Z

[0105]

[0106] speed = G

[0107]

[0108] 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.

[0109] Step 150: In the land-water interface working mode, determine the target interface working condition based on the current environmental information; under the target interface working condition, adopt a preset logic threshold control strategy to distribute energy based on the relationship between the power battery state of charge value and the limit power battery state of charge value.

[0110] Among them, the target boundary conditions include water-outlet conditions and water-inlet conditions.

[0111] In actual operation, the target boundary working condition can be determined by presetting the correspondence between environmental information and the boundary working condition.

[0112] The preset logic threshold control strategy is a method for controlling the vehicle's power system based on preset thresholds. This strategy sets specific thresholds (i.e., the ultimate battery state of charge) and determines which power mode to use (i.e., the out-of-water mode and the in-water mode) based on the system's current state to achieve optimal energy utilization.

[0113] The power battery state of charge (SOC) can be calculated based on the power battery model. The specific power battery model is shown in the following formula (5):

[0114]

[0115] The calculation formula of the power battery state of charge value SOC is shown in the following formula (6):

[0116]

[0117] Among them, P s is the net power; Output efficiency for the power battery in the charging state; is the output efficiency of the power battery in the discharge state; P bat is the output power of the power battery; Q0 ​​is the nominal capacity of the power battery; I b is the power battery current.

[0118] 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 drives the motor, 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.

[0119] The embodiment of the present application provides a full-condition energy management method for an amphibious cross-domain vehicle. First, the current environmental information of the amphibious cross-domain vehicle is obtained through a driving condition environment perception module provided on the amphibious cross-domain vehicle. Second, whether the current environmental information has changed is determined based on the current environmental information and historical environmental information. If 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 based on the current environmental information. The target working mode is one of the land working mode, the water working mode, and the land-water boundary working mode. Third, 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 based on the current environmental information. The first operating condition parameters of the domain vehicle are used to determine the target operating condition from the preset operating conditions; a second preset algorithm is used to determine the optimal equivalent factor under the target operating condition; and energy is allocated based on the optimal equivalent factor under the target operating condition. Then, in the water working mode, the second operating condition parameters of the water-land cross-domain vehicle are fuzzy processed; and energy is allocated based on the fuzzy-processed second operating condition parameters using preset fuzzy rules. Finally, in the water-land boundary working mode, the target boundary working condition is determined based on current environmental information; under the target boundary working condition, a preset logical threshold control strategy is used to allocate energy based on the 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 based on the optimal equivalent factor under the target working condition, and in the water working mode, energy is allocated using the preset fuzzy rules; in the water-land boundary working mode, energy is allocated using the preset logical threshold control strategy. Different strategies are used for energy allocation in different working modes, achieving more reasonable energy management under different working conditions and improving the energy management effect under each working condition.

[0120] The following continues with examples to explain the process of allocating energy according to the optimal equivalent factor under the target operating conditions in the above embodiment. Figure 3 This is a flow chart of a method for managing energy in all working conditions 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:

[0121] Step 310: Calculate the ECMS energy management strategy based on the optimal equivalent factor under the target operating condition to obtain the engine output torque and the motor output torque.

[0122] The optimization objective function of the ECMS energy management strategy is shown in formulas (1) and (2) above; the constraints obtained based on the physical limits of the engine and motor are shown in formula (3) above. In actual operation, after obtaining the optimal equivalent factor, the optimal equivalent factor is substituted into formulas (1), (2), and (3) above to obtain the engine output torque and motor output torque.

[0123] Step 320: Control the amphibious vehicle according to the engine output torque and the motor output torque.

[0124] 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.

[0125] Figure 4 This is a flow chart of the energy management strategy for the land working mode in the full-operating-condition energy management method of a hub motor hybrid amphibious cross-domain vehicle provided in an embodiment of the present application.

[0126] The full-operation-condition energy management method for an amphibious vehicle provided in an embodiment of the present application first calculates the ECMS energy management strategy based on the optimal equivalent factor under the target operating condition to obtain the engine output torque and the motor output torque; secondly, the amphibious vehicle is controlled based on the engine output torque and the motor output torque. Thus, in the onshore operating mode, energy is allocated using the ECMS energy management strategy (equivalent fuel consumption minimization strategy) based on the optimal equivalent factor under the target operating condition, ensuring maximum energy efficiency in the onshore operating mode.

[0127] The following continues with examples to explain the process of using preset fuzzy rules in the above embodiment to distribute energy according to the second operating condition parameters after fuzzy processing. Figure 5 This is a flow chart of a method for managing energy in all working conditions 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:

[0128] Step 510: When the amphibious vehicle is in the low-speed navigation stage, the first sub-fuzzy rule in the preset fuzzy rules is used to distribute energy to the amphibious vehicle.

[0129] 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 to land-water cross-domain vehicles during the low-speed navigation phase; the second sub-fuzzy rule is used to allocate energy to land-water cross-domain vehicles during the medium-speed navigation phase; and the third sub-fuzzy rule is used to allocate energy to land-water cross-domain vehicles during the high-speed navigation phase.

[0130] The first sub-fuzzy rule is mainly used to stipulate the energy allocation rule 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.

[0131] Specifically, the above step 510 may include the following steps:

[0132] When the power battery state of charge value is less than the minimum power battery state of charge value, the amphibious vehicle is in charging mode. In charging mode, it is driven solely by the engine. Part of the engine's torque provides power for the amphibious vehicle, and the other part of the torque drives the motor to charge the battery pack.

[0133] Among them, when SOC<SOC min When the amphibious vehicle is in charging mode, the engine is driven alone. At this time, part of the torque is used to provide power for the amphibious 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.

[0134] 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 parameter after fuzzy processing, and the amphibious vehicle is controlled according to the first engine torque.

[0135] The second operating condition parameters include the required torque of the jet pump, the water navigation speed, the power battery state of charge value, and the engine torque.

[0136] The second 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, 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.

[0137] Specifically, such as Figure 6 As shown, the above step 520 may include the following steps 610 and 620:

[0138] Step 610: When the power battery state of charge value is less than the minimum power battery state of charge value, the amphibious vehicle is in 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.

[0139] Among them, when SOC<SOC min When the amphibious vehicle is in charging mode, the battery can be protected from over-discharge and the battery life can be 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 can be controlled according to the first engine torque to achieve control of the amphibious vehicle.

[0140] 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):

[0141]

[0142] Among them, T req is the required torque of the jet pump; T m is the motor output torque; T charge The torque required to charge the battery; SOC is the state of charge of the power battery; SOC min SOC is the minimum state of charge value of the power battery; max It is the maximum power battery state of charge value.

[0143] Among them, when SOC min <SOC<SOC max When , due to the influence of load conditions, road conditions, etc., 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 realize the control of the amphibious cross-domain vehicle.

[0144] 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.

[0145] The third 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, 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.

[0146] Specifically, such as Figure 7 As shown, the above step 530 may include the following steps 710 and 720:

[0147] Step 710: When the power battery state of charge value is less than the minimum power battery state of charge value, the amphibious 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 vehicle is controlled according to the second engine torque.

[0148] Among them, when SOC<SOC minWhen the amphibious vehicle is in charging mode, the battery can be protected from over-discharge and the battery life can be 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 can be controlled according to the second engine torque to achieve control of the amphibious vehicle.

[0149] 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 combined drive 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):

[0150]

[0151] Among them, T req is the required torque of the jet pump; T m is the motor output torque; T charge The torque required to charge the battery; SOC is the state of charge of the power battery; SOC min SOC is the minimum state of charge value of the power battery; max It is the maximum power battery state of charge value.

[0152] Among them, when SOC min <SOC<SOC max When , the amphibious cross-domain vehicle is in the joint drive 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.

[0153] Figure 8 This is a flow chart of the energy management strategy for the water working mode in the full-operating-condition energy management method of a hub motor hybrid amphibious cross-domain vehicle provided in an embodiment of the present application.

[0154] 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 allocate energy to the land-based vehicle. Second, 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 allocate energy according to the 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 in different speed stages in the water working mode.

[0155] The following example continues to explain the process of distributing 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 operating condition using a preset logic threshold control strategy in the above embodiment. Figure 9 This is a flow chart of a method for managing energy in all working conditions for a hub motor hybrid amphibious vehicle provided in an embodiment of the present application. Figure 9 As shown, the above step 150 may include the following steps 910 and 920:

[0156] 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.

[0157] Among them, when the amphibious vehicle is in the working 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 working condition is short. In order to ensure the reliability of the cross-domain vehicle going ashore, no driving charging is performed. When the battery SOC>SOC min When the battery SOC is less than SOC min 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.

[0158] Step 920: 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 optimal 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 optimal 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.

[0159] Among them, when the cross-domain vehicle is in the water entry condition, the vehicle required torque is obtained:

[0160] When SOC>SOC max When the wheel hub motor is powered by the battery, the battery drives the motor (such as ISG motor) to output power.

[0161] When SOC min <SOC<SOC max When T req <T e opt (T req is the vehicle required torque, T e opt is the optimal torque of the engine), the hub motor is powered by the battery, and the injection pump is powered by the battery-driven motor (such as ISG motor); if T req >T e opt 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.

[0162] When SOC<SOC min When the vehicle is in operation, the injection pump is driven by the engine, and the hub motor is driven by the engine to drive the motor (such as ISG motor) to generate electricity to provide electric energy for driving.

[0163] Figure 10 This is a flow chart of the energy management strategy for the land-water interface working mode in the full-operating-condition energy management method of a hub motor hybrid amphibious cross-domain vehicle provided in an embodiment of the present application.

[0164] The embodiment of the present application provides a full-operation-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 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 jet 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 jet pump to work, and the engine drives the motor to The wheel hub motor is driven to generate electricity and drive the in-wheel 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 demand torque is less than the engine optimal torque, the battery drives the wheel hub motor to work, and the battery drives the motor to generate electricity and drive the jet pump to work; if the jet pump demand torque is greater than the engine optimal 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 and drive the jet pump to work. In this way, in the water-land boundary working mode, under the water exit and water entry conditions, according to the size relationship between the power battery state of charge value and the extreme power battery state of charge value, a preset logic threshold control strategy is used to distribute energy, which can ensure that the energy utilization efficiency is maximized under the water exit and water entry conditions in the water-land boundary working mode.

[0165] In terms of hardware, an energy management device can be set on an amphibious cross-domain vehicle to implement the above method. For example, Figure 11 This is a schematic diagram of the structure of the energy management device in the full-operation energy management method of a hub motor hybrid amphibious cross-domain vehicle provided in an embodiment of the present application. Figure 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 working 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.

[0166] Figure 12This is a structural diagram of the land power system module in the full-operation energy management method of a hub motor hybrid amphibious cross-domain vehicle provided in an embodiment of the present application. Figure 12 As shown, the land power system module 1110 includes: a cross-domain vehicle hub motor and tire assembly 1201, a microcontroller unit (MCU) 1202, a driver intention recognition module (covering signal inputs such as steering wheel angle, accelerator pedal, and brake pedal) 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 operating mode, the engine drives the ISG motor to generate electricity, and the generated energy is distributed via the high-voltage power distribution system 1207. During the stable driving phase, 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 electricity generated by the ISG motor is used to drive the hub motor, while the power battery 1209 provides additional power supplement.

[0167] Figure 13 This is a schematic diagram of the structure of the water power system module in the full-operation 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 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 serves as a power source that directly drives the cross-domain vehicle on the water, and realizes power transmission through a mechanical connection with the engine. Therefore, by controlling the engine power output through the ECU, the power output of the jet pump can be adjusted. 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 electrical energy stored in the power battery 1309 to supplement the power of the jet pump.

[0168] After introducing the full-operation-condition energy management method of the hub motor hybrid amphibious cross-domain vehicle according to the exemplary embodiment of the present disclosure, the following is a reference to Figure 14 The full-operation-condition energy management device 1400 for a hub motor hybrid amphibious vehicle according to an exemplary embodiment of the present disclosure is described.

[0169] refer to Figure 14The hub motor hybrid amphibious cross-domain vehicle full-operating condition energy management device 1400 includes: an acquisition module 1410, configured to obtain the current environmental information of the amphibious cross-domain vehicle through a driving condition environment perception module set 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 when the current environmental information is different from the historical environmental information, according to the current environmental information, the driving mode of the amphibious cross-domain vehicle is switched to a target working mode corresponding to the current environmental information; the target working mode is one of the land working mode, the water working mode, and the land-water boundary working mode; the first processing module 1430, configured as the energy management control module in the land working mode, adopts the 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 distributed 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 distribute energy according to the second operating condition parameter 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 distribute 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.

[0170] The above are merely specific embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present invention should be included in the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be based on the scope of protection of the claims.

Claims

1. A method for managing energy in all working conditions for 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; determining 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, switching the driving mode of the amphibious vehicle to a target operating mode corresponding to the current environmental information according to the current environmental information; the target operating mode being one of a land operating mode, a water operating mode, and a land-water interface operating mode; The energy management control module, in the land working mode, uses a first preset algorithm to determine a target operating condition from preset operating conditions based on the first operating condition parameter of the amphibious cross-domain vehicle; uses a second preset algorithm to determine an optimal equivalent factor under the target operating condition; and distributes energy based on the optimal equivalent factor under the target operating 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 is distributed according to the second operating condition parameters after fuzzy processing; In the land-water boundary working mode, determining a target boundary 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 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.

2. The method according to claim 1, characterized in that The method of using a first preset algorithm to determine a target operating condition from preset operating conditions according to a 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 operating condition includes: Calculate the ECMS energy management strategy based on the optimal equivalent factor under the target operating condition to obtain the engine output torque and the motor output torque; The amphibious vehicle is controlled according to the engine output torque and the motor output torque.

4. The method according to claim 1, wherein 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, wherein 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 vehicle is in a low-speed navigation stage, energy allocation is performed on the amphibious vehicle using a first sub-fuzzy rule in the preset fuzzy rule; When the amphibious vehicle is in a medium-speed navigation stage, a second sub-fuzzy rule in the preset fuzzy rule is used to calculate a 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 of 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 vehicle is in charging mode, and is driven solely by the engine in the charging mode. Part of the engine's torque provides power for the amphibious 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 of using a second sub-fuzzy rule in the preset fuzzy rule, calculating a first engine torque according to the second operating condition parameter after fuzzy processing, and controlling the amphibious cross-domain vehicle according to the first engine torque includes: When the power battery state of charge value is less than a minimum power battery state of charge value, the amphibious vehicle is in a charging mode, the first engine torque is calculated using a first piecewise function in a 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, 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: Among them, T req is the required torque of the jet pump; T m is the motor output torque; T charge The torque required to charge the battery; SOC is the state of charge of the power battery; SOC min SOC is the minimum state of charge value of the power battery; max It is the maximum power battery state of charge value.

8. The method according to claim 5, characterized in that The method of using a third sub-fuzzy rule in the preset fuzzy rules, calculating a second engine torque according to the fuzzy-processed second operating condition parameter, and controlling the amphibious cross-domain vehicle according to the second engine torque includes: 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 drive 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: Among them, T req is the required torque of the jet pump; T m is the motor output torque; T charge The torque required to charge the battery; SOC is the state of charge of the power battery; SOC min SOC is the minimum state of charge value of the power battery; max It is the maximum power battery state of charge value.

9. The method according to claim 1, characterized in that 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, including: Under the water discharge 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 jet 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 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 optimal 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 optimal 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.

10. A full-operation-condition energy management device for a hub motor hybrid amphibious vehicle, characterized in that: include: an acquisition module configured to acquire current environmental 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 vehicle to a target operating mode corresponding to the current environmental information based on the current environmental information; the target operating mode is one of a land operating mode, a water operating mode, and a land-water boundary operating mode; The first processing module is configured as an energy management control module, in the land working mode, using a first preset algorithm to determine a target operating condition from preset operating conditions based on the first operating condition parameter of the amphibious cross-domain vehicle; using a second preset algorithm to determine an optimal equivalent factor under the target operating condition; and performing energy allocation according to the optimal equivalent factor under the target operating condition; A second processing module is configured to perform fuzzy processing on a second operating condition parameter of the amphibious vehicle in the water working mode; Using preset fuzzy rules, energy is distributed according to the second operating condition parameters after fuzzy processing; a third processing module configured to determine a target boundary working 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 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.

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