Method and device for evaluating total power consumption, vehicle and storage medium

Abstract

The invention provides a method and device for evaluating total power consumption, a vehicle and a storage medium, the method is applied to the technical field of hybrid power control, and the method comprises the steps that battery power consumption of a power battery and equivalent power consumption of an engine are obtained; wherein the equivalent power consumption of the engine is obtained based on instantaneous oil consumption conversion; the equivalent power consumption is corrected based on the actual power and the target power of the engine, and the corrected equivalent power consumption is obtained; and determining the equivalent total power consumption of the vehicle based on the corrected equivalent power consumption and the battery power consumption. The method can improve the accuracy of evaluating the total power consumption of the whole vehicle, so that the accuracy of energy distribution is improved, and the vehicle driving performance is improved.

Description

Technical Field

[0001] The present application relates to the field of hybrid power control technology, and more particularly, to a method, device, vehicle, and storage medium for evaluating total power consumption in the field of hybrid power control technology. Background Art

[0002] Hybrid vehicles have two primary energy sources: fuel and batteries. The vehicle's engine consumes fuel to generate power, with energy measured in liters. The vehicle's electric motor draws electricity from the batteries to propel the vehicle, with energy measured in kilowatt-hours. These two energy sources have different physical properties and inconsistent units, making it difficult to directly assess the vehicle's total power consumption.

[0003] In related technologies, after converting the engine's instantaneous fuel consumption into equivalent electricity consumption, the "equivalence factor" is introduced to unify the energy units consumed by the engine and the power battery. In this way, the energy consumption between the engine and the power battery can be uniformly evaluated under the same standard to obtain the total energy consumption of the entire vehicle, which facilitates the subsequent coordinated control and energy distribution between the engine and the motor based on the total energy consumption of the vehicle.

[0004] In the above-mentioned related technologies, after a simple equivalent conversion based on a fixed "equivalent factor", the method of evaluating the total energy consumption of the entire vehicle is not accurate enough, which in turn affects the subsequent energy distribution and the driving performance of the vehicle. Summary of the Invention

[0005] The present application provides a method, device, vehicle and storage medium for evaluating total power consumption. The method can improve the accuracy of evaluating the total power consumption of the entire vehicle, thereby improving the accuracy of energy distribution and improving vehicle driving performance.

[0006] In a first aspect, a method for evaluating total power consumption is provided, the method comprising: obtaining the battery power consumption of the power battery and the equivalent power consumption of the engine; wherein the equivalent power consumption of the engine is obtained based on the instantaneous fuel consumption conversion; correcting the equivalent power consumption based on the actual power and target power of the engine to obtain the corrected equivalent power consumption; and determining the equivalent total power consumption of the vehicle based on the corrected equivalent power consumption and the battery power consumption.

[0007] In the above technical solution, after converting the instantaneous fuel consumption of the engine into equivalent power consumption, the equivalent power consumption is corrected based on the actual power and target power of the engine, so that the equivalent power consumption takes into account the actual power and target power of the engine, ensuring that the corrected equivalent power consumption can more accurately reflect the actual situation of the engine, thereby enabling the vehicle to more accurately evaluate the total power consumption of the vehicle based on the corrected equivalent power consumption, and facilitating the subsequent allocation of actual power to the engine based on the accurate total power consumption of the vehicle. The vehicle needs to generate an engine power instruction based on the power allocated to the engine. The above method can make the engine power instruction take into account the actual power and target power of the engine, which is more in line with the actual situation of the engine, and can effectively suppress the fluctuation of the engine power instruction, improve the smoothness of the engine power instruction, avoid the engine from frequently switching operating points, and improve the stability and comfort of the vehicle. In addition, the reduction of fluctuations in the engine power instruction can improve the efficiency of the engine and reduce the mechanical wear of the engine.

[0008] In combination with the first aspect, in some possible implementations, the equivalent electric consumption is corrected based on the actual power and target power of the engine to obtain the corrected equivalent electric consumption, including: determining the equivalent electric consumption correction amount based on the actual power and the target power; adding the equivalent electric consumption and the equivalent electric consumption correction amount to obtain the corrected equivalent electric consumption.

[0009] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the equivalent power consumption correction amount is determined based on the actual power and the target power, including: calculating the power difference between the actual power and the target power; multiplying the power difference by the target filter coefficient to obtain the equivalent power consumption correction amount.

[0010] In the above technical solution, by calculating the difference between the actual power and the target power, the error between the actual operation of the engine and the target power instruction can be determined. After multiplying the error by the target filter coefficient, the equivalent power consumption correction amount is obtained to correct the equivalent power consumption of the engine. This can make the equivalent power consumption take into account the error between the actual power and the target power of the engine, and can make the subsequent energy distribution take into account this error to distribute energy more reasonably, reduce the fluctuation of the engine power instruction, and improve the driving smoothness of the vehicle and the life of the engine.

[0011] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, before multiplying the power difference by the target filter coefficient to obtain the equivalent power consumption correction amount, the method also includes: obtaining the vehicle speed and driving mode; and determining the target filter coefficient based on the vehicle speed and driving mode.

[0012] In the above technical solution, since the vehicle has different stability requirements and economic requirements at different speeds or different driving modes, determining the target filter coefficient based on the vehicle's speed and driving mode can enable the vehicle to flexibly adjust the equivalent power consumption correction amount based on the current actual situation to improve the vehicle's economic requirements or stability requirements.

[0013] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the equivalent total power consumption of the vehicle is determined based on the corrected equivalent power consumption and battery power consumption, including: correcting the battery power consumption based on the target power and actual power of the power battery to obtain the corrected battery power consumption; adding the corrected equivalent power consumption and the corrected battery power consumption to obtain the equivalent total power consumption of the vehicle.

[0014] In the above technical solution, the battery power consumption is corrected using the actual power level of the power battery and the target power level. This corrected battery power consumption more accurately reflects the actual power battery situation, allowing the vehicle to more accurately assess the total power consumption based on the corrected battery power consumption. This facilitates the subsequent allocation of actual power to the drive motor based on the accurate total power consumption, which helps ensure the stability of the power level. By assessing the total power consumption of the vehicle based on the corrected equivalent power consumption and the corrected battery power consumption, the vehicle can achieve a balance between fuel economy, battery power stability, and engine operating smoothness.

[0015] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the battery power consumption is corrected based on the target power and actual power of the power battery to obtain the corrected battery power consumption, including: determining a correction factor based on the target power and the actual power; multiplying the battery power consumption by the correction factor to obtain the corrected battery power consumption.

[0016] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, a correction factor is determined based on the target power and the actual power, including: subtracting the target power from the actual power to obtain the power difference; based on the target correspondence, determining the correction factor corresponding to the power difference; wherein, the larger the power difference in the target correspondence, the smaller the correction factor, and when the power difference is greater than zero, the correction factor is less than 1; when the power difference is less than zero, the correction factor is greater than 1; when the power difference is equal to zero, the correction factor is equal to 1.

[0017] In the above technical solution, the power difference is obtained by subtracting the target power from the actual power. The power difference can reflect the size between the actual power and the target power. The correction factor is determined based on the power difference to correct the battery consumption. The corrected battery consumption can take into account the size relationship between the actual power and the target power, which can make the subsequent energy distribution more reasonable, dynamically adjust the charging and discharging strategy, avoid overcharging or over-discharging of the power battery, and improve the control accuracy of the power battery power.

[0018] In a second aspect, a device for evaluating total power consumption is provided, which includes: an acquisition module for obtaining the battery power consumption of the power battery and the equivalent power consumption of the engine; wherein the equivalent power consumption of the engine is obtained based on the instantaneous fuel consumption conversion; a correction module for correcting the equivalent power consumption based on the actual power and target power of the engine to obtain the corrected equivalent power consumption; and a determination module for determining the equivalent total power consumption of the vehicle based on the corrected equivalent power consumption and the battery power consumption.

[0019] In combination with the second aspect, in some possible implementations, the correction module is specifically used to determine an equivalent power consumption correction amount based on actual power and target power; and add the equivalent power consumption and the equivalent power consumption correction amount to obtain a corrected equivalent power consumption.

[0020] In combination with the second aspect and the above implementation, in some possible implementations, the correction module is specifically used to calculate the power difference between the actual power and the target power; multiply the power difference by the target filter coefficient to obtain the equivalent power consumption correction amount.

[0021] In combination with the second aspect and the above implementations, in some possible implementations, the acquisition module is further used to acquire the vehicle speed and driving mode; and the determination module is further used to determine the target filter coefficient based on the vehicle speed and driving mode.

[0022] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is specifically used to correct the battery power consumption based on the target power and actual power of the power battery to obtain the corrected battery power consumption; add the corrected equivalent power consumption and the corrected battery power consumption to obtain the equivalent total power consumption of the vehicle.

[0023] In combination with the second aspect and the above implementation, in some possible implementations, the determination module is specifically used to determine a correction factor based on the target power and the actual power; and multiply the battery power consumption by the correction factor to obtain the corrected battery power consumption.

[0024] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is specifically used to subtract the target power from the actual power to obtain the power difference; based on the target correspondence, determine the correction factor corresponding to the power difference; wherein, the larger the power difference in the target correspondence, the smaller the correction factor, and when the power difference is greater than zero, the correction factor is less than 1; when the power difference is less than zero, the correction factor is greater than 1; when the power difference is equal to zero, the correction factor is equal to 1.

[0025] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is configured to store executable program code, and the processor is configured to retrieve and execute the executable program code from the memory, so that the vehicle executes the method of the first aspect or any possible implementation of the first aspect.

[0026] In a fourth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0027] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 This is a schematic flowchart of a method for evaluating total power consumption provided in an embodiment of the present application.

[0029] Figure 2 This is a logic diagram for calculating an equivalent power consumption correction amount provided in an embodiment of the present application.

[0030] Figure 3 This is a logic diagram for calculating total power consumption provided in an embodiment of the present application.

[0031] Figure 4 3 is a trend diagram of the power difference and correction factor provided in the embodiment of the present application.

[0032] Figure 5 This is a structural diagram of a device for evaluating total power consumption provided in an embodiment of the present application.

[0033] Figure 6 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0034] The following will clearly and thoroughly describe the technical solutions in this application in conjunction with the accompanying drawings. In the description of the embodiments of this application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more than two.

[0035] In the following, the terms "first" and "second" are used for descriptive purposes only and should not be understood to imply or suggest relative importance or implicitly indicate the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0036] In the relevant technologies of hybrid vehicles, after converting the engine's instantaneous fuel consumption into equivalent electricity consumption, an "equivalence factor" is introduced to unify the energy units consumed by the engine and the power battery. In this way, the energy consumption between the engine and the power battery can be uniformly evaluated under the same standard to obtain the total energy consumption of the entire vehicle, which facilitates the subsequent coordinated control and energy distribution between the engine and the motor based on the total energy consumption of the vehicle.

[0037] In the above-mentioned related technologies, after a simple equivalent conversion based on a fixed "equivalent factor", the method of evaluating the total power consumption of the entire vehicle is not accurate enough, which in turn affects the subsequent energy distribution and the driving performance of the vehicle.

[0038] Based on this, the present application proposes a method for evaluating total power consumption to improve the accuracy of evaluating the total power consumption of the entire vehicle, thereby improving the accuracy of energy distribution and improving vehicle driving performance.

[0039] Figure 1 This is a schematic flow chart of a method for estimating total power consumption provided by an embodiment of the present application. The method is applied to hybrid vehicles.

[0040] For example, Figure 1 As shown, the method 100 includes:

[0041] Step 101: Obtain the battery power consumption of the power battery and the equivalent power consumption of the engine;

[0042] Among them, the equivalent power consumption of the engine is converted based on the instantaneous fuel consumption.

[0043] Step 102, correcting the equivalent power consumption based on the actual power and target power of the engine to obtain a corrected equivalent power consumption;

[0044] Step 103 : Determine the equivalent total power consumption of the vehicle based on the corrected equivalent power consumption and the battery power consumption.

[0045] In the above method, after converting the instantaneous fuel consumption of the engine into equivalent electric consumption, the equivalent electric consumption is corrected based on the actual power and target power of the engine, so that the equivalent electric consumption takes into account the actual power and target power of the engine, ensuring that the corrected equivalent electric consumption can more accurately reflect the actual situation of the engine. This allows the vehicle to more accurately evaluate the total power consumption of the vehicle based on the corrected equivalent electric consumption, facilitating the subsequent allocation of actual power to the engine based on the accurate total power consumption of the vehicle. The vehicle needs to generate an engine power command based on the power allocated to the engine. The above method can make the engine power command take into account the actual power and target power of the engine, more in line with the actual situation of the engine, effectively suppress the fluctuation of the engine power command, improve the smoothness of the engine power command, avoid the engine from frequently switching operating points, and improve the stability and comfort of the vehicle. In addition, the reduced fluctuation of the engine power command can improve the efficiency of the engine and reduce the mechanical wear of the engine.

[0046] Below Figure 1 The specific implementation of each step in the embodiment shown is described in detail:

[0047] In step 101, the power battery, also known as a high-voltage battery, is mainly used to provide electrical energy to the vehicle's drive motor, so that the drive motor drives the vehicle. The drive motor in the vehicle may include two motors: a front drive motor and a rear drive motor.

[0048] As an implementation method, the voltage and current of the power battery can be obtained, and the voltage of the power battery can be multiplied by the current to obtain the battery power Pbat. The battery power is used as the battery power consumption of the power battery, and the unit is usually watt (W) or kilowatt (KW).

[0049] In some embodiments, parameters such as the actual power level of the power battery and the actual temperature of the power battery can also be obtained. The battery power is corrected based on the above parameters such as the actual power level and the actual temperature, and the corrected battery power is used as the battery consumption of the power battery, so that the obtained battery consumption is closer to the battery performance under actual working conditions.

[0050] It is understood that the actual power level of a power battery affects its power. When the actual power level is low, for example, less than 20%, the maximum discharge capacity of the power battery is limited. Similarly, when the actual power level is high, for example, greater than 90%, the charging capacity of the power battery is also limited. Therefore, it is necessary to correct the battery power based on the actual power level of the power battery.

[0051] The actual temperature of the power battery affects its power. When the actual temperature is too low, for example, below -20 degrees Celsius (°C), the discharge and charge capabilities of the power battery will be reduced. When the actual temperature is too high, for example, above 60°C, the charge and discharge capabilities of the power battery will be limited to prevent overheating. Therefore, the battery power needs to be corrected based on the actual temperature of the power battery.

[0052] In some embodiments, an equivalent factor is also set in the vehicle, denoted as St. The battery power consumption obtained above can be recorded as the initial power consumption. The initial power consumption is multiplied by the equivalent factor St to obtain the battery power consumption of the power battery. At this time, the battery power consumption = St*Pbat.

[0053] The equivalent factor may include a basic equivalent factor and an adaptive equivalent factor.

[0054] The basic equivalence factor is derived from the fuel and electricity costs per unit of power, unifying these two costs. Typically, fuel costs are higher. For example, if the fuel cost per unit of power is 0.8 and the electricity cost is 0.6, the basic equivalence factor = 0.6 / 0.8 = 0.75. A smaller basic equivalence factor indicates a more economical use of electricity.

[0055] The adaptive equivalent factor can be dynamically adjusted based on the current vehicle operating conditions (such as speed, acceleration, and temperature). The adaptive equivalent factor can be a coefficient; in this case, the base equivalent factor is multiplied by the adaptive equivalent factor to obtain the equivalent factor St. The adaptive equivalent factor can also be a correction; in this case, the base equivalent factor and the adaptive equivalent factor are added together to obtain the equivalent factor St.

[0056] As an implementation, the engine's fuel consumption rate can be obtained to determine the engine's instantaneous fuel consumption. Based on the instantaneous fuel consumption and the calorific value of the fuel, the engine's equivalent power consumption (Peng) can be calculated. The equivalent power consumption is typically expressed in watts (W) or kilowatts (KW), and can be denoted as Peng.

[0057] Among them, the instantaneous fuel consumption of the engine refers to the fuel consumption rate, and its unit is usually kilograms per second (kg / s) or liters per hour (L / h).

[0058] The calorific value of fuel is the energy density of fuel. The calorific value refers to the energy released when a unit mass or volume of fuel is completely burned. The unit is usually kilowatt-hours per kilogram (KWh / kg) or kilowatt-hours per liter (KWh / L).

[0059] It is understood that different fuel types have different corresponding calorific values. Therefore, it is necessary to determine the fuel type currently consumed by the vehicle and calculate the equivalent power consumption based on the calorific value corresponding to the fuel type.

[0060] For example, the instantaneous fuel consumption of the engine is 1.5 L / h, and the energy density of the fuel is 30 KWh / L. The equivalent power consumption can be calculated as follows: 1.5 L / h*30 KWh / L=45 KW.

[0061] It is understandable that converting the engine's fuel consumption into equivalent electricity consumption can unify the energy consumption units of the engine and the power battery, facilitate unified evaluation of the energy consumption between the engine and the power battery, and obtain the total power consumption of the entire vehicle.

[0062] In step 102 , the actual power of the engine refers to the actual power currently output by the engine. The actual torque and actual speed of the engine can be obtained, and the actual power of the engine can be calculated based on the actual torque and actual speed.

[0063] The actual torque can be measured by a torque sensor installed on the engine output shaft, and the actual speed can be measured by a speed sensor installed near the crankshaft.

[0064] For example, the actual engine torque T is 200 Newton meters (NM) and the actual speed n is 2000 revolutions per minute (rpm). Converting the actual speed n from rpm to radians per second (rad / s) yields the actual speed ω. ω = (2π*n) / 60 = (2π*200) / 60 ≈ 209.44 rad / s. Actual power = T*ω = 200*209.44 = 41888 W. Converting the actual power from W to kW yields the actual engine power of approximately 41.89 kW.

[0065] The target engine power is the ideal output power that the engine is expected to achieve based on current driving conditions and energy management strategies. The target engine power is typically determined by the vehicle controller.

[0066] Based on the target power and actual power of the engine, the equivalent power consumption of the engine can be corrected to make the equivalent power consumption more consistent with the actual situation of the engine.

[0067] In one possible implementation, the equivalent electric consumption is corrected based on the actual power and target power of the engine to obtain the corrected equivalent electric consumption, including: determining the equivalent electric consumption correction amount based on the actual power and the target power; adding the equivalent electric consumption and the equivalent electric consumption correction amount to obtain the corrected equivalent electric consumption.

[0068] The equivalent power consumption correction is an adjustment to the originally calculated equivalent power consumption based on actual power and target power. The purpose of calculating the equivalent power consumption correction is to more accurately reflect the engine's energy requirements under current operating conditions, thereby optimizing the energy distribution strategy between the engine and the drive motor.

[0069] As an implementation method, the vehicle can store a target correspondence between the two parameters of actual power and target power and the correction amount. After obtaining the actual power and target power of the engine, the equivalent power consumption correction amount corresponding to the actual power and target power can be determined based on the target correspondence.

[0070] Table 1

[0071] P1\P2 P21 P22 P23 ... P11 A1 A4 A7 P12 A2 A5 A8 P13 A3 A6 A9 ...

[0072] The target correspondence relationship can be shown in Table 1 above, where P1 is the actual power and P2 is the target power. Actual power P1 specifically includes P11, P12, and P13; target power P2 specifically includes P21, P22, and P23. In the target correspondence relationship, actual power P11 and target power P21 correspond to correction amount A1; actual power P12 and target power P21 correspond to correction amount A2; actual power P13 and target power P21 correspond to correction amount A3. Actual power P11 and target power P22 correspond to correction amount A4; actual power P12 and target power P22 correspond to correction amount A5; actual power P13 and target power P22 correspond to correction amount A6. Actual power P11 and target power P23 correspond to correction amount A7; actual power P12 and target power P23 correspond to correction amount A8; actual power P13 and target power P23 correspond to correction amount A9.

[0073] In some embodiments, in the above target correspondence relationship, the greater the difference between the actual power P1 and the target power P2, the greater the corresponding correction amount A.

[0074] For example, if the actual engine power is P12 and the target power is P21, and the correction value corresponding to P12 and P21 in Table 1 is A2, then the equivalent power consumption correction value can be determined to be A2. Assuming the correction value A2 is -3 kW and the equivalent power consumption of the engine is 45 kW, the corrected equivalent power consumption is calculated as 45 kW + (-3 kW) = 42 kW.

[0075] In some embodiments, the equivalent power consumption correction amount may also be determined based on the difference between the actual power and the target power. This is described in the following embodiment:

[0076] In one possible implementation, determining the equivalent power consumption correction amount based on the actual power and the target power includes: calculating the power difference between the actual power and the target power; and multiplying the power difference by the target filter coefficient to obtain the equivalent power consumption correction amount.

[0077] It is understandable that the actual power output of the engine during operation may not fully reach the set target power, resulting in a certain error between the actual engine power and the target power. If these errors are not taken into account when calculating the equivalent power consumption, it may lead to improper energy distribution. The vehicle generates an engine power command based on the energy allocated to the engine to instruct the engine to operate. When energy distribution is improper, the engine power command generated based on the energy allocated to the engine may differ significantly from the engine's current power command, causing the vehicle to generate wildly fluctuating engine power commands, affecting the vehicle's driving smoothness and engine life.

[0078] Therefore, the power difference between the actual power and the target power can be calculated to obtain the error between the actual power and the target power, and the equivalent power consumption correction amount can be determined based on the power difference to correct the equivalent power consumption of the engine.

[0079] Specifically, the actual power may be subtracted from the target power to obtain a power difference, which is recorded as ΔP.

[0080] The target filter coefficient may be a proportional factor, denoted as K, which is used to adjust the influence of the power difference on the equivalent power consumption to avoid excessive reflection caused by a large difference.

[0081] The target filter coefficient can be a positive value and less than or equal to 1. In this case, when the target filter coefficient is smaller, the equivalent power consumption correction amount (derived from the power difference multiplied by the filter coefficient) is smaller, and the engine power command fluctuation is greater. When the target filter coefficient is larger, the equivalent power consumption correction amount (derived from the power difference multiplied by the filter coefficient) is larger, and the engine power command fluctuation is smaller.

[0082] After calculating the power difference, the power difference can be multiplied by the target filter coefficient to obtain the equivalent power consumption correction: equivalent power consumption correction = K*ΔP. Because the equivalent power consumption correction accounts for the error between the actual engine power and the target power, it can be used to account for this error in subsequent energy allocation, reducing fluctuations in the engine power command and ensuring engine stability. In some embodiments, this equivalent power consumption correction can also be referred to as the engine power stability term, denoted as Pstable, where Pstable = K*ΔP.

[0083] In the above method, by calculating the difference between the actual power and the target power, the error between the actual operation of the engine and the target power instruction can be determined. After multiplying the error by the target filter coefficient, the equivalent power consumption correction amount is obtained to correct the equivalent power consumption of the engine. This can make the equivalent power consumption take into account the error between the actual power and the target power of the engine, and can make the subsequent energy distribution take this error into account to distribute energy more reasonably, reduce the fluctuation of the engine power instruction, and improve the driving smoothness of the vehicle and the life of the engine.

[0084] In one possible implementation, before multiplying the power difference by the target filter coefficient to obtain the equivalent power consumption correction amount, the method further includes: obtaining the vehicle speed and driving mode; and determining the target filter coefficient based on the vehicle speed and driving mode.

[0085] It is understood that the target filter coefficient can be dynamic and change with the current state of the vehicle. Therefore, before calculating the equivalent power consumption correction, the current state parameters of the vehicle can be obtained and the target filter coefficient can be determined based on the current state parameters of the vehicle.

[0086] It is understandable that the vehicle may have different requirements for stability at different speeds and in different driving modes. Therefore, the vehicle state parameters may include the vehicle speed and driving mode.

[0087] The vehicle speed is the current actual speed of the vehicle, which can be calculated from the wheel speed measured by the sensor.

[0088] For example, a vehicle includes four wheels. The vehicle is currently traveling straight without slipping, and the wheel speed of all four wheels is the same, 800 rpm. Assuming that the diameter of the wheel is 0.6 meters (m), the circumference of the wheel can be calculated based on the diameter of the wheel: circumference = π * diameter = π * 0.6 ≈ 1.885 m. That is, the wheel rotates 800 times per minute. Based on the wheel speed and circumference, the distance traveled by the vehicle per minute can be calculated = 1.885 * 800 = 1508 m, and the distance traveled by the vehicle per hour = 1508 * 60 = 90480 m. Converted to kilometers (km), it is 90.48 km, based on which the vehicle's speed is 90.48 kilometers per hour (kph).

[0089] Drive mode refers to the operational mode and coordinated working logic of various subsystems in different vehicle operating states. The drive mode is typically automatically selected by the vehicle's control unit (such as the power management system or energy management system) based on current driving conditions and vehicle status to ensure optimal vehicle efficiency and safety. Drive mode focuses more on the coordinated operation of the vehicle's internal systems and is also referred to as operating mode in some embodiments.

[0090] The above driving mode is the actual driving mode, that is, the driving mode the vehicle is currently in, and the current driving mode of the vehicle can be determined by the control unit.

[0091] The vehicle's driving mode can be a series mode or a direct drive mode, in which the engine and the drive motor operate simultaneously.

[0092] The above-mentioned vehicle may include an engine, a front-drive motor, and a rear-drive motor. In series mode, the engine, front-drive motor, and rear-drive motor are all in operation. The engine consumes fuel to drive the front-drive motor to generate electricity, and the electricity generated by the front-drive motor can be used to charge the power battery. The power battery provides electricity to the rear-drive motor, which drives the rear wheels of the vehicle to move. In series mode, the front wheels of the vehicle are in a driven state.

[0093] In direct drive mode, both the engine and rear-drive motor are in operation. The engine consumes fuel to drive the front wheels. The power battery provides electrical energy to the rear-drive motor, which then drives the rear wheels.

[0094] In direct drive mode, the front motor can be either engaged or not. When the front motor is not engaged in direct drive mode, the front axle of the vehicle is driven solely by the engine, driving the front wheels. In this case, the front axle torque is the same as the engine torque.

[0095] In direct drive mode, when the front-drive motor is involved, it can act as both a drive motor and a generator. Specifically, when the vehicle needs to output high torque, the engine output torque is insufficient. At this time, the front-drive motor acts as a drive motor to assist the engine in outputting torque. The engine and the front-drive motor simultaneously serve as drive sources to drive the wheels. At this time, the front-drive motor is the drive motor. When the vehicle's output torque demand is not high, the engine outputs too much torque. At this time, the engine is not only used to drive the wheels, but also can transfer some of the excess torque to the front-drive motor to drive the front-drive motor to generate electricity. The electricity generated by the front-drive motor can charge the power battery or power the vehicle's electrical system. At this time, the front-drive motor is equivalent to a generator.

[0096] In some embodiments, the situation in which the front drive motor participates in the operation in the direct drive mode may be referred to as a “parallel mode.” In other words, the parallel mode is a special direct drive mode.

[0097] It is understandable that, whether in series mode or direct drive mode, the engine consumes fuel and the power battery consumes electrical energy. At this time, the vehicle has two different energy sources, and the above method is required to calculate the equivalent total power consumption and then distribute the energy.

[0098] The vehicle stores a second correspondence between the two parameters of vehicle speed and driving mode and the filter coefficient. Based on the second correspondence, the target filter coefficient corresponding to the vehicle speed and driving mode can be determined.

[0099] Table 2

[0100] x\v V1(kph) V2(kph) V3(kph) ... Direct drive mode K1 K2 K3 Series Mode K4 K5 K6

[0101] The second correspondence can be shown in Table 2 above, where x represents the drive mode and v represents the vehicle speed. Vehicle speeds include V1, V2, and V3. In the second correspondence, the filter coefficient corresponding to vehicle speed V1 and direct drive mode is K1, the filter coefficient corresponding to vehicle speed V2 and direct drive mode is K2, and the filter coefficient corresponding to vehicle speed V3 and direct drive mode is K3. The filter coefficient corresponding to vehicle speed V1 and series mode is K4, the filter coefficient corresponding to vehicle speed V2 and series mode is K5, and the filter coefficient corresponding to vehicle speed V3 and series mode is K6.

[0102] In the second correspondence, within the same drive mode, the target filter coefficient decreases as the vehicle speed increases, allowing for small power fluctuations and improving vehicle efficiency. At lower speeds, the target filter coefficient increases, minimizing power fluctuations and improving vehicle stability. At the same speed, the filter coefficient for direct drive mode is smaller than that for series mode, improving vehicle efficiency in direct drive mode. The filter coefficient for series mode is larger than that for direct drive mode, improving vehicle stability.

[0103] It's understandable that when a vehicle is traveling at high speed or in direct drive mode, economy may generally be prioritized. If the target filter coefficient is small, the equivalent power consumption correction resulting from multiplying the power difference by the smaller target filter coefficient is smaller, resulting in a smaller correction to the equivalent power consumption. In this case, the engine power command can fluctuate slightly. This allows the engine operating point to fluctuate slightly, and the engine power can be appropriately reduced while the drive motor power is appropriately increased, thereby improving the vehicle's economy and prioritizing economy.

[0104] When the vehicle is traveling at low speeds or in series mode, stability may generally be prioritized. If the target filter coefficient is large, the equivalent power consumption correction obtained by multiplying the power difference by the large target filter coefficient will be larger, resulting in a larger correction to the equivalent power consumption. In this case, the engine power command cannot fluctuate. This allows the engine operating point to stabilize, resulting in greater vehicle stability.

[0105] For example, the vehicle speed is V1 and the driving mode is the direct drive mode. The filter coefficient corresponding to the vehicle speed V1 and the direct drive mode in Table 2 is K1. The target filter coefficient can be determined to be K1.

[0106] After determining the target filter coefficient, multiply the power difference ΔP by the filter coefficient K1 to obtain the equivalent power consumption correction. In this case, the equivalent power consumption correction Pstable = K1 * ΔP. Corrected equivalent power consumption = equivalent power consumption + equivalent power consumption correction = Peng + Pstable = Peng + K1 * ΔP.

[0107] Figure 2This is a logic diagram for calculating an equivalent power consumption correction amount provided in an embodiment of the present application.

[0108] For example, Figure 2 As shown, the power difference ΔP is obtained by subtracting the actual power of the engine from the target power of the engine. The target filter coefficient K is determined by looking up the table based on the vehicle speed and driving mode. The power difference and the target filter coefficient are multiplied to obtain the equivalent power consumption correction amount Pstable = K*ΔP.

[0109] In some embodiments, the driving mode may also be a pure electric mode. In the pure electric mode, the vehicle's engine does not work. At this time, the vehicle's instantaneous fuel consumption is zero and the equivalent power consumption is also zero.

[0110] In the above method, since the stability requirements and economic requirements of the vehicle are different at different speeds or different driving modes, determining the target filter coefficient based on the vehicle's speed and driving mode can enable the vehicle to flexibly adjust the equivalent power consumption correction amount based on the current actual situation to improve the vehicle's economic requirements or stability requirements.

[0111] In step 103 , the equivalent total power consumption is the sum of the power consumption of the engine and the power battery in the vehicle.

[0112] As in the above embodiment, the equivalent power consumption and the battery power consumption have the same unit of kilowatts (KW). Therefore, after obtaining the corrected equivalent power consumption, the corrected equivalent power consumption and the battery power consumption of the power battery can be added to obtain the equivalent total power consumption of the vehicle.

[0113] In one possible implementation, the equivalent total power consumption of the vehicle is determined based on the corrected equivalent power consumption and battery power consumption, including: correcting the battery power consumption based on the target power and actual power of the power battery to obtain the corrected battery power consumption; adding the corrected equivalent power consumption and the corrected battery power consumption to obtain the equivalent total power consumption of the vehicle.

[0114] The actual power of the power battery refers to the actual state of charge (SOC) of the power battery, that is, the ratio of the remaining capacity of the battery to its rated capacity, usually expressed as a percentage, such as 50%.

[0115] As an implementation method, the voltage across the power battery can be measured, and the actual power of the power battery can be estimated based on the voltage. This application does not limit the method for obtaining the actual power of the power battery.

[0116] The target capacity of the power battery is the state of charge that the power battery is expected to maintain or approach. When the actual capacity of the power battery is lower than the target capacity, the vehicle needs to further discharge the power battery. When the actual capacity of the power battery is higher than the target capacity, the vehicle prioritizes power consumption. The target capacity is usually expressed as a percentage, ranging from 0% to 100%, representing a fully discharged and fully charged state, respectively.

[0117] In some embodiments, the current target power level can be determined based on the vehicle's current operating conditions and driving mode. For example, if the vehicle is traveling on a city road and the driving mode is in economy mode, the target power level can be set to 20% to ensure that the vehicle prioritizes power consumption and improves vehicle economy.

[0118] Based on the actual and target power levels of the power battery, the battery consumption can be corrected to better reflect the actual power level of the power battery. The corrected equivalent power consumption can then be added to the corrected battery consumption to obtain the equivalent total power consumption of the vehicle.

[0119] In the above method, the battery power consumption is corrected using the actual power level of the power battery and the target power level. This corrected battery power consumption more accurately reflects the actual power battery situation, allowing the vehicle to more accurately assess the total power consumption of the vehicle based on the corrected battery power consumption. This facilitates the subsequent allocation of actual power to the drive motor based on the accurate total power consumption of the vehicle, which helps ensure the stability of the power level. By assessing the total power consumption of the vehicle based on the corrected equivalent power consumption and the corrected battery power consumption, the vehicle can achieve a balance between fuel economy, battery power stability, and engine operating smoothness.

[0120] In one possible implementation, the battery consumption is corrected based on the target power and actual power of the power battery to obtain the corrected battery consumption, including: determining a correction factor based on the target power and actual power; and multiplying the battery consumption by the correction factor to obtain the corrected battery consumption.

[0121] The correction factor is a coefficient used to adjust battery power consumption based on the target power level and the actual power level. This is to better reflect the energy requirements of the drive motor under current operating conditions, thereby optimizing the energy distribution strategy between the engine and the drive motor.

[0122] The correction factor has a certain range, for example, [0, 2]. When the correction factor is less than 1, electricity is more economical and the vehicle can prioritize electricity. The smaller the correction factor, the higher the priority of electricity. When the correction factor is equal to 1, fuel and electricity have equal priority. When the correction factor is greater than 1 and less than or equal to 2, electricity has a lower priority and fuel should be prioritized.

[0123] As an implementation method, the vehicle can store a third correspondence between the two parameters of target power and actual power and the correction factor. After obtaining the target power and actual power, the correction factor corresponding to the target power and actual power can be determined based on the third correspondence.

[0124] Table 3

[0125] Q1\Q2 Q21 Q22 Q23 ... Q11 Sc1 Sc4 Sc7 Q12 Sc2 Sc5 Sc8 Q13 Sc3 Sc6 Sc9 ...

[0126] The third correspondence can be shown in Table 3 above, where Q1 in Table 3 is the actual power and Q2 is the target power. The actual power Q1 specifically includes Q11, Q12, Q13, etc.; the target power Q2 specifically includes Q21, Q22, Q23, etc. In the target correspondence, the actual power Q11 and the target power Q21 correspond to the correction factor Sc1; the actual power Q12 and the target power Q21 correspond to the correction factor Sc2; the actual power Q13 and the target power Q21 correspond to the correction factor Sc3. The actual power Q11 and the target power Q22 correspond to the correction factor Sc4; the actual power Q12 and the target power Q22 correspond to the correction factor Sc5; the actual power Q13 and the target power Q22 correspond to the correction factor Sc6. The actual power Q11 and the target power Q23 correspond to the correction factor Sc7; the actual power Q12 and the target power Q23 correspond to the correction factor Sc8; and the actual power Q13 and the target power Q23 correspond to the correction factor Sc9.

[0127] In some embodiments, in the above-mentioned target correspondence relationship, the greater the difference between the actual power Q1 and the target power Q2, the greater the corresponding correction factor Sc.

[0128] Multiplying the battery consumption by the correction factor can obtain the corrected battery consumption, and the corrected battery consumption can be obtained as St*Pbat*Sc.

[0129] For example, if the actual power battery capacity is Q13 and the target capacity is Q23, and the correction factor corresponding to Q13 and Q23 in Table 3 is Sc9, then the correction factor can be determined to be Sc9. Assuming the correction factor Sc9 is 1.3 and the power battery power consumption is 60 kW, the corrected battery power consumption = 1.3 * 60 kW = 78 kW.

[0130] Adding the corrected equivalent power consumption and the corrected battery power consumption together yields the equivalent total power consumption. For example, in the above embodiment, the corrected battery power consumption = St*Pbat*Sc, and the corrected equivalent power consumption = Peng+K*ΔP. Thus, the equivalent total power consumption = St*Pbat*Sc+Peng+K*ΔP.

[0131] Figure 3 This is a logic diagram for calculating total power consumption provided in an embodiment of the present application.

[0132] For example, Figure 3 As shown, the engine's instantaneous fuel consumption can be converted to equivalent power consumption (Peng) based on the calorific value. The correction for equivalent power consumption is Pstable, the battery power consumption is Pbat, the equivalent factor is St, and the correction factor is Sc. Corrected battery power consumption = St * Pbat * Sc. Equivalent total power consumption = Peng + Pstable + St * Pbat * Sc.

[0133] In some embodiments, the correction factor may also be determined based on the difference between the actual power and the target power. This is described in the following embodiment:

[0134] In one possible implementation, a correction factor is determined based on the target power and the actual power, including: subtracting the target power from the actual power to obtain a power difference; based on a target correspondence, determining a correction factor corresponding to the power difference; wherein, the larger the power difference in the target correspondence, the smaller the correction factor, and when the power difference is greater than zero, the correction factor is less than 1; when the power difference is less than zero, the correction factor is greater than 1; when the power difference is equal to zero, the correction factor is equal to 1.

[0135] It is understood that when the actual power level of the power battery is lower than the target power level, it can be determined that the power battery is insufficient. At this time, if the power battery continues to discharge, it will cause the power battery to be over-discharged. When the power level of the power battery is higher than the target power level, it can be determined that the power battery is high. At this time, if the power battery continues to be charged, it will cause the power battery to be overcharged.

[0136] If the battery power consumption does not take into account the relationship between the actual power battery charge and the target power charge, it may lead to unreasonable energy distribution. The vehicle generates a power command for the drive motor based on the allocated energy to instruct the drive motor to operate. The drive motor may consume the power of the power battery or charge the power battery. Unreasonable energy distribution may result in the need to output power to operate the drive motor even when the battery charge is low, which will cause the power battery to over-discharge. Alternatively, unreasonable energy distribution may cause the power battery to be charged even when the battery charge is high, resulting in overcharging of the power battery.

[0137] Therefore, the difference between the actual and target power levels can be calculated, and a correction factor can be determined based on this difference to adjust battery power consumption and dynamically adjust the power battery's charge and discharge strategy. Specifically, the target power level can be subtracted from the actual power level to obtain the power difference. The larger the power difference, the higher the actual power level, while the smaller the power difference, the lower the actual power level.

[0138] The vehicle also stores a target correspondence between the power difference and the correction factor. After the power difference is calculated, the correction factor corresponding to the power difference can be determined based on the target correspondence.

[0139] Table 4

[0140] Battery difference 50KW 10KW 0KW -20KW -40KW -60KW Correction Factor 0.2 0.95 1 1.15 1.7 1.95

[0141] The target correspondence relationship can be shown in Table 4. In the target correspondence relationship, when the power difference is 50KW, the corresponding correction factor is 0.2, when the power difference is 10KW, the corresponding correction factor is 0.95, when the power difference is 0KW, the corresponding correction factor is 1, when the power difference is -20KW, the corresponding correction factor is 1.15, when the power difference is -40KW, the corresponding correction factor is 1.7, and when the power difference is -60KW, the corresponding correction factor is 1.95.

[0142] Figure 4 3 is a trend diagram of the power difference and correction factor provided in the embodiment of the present application.

[0143] like Figure 4 As shown, the target correspondence trend is as follows: When the power difference is greater than 0KW, the correction factor is less than 1, and the larger the power difference, the smaller the correction factor. When the power difference is equal to 0KW, the correction factor is 1, and the correction factor does not correct the battery power consumption. When the power difference is less than 0KW, the correction factor is greater than 1 and less than 2.

[0144] It can be understood that when the power difference is greater than zero, it means that the actual power is greater than the target power. At this time, the power battery has sufficient power and more electricity can be used to ensure vehicle economy. In this case, the correction factor for battery power consumption is less than 1. In other words, the larger the power difference and the higher the actual power, the higher the priority of power consumption, and the smaller the correction factor.

[0145] It is understood that when the power difference is less than zero, it means that the actual power is less than the target power. At this time, the power battery is insufficient and more fuel is needed to prevent over-discharge of the power battery. The correction factor for battery power consumption at this time is greater than 1. In other words, the smaller the power difference, the lower the actual power, the lower the priority of power consumption, and the larger the correction factor.

[0146] When the power difference is equal to zero, it means that the actual power is equal to the target power. At this time, the vehicle's fuel and electricity consumption have the same priority, and the battery consumption can directly reflect the actual situation of the power battery. At this time, the correction factor of the power consumption is equal to 1.

[0147] In the above method, the power difference is obtained by subtracting the target power from the actual power. The power difference can reflect the size difference between the actual power and the target power. The correction factor is determined based on the power difference to correct the battery power consumption. The corrected battery power consumption can take into account the size relationship between the actual power and the target power, which can make the subsequent energy distribution more reasonable, dynamically adjust the charging and discharging strategy, avoid overcharging or over-discharging of the power battery, and improve the control accuracy of the power battery power.

[0148] In summary, in this application, after converting the instantaneous fuel consumption of the engine into equivalent electric consumption, the equivalent electric consumption correction is determined by calculating the difference between the actual engine power and the target power. This allows the equivalent electric consumption to take into account the error between the actual engine power and the target power, allowing subsequent energy allocation to achieve more reasonable energy allocation by taking this error into account, thereby reducing fluctuations in the engine power command and improving vehicle ride comfort and engine life. Because the stability and economy requirements of the vehicle vary at different speeds or in different drive modes, a target filter coefficient is determined based on the vehicle's speed and drive mode, and the equivalent electric consumption correction is obtained by multiplying the power difference by the target filter coefficient. This allows the vehicle to flexibly adjust the equivalent electric consumption correction based on the current actual situation. Furthermore, by determining a correction factor based on the difference between the actual power battery charge and the target power charge to correct the battery power consumption, the corrected battery power consumption takes into account the relationship between the actual power charge and the target power charge, allowing for more reasonable subsequent energy allocation, achieving dynamic adjustment of the charge and discharge strategy, avoiding overcharging or over-discharging of the power battery, and improving the control accuracy of the power battery power. Evaluating the total power consumption of the vehicle based on the corrected equivalent power consumption and the corrected battery power consumption can enable the vehicle to simultaneously take into account fuel economy, battery power stability and engine operating smoothness.

[0149] Figure 5 This is a structural diagram of a device for evaluating total power consumption provided in an embodiment of the present application.

[0150] For example, Figure 5 As shown, the apparatus 500 includes:

[0151] An acquisition module 501 is configured to acquire the battery power consumption of the power battery and the equivalent power consumption of the engine; wherein the equivalent power consumption of the engine is obtained by converting the instantaneous fuel consumption;

[0152] A correction module 502 is configured to correct the equivalent power consumption based on the actual power and target power of the engine to obtain a corrected equivalent power consumption;

[0153] The determination module 503 is configured to determine the equivalent total power consumption of the vehicle based on the corrected equivalent power consumption and the battery power consumption.

[0154] In a possible implementation, the correction module 502 is specifically configured to determine an equivalent power consumption correction value based on the actual power and the target power; and add the equivalent power consumption and the equivalent power consumption correction value to obtain a corrected equivalent power consumption.

[0155] In a possible implementation, the correction module 502 is specifically configured to calculate a power difference between the actual power and the target power; and multiply the power difference by a target filter coefficient to obtain an equivalent power consumption correction amount.

[0156] In a possible implementation, the acquisition module 501 is further configured to acquire the vehicle speed and driving mode of the vehicle; and the determination module 503 is further configured to determine the target filter coefficient based on the vehicle speed and driving mode.

[0157] In one possible implementation, the determination module 503 is specifically used to correct the battery power consumption based on the target power and actual power of the power battery to obtain the corrected battery power consumption; and add the corrected equivalent power consumption and the corrected battery power consumption to obtain the equivalent total power consumption of the vehicle.

[0158] In a possible implementation, the determination module 503 is specifically configured to determine a correction factor based on the target power and the actual power; and multiply the battery power consumption by the correction factor to obtain a corrected battery power consumption.

[0159] In one possible implementation, the determination module 503 is specifically used to subtract the target power from the actual power to obtain the power difference; based on the target correspondence, determine the correction factor corresponding to the power difference; wherein, the larger the power difference in the target correspondence, the smaller the correction factor, and when the power difference is greater than zero, the correction factor is less than 1; when the power difference is less than zero, the correction factor is greater than 1; when the power difference is equal to zero, the correction factor is equal to 1.

[0160] Figure 6 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0161] For example, Figure 6 As shown, the vehicle 600 includes: a memory 601 and a processor 602, wherein the memory 601 stores an executable program code 6011, and the processor 602 is used to call and execute the executable program code 6011 to perform a method for evaluating total power consumption.

[0162] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a method for evaluating total power consumption provided by an embodiment of the present application.

[0163] In this embodiment, the device can be divided into functional modules based on the above-described method examples. For example, each functional module can be mapped to a specific functional module, or two or more functions can be integrated into a single processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and represents only a logical functional division. In actual implementation, other division methods may be used.

[0164] In the case of dividing each functional module into corresponding functional modules, the device may further include an acquisition module, a correction module, a determination module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module and will not be repeated here.

[0165] It should be understood that the device provided in this embodiment is used to execute the above-mentioned method for evaluating total power consumption, and thus can achieve the same effect as the above-mentioned implementation method.

[0166] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is used in a vehicle, the processing module may be used to control and manage the vehicle's movements, while the storage module may be used to support the vehicle's execution of relevant program codes.

[0167] The processing module may be a processor or controller that implements or executes the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a digital signal processing system (DSP) and a microprocessor, and the storage module may be a memory.

[0168] In addition, the device provided in the embodiments of the present application can specifically be a chip, component or module, and the chip may include a connected processor and memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a method for evaluating total power consumption provided in the above embodiment.

[0169] This embodiment also provides a computer-readable storage medium, which stores computer program code. When the computer program code runs on a computer, the computer executes the above-mentioned related method steps to implement a method for evaluating total power consumption provided by the above embodiment.

[0170] This embodiment further provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement the method for evaluating total power consumption provided in the above embodiment.

[0171] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0172] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0173] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0174] The above content is merely a specific embodiment of the present application, but the scope of protection of the present application 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 this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A method for evaluating total power consumption, characterized in that The method comprises: Obtaining the battery power consumption of the power battery and the equivalent power consumption of the engine; wherein the equivalent power consumption of the engine is obtained based on the instantaneous fuel consumption; Correcting the equivalent power consumption based on the actual power and target power of the engine to obtain a corrected equivalent power consumption; Based on the corrected equivalent electric consumption and the battery electric consumption, an equivalent total power consumption of the vehicle is determined.

2. The method according to claim 1, characterized in that The correcting the equivalent power consumption based on the actual power and target power of the engine to obtain the corrected equivalent power consumption includes: determining an equivalent power consumption correction amount based on the actual power and the target power; The equivalent power consumption and the equivalent power consumption correction amount are added together to obtain the corrected equivalent power consumption.

3. The method according to claim 2, characterized in that The determining of the equivalent power consumption correction amount based on the actual power and the target power includes: Calculating a power difference between the actual power and the target power; The power difference is multiplied by a target filter coefficient to obtain the equivalent power consumption correction amount.

4. The method according to claim 3, characterized in that Before multiplying the power difference by the target filter coefficient to obtain the equivalent power consumption correction amount, the method further includes: obtaining the vehicle speed and driving mode of the vehicle; The target filter coefficient is determined based on the vehicle speed and the driving mode.

5. The method according to any one of claims 1 to 4, characterized in that The determining the equivalent total power consumption of the vehicle based on the corrected equivalent power consumption and the battery power consumption includes: Correcting the battery power consumption based on the target power and the actual power of the power battery to obtain a corrected battery power consumption; The corrected equivalent power consumption and the corrected battery power consumption are added together to obtain the equivalent total power consumption of the vehicle.

6. The method according to claim 5, characterized in that The correcting the battery power consumption based on the target power and the actual power of the power battery to obtain the corrected battery power consumption includes: determining a correction factor based on the target power and the actual power; The battery power consumption is multiplied by the correction factor to obtain the corrected battery power consumption.

7. The method according to claim 6, characterized in that The determining of the correction factor based on the target power and the actual power includes: Subtracting the target power from the actual power to obtain a power difference; Determining a correction factor corresponding to the power difference based on the target correspondence relationship; Among them, the larger the power difference in the target correspondence, the smaller the correction factor, and when the power difference is greater than zero, the correction factor is less than 1; when the power difference is less than zero, the correction factor is greater than 1; when the power difference is equal to zero, the correction factor is equal to 1.

8. A device for evaluating total power consumption, characterized in that The device comprises: An acquisition module, configured to acquire the battery power consumption of the power battery and the equivalent power consumption of the engine; wherein the equivalent power consumption of the engine is obtained by converting the instantaneous fuel consumption; a correction module, configured to correct the equivalent power consumption based on the actual power and target power of the engine to obtain a corrected equivalent power consumption; A determination module is configured to determine an equivalent total power consumption of the vehicle based on the corrected equivalent power consumption and the battery power consumption.

9. A vehicle, characterized in that: The vehicle comprises: a memory for storing executable program code; A processor is configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed, the method according to any one of claims 1 to 7 is implemented.

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