Hybrid power system energy management method and device, controller and vehicle

Abstract

The invention is suitable for the technical field of vehicles, and provides a hybrid power system energy management method and device, a controller and a vehicle. The method comprises the following steps: acquiring an initial equivalent factor of the hybrid power system and a state of charge of a battery; wherein the equivalent factor indicates the ratio of the fuel consumption to the electric energy consumption; adjusting the initial equivalent factor based on the charge state, and determining a target equivalent factor; according to the target equivalent factor, the total equivalent fuel consumption of the hybrid power system is calculated, and the torque distribution proportion of an engine and a motor in the hybrid power system is determined based on the minimum value of the total equivalent fuel consumption; and controlling the engine and the motor to operate according to the torque distribution proportion. The working condition and the charge state of the battery are considered at the same time, dynamic adjustment of the equivalent factor is achieved, the stability of the charge state of the battery can be improved, and meanwhile the economical efficiency of the hybrid power system is improved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and in particular to an energy management method, device, controller and vehicle for a hybrid power system. Background Art

[0002] Hybrid power is a power technology that combines a traditional engine and an electric motor, and is widely used in vehicles, ships, airplanes and other transportation means. Hybrid power distributes the power of each power source through energy management. For example, in a hybrid vehicle, the power of the hybrid power source can be distributed through energy management to meet the driving requirements of the vehicle and improve the fuel economy of the vehicle.

[0003] However, in the related art, the traditional energy management method is difficult to control the stability of the state of charge (SOC) of the power battery, and it is difficult to obtain good economy. Summary of the Invention

[0004] In view of this, embodiments of the present application provide an energy management method, device, controller and vehicle for a hybrid power system to solve the technical problems that the energy management method in the related art is difficult to control the stability of the state of charge of the power battery and difficult to obtain good economy.

[0005] In a first aspect, embodiments of the present application provide an energy management method for a hybrid power system, including:

[0006] Obtain the initial equivalent factor (EF) of the hybrid power system and the state of charge of the battery; wherein, the equivalent factor indicates the ratio between the fuel consumption and the electric energy consumption;

[0007] Based on the state of charge, adjust the initial equivalent factor to determine the target equivalent factor;

[0008] According to the target equivalent factor, calculate the total equivalent fuel consumption of the hybrid power system, and based on the minimum value of the total equivalent fuel consumption, determine the torque distribution ratio between the engine and the motor in the hybrid power system;

[0009] Control the operation of the engine and the motor according to the torque distribution ratio.

[0010] In a possible implementation manner of the first aspect, the state of charge includes the real-time state of charge and the historical state of charge;

[0011] The adjusting the initial equivalent factor based on the state of charge to determine the target equivalent factor includes:

[0012] Determine the state of charge deviation based on the real-time state of charge, the historical state of charge, and the desired state of charge;

[0013] Perform proportional integral derivative (PID) control on the state of charge deviation to determine the adjustment factor;

[0014] Determine the penalty factor based on the real-time state of charge and the desired state of charge;

[0015] Obtain the target equivalent factor according to the initial equivalent factor, the adjustment factor, and the penalty factor.

[0016] In a possible implementation manner of the first aspect, the determining the state of charge deviation based on the real-time state of charge, the historical state of charge, and the desired state of charge includes:

[0017] Calculate the average of the real-time state of charge and the historical state of charge to determine the average state of charge;

[0018] Take the difference between the average state of charge and the desired state of charge as the state of charge deviation.

[0019] In a possible implementation manner of the first aspect, the determining the penalty factor based on the real-time state of charge and the desired state of charge includes:

[0020] Calculate the difference between the desired state of charge and the real-time state of charge;

[0021] Determine the penalty factor according to the ratio of the difference to the desired state of charge.

[0022] In a possible implementation manner of the first aspect, the obtaining the target equivalent factor according to the initial equivalent factor, the adjustment factor, and the penalty factor includes:

[0023] Calculate the sum of the initial equivalent factor and the adjustment factor;

[0024] Take the product of the sum and the penalty factor as the target equivalent factor.

[0025] In a possible implementation manner of the first aspect, the calculating the total equivalent fuel consumption of the hybrid power system according to the target equivalent factor and determining the torque distribution ratio between the engine and the motor in the hybrid power system based on the minimum value of the total equivalent fuel consumption includes:

[0026] Calculate the equivalent fuel consumption of the engine according to the preset torque distribution ratio;

[0027] Calculate the equivalent fuel consumption of the motor based on the preset torque distribution ratio and the target equivalent factor;

[0028] Determine the candidate total equivalent fuel consumption based on the equivalent fuel consumption of the engine and the equivalent fuel consumption of the motor;

[0029] Change the preset torque distribution ratio and repeat the step of determining the candidate total equivalent fuel consumption until the preset number of times is reached, and obtain multiple candidate total equivalent fuel consumptions;

[0030] Take the candidate total equivalent fuel consumption with the smallest value as the minimum value of the total equivalent fuel consumption, and take the preset torque distribution ratio corresponding to the minimum value of the total equivalent fuel consumption as the torque distribution ratio between the engine and the motor in the hybrid power system.

[0031] In a possible implementation manner of the first aspect, the calculating the equivalent fuel consumption of the engine according to the preset torque distribution ratio includes:

[0032] Determine the equivalent fuel consumption of the engine based on the preset universal characteristic curve of the engine, the real-time speed of the engine, the required torque of the engine, and the preset torque distribution ratio;

[0033] Correspondingly, the calculating the equivalent fuel consumption of the motor based on the preset torque distribution ratio and the target equivalent factor includes:

[0034] Determine the power consumption of the motor based on the preset characteristic curve of the motor, the real-time speed of the motor, the required torque of the motor, and the preset torque distribution ratio;

[0035] Take the product of the power consumption and the target equivalent factor as the equivalent fuel consumption of the motor.

[0036] In a second aspect, an embodiment of the present application provides a hybrid power system energy management device, including:

[0037] An acquisition module, configured to acquire an initial equivalent factor of the hybrid power system and the state of charge of the battery; wherein, the equivalent factor indicates the ratio between the fuel consumption and the electric energy consumption.

[0038] A first determination module, configured to adjust the initial equivalent factor based on the state of charge to determine a target equivalent factor.

[0039] A second determination module, configured to calculate the total equivalent fuel consumption of the hybrid power system according to the target equivalent factor, and determine the torque distribution ratio between the engine and the motor in the hybrid power system based on the minimum value of the total equivalent fuel consumption.

[0040] A control module, configured to control the operation of the engine and the motor according to the torque distribution ratio.

[0041] In a third aspect, an embodiment of the present application provides a controller, including a memory and a processor. A computer program that can run on the processor is stored in the memory. When the processor executes the computer program, the energy management method for a hybrid power system described in any item of the first aspect is implemented.

[0042] In a fourth aspect, an embodiment of the present application provides a vehicle, including the controller described in the third aspect.

[0043] It can be understood that the beneficial effects of the above second aspect to the fourth aspect can refer to the relevant descriptions in the first aspect, and will not be elaborated here.

[0044] The energy management method, device, controller and vehicle provided by the embodiment of the present application adjust the initial equivalent factor based on the state of charge of the battery in the hybrid power system to determine the target equivalent factor. Then, according to the target equivalent factor, when the total equivalent fuel consumption of the hybrid power system is the smallest, the torque distribution ratio between the engine and the motor in the hybrid power system is determined. Thus, according to the above torque distribution ratio, the operation of the engine and the motor is controlled. Among them, the embodiment of the present application takes into account both the working condition and the state of charge of the battery, calculates the equivalent factor according to the state of charge of the battery, can realize the dynamic adjustment of the equivalent factor, ensure that the equivalent factor is suitable for the current working condition and ensure the stability of the state of charge of the battery. Furthermore, by calculating the torque distribution ratio between the engine and the motor according to the equivalent factor, the stability of the state of charge of the battery can be improved, and at the same time, the economy of the hybrid power system can be improved.

[0045] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit this specification. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for use in the embodiments or the description of the prior art. Obviously, the following drawings are only some embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0047] Figure 1It is a schematic flowchart of a hybrid power system energy management method provided by an embodiment of the present application;

[0048] Figure 2 It is a schematic structural diagram of a hybrid power system energy management device provided by an embodiment of the present application;

[0049] Figure 3 It is a schematic structural diagram of a controller provided by an embodiment of the present application. Detailed implementation manners

[0050] The present application will be described more clearly below in conjunction with specific embodiments. The following embodiments will help those skilled in the art to further understand the function of the present application, but do not limit the present application in any form. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present application, several modifications and improvements can still be made. These all belong to the protection scope of the present application.

[0051] It should be understood that when used in the specification and appended claims of the present application, the term "comprising" indicates the presence of the described features, wholes, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, wholes, steps, operations, elements, components and / or their combinations.

[0052] It should also be understood that the term "and / or" used in the specification and appended claims of the present application refers to any combination and all possible combinations of one or more of the related listed items, and includes these combinations.

[0053] In the description of the specification and appended claims of the present application, the terms "first", "second", "third", etc. are only used for distinguishing descriptions, and cannot be understood as indicating or implying relative importance.

[0054] The reference to "an embodiment" or "some embodiments" etc. in the description of the present application means that a specific feature, structure or characteristic described in combination with the embodiment is included in one or more embodiments of the present application. Thus, the statements "in an embodiment", "in some embodiments", "in other some embodiments", "in still other embodiments", etc. that appear in different places in this specification do not necessarily refer to the same embodiment, but mean "one or more but not all embodiments", unless otherwise specifically emphasized in other ways. The terms "including", "comprising", "having" and their variants all mean "including but not limited to", unless otherwise specifically emphasized in other ways.

[0055] In addition, the "plurality" mentioned in the embodiments of the present application should be construed as two or more.

[0056] In a hybrid vehicle, power of the hybrid power source can be distributed through energy management to meet the driving requirements of the vehicle and improve the fuel economy of the vehicle. In related technologies, the logic threshold method is usually used for energy management. However, for vehicles with high power demand, small battery capacity, and large torque variation, it is difficult to control the stability of the state of charge of the power battery, and it is also difficult to obtain good economy.

[0057] To solve the above problems, the inventors have found through research that when calculating the equivalent factor, the working condition and the state of charge of the battery can be considered simultaneously, that is, the equivalent factor is calculated based on the state of charge of the battery to achieve dynamic adjustment of the equivalent factor, ensure that the equivalent factor is suitable for the current working condition and the state of charge of the battery is stable, and then calculate the torque distribution ratio of the engine and the motor according to the equivalent factor, and control the operation of the engine and the motor based on the above torque distribution ratio, improve the stability of the state of charge of the battery, and at the same time improve the economy of the hybrid system.

[0058] Figure 1 It is a schematic flow chart of an energy management method for a hybrid system provided by an embodiment of the present application. As Figure 1 shown, the method in the embodiment of the present application can be applied to a controller, such as a vehicle controller. The method may include:

[0059] Step 101, obtain the initial equivalent factor of the hybrid system and the state of charge of the battery.

[0060] Among them, the equivalent factor indicates the ratio between the fuel consumption and the electric energy consumption. It can also be understood that the equivalent factor is a prediction of the oil-electric conversion rate in a future period of time, and the oil-electric conversion rate is different under different working conditions. The fuel consumption corresponds to the engine in the hybrid system, and the electric energy consumption corresponds to the motor in the hybrid system. When the value of the equivalent factor is too large, the fuel consumption will increase. When the value of the equivalent factor is too small, the electric energy consumption will increase, and a constant equivalent factor cannot well maintain the stability of the state of charge of the battery.

[0061] Exemplarily, the initial equivalent factor in this embodiment can be set according to the actual working condition. For example, for a hybrid vehicle, the initial equivalent factor can be set according to the current vehicle speed and other factors of the vehicle.

[0062] Step 102, adjust the initial equivalent factor based on the state of charge to determine the target equivalent factor.

[0063] In a possible implementation manner, when determining the target equivalent factor in this embodiment, it may include A1 to A4.

[0064] A1, determine the state of charge deviation based on the real-time state of charge, the historical state of charge, and the desired state of charge.

[0065] Exemplarily, in this embodiment, the average value of the real-time state of charge and the historical state of charge can be calculated to determine the average state of charge. Then, the difference between the average state of charge and the desired state of charge is used as the state-of-charge deviation.

[0066] Optionally, this embodiment can obtain the real-time state of charge of the battery and the historical state of charge of the battery in the n seconds before the current moment, so as to calculate the average value of the real-time state of charge and the historical state of charge as the average state of charge.

[0067] The expression of the average state of charge is:

[0068]

[0069] In the formula, SOC ave (t) is the average state of charge at the current moment t and the n seconds before it, and SOC(i) is the state of charge at moment i, that is, the state of charge at the i-th second.

[0070] The expression of the state-of-charge deviation is:

[0071] e(t) = SOC ave (t) - SOC exp

[0072] In the formula, e(t) is the state-of-charge deviation, and SOC exp is the desired state of charge.

[0073] A2. Perform PID control on the state-of-charge deviation to determine the adjustment factor.

[0074] Exemplarily, the expression of the adjustment factor in this embodiment is:

[0075]

[0076] In the formula, PID(t) is the adjustment factor at the current moment t, α P is the proportional coefficient in the feedback adjustment coefficient, α I is the integral coefficient, and α D is the differential coefficient. Among them, α P , α I and α D can be set according to the actual working conditions.

[0077] A3. Determine the penalty factor based on the real-time state of charge and the desired state of charge.

[0078] Exemplarily, to improve the adaptability of the equivalent factor to the change of working conditions, on the basis of considering using PID control based on the state of charge of the battery to adjust the equivalent factor, this embodiment also uses an optimization function based on the state of charge of the battery to correct the equivalent factor in real time.

[0079] Optionally, when determining the penalty factor in this embodiment, the difference between the expected state of charge and the real-time state of charge can be calculated, and the penalty factor can be determined according to the ratio of the above difference to the expected state of charge.

[0080] The expression of the penalty factor is:

[0081]

[0082] In the formula, P(SOC) is the penalty factor, A, B, and C are constants, which can be set according to different hybrid power systems, SOC(t) is the state of charge at the current moment t, that is, the state of charge at the t-th second. Among them, the smaller SOC(t) is, the larger the penalty factor is, that is, the larger the fuel consumption is, and vice versa.

[0083] It should be noted that the expression of the penalty factor in this embodiment can also be other forms of expressions, as long as the state of charge of the battery is considered and the equivalent factor can be corrected in real time, and no specific limitation is made here.

[0084] A4. Obtain the target equivalent factor according to the initial equivalent factor, the adjustment factor, and the penalty factor.

[0085] Exemplarily, the equivalent factor plays an important role in maintaining the balance of the state of charge of the hybrid vehicle battery and achieving the best fuel economy. In this embodiment, the sum of the initial equivalent factor and the adjustment factor can be calculated, and then the product of the above sum and the penalty factor is used as the target equivalent factor.

[0086] The expression of the target equivalent factor is:

[0087] s(t) = (s(t0) + PID(t)) × P(SOC)

[0088] In the formula, s(t) is the target equivalent factor at time t, and s(t0) is the initial equivalent factor.

[0089] In this embodiment, calculating the equivalent factor by using PID control according to the state of charge of the battery can improve the stability of the state of charge of the battery and the economy of the hybrid power system. At the same time, using the penalty function based on the state of charge of the battery to correct the equivalent factor in real time can improve the adaptability of the equivalent factor to working condition changes.

[0090] Step 103. Calculate the total equivalent fuel consumption of the hybrid power system according to the target equivalent factor, and determine the torque distribution ratio between the engine and the motor in the hybrid power system based on the minimum value of the total equivalent fuel consumption.

[0091] Exemplarily, when determining the torque distribution ratio in this embodiment, B1 to B4 may be included.

[0092] B1. Calculate the equivalent fuel consumption of the engine according to the preset torque distribution ratio, and calculate the equivalent fuel consumption of the motor based on the preset torque distribution ratio and the target equivalent factor.

[0093] B2. Determine the candidate total equivalent fuel consumption based on the equivalent fuel consumption of the engine and the equivalent fuel consumption of the motor.

[0094] B3. Change the preset torque distribution ratio, and repeat the step of determining the candidate total equivalent fuel consumption until the preset number of times is reached, and obtain multiple candidate total equivalent fuel consumptions.

[0095] B4. Take the candidate total equivalent fuel consumption with the smallest value as the minimum value of the total equivalent fuel consumption, and take the preset torque distribution ratio corresponding to the minimum value of the total equivalent fuel consumption as the torque distribution ratio of the engine and the motor in the hybrid system.

[0096] Exemplarily, in this embodiment, with the minimum vehicle equivalent fuel consumption as the control target and the torque distribution ratio of the engine and the motor as the control variable, combined with the engine universal characteristic curve (engine universal map) and the preset motor characteristic curve (motor power map), the torque distribution ratio of the engine and the motor in the hybrid system is determined.

[0097] Optionally, in this embodiment, based on the preset engine universal characteristic curve, as well as the engine's real-time speed, the engine's required torque, and the preset torque distribution ratio, the equivalent fuel consumption of the engine is determined. Based on the preset motor characteristic curve, as well as the motor's real-time speed, the motor's required torque, and the preset torque distribution ratio, the power consumption of the motor is determined. Then, the product of the power consumption and the target equivalent factor is used as the equivalent fuel consumption of the motor.

[0098] The expression of the total equivalent fuel consumption is:

[0099]

[0100] In the formula, m eqv (t) is the total equivalent fuel consumption, m ice () is the equivalent fuel consumption of the engine, is the equivalent fuel consumption of the motor, where is the first derivative of m(), representing the instantaneous consumption rate, P em () is the power consumption of the motor. H lrv is the low calorific value of the fuel, K is the torque distribution ratio of the engine and the motor, T t1is the required torque of the engine at time t (the current time), ω T1 is the actual rotational speed of the engine, T t2 is the required torque of the motor at time t, ω T2 is the actual rotational speed of the motor. Among them, according to K*T t1 and ω T1 query the preset universal characteristic curve of the engine, and m can be determined ice (), according to (1 - K)*T t2 and ω T2 query the preset characteristic curve of the motor, and P can be determined em ().

[0101] Exemplarily, in this embodiment, multiple preset torque distribution ratios with different values can be set. Among them, the values of the preset torque distribution ratios are within the interval [0, 1]. According to different preset torque distribution ratios, combined with the expression of the total equivalent fuel consumption, multiple total equivalent fuel consumptions in the current state are calculated as candidate total equivalent fuel consumptions. Thus, the preset torque distribution ratio corresponding to the candidate total equivalent fuel consumption with the smallest value is used as the torque distribution ratio between the engine and the motor in the hybrid power system.

[0102] Step 104: Control the operation of the engine and the motor according to the torque distribution ratio.

[0103] Exemplarily, after determining the torque distribution ratio, determine the torques of the engine and the motor according to the torque distribution ratio, and control the operation of the engine and the motor.

[0104] The hybrid power system energy management method provided by the embodiments of the present application adjusts the initial equivalent factor based on the state of charge of the battery in the hybrid power system to determine the target equivalent factor. Then, according to the target equivalent factor, when the total equivalent fuel consumption of the hybrid power system is the smallest, the torque distribution ratio between the engine and the motor in the hybrid power system is determined. Thus, according to the above torque distribution ratio, the operation of the engine and the motor is controlled. Among them, the embodiments of the present application consider both the working condition and the state of charge of the battery at the same time, calculate the equivalent factor according to the state of charge of the battery, can realize the dynamic adjustment of the equivalent factor, ensure that the equivalent factor is suitable for the current working condition and ensure the stability of the state of charge of the battery. Furthermore, calculate the torque distribution ratio between the engine and the motor according to the equivalent factor, which can improve the stability of the state of charge of the battery and at the same time improve the economy of the hybrid power system.

[0105] It should be understood that the magnitudes of the sequence numbers of the above steps in the embodiments do not mean the order of execution. The execution order of each process should be determined according to its function and internal logic, and should not constitute any limitation to the implementation process of the embodiments of the present application.

[0106] Figure 2It is a schematic structural diagram of an energy management device for a hybrid power system provided by an embodiment of the present application. As Figure 2 shown, the energy management device for the hybrid power system provided in this embodiment may include: an acquisition module 201, a first determination module 202, a second determination module 203, and a control module 204.

[0107] Among them, the acquisition module 201 is used to acquire the initial equivalent factor of the hybrid power system and the state of charge of the battery; among them, the equivalent factor indicates the ratio between the fuel consumption and the electric energy consumption.

[0108] The first determination module 202 is used to adjust the initial equivalent factor based on the state of charge to determine the target equivalent factor.

[0109] The second determination module 203 is used to calculate the total equivalent fuel consumption of the hybrid power system according to the target equivalent factor, and determine the torque distribution ratio between the engine and the motor in the hybrid power system based on the minimum value of the total equivalent fuel consumption.

[0110] The control module 204 is used to control the operation of the engine and the motor according to the torque distribution ratio.

[0111] Optionally, the state of charge includes a real-time state of charge and a historical state of charge; the first determination module 202 is specifically used for:

[0112] Based on the real-time state of charge, the historical state of charge, and the desired state of charge, determine the state of charge deviation;

[0113] Perform PID control on the state of charge deviation to determine the adjustment factor;

[0114] Based on the real-time state of charge and the desired state of charge, determine the penalty factor;

[0115] Obtain the target equivalent factor according to the initial equivalent factor, the adjustment factor, and the penalty factor.

[0116] Optionally, the first determination module 202 is specifically used for:

[0117] Calculate the average value of the real-time state of charge and the historical state of charge to determine the average state of charge;

[0118] Use the difference between the average state of charge and the desired state of charge as the state of charge deviation.

[0119] Optionally, the first determination module 202 is specifically used for:

[0120] Calculate the difference between the desired state of charge and the real-time state of charge;

[0121] Determine a penalty factor according to the ratio of the difference value to the desired state of charge.

[0122] Optionally, the first determination module 202 is specifically configured to:

[0123] Calculate the sum of the initial equivalent factor and the adjustment factor;

[0124] Use the product of the sum and the penalty factor as the target equivalent factor.

[0125] Optionally, the second determination module 203 is specifically configured to:

[0126] Calculate the equivalent fuel consumption of the engine according to a preset torque distribution ratio;

[0127] Based on the preset torque distribution ratio and the target equivalent factor, calculate the equivalent fuel consumption of the motor;

[0128] Based on the equivalent fuel consumption of the engine and the equivalent fuel consumption of the motor, determine a candidate total equivalent fuel consumption;

[0129] Change the preset torque distribution ratio, and repeat the step of determining the candidate total equivalent fuel consumption until a preset number of times is reached to obtain multiple candidate total equivalent fuel consumptions;

[0130] Use the candidate total equivalent fuel consumption with the smallest value as the minimum value of the total equivalent fuel consumption, and use the preset torque distribution ratio corresponding to the minimum value of the total equivalent fuel consumption as the torque distribution ratio between the engine and the motor in the hybrid system.

[0131] Optionally, the second determination module 203 is specifically configured to:

[0132] Based on a preset universal characteristic curve of the engine, as well as the real-time speed of the engine, the required torque of the engine, and the preset torque distribution ratio, determine the equivalent fuel consumption of the engine;

[0133] And, based on a preset characteristic curve of the motor, as well as the real-time speed of the motor, the required torque of the motor, and the preset torque distribution ratio, determine the power consumption of the motor;

[0134] Use the product of the power consumption and the target equivalent factor as the equivalent fuel consumption of the motor.

[0135] It should be noted that for the information interaction, execution process, etc. between the above-mentioned devices / units, since they are based on the same concept as the method embodiments of this application, for their specific functions and the technical effects brought, reference can be specifically made to the method embodiment section, and details will not be elaborated here.

[0136] Figure 3 This is a schematic structural diagram of a controller provided by an embodiment of this application. As Figure 3 shown, the controller 300 of this embodiment includes: a processor 310 and a memory 320. A computer program 321 that can run on the processor 310 is stored in the memory 320. When the processor 310 executes the computer program 321, it implements the steps in any of the above-mentioned method embodiments, such as Figure 1 the steps 101 to 104 shown. Alternatively, when the processor 310 executes the computer program 321, it implements the functions of each module / unit in the above-mentioned device embodiments, such as Figure 2 the functions of the modules 201 to 204 shown.

[0137] Exemplarily, the computer program 321 can be divided into one or more modules / units. One or more modules / units are stored in the memory 320 and executed by the processor 310 to complete this application. The one or more modules / units can be a series of computer program instruction segments capable of performing specific functions, and these instruction segments are used to describe the execution process of the computer program 321 in the controller 300.

[0138] Those skilled in the art can understand that Figure 3 this is only an example of the controller and does not constitute a limitation on the controller. It may include more or fewer components than shown in the figure, or combine certain components, or different components, such as input / output devices, network access devices, buses, etc.

[0139] The processor 310 can be a central processing unit (CPU), or can also be other general-purpose processors, digital signal processors (DSPs), application specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or this processor can also be any conventional processor, etc.

[0140] The memory 320 can be an internal storage unit of the controller, such as the hard disk or memory of the controller, or an external storage device of the controller, such as a plug-in hard disk equipped on the controller, a Smart Media Card (SMC), a Secure Digital (SD) card, a Flash Card, etc. The above-mentioned memory 320 can also include both the internal storage unit of the controller and the external storage device. The above-mentioned memory 320 is used to store computer programs and other programs and data required by the controller. The memory 320 can also be used to temporarily store the data that has been output or will be output.

[0141] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the above-mentioned division of each functional unit and module is used as an example for illustration. In actual applications, the above-mentioned functions can be allocated to different functional units and modules according to needs, that is, the internal structure of the device is divided into different functional units or modules to complete all or part of the functions described above. Each functional unit and module in the embodiment can be integrated into a processing unit, or each unit can exist physically alone, or two or more units can be integrated into one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of a software functional unit. In addition, the specific names of each functional unit and module are only for the convenience of mutual distinction and do not limit the protection scope of the present application. The specific working process of the units and modules in the above system can refer to the corresponding process in the foregoing method embodiment and will not be described in detail here.

[0142] An embodiment of the present invention further provides a vehicle, including the controller as described above.

[0143] In the above embodiments, the descriptions of the various embodiments have their own emphases. For the parts not described in detail or recorded in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0144] Those of ordinary skill in the art can realize that the units and algorithm steps of each example described in combination with the embodiments disclosed herein can be implemented by electronic hardware, or by a combination of computer software and electronic hardware. Whether these functions are executed in a hardware or software manner depends on the specific application and design constraints of the technical solution. Professional technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of the present invention.

[0145] In the embodiments provided by the present invention, it should be understood that the disclosed device / controller and method can be implemented in other ways. For example, the device / controller embodiments described above are merely illustrative. For example, the division of the modules or units is only a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the displayed or discussed couplings or direct couplings or communication connections to each other can be through some interfaces. The indirect couplings or communication connections of the devices or units can be in electrical, mechanical or other forms.

[0146] The units described as separate components may or may not be physically separated. The components shown as units may or may not be physical units, that is, they can be located in one place or distributed to multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0147] In addition, in each embodiment of the present invention, the functional units can be integrated in a processing unit, or each unit can exist physically alone, or two or more units can be integrated in one unit. The above-mentioned integrated units can be implemented in the form of hardware or in the form of software functional units.

[0148] If the integrated module / unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on such an understanding, to implement all or part of the processes in the above-mentioned embodiment methods of the present invention, it can also be completed by a computer program instructing relevant hardware. The computer program can be stored in a computer-readable storage medium. When the computer program is executed by a processor, the steps of the above-mentioned various method embodiments can be implemented. Among them, the computer program includes computer program code, and the computer program code can be in the form of source code, object code, executable file or some intermediate form, etc. The computer-readable medium can include: any entity or device capable of carrying the computer program code, recording medium, USB flash drive, mobile hard disk, magnetic disk, optical disc, computer memory, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), electrical carrier signal, telecommunication signal, and software distribution medium, etc.

[0149] The above-described embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements on some of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A method for energy management of a hybrid power system, characterized in that, Including: Obtain the initial equivalent factor of the hybrid power system and the state of charge of the battery; wherein, the equivalent factor indicates the ratio between the fuel consumption and the electric energy consumption; Based on the state of charge, adjust the initial equivalent factor to determine the target equivalent factor; According to the target equivalent factor, calculate the total equivalent fuel consumption of the hybrid power system, and based on the minimum value of the total equivalent fuel consumption, determine the torque distribution ratio between the engine and the motor in the hybrid power system; Control the operation of the engine and the motor according to the torque distribution ratio.

2. The energy management method of the hybrid power system according to claim 1, wherein The state of charge includes the real-time state of charge and the historical state of charge; The adjusting the initial equivalent factor based on the state of charge to determine the target equivalent factor includes: Based on the real-time state of charge, the historical state of charge and the desired state of charge, determine the state of charge deviation; Perform PID control on the state of charge deviation to determine the adjustment factor; Based on the real-time state of charge and the desired state of charge, determine the penalty factor; According to the initial equivalent factor, the adjustment factor and the penalty factor, obtain the target equivalent factor.

3. The energy management method for a hybrid power system according to claim 2, characterized in that, The determining the state of charge deviation based on the real-time state of charge, the historical state of charge and the desired state of charge includes: Perform a mean calculation on the real-time state of charge and the historical state of charge to determine the average state of charge; Take the difference between the average state of charge and the desired state of charge as the state of charge deviation.

4. The energy management method of the hybrid power system according to claim 2, wherein The determining the penalty factor based on the real-time state of charge and the desired state of charge includes: Calculate the difference between the desired state of charge and the real-time state of charge; According to the ratio of the difference to the desired state of charge, determine the penalty factor.

5. The energy management method of the hybrid power system according to claim 2, wherein The obtaining the target equivalent factor according to the initial equivalent factor, the adjustment factor and the penalty factor includes: Calculate the sum of the initial equivalent factor and the adjustment factor; Take the product of the sum and the penalty factor as the target equivalent factor.

6. The energy management method of the hybrid power system according to any one of claims 1 to 5, characterized in that The calculating the total equivalent fuel consumption of the hybrid power system according to the target equivalent factor and determining the torque distribution ratio between the engine and the motor in the hybrid power system based on the minimum value of the total equivalent fuel consumption includes: Calculate the equivalent fuel consumption of the engine according to the preset torque distribution ratio; Based on the preset torque distribution ratio and the target equivalent factor, calculate the equivalent fuel consumption of the motor; Based on the equivalent fuel consumption of the engine and the equivalent fuel consumption of the motor, determine the candidate total equivalent fuel consumption; Change the preset torque distribution ratio, and repeat the step of determining the candidate total equivalent fuel consumption until the preset number of times is reached to obtain multiple candidate total equivalent fuel consumptions; Take the candidate total equivalent fuel consumption with the smallest value as the minimum value of the total equivalent fuel consumption, and take the preset torque distribution ratio corresponding to the minimum value of the total equivalent fuel consumption as the torque distribution ratio between the engine and the motor in the hybrid power system.

7. The energy management method for a hybrid power system according to claim 6, characterized in that, Calculating the equivalent fuel consumption of the engine according to the preset torque distribution ratio includes: Determining the equivalent fuel consumption of the engine based on a preset universal characteristic curve of the engine, the real-time speed of the engine, the required torque of the engine, and the preset torque distribution ratio; Correspondingly, calculating the equivalent fuel consumption of the motor based on the preset torque distribution ratio and the target equivalent factor includes: Determining the power consumption of the motor based on a preset characteristic curve of the motor, the real-time speed of the motor, the required torque of the motor, and the preset torque distribution ratio; Taking the product of the power consumption and the target equivalent factor as the equivalent fuel consumption of the motor.

8. An energy management device for a hybrid power system, characterized in that, It includes: An acquisition module for acquiring the initial equivalent factor of the hybrid power system and the state of charge of the battery; wherein, the equivalent factor indicates the ratio between the fuel consumption and the power consumption; A first determination module for adjusting the initial equivalent factor based on the state of charge to determine the target equivalent factor; A second determination module for calculating the total equivalent fuel consumption of the hybrid power system according to the target equivalent factor, and determining the torque distribution ratio between the engine and the motor in the hybrid power system based on the minimum value of the total equivalent fuel consumption; A control module for controlling the operation of the engine and the motor according to the torque distribution ratio.

9. A controller, comprising a memory and a processor, wherein a computer program capable of running on the processor is stored in the memory, characterized in that, When the processor executes the computer program, it implements the hybrid power system energy management method according to any one of claims 1 to 7.

10. A vehicle, characterized in that, It includes the controller according to claim 9.

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