Energy management method, electronic device, and vehicle

Abstract

The application provides an energy management method, an electronic device and a vehicle, and belongs to the technical field of energy management of vehicles. The technical scheme provided in the embodiment of the application is used to obtain a timer time in the case where a target discrete value number is different from an actually applied discrete value number, so that the actually applied discrete value number is switched to the target discrete value number in the case where the timer time is greater than a calibration de-bouncing time and a target Hamilton function value corresponding to the target discrete value number meets a switching condition. Through the double constraint conditions of the timer time and the Hamilton function value, in combination with the correlation between the calibration de-bouncing time and the engine torque change characteristic, the actually applied discrete value number in the ECMS is accurately switched, the interference of instantaneous switching caused by working condition fluctuation is reduced, the system always works at the most suitable working point, the possibility of the system deviating from the optimal solution is reduced, and the fuel economy and the energy management precision of the vehicle are improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of energy management of vehicles, and more particularly, to an energy management method, an electronic device and a vehicle in the technical field of energy management of vehicles. BACKGROUND

[0002] An energy management strategy (EMS) is a core technology of a vehicle, and its main task is to coordinate power distribution between different power sources according to power requirements of the vehicle, operating states of a power system and differences in working efficiency, transient response characteristics, load capacity and the like of different power sources.

[0003] In the related art, an equivalent consumption minimization strategy (ECMS) is included in the EMS, the ECMS can convert electrical energy consumed by a motor into equivalent fuel consumption, and then optimize energy management by minimizing comprehensive fuel consumption, but in the current ECMS, it is not possible to accurately switch discrete value numbers actually applied, which further causes the system to deviate from an optimal solution.

[0004] Therefore, how to accurately switch discrete value numbers actually applied in the ECMS is a research hotspot. SUMMARY

[0005] The present application provides an energy management method, an electronic device and a vehicle, which can accurately switch discrete value numbers actually applied in the ECMS, and the technical solutions are as follows:

[0006] In a first aspect, an energy management method is provided, the method is applied in a vehicle, and the method comprises:

[0007] In a case where a target discrete value number is different from a discrete value number actually applied, a target timer is controlled to start timing to obtain a timer time;

[0008] It is determined whether a target Hamilton function value corresponding to the target discrete value number satisfies a switching condition;

[0009] In a case where the timer time is greater than a calibrated debounce time and the target Hamilton function value satisfies the switching condition, the discrete value number actually applied is switched to the target discrete value number, and the calibrated debounce time is related to engine torque increase or engine torque decrease.

[0010] In this implementation, when the target discrete value number is different from the actually applied discrete value number, the target timer is started to obtain a timer time, so that when the timer time is greater than the calibration de-bounce time and the target Hamilton function value corresponding to the target discrete value number meets the switching condition, the actually applied discrete value number is switched to the target discrete value number. Through the double constraint conditions of the timer time and the Hamilton function value, in combination with the correlation between the calibration de-bounce time and the engine torque variation characteristic, the actually applied discrete value number in the ECMS is accurately switched, the interference of instantaneous switching caused by working condition fluctuation is reduced, the system always works at the most suitable working point, the possibility of the system deviating from the optimal solution is reduced, and the fuel economy and the energy management accuracy of the vehicle are improved.

[0011] In combination with the first aspect, in some possible implementation manners, the determining whether the target Hamilton function value corresponding to the target discrete value number meets the switching condition comprises: determining the absolute value of the difference between the target Hamilton function value and an actual Hamilton function value corresponding to the actually applied discrete value number as a Hamilton function difference value; determining that the target Hamilton function value meets the switching condition when the Hamilton function difference value is greater than a target calibration threshold; and determining that the target Hamilton function value does not meet the switching condition when the Hamilton function difference value is less than or equal to the target calibration threshold.

[0012] In this implementation, the Hamilton function difference value is obtained by taking the absolute value of the difference between the target Hamilton function value and the actual Hamilton function value, and then the Hamilton function difference value is compared with the target calibration threshold, so that whether the target Hamilton function value meets the switching condition can be accurately determined, and the energy management accuracy is improved.

[0013] In combination with the first aspect and the foregoing implementation manners, in some possible implementation manners, the method further comprises: obtaining an electric quantity offset of the vehicle; increasing the target calibration threshold when the electric quantity offset is equal to a preset offset or the Hamilton function difference value is less than a preset difference value; adjusting the target calibration threshold in a first adjustment manner based on the difference between the target discrete value number and the actually applied discrete value number when the electric quantity offset is less than the preset offset and the Hamilton function difference value is greater than the preset difference value; and adjusting the target calibration threshold in a second adjustment manner based on the difference between the target discrete value number and the actually applied discrete value number when the electric quantity offset is greater than the preset offset and the Hamilton function difference value is greater than the preset difference value.

[0014] In this implementation, in a case where the acquired power offset is equal to the preset offset or the Hamilton function difference is less than the preset difference, the target calibration threshold is increased, and in a case where the Hamilton function difference is greater than the preset difference, the target calibration threshold is further adjusted according to the first adjustment mode or the second adjustment mode according to the power offset, a multi-mode threshold self-adaptive adjustment mechanism based on the power offset and the Hamilton function difference is constructed, and the balance between the power performance and the fuel economy of the vehicle is maintained in different energy states.

[0015] In combination with the first aspect and the above implementation, in some possible implementation, the target calibration threshold is adjusted by the first adjustment mode based on the difference between the target discrete value number and the actually applied discrete value number, including: in a case where the difference between the target discrete value number and the actually applied discrete value number is a negative value, the target calibration threshold is decreased, and the difference between the target discrete value number and the actually applied discrete value number being a negative value represents that the engine torque increase needs to be performed; in a case where the difference between the target discrete value number and the actually applied discrete value number is a positive value, the target calibration threshold is increased, and the difference between the target discrete value number and the actually applied discrete value number being a positive value represents that the engine torque decrease needs to be performed.

[0016] In this implementation, when the first adjustment mode is used, the target calibration threshold is decreased when the engine torque increase needs to be performed, the working point switching threshold can be lowered, the system can be switched to a working point with higher torque more quickly, the power performance and the fuel economy are improved, and the target calibration threshold is increased when the engine torque decrease needs to be performed, unnecessary switching can be reduced, and the power output smoothness and the system stability are ensured.

[0017] In combination with the first aspect and the above implementation, in some possible implementation, the target calibration threshold is adjusted by the second adjustment mode based on the difference between the target discrete value number and the actually applied discrete value number, including: in a case where the difference between the target discrete value number and the actually applied discrete value number is a negative value, the target calibration threshold is increased, and the difference between the target discrete value number and the actually applied discrete value number being a negative value represents that the engine torque increase needs to be performed; in a case where the difference between the target discrete value number and the actually applied discrete value number is a positive value, the target calibration threshold is decreased, and the difference between the target discrete value number and the actually applied discrete value number being a positive value represents that the engine torque decrease needs to be performed.

[0018] In this implementation, when the second adjustment mode is adopted, the target calibration threshold is increased when engine torque increase is needed, considering the discharging capacity of the system, so as to avoid further increasing engine load and intensifying the risk of power imbalance when the power has deviated from the target, and the target calibration threshold is decreased when engine torque decrease is needed, so as to create an opportunity for battery charging or discharging reduction during the torque decrease process, thereby improving the energy recovery efficiency.

[0019] With reference to the first aspect and the above implementation, in some possible implementation, the method further includes: obtaining a target equivalent fuel consumption, determining at least one first Hamilton function value based on the target equivalent fuel consumption, a target heat value corresponding to fuel of the vehicle, and a discrete value abnormality processing parameter; selecting a second Hamilton function value from the first Hamilton function values, the second Hamilton function value being the smallest value in the first Hamilton function values; taking the second Hamilton function value as the target Hamilton function value, and taking a discrete value number corresponding to the second Hamilton function value as the target discrete value number.

[0020] In this implementation, at least one first Hamilton function value is determined based on the target equivalent fuel consumption, the target heat value, and the discrete value abnormality processing parameter, which can exclude invalid working point interference in combination with the abnormality processing parameter, and then the smallest value in the first Hamilton function values is selected as the second Hamilton function value to determine the target Hamilton function value and the target discrete value number, thereby improving the accuracy of the optimal solution of the system and ensuring that the selected working point is always in the state of the lowest energy consumption in the current discrete solution space.

[0021] With reference to the first aspect and the above implementation, in some possible implementation, after the actually applied discrete value number is switched to the target discrete value number, the method further includes: determining a first engine torque demand based on the actually applied discrete value number and an engine torque discrete sequence; determining a first intermediate torque demand by taking a minimum value of the first engine torque demand and a maximum value of an engine torque maximum value; determining a second intermediate torque demand by taking a maximum value of the first intermediate torque demand and a minimum value of an engine torque minimum value; and filtering the second intermediate torque demand based on a first calibration gradient parameter to obtain a target engine torque demand.

[0022] In this implementation, the first engine torque demand is determined by the actually applied discrete value number and the engine torque discrete sequence, then the first engine torque demand is limited by the engine torque maximum value and the engine torque minimum value to obtain the second intermediate torque demand, and finally the second intermediate torque demand is filtered to obtain the target engine torque demand. The accuracy of the target engine torque demand is improved by double boundary constraints, and the possibility of sudden change of torque instruction caused by discrete value number jump or driving condition fluctuation is reduced. At the same time, the reliability of power output is ensured, and the smoothness of torque change is realized through gradient filtering.

[0023] In combination with the first aspect and the above implementation, in some possible implementation, after the actually applied discrete value number is switched to the target discrete value number, the method further includes: determining a first engine speed demand based on the actually applied discrete value number and an engine speed discrete sequence; determining a first intermediate engine speed demand by taking the minimum value of the first engine speed demand and an engine speed maximum value; determining a second intermediate engine speed demand by taking the maximum value of the first intermediate engine speed demand and an engine speed minimum value; and filtering the second intermediate engine speed demand based on a second calibration gradient parameter to obtain a target engine speed demand.

[0024] In this implementation, the first engine speed demand is determined by the actually applied discrete value number and the engine speed discrete sequence, then the first engine speed demand is limited by the engine speed maximum value and the engine speed minimum value to obtain the second intermediate engine speed demand, and finally the second intermediate engine speed demand is filtered to obtain the target engine speed demand. The accuracy of the target engine speed demand is improved by double boundary constraints, and the possibility of sudden change of speed instruction caused by discrete value number jump or driving condition fluctuation is reduced. At the same time, the engine is always ensured to work in a safe range, and the smoothness of speed change is realized through gradient filtering.

[0025] In a second aspect, an energy management device is provided, which is applied in a vehicle, and the device includes:

[0026] A control module is configured to control a target timer to start timing to obtain a timer time when the target discrete value number is different from the actually applied discrete value number.

[0027] A determination module is configured to determine whether a target Hamilton function value corresponding to the target discrete value number meets a switching condition.

[0028] A switching module is configured to switch the actual discrete value number to the target discrete value number when the timer time is greater than a preset de-bounce time and the target Hamilton function value meets the switching condition, the preset de-bounce time being related to engine torque increase or engine torque decrease.

[0029] With reference to the second aspect, in some possible implementation manners, the determining module is configured to determine the target Hamilton function value as a Hamilton function difference value, and determine that the target Hamilton function value meets the switching condition when the Hamilton function difference value is greater than a target threshold, and determine that the target Hamilton function value does not meet the switching condition when the Hamilton function difference value is less than or equal to the target threshold.

[0030] With reference to the second aspect and the foregoing implementation manners, in some possible implementation manners, the apparatus further includes an adjusting module configured to obtain an electric quantity offset of the vehicle, and increase the target threshold when the electric quantity offset is equal to a preset offset or the Hamilton function difference value is less than a preset difference value, adjust the target threshold in a first adjusting manner based on a difference value between the target discrete value number and the actual discrete value number when the electric quantity offset is less than the preset offset and the Hamilton function difference value is greater than the preset difference value, and adjust the target threshold in a second adjusting manner based on the difference value between the target discrete value number and the actual discrete value number when the electric quantity offset is greater than the preset offset and the Hamilton function difference value is greater than the preset difference value.

[0031] With reference to the second aspect and the foregoing implementation manners, in some possible implementation manners, the adjusting module is configured to decrease the target threshold when the difference value between the target discrete value number and the actual discrete value number is a negative value, and increase the target threshold when the difference value between the target discrete value number and the actual discrete value number is a positive value, the difference value between the target discrete value number and the actual discrete value number being a negative value indicating that the engine torque increase needs to be performed, and the difference value between the target discrete value number and the actual discrete value number being a positive value indicating that the engine torque decrease needs to be performed.

[0032] With reference to the second aspect and the foregoing implementation manners, in some possible implementation manners, the adjustment module is configured to: in a case where a difference between the target discrete value number and the actually applied discrete value number is a negative value, increasing the target calibration threshold, the difference between the target discrete value number and the actually applied discrete value number being a negative value representing that the engine torque needs to be increased; in a case where the difference between the target discrete value number and the actually applied discrete value number is a positive value, decreasing the target calibration threshold, the difference between the target discrete value number and the actually applied discrete value number being a positive value representing that the engine torque needs to be decreased.

[0033] With reference to the second aspect and the foregoing implementation manners, in some possible implementation manners, the determination module is configured to: obtain a target equivalent fuel consumption, determine at least one first Hamilton function value based on the target equivalent fuel consumption, a target calorific value corresponding to fuel of the vehicle, and a discrete value abnormality processing parameter; select a second Hamilton function value from the first Hamilton function values, the second Hamilton function value being a minimum value in the first Hamilton function values; take the second Hamilton function value as the target Hamilton function value, and take a discrete value number corresponding to the second Hamilton function value as the target discrete value number.

[0034] With reference to the second aspect and the foregoing implementation manners, in some possible implementation manners, the determination module is configured to: determine a first engine torque demand based on the actually applied discrete value number and an engine torque discrete sequence; determine a first intermediate torque demand by taking a minimum value in the first engine torque demand and an engine torque maximum value; determine a second intermediate torque demand by taking a maximum value in the first intermediate torque demand and an engine torque minimum value; and perform filtering processing on the second intermediate torque demand based on a first calibration gradient parameter, to obtain a target engine torque demand.

[0035] With reference to the second aspect and the foregoing implementation manners, in some possible implementation manners, the determination module is configured to: determine a first engine speed demand based on the actually applied discrete value number and an engine speed discrete sequence; determine a first intermediate speed demand by taking a minimum value in the first engine speed demand and an engine speed maximum value; determine a second intermediate speed demand by taking a maximum value in the first intermediate speed demand and an engine speed minimum value; and perform filtering processing on the second intermediate speed demand based on a second calibration gradient parameter, to obtain a target engine speed demand.

[0036] In a third aspect, a vehicle is provided, which includes one or more processors and one or more memories having at least one program code stored therein, which is loaded and executed by the one or more processors to implement the operations performed by the energy management method.

[0037] In a fourth aspect, a computer-readable storage medium is provided, which has at least one program code stored therein, which is loaded and executed by a processor to implement the operations performed by the energy management method.

[0038] In a fifth aspect, an electronic device is provided, which includes a memory and a processor, the memory being configured to store executable program code, and the processor being configured to invoke and run the executable program code from the memory, so that the electronic device performs the data processing method in the first aspect or any possible implementation manner of the first aspect.

[0039] With the technical solution provided in the embodiments of the present application, in the case that the target discrete value number is different from the actually applied discrete value number, the timer time is obtained, so that in the case that the timer time is greater than the calibrated debounce time and the target Hamilton function value corresponding to the target discrete value number meets the switching condition, the actually applied discrete value number is switched to the target discrete value number. Through the double constraint conditions of the timer time and the Hamilton function value, in combination with the association between the calibrated debounce time and the engine torque change characteristics, the actually applied discrete value number in the ECMS is accurately switched, the interference caused by the instantaneous switching due to the working condition fluctuation is reduced, the system always works at the most suitable working point, the possibility of the system deviating from the optimal solution is reduced, and the fuel economy and the energy management precision of the vehicle are improved. BRIEF DESCRIPTION OF DRAWINGS

[0040] Figure 1 is a flowchart of an energy management method provided by the embodiments of the present application;

[0041] Figure 2 is a flowchart of another energy management method provided by the embodiments of the present application;

[0042] Figure 3 is a structural schematic diagram of an energy management device provided by the embodiments of the present application;

[0043] Figure 4 is a structural schematic diagram of a vehicle provided by the embodiments of the present application. DETAILED DESCRIPTION

[0044] The technical solutions in the application will be clearly and exhaustively described below with reference to the drawings. In the description of the embodiments of the application, unless otherwise specified, " / " represents the meaning of or, for example, A / B can represent A or B: "and / or" in the text only describes the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B, which means that there are three cases of A alone, A and B together, and B alone. In addition, in the description of the embodiments of the application, "multiple" means two or more than two.

[0045] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and cannot be understood as implying or suggesting relative importance or implicitly indicating the number of indicated technical features. Therefore, the features defined with "first" and "second" can explicitly or implicitly include one or more features.

[0046] In order to describe the technical solutions provided by the embodiments of the application, the following describes some terms related to the embodiments of the application.

[0047] ECMS: a strategy for optimizing energy management, aiming to maximize fuel economy by equating the electrical energy consumption of the battery with the fuel consumption of the internal combustion engine. The core idea of ECMS is to compare and optimize the energy consumption of the battery and the internal combustion engine by defining an equivalence factor.

[0048] Hamilton function value: used to represent the total equivalent consumption cost rate at the current time, which is a comprehensive cost index considering the instantaneous fuel consumption and future cost brought by the current control decision at a specific time.

[0049] EMS is the core technology of the vehicle, and its main task is to coordinate the power distribution between different power sources according to the power demand of the vehicle, the operating state of the power system, and the differences in working efficiency, transient response characteristics, load capacity, etc. of different power sources.

[0050] In the related art, ECMS is included in EMS, which can convert the electrical energy consumed by the motor into equivalent fuel consumption, and then minimize the comprehensive fuel consumption to achieve optimization of energy management. However, in the current ECMS, when the target discrete value number is different from the actual application discrete value number, the discrete value number is switched, without considering the influence of Hamilton function value and duration, which cannot accurately switch the actual application discrete value number, further leading to deviation of the system from the optimal solution.

[0051] Therefore, how to accurately switch the actual application discrete value number in ECMS is a research hotspot.

[0052] The application scenario of the technical solution provided in the embodiments of the present application is introduced as follows. The technical solution provided in the embodiments of the present application can be applied in a hybrid vehicle. The hybrid vehicle can be any one of the hybrid vehicle, the plug-in hybrid vehicle, the extended-range hybrid vehicle, and the mild hybrid vehicle described above. Of course, with the development of science and technology, other types of hybrid vehicles can also appear. The technical solution provided in the embodiments of the present application is also applicable to other types of hybrid vehicles.

[0053] After introducing the application scenario of the embodiments of the present application, the technical solution provided in the embodiments of the present application is introduced as follows, referring to Figure 1 , the method comprises the following steps.

[0054] 101. In the case where the target discrete value number is different from the actually applied discrete value number, a target timer is controlled to start timing to obtain a timer time.

[0055] The target discrete value number is the optimal solution discrete value number determined at the current moment. The target discrete value number can be any suitable number, for example, 0, 6, etc. The actually applied discrete value number is the discrete value number finally applied at the current moment. The actually applied discrete value number can be any suitable number, for example, 3, 6, etc. For example, the target discrete value number is 3, and the actually applied discrete value number is 6, which satisfies the condition that the target discrete value number is different from the actually applied discrete value number. The target timer is a device with timing function. The target timer can include but is not limited to: a jitter-resistant timer, a filter timer, etc. The jitter-resistant timer is a timer used in a control system to filter transient signal fluctuations and ensure the reliability of state switching. The filter timer is a timer used for low-pass filtering, filtering out high-frequency noise and invalid jitter. The timer time can be any suitable size, for example, 0.2s (seconds), 1.5s, etc.

[0056] 102. It is determined whether the target Hamilton function value corresponding to the target discrete value number satisfies a switching condition.

[0057] The Hamilton function value is used to represent the total equivalent consumption cost rate at the current moment. The target Hamilton function value is the Hamilton function value corresponding to the target discrete value number. The switching condition is a condition for determining whether to switch the actually applied discrete value number to the target discrete value number. In some embodiments, in the case where the target Hamilton function value corresponding to the target discrete value number is less than the actual Hamilton function value corresponding to the actually applied discrete value number, it is determined that the target Hamilton function value corresponding to the target discrete value number satisfies the switching condition.

[0058] 103、in the case that the timer time is greater than the calibrated debounce time and the target Hamilton function value meets the switching condition, switching the actually applied discrete value number to the target discrete value number, and the calibrated debounce time is related to engine torque increase or engine torque decrease.

[0059] The calibrated debounce time is a calibrated value for determining whether to switch the actually applied discrete value number to the target discrete value number. The calibrated debounce time can be any suitable size, for example, 2s, 5s, etc. In some embodiments, the calibrated debounce time is related to engine torque increase or engine torque decrease. In the case that the timer time is greater than the calibrated debounce time and the target Hamilton function value meets the switching condition, the actually applied discrete value number is switched to the target discrete value number. In some embodiments, in response to switching the actually applied discrete value number to the target discrete value number, the target timer is reset, so as not to affect the next timing.

[0060] The technical scheme provided in the embodiments of the present application obtains the timer time in the case that the target discrete value number is different from the actually applied discrete value number, so as to switch the actually applied discrete value number to the target discrete value number in the case that the timer time is greater than the calibrated debounce time and the target Hamilton function value corresponding to the target discrete value number meets the switching condition. Through the double constraint conditions of the timer time and the Hamilton function value, in combination with the correlation between the calibrated debounce time and the engine torque change characteristics, the actually applied discrete value number in the ECMS is accurately switched, the interference of instantaneous switching caused by working condition fluctuation is reduced, the system always works at the most suitable working point, the possibility of the system deviating from the optimal solution is reduced, and the fuel economy and the energy management accuracy of the vehicle are improved.

[0061] It should be noted that the steps 101-103 are a simple description of the energy management method provided in the embodiments of the present application. The energy management method provided in the embodiments of the present application will be described in more detail below in combination with some examples, see Figure 2 The method comprises the following steps.

[0062] 201、acquire a target equivalent fuel consumption, and determine at least one first Hamilton function value based on the target equivalent fuel consumption, a target calorific value corresponding to fuel of the vehicle, and a discrete value abnormality processing parameter.

[0063] The target equivalent fuel consumption is a total equivalent fuel consumption at a current time. The target equivalent fuel consumption can be any suitable size, such as 0.0006 kg / s (kilogram / second), 0.0007 kg / s, or the like. The target heat value refers to a heat released by complete combustion of a unit mass of fuel of the vehicle. The target heat value can be any suitable size, such as 43,000 kJ / kg (kilojoule / kilogram), 42,700 kJ / kg, or the like. The discrete value abnormality handling parameter is used to reduce an impact of the target equivalent fuel consumption exceeding a constraint boundary. The discrete value abnormality handling parameter can be any suitable size, such as 10,000,000, 20,000,000, or the like. In some embodiments, the discrete value abnormality handling parameter is determined based on a discrete sequence unavailable flag and a discrete value abnormality handling coefficient.

[0064] In one possible implementation, the engine instantaneous fuel consumption is determined based on a brake specific fuel consumption and an engine power, the engine power being one discrete value in an engine power discrete sequence. The battery instantaneous equivalent fuel consumption is determined based on a battery power, a target equivalent factor, a target heat value corresponding to the fuel of the vehicle, and a target penalty function, the battery power being one discrete value in a battery power discrete sequence. The target equivalent fuel consumption is determined based on the engine instantaneous fuel consumption and the battery instantaneous equivalent fuel consumption.

[0065] In one possible implementation, the engine instantaneous fuel consumption is determined based on a brake specific fuel consumption and an engine power, the engine power being one discrete value in an engine power discrete sequence. The battery instantaneous equivalent fuel consumption is determined based on a battery power, a target equivalent factor, a target heat value corresponding to the fuel of the vehicle, and a target penalty function, the battery power being one discrete value in a battery power discrete sequence. The target equivalent fuel consumption is determined based on the engine instantaneous fuel consumption and the battery instantaneous equivalent fuel consumption.

[0066] In some embodiments, the engine instantaneous fuel consumption can be determined by the following formula

[0067]

[0068] wherein, is the engine power, ​for the brake specific fuel consumption, for the preset value.

[0069] As a supplementary embodiment, in addition to determining the engine instantaneous fuel consumption based on the brake specific fuel consumption and the engine power, the engine instantaneous fuel consumption can also be determined based on the engine power, the engine thermal efficiency and the target thermal value. The engine thermal efficiency refers to the efficiency of converting the heat energy generated by fuel combustion into mechanical energy, which affects the fuel economy of the vehicle. The engine thermal efficiency is a dimensionless value and can be any suitable size, for example, 32.8%, 40.6%, etc. In implementation, the product of the engine thermal efficiency and the target thermal value can be determined as a third intermediate fuel consumption, and the ratio of the engine power and the third intermediate fuel consumption can be determined as the engine instantaneous fuel consumption.

[0070] In some embodiments, the engine instantaneous fuel consumption can be determined by the following formula :

[0071]

[0072] wherein, the engine power, the engine thermal efficiency, the target thermal value.

[0073] In some embodiments, the battery power refers to the size of the energy output by the battery per unit time under certain discharge conditions. The battery power can be any suitable size, for example, 54.1 kW, 60 kW, etc. The target equivalent factor is the final use equivalent factor. In some embodiments, the battery power is a discrete value in a battery power discrete sequence. The battery power discrete sequence includes at least one battery power, and each battery power has a corresponding discrete value number. The target equivalent factor can be any suitable size, for example, 2.5, 4, etc. In some embodiments, the target equivalent factor is a dimensionless value. The target penalty function is a function for correcting the initial equivalent factor.

[0074] In one possible implementation, the ratio of the battery power and the target thermal value is determined as a second intermediate fuel consumption. The product of the target equivalent factor, the target penalty function and the second intermediate fuel consumption is determined as the battery instantaneous equivalent fuel consumption.

[0075] wherein the second intermediate fuel consumption is the fuel consumption determined by the ratio of the battery power and the target thermal value. The battery instantaneous equivalent fuel consumption can be determined by the following formula :

[0076]

[0077] wherein, the target equivalent factor, target fuel consumption, battery power, target penalty function.

[0078] In some embodiments, the target penalty function can be determined by the following formula :

[0079]

[0080] wherein, current battery level of the vehicle, target battery level of the vehicle, first battery level offset, first maximum value of the battery level parameter, first minimum value of the battery level parameter, second battery level offset, second maximum value of the battery level parameter, second minimum value of the battery level parameter, and n is an exponential coefficient of the original penalty function, which is tunable and generally takes a value of 3. The formula uses as a boundary parameter for 2 times penalty at low battery level, and uses as a boundary parameter for 0 times penalty at high battery level.

[0081] In one possible implementation, the sum of the engine instantaneous fuel consumption and the battery instantaneous equivalent fuel consumption is determined as the target equivalent fuel consumption.

[0082] In some embodiments, the engine power discrete sequence and the battery power discrete sequence have the same number of discrete values and discrete value numbers, and the target equivalent fuel consumption corresponding to the engine power and the battery power at each discrete value number can be calculated in the order of the discrete value numbers. For example, the discrete value numbers of the engine power discrete sequence and the battery power discrete sequence are 0-9, and the number of discrete values is 10. For the discrete value number 0, the engine instantaneous fuel consumption corresponding to the engine power at the discrete value number 0 and the battery instantaneous equivalent fuel consumption corresponding to the battery power at the discrete value number 0 are calculated, and then the sum of the engine instantaneous fuel consumption and the battery instantaneous equivalent fuel consumption is determined as the target equivalent fuel consumption at the discrete value number 0.

[0083] In some embodiments, the target equivalent fuel consumption can be determined by the following formula :

[0084]

[0085] wherein, engine instantaneous fuel consumption, battery instantaneous equivalent fuel consumption.

[0086] Further, according to the specific calculation method of the engine instantaneous fuel consumption and the battery instantaneous equivalent fuel consumption, in some embodiments, the target equivalent fuel consumption can be determined by the following formula :

[0087]

[0088] wherein, is the engine power, is the brake fuel consumption rate, is the target equivalent factor, is the target heat value, is the battery power, is the target penalty function.

[0089] In some embodiments, the product of the target equivalent fuel consumption and the target heat value is calculated to obtain an intermediate product, and then the sum of the intermediate product and the discrete value abnormal processing parameter is determined as the first Hamilton function value. Moreover, the plurality of discrete target equivalent fuel consumptions obtained need to be processed according to the above processing procedure respectively to obtain at least one first Hamilton function value.

[0090] In some embodiments, for the plurality of discrete target equivalent fuel consumptions, if an abnormal target equivalent fuel consumption exceeds the constraint boundary, the corresponding discrete value of the set discrete sequence unavailable flag can be activated, and then multiplied by a calibratable discrete value abnormal processing coefficient, so that the target equivalent fuel consumption exceeding the constraint boundary can be removed. In some embodiments, the discrete value abnormal processing parameter can be determined by the following formula :

[0091]

[0092] In some embodiments, the first Hamilton function value can be determined by the following formula :

[0093]

[0094] wherein, is the target equivalent fuel consumption, is the target heat value, is the discrete value abnormal processing parameter. For the abnormal target equivalent fuel consumption, since the discrete value abnormal processing parameter is added when the Hamilton function value is calculated, the final obtained Hamilton function value will be much larger than the Hamilton function value corresponding to the normal target equivalent fuel consumption, and finally the Hamilton function value with the smallest value needs to be selected, therefore, the abnormal target equivalent fuel consumption is equivalent to being removed.

[0095] In some embodiments, if the calculation formula of the target equivalent fuel consumption provided by the foregoing embodiments is substituted into the calculation formula of the first Hamilton function value, a more specific calculation formula of the first Hamilton function value is obtained

[0096]

[0097] wherein, is the engine power, is the brake specific fuel consumption, is the target equivalent factor, is the target heat value, is the battery power, is the target penalty function, is the discrete value abnormality processing parameter.

[0098] 202. Selecting a second Hamilton function value from the first Hamilton function values, the second Hamilton function value being the smallest value among the first Hamilton function values.

[0099] wherein the number of the first Hamilton function values is at least one, and the second Hamilton function value is the smallest value among the first Hamilton function values. Since the Hamilton function value can be used to represent the total equivalent consumption cost rate at the current time, it is necessary to select the smallest one from the at least one first Hamilton function value as the second Hamilton function value.

[0100] 203. Taking the second Hamilton function value as a target Hamilton function value, and taking the discrete value number corresponding to the second Hamilton function value as a target discrete value number.

[0101] wherein the discrete value number corresponding to the second Hamilton function value can be any suitable number, for example, 0, 6, etc. The target discrete value number can be any suitable number, for example, 0, 6, etc. Since the second Hamilton function value is taken as the target Hamilton function value, and the discrete value number corresponding to the second Hamilton function value is taken as the target discrete value number, there is a corresponding relationship between the target discrete value number and the target Hamilton function value finally obtained.

[0102] In some embodiments, for a discrete value number, the engine torque, engine speed, engine power and battery power corresponding to the discrete value number can be found from the engine torque discrete sequence, the engine speed discrete sequence, the engine power discrete sequence and the battery power discrete sequence according to the discrete value number.

[0103] ​In this implementation, the at least one first Hamilton function value is determined based on the target equivalent fuel consumption, the target heat value, and the abnormal handling parameter, the invalid working point interference can be excluded in combination with the abnormal handling parameter, and then the second Hamilton function value is selected as the value with the smallest value from the first Hamilton function value, the target Hamilton function value and the target discrete value number are determined, the accuracy of the optimal solution of the system is improved, and it is ensured that the selected working point is always in the state of the lowest energy consumption in the current discrete solution space.

[0104] 204、in the case where the target discrete value number is different from the actually applied discrete value number, starting timing of a target timer is controlled to obtain a timer time.

[0105] The target discrete value number is the optimal solution discrete value number determined at the current time, and the target discrete value number can be any suitable number, for example, 0, 6, etc. The actually applied discrete value number is the discrete value number finally applied at the current time. The actually applied discrete value number can be any suitable number, for example, 3, 6, etc. The target timer can include but is not limited to: a jitter-resistant timer, a filtering timer, etc. The timer time can be any suitable size, for example, 0.2s, 1.5s, etc.

[0106] 205、determining whether the target Hamilton function value corresponding to the target discrete value number meets a switching condition.

[0107] The Hamilton function value is used to represent the total equivalent consumption cost rate at the current time. The switching condition is a condition for determining whether to switch the actually applied discrete value number to the target discrete value number. In some embodiments, in the case where the target Hamilton function value corresponding to the target discrete value number is less than the actual Hamilton function value corresponding to the actually applied discrete value number, it is determined that the target Hamilton function value corresponding to the target discrete value number meets the switching condition.

[0108] In one possible implementation, the absolute value of the difference between the target Hamilton function value and the actual Hamilton function value corresponding to the actually applied discrete value number is determined as a Hamilton function difference value. In the case where the Hamilton function difference value is greater than a target threshold value, it is determined that the target Hamilton function value meets the switching condition. In the case where the Hamilton function difference value is less than or equal to the target threshold value, it is determined that the target Hamilton function value does not meet the switching condition.

[0109] The actual Hamilton function value is the Hamilton function value corresponding to the discrete value number actually applied. In some embodiments, the difference between the target Hamilton function value and the actual Hamilton function value is taken as an intermediate difference value, and then the absolute value of the intermediate difference value is taken as the Hamilton function difference value. The Hamilton function difference value can be used to represent the deviation between the target Hamilton function value and the actual Hamilton function value. The target calibration threshold can be any suitable size, for example, 0.5, 1, etc. In the case where the Hamilton function difference value is greater than the target calibration threshold, it is determined that the target Hamilton function value satisfies the switching condition. In the case where the Hamilton function difference value is less than or equal to the target calibration threshold, it is determined that the target Hamilton function value does not satisfy the switching condition. In some embodiments, in the case where the target Hamilton function value does not satisfy the switching condition, the discrete value number actually applied is not switched, so that the system remains in the optimal solution.

[0110] In this implementation, the Hamilton function difference value is obtained by taking the absolute value of the difference between the target Hamilton function value and the actual Hamilton function value, and then comparing the Hamilton function difference value with the target calibration threshold, which can accurately determine whether the target Hamilton function value satisfies the switching condition, thereby improving the accuracy of energy management.

[0111] In a possible implementation, the state of charge offset of the vehicle is obtained. In the case where the state of charge offset is equal to a preset offset or the Hamilton function difference value is less than a preset difference value, the target calibration threshold is increased. In the case where the state of charge offset is less than the preset offset and the Hamilton function difference value is greater than the preset difference value, the target calibration threshold is adjusted based on the difference between the target discrete value number and the discrete value number actually applied, using a first adjustment manner. In the case where the state of charge offset is greater than the preset offset and the Hamilton function difference value is greater than the preset difference value, the target calibration threshold is adjusted based on the difference between the target discrete value number and the discrete value number actually applied, using a second adjustment manner.

[0112] In order to more clearly illustrate the above implementation, the process of adjusting the target calibration threshold in the above implementation is described in four parts below.

[0113] In the first part, the state of charge offset of the vehicle is obtained.

[0114] The state of charge offset refers to the change of the state of charge (SOC) of the battery within a period of time. The state of charge offset can be any suitable size, for example, 0.3%, -0.05%, etc. In some embodiments, the state of charge offset can be obtained by detecting the change of the state of charge of the vehicle within a period of time.

[0115] The second part is to increase the target calibration threshold when the power offset is equal to the preset offset or the Hamilton function difference is less than the preset difference.

[0116] The preset offset can be any suitable size, such as 0, 0.05%, etc. The Hamilton function value is used to represent the total equivalent consumption cost rate at the current time. In some embodiments, the difference between the target Hamilton function value and the actual Hamilton function value is taken as an intermediate difference, and then the absolute value of the intermediate difference is taken as the Hamilton function difference. The preset difference can be any suitable size, such as 0.5, 0.1, etc.

[0117] It should be noted that when the power offset is equal to the preset offset, the SOC is in an ideal balance state at this time, and increasing the target calibration threshold can improve the strictness of the switching condition to prevent frequent switching of the working point due to small disturbances, thereby maintaining the energy balance and operation stability of the system. Similarly, in the case where the Hamilton function difference is less than the preset difference, the performance difference between the current actual working point and the target working point is not large, and the optimization benefit brought by switching is limited. Increasing the target calibration threshold can avoid frequent switching due to small improvements and reduce the execution overhead and potential oscillation risk of control actions.

[0118] The third part is to adjust the target calibration threshold in a first adjustment mode based on the difference between the target discrete value number and the actually applied discrete value number when the power offset is less than the preset offset and the Hamilton function difference is greater than the preset difference.

[0119] The preset offset can be any suitable size, such as 0, 0.05%, etc. In some embodiments, the power offset less than the preset offset indicates that the battery power is increasing. The preset difference can be any suitable size, such as 0.5, 0.1, etc. The difference between the target discrete value number and the actually applied discrete value number can be any suitable size, such as 1, -2, etc.

[0120] In one possible implementation, when the difference between the target discrete value number and the actually applied discrete value number is negative, the target calibration threshold is decreased, and the difference between the target discrete value number and the actually applied discrete value number being negative indicates that engine torque increase is needed. When the difference between the target discrete value number and the actually applied discrete value number is positive, the target calibration threshold is increased, and the difference between the target discrete value number and the actually applied discrete value number being positive indicates that engine torque decrease is needed.

[0121] The difference between the target discrete value number and the actually applied discrete value number can be any suitable size, for example, 1, -2, etc. For example, first, in the case that the power offset is less than the preset offset and the Hamilton function difference is greater than the preset difference, the difference between the target discrete value number and the actually applied discrete value number is -3, which satisfies that the difference between the target discrete value number and the actually applied discrete value number is negative, indicating that engine torque increase is needed, at this time, the first adjustment mode is used to reduce the target calibration threshold. The difference between the target discrete value number and the actually applied discrete value number is 2, which satisfies that the difference between the target discrete value number and the actually applied discrete value number is positive, indicating that engine torque decrease is needed, at this time, the first adjustment mode is used to increase the target calibration threshold.

[0122] It should be noted that engine torque increase means that the engine needs to output more torque, which may increase the fuel consumption of the engine, but at the same time, the overall efficiency may be improved because the engine operating point moves to the high efficiency region. Engine torque decrease means that the engine reduces torque output, which generally reduces fuel consumption, but the efficiency of the engine will be lower. At the same time, as the discrete value number increases, the engine torque is smaller, therefore, the difference between the target discrete value number and the actually applied discrete value number is negative, indicating that engine torque increase is needed, and the difference between the target discrete value number and the actually applied discrete value number is positive, indicating that engine torque decrease is needed.

[0123] In the case that the power offset is less than the preset offset and the Hamilton function difference is greater than the preset difference, at this time, the battery power is increasing and there is a significantly more optimal operating point, and the power offset being less than the preset offset indicates that the system can be in an energy surplus state, therefore, the system has power preservation capability, and when engine torque increase is needed, the target calibration threshold is reduced, so that the system responds more quickly to the high efficiency operating point, and the overall energy efficiency is improved through engine operating point optimization while ensuring charging. When engine torque decrease is needed, the target calibration threshold is increased, which can reduce unnecessary switching, ensure the continuity and stability of the charging process, avoid interrupting the best charging state due to unnecessary torque decrease operation, and help maintain the engine in the high efficiency region.

[0124] In this embodiment, when the first adjustment mode is used, considering the power preservation capability of the system, when engine torque increase is needed, the target calibration threshold is reduced, which can lower the operating point switching threshold, so that the system switches to a higher torque operating point more quickly, improving power and fuel economy, and when engine torque decrease is needed, the target calibration threshold is increased, which can reduce unnecessary switching, ensuring power output smoothness and system stability.

[0125] In a fourth part, in a case that the power offset is greater than the preset offset and the Hamilton function difference is greater than the preset difference, a second adjustment mode is used to adjust the target calibration threshold based on a difference between the target discrete value number and the actually applied discrete value number.

[0126] The preset offset can be any suitable size, such as 0, 0.05%, etc. The preset difference can be any suitable size, such as 0.5, 0.1, etc. The difference between the target discrete value number and the actually applied discrete value number can be any suitable size, such as 1, -2, etc. In some embodiments, the first adjustment mode and the second adjustment mode are different.

[0127] In this implementation, in a case that the acquired power offset is equal to the preset offset or the Hamilton function difference is less than the preset difference, the target calibration threshold is increased. In a case that the Hamilton function difference is greater than the preset difference, the target calibration threshold is further adjusted according to the power offset by selecting the first adjustment mode or the second adjustment mode, thereby constructing a multi-mode threshold self-adaptive adjustment mechanism based on the power offset and the Hamilton function difference, and maintaining the balance between the power performance and the economy of the vehicle in different energy states.

[0128] In a possible implementation, in a case that the difference between the target discrete value number and the actually applied discrete value number is negative, the target calibration threshold is increased. The difference between the target discrete value number and the actually applied discrete value number being negative represents that engine torque increase is needed. In a case that the difference between the target discrete value number and the actually applied discrete value number is positive, the target calibration threshold is decreased. The difference between the target discrete value number and the actually applied discrete value number being positive represents that engine torque decrease is needed.

[0129] The difference between the target discrete value number and the actually applied discrete value number can be any suitable size, such as 1, -2, etc. For example, in a case that the power offset is greater than the preset offset and the Hamilton function difference is greater than the preset difference, the difference between the target discrete value number and the actually applied discrete value number is -3, the difference between the target discrete value number and the actually applied discrete value number being negative represents that engine torque increase is needed, and the target calibration threshold is increased by using the second adjustment mode. The difference between the target discrete value number and the actually applied discrete value number is 2, the difference between the target discrete value number and the actually applied discrete value number being positive represents that engine torque decrease is needed, and the target calibration threshold is decreased by using the second adjustment mode.

[0130] It should be noted that the engine torque increase represents that the engine needs to output greater torque, which may increase the fuel consumption of the engine, but at the same time may improve the overall efficiency because the engine operating point moves to the high efficiency region. The engine torque decrease represents that the engine reduces the torque output, which generally reduces the fuel consumption and the efficiency of the engine.

[0131] In the case that the battery power offset is greater than the preset offset and the Hamilton function difference is greater than the preset difference, at this time, the battery power is decreasing and there is a significantly more optimal operating point, and the battery power offset being less than the preset offset represents that the battery power is low or is being excessively used, therefore, the discharge capability should be considered, the battery power should be preferentially saved, the target calibration threshold is increased when engine torque increase is needed, which can reduce unnecessary switching of the system to a high torque operating point, avoid further increasing the engine load in the discharge state of the battery, and ensure the system stability and control smoothness in the discharge process. When engine torque decrease is needed, the target calibration threshold is reduced, so that the system can be switched to a low torque operating point more quickly, thereby preferentially charging the battery during the engine torque decrease process, which can improve the energy recovery efficiency and help to prolong the battery endurance and improve the overall energy efficiency.

[0132] In this embodiment, when the second adjustment mode is adopted, the target calibration threshold is increased when engine torque increase is needed, considering the discharge capability of the system, which avoids further increasing the engine load when the power has deviated from the target, thereby intensifying the risk of power imbalance, and the target calibration threshold is reduced when engine torque decrease is needed, which can create opportunities for charging the battery or reducing discharge during the torque decrease process, thereby improving the energy recovery efficiency.

[0133] 206、In the case that the timer time is greater than the calibration debounce time and the target Hamilton function value meets the switching condition, the actually applied discrete value number is switched to the target discrete value number, and the calibration debounce time is related to engine torque increase or engine torque decrease.

[0134] The timer time can be any suitable size, for example, 0.2s, 1.5s, etc. The calibration debounce time is a calibrated value for determining whether to switch the actually applied discrete value number to the target discrete value number. The calibration debounce time can be any suitable size, for example, 2s, 5s, etc.

[0135] In some embodiments, the calibration debounce time is related to engine torque increase or engine torque decrease. Specifically, first, it is determined that the current engine is in engine torque increase or engine torque decrease, in the case that the engine is in engine torque increase, a shorter calibration debounce time is set, and in the case that the engine is in engine torque decrease, a longer calibration debounce time is set.

[0136] In some embodiments, the actual applied discrete value number is switched to the target discrete value number in a case that the timer time is greater than the calibrated debounce time and the target Hamilton function value satisfies the switching condition. Further, in response to switching the actual applied discrete value number to the target discrete value number, the target timer is reset, so as not to affect the next timing.

[0137] In some embodiments, in a case that the timer time is less than or equal to the calibrated debounce time, the target discrete value number is continuously determined, and if the determined target discrete value number is different from the actual applied discrete value number, the timer time is continuously increased and it is determined whether the timer time is greater than the calibrated debounce time. If the determined target discrete value number is the same as the actual applied discrete value number, the target timer stops timing to obtain a final timer time, and it is determined whether the timer time is greater than the calibrated debounce time. In some embodiments, in a case that the target Hamilton function value does not satisfy the switching condition, the target discrete value number is continuously determined, and the target Hamilton function value is calculated, and it is further determined whether the target Hamilton function value satisfies the switching condition.

[0138] It should be noted that after the actual applied discrete value number is switched to the target discrete value number, the target engine torque demand and the target engine speed demand need to be further determined based on the switched actual applied discrete value number, and the specific implementation process is as follows.

[0139] In a possible implementation, a first engine torque demand is determined based on the actual applied discrete value number and an engine torque discrete sequence. A first intermediate torque demand is determined by taking the minimum value of the first engine torque demand and the minimum value of the engine torque. A second intermediate torque demand is determined by taking the maximum value of the first intermediate torque demand and the maximum value of the engine torque. The target engine torque demand is obtained by filtering the second intermediate torque demand based on a first calibrated gradient parameter.

[0140] In some embodiments, since the actual applied discrete value number has been switched to the target discrete value number at the current time, the target discrete value number at the current time is the same as the actual applied discrete value number. The engine torque discrete sequence includes at least one engine torque, and each engine torque has a corresponding discrete value number. The first engine torque demand is an initial engine torque demand at the current time. In some embodiments, the actual applied discrete value number is used to search in the engine torque discrete sequence, and the engine torque corresponding to the discrete value number in the engine torque discrete sequence which is the same as the actual applied discrete value number is determined as the first engine torque demand.

[0141] In some embodiments, in the case that the working mode of the vehicle is the series mode, the engine demand power is discretized to obtain at least one engine initial power, then the engine initial power is corrected to obtain an engine target power corresponding to the engine initial power, and then the engine target power is taken as the engine power in the engine power discrete sequence. The engine demand power refers to a target value of the mechanical power currently required to be output by the engine.

[0142] In some embodiments, after obtaining the engine target power corresponding to the engine initial power, the engine target power corresponding engine speed can be obtained by looking up a table according to the optimal working curve of the engine in the series mode pre-calibrated, and then the engine speed is taken as the engine speed in the engine speed discrete sequence.

[0143] In some embodiments, according to the engine power and the engine speed in the discrete parameter set, and the relationship among the engine power, the engine speed and the engine torque, the engine torque in the discrete parameter set is calculated, and finally the engine torque is taken as the engine torque in the engine torque discrete sequence. The discrete parameter set includes the engine power, the engine speed, the engine torque and the battery power.

[0144] In some embodiments, the battery actual power at the current time is first obtained. For example, the battery actual power can be calculated according to the current current and voltage of the battery. Then the battery actual power and the relative engine power are summed to obtain the battery initial power. The relative engine power is obtained by subtracting the engine power from the previous engine demand power. Further, based on the battery initial power, it is determined whether the battery is charging or discharging, and further in combination with the relative engine power, the battery actual power and the electric drive system efficiency, the battery power is determined.

[0145] The engine torque maximum value is the maximum value of the engine torque allowed after using the ECMS. In some embodiments, the engine torque maximum value is a calibratable value. The first intermediate torque demand refers to the minimum value of the first engine torque demand and the engine torque maximum value. The first intermediate torque demand can be the engine torque maximum value, or the first engine torque demand. The engine torque minimum value is the minimum value of the engine torque allowed after using the ECMS. In some embodiments, the engine torque minimum value is a calibratable value. The second intermediate torque demand refers to the maximum value of the first intermediate torque demand and the engine torque minimum value. The second intermediate torque demand can be the first intermediate torque demand, or the engine torque minimum value.

[0146] The first calibration gradient parameter is a parameter for filtering the second intermediate torque demand. In some embodiments, the first calibration gradient parameter can include, but is not limited to, a first rising gradient, a first falling gradient, and the like. The target engine torque demand is the final engine torque demand at the current moment. In some embodiments, the target engine torque demand is obtained by filtering the second intermediate torque demand based on the first calibration gradient parameter, wherein the filtering is gradient filtering.

[0147] In this implementation, the first engine torque demand is determined by the actually applied discrete value number and the engine torque discrete sequence, then the second intermediate torque demand is obtained by limiting the first engine torque demand by the engine torque maximum value and the engine torque minimum value, and finally the target engine torque demand is obtained by filtering the second intermediate torque demand, so that the accuracy of the target engine torque demand is improved by double boundary constraints, the possibility of torque command mutation caused by discrete value number jump or driving condition fluctuation is reduced, and both the reliability of power output and the smoothness of torque change are ensured by gradient filtering.

[0148] In a possible implementation, the first engine speed demand is determined based on the actually applied discrete value number and the engine speed discrete sequence. The first intermediate engine speed demand is determined by the first engine speed demand and the minimum value of the engine speed maximum value. The second intermediate engine speed demand is determined by the first intermediate engine speed demand and the maximum value of the engine speed minimum value. The target engine speed demand is obtained by filtering the second intermediate engine speed demand based on the second calibration gradient parameter.

[0149] The actually applied discrete value number is the final applied discrete value number at the current moment. The actually applied discrete value number can be any suitable number, for example, 3, 5, and the like. In some embodiments, since the actually applied discrete value number has been switched to the target discrete value number at the current moment, the target discrete value number at the current moment is the same as the actually applied discrete value number. The engine speed discrete sequence includes at least one engine speed, and each engine speed has a corresponding discrete value number. The first engine speed demand is the initial engine speed demand at the current moment. In some embodiments, the actually applied discrete value number is used to search in the engine speed discrete sequence, and the engine speed corresponding to the discrete value number in the engine speed discrete sequence that is the same as the actually applied discrete value number is determined as the first engine speed demand.

[0150] The engine speed maximum value is a maximum value of the engine speed allowed after using the ECMS. In some embodiments, the engine speed maximum value is a calibratable value. The first intermediate speed demand is the minimum value of the first engine speed demand and the engine speed maximum value. The first intermediate speed demand can be the engine speed maximum value or the first engine speed demand. The engine speed minimum value is a minimum value of the engine speed allowed after using the ECMS. In some embodiments, the engine speed minimum value is a calibratable value. The second intermediate speed demand is the maximum value of the first intermediate speed demand and the engine speed minimum value. The second intermediate speed demand can be the first intermediate speed demand or the engine speed minimum value.

[0151] The second calibration gradient parameter is a parameter for filtering the second intermediate speed demand. In some embodiments, the second calibration gradient parameter can include, but is not limited to, a second rising gradient, a second falling gradient, and the like. The target engine speed demand is the final engine speed demand at the current time. In some embodiments, the second intermediate speed demand is filtered in speed rising and falling based on the second calibration gradient parameter to obtain the target engine speed demand. The filtering is gradient filtering.

[0152] In this implementation, the first engine speed demand is determined by the actually applied discrete value number and the engine speed discrete sequence, then the second intermediate speed demand is obtained by limiting the first engine speed demand by the engine speed maximum value and the engine speed minimum value, and finally the target engine speed demand is obtained by filtering the second intermediate speed demand. The accuracy of the target engine speed demand is improved by double boundary constraints, and the possibility of speed command mutation caused by discrete value number jump or driving condition fluctuation is reduced. At the same time, the engine is always ensured to work in a safe range, and the smoothness of speed change is realized through gradient filtering.

[0153] Figure 3 is a structural schematic diagram of an energy management device provided by an embodiment of the present application, referring to Figure 3 The energy management device 300 includes:

[0154] The control module 301 is configured to start the target timer to count time to obtain a timer time when the target discrete value number is different from the actually applied discrete value number.

[0155] The determination module 302 is configured to determine whether a target Hamilton function value corresponding to the target discrete value number meets a switching condition.

[0156] The switching module 303 is configured to switch the discrete value number actually applied to the target discrete value number in a case where the timer time is greater than the demisting time and the target Hamilton function value meets the switching condition, and the demisting time is related to engine torque increase or engine torque decrease.

[0157] In a possible implementation, the determining module 302 is configured to determine the Hamilton function difference value as an absolute value of a difference between the target Hamilton function value and an actual Hamilton function value corresponding to the discrete value number actually applied; determine that the target Hamilton function value meets the switching condition in a case where the Hamilton function difference value is greater than a target threshold value; and determine that the target Hamilton function value does not meet the switching condition in a case where the Hamilton function difference value is less than or equal to the target threshold value.

[0158] In a possible implementation, the apparatus further includes an adjusting module configured to obtain a power offset of the vehicle; increase the target threshold value in a case where the power offset is equal to a preset offset value or the Hamilton function difference value is less than a preset difference value; adjust the target threshold value in a first adjusting mode based on a difference between the target discrete value number and the discrete value number actually applied in a case where the power offset is less than the preset offset value and the Hamilton function difference value is greater than the preset difference value; and adjust the target threshold value in a second adjusting mode based on the difference between the target discrete value number and the discrete value number actually applied in a case where the power offset is greater than the preset offset value and the Hamilton function difference value is greater than the preset difference value.

[0159] In a possible implementation, the adjusting module is configured to decrease the target threshold value in a case where the difference between the target discrete value number and the discrete value number actually applied is a negative value, and the difference between the target discrete value number and the discrete value number actually applied being a negative value indicates that engine torque increase is needed; and increase the target threshold value in a case where the difference between the target discrete value number and the discrete value number actually applied is a positive value, and the difference between the target discrete value number and the discrete value number actually applied being a positive value indicates that engine torque decrease is needed.

[0160] In a possible implementation, the adjusting module is configured to increase the target threshold value in a case where the difference between the target discrete value number and the discrete value number actually applied is a negative value, and the difference between the target discrete value number and the discrete value number actually applied being a negative value indicates that engine torque increase is needed; and decrease the target threshold value in a case where the difference between the target discrete value number and the discrete value number actually applied is a positive value, and the difference between the target discrete value number and the discrete value number actually applied being a positive value indicates that engine torque decrease is needed.

[0161] In a possible implementation, the determining module 302 is configured to: obtain a target equivalent fuel consumption; determine at least one first Hamilton function value based on the target equivalent fuel consumption, a target calorific value corresponding to fuel of the vehicle, and a discrete value abnormality processing parameter; select a second Hamilton function value from the first Hamilton function values, the second Hamilton function value being the smallest value in the first Hamilton function values; and determine the second Hamilton function value as a target Hamilton function value, and determine a discrete value number corresponding to the second Hamilton function value as a target discrete value number.

[0162] In a possible implementation, the determining module 302 is configured to: determine a first engine torque demand based on the actually applied discrete value number and an engine torque discrete sequence; determine a first intermediate torque demand by taking a minimum value of the first engine torque demand and a maximum value of an engine torque maximum value; determine a second intermediate torque demand by taking a maximum value of the first intermediate torque demand and a minimum value of an engine torque minimum value; and filter the second intermediate torque demand based on a first calibration gradient parameter to obtain a target engine torque demand.

[0163] In a possible implementation, the determining module 302 is configured to: determine a first engine speed demand based on the actually applied discrete value number and an engine speed discrete sequence; determine a first intermediate speed demand by taking a minimum value of the first engine speed demand and a maximum value of an engine speed maximum value; determine a second intermediate speed demand by taking a maximum value of the first intermediate speed demand and a minimum value of an engine speed minimum value; and filter the second intermediate speed demand based on a second calibration gradient parameter to obtain a target engine speed demand.

[0164] It should be noted that the energy management device provided in the above embodiments is only used for controlling the vehicle by way of example of the division of the above functional modules, and in actual application, the above functions can be distributed to different functional modules to be completed according to needs, that is, the internal structure of the computer device is divided into different functional modules to complete all or part of the functions described above. In addition, the energy management device and the energy management method provided in the above embodiments belong to the same concept, and the specific implementation process is described in the method embodiments, which will not be repeated here.

[0165] By employing the technical solution provided in this application embodiment, when the target discrete value number differs from the actual applied discrete value number, the timer time is obtained. Then, when it is determined that the timer time is greater than the calibration debouncing time and the target Hamiltonian function value corresponding to the target discrete value number satisfies the switching condition, the actual applied discrete value number is switched to the target discrete value number. Through the dual constraints of timer time and Hamiltonian function value, combined with the correlation between the calibration debouncing time and engine torque change characteristics, the actual applied discrete value number in the ECMS is accurately switched. This reduces the interference of instantaneous switching caused by operating condition fluctuations, ensuring the system always operates at the most suitable operating point, reducing the possibility of the system deviating from the optimal solution, and improving the vehicle's fuel economy and energy management accuracy.

[0166] This application also provides a vehicle. Figure 4 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0167] Typically, vehicle 400 includes one or more processors 401 and one or more memories 402.

[0168] Processor 401 may include one or more processing cores, such as a quad-core processor, a penta-core processor, etc. Processor 401 may be implemented using at least one hardware form selected from DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). Processor 401 may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, processor 401 may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the screen. In some embodiments, processor 401 may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning.

[0169] The memory 402 can include one or more computer-readable storage media. The computer-readable storage media can be non-transitory. The memory 402 can also include high-speed random access memory and nonvolatile, computer-readable storage media such as one or more magnetic disk storage devices, optical storage devices, flash memory devices, etc. In some embodiments, the non-transitory computer-readable storage media of the memory 402 is used for storing the at least one computer program for being executed by the processor 401 to implement the equivalent factor calculation method provided by the method embodiments of the present application.

[0170] Those skilled in the art can understand that, Figure 4 The structure shown in the figure does not constitute a limitation on the vehicle 400, and can include more or fewer components than shown, or combine certain components, or adopt a different arrangement of components.

[0171] In addition, the device provided by the embodiments of the present application can be a chip, a component or a module, which can include a processor and a memory connected to each other. The memory is used to store instructions, and when the processor invokes and executes the instructions, the chip can execute the method for switching the discrete value numbering provided by the above-mentioned embodiments.

[0172] The embodiment also provides a computer-readable storage medium, which stores computer program codes, and when the computer program codes are run on a computer, the computer executes the above-mentioned related method steps to implement the method for switching the discrete value numbering provided by the above-mentioned embodiments.

[0173] The embodiment also provides a computer program product, which, when run on a computer, makes the computer execute the above-mentioned related steps to implement the method for switching the discrete value numbering provided by the above-mentioned embodiments.

[0174] The device, computer-readable storage medium, computer program product or chip provided by the embodiments can be used to execute the corresponding method provided above, and thus can achieve the beneficial effects of the corresponding method provided above, which will not be described here.

[0175] Through the description of the above embodiments, those skilled in the art can understand that, for the convenience and brevity of description, only the division of the above functional modules is taken as an example for illustration, and in actual application, the above functions can be completed by different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above.

[0176] In the embodiments of the present disclosure, it should be understood that the disclosed apparatus and method can be implemented in other ways. For example, the above-described apparatus embodiments are merely illustrative. The division of the modules or units is merely logical function division. In actual implementation, another division manner can be used. For example, a plurality of units or components can be combined or integrated into another apparatus, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the units shown or discussed can be indirect coupling or communication connection through some interfaces, apparatuses or units, and can be electrical, mechanical or in other forms.

[0177] The above merely illustrates the specific embodiments of the present disclosure, but the protection scope of the present disclosure is not limited thereto. Any person skilled in the art can easily think of changes or replacements within the technical range disclosed by the present disclosure, which should be covered by the protection scope of the present disclosure. Therefore, the protection scope of the present disclosure should be subject to the protection scope of the claims.

Claims

1. An energy management method, characterized by, The method is applied to a vehicle, and the method comprises: In a case where a target discrete value number is different from an actually applied discrete value number, starting timing of a target timer is controlled to obtain a timer time; It is determined whether a target Hamilton function value corresponding to the target discrete value number meets a switching condition; In a case where the timer time is greater than a calibrated debounce time and the target Hamilton function value meets the switching condition, the actually applied discrete value number is switched to the target discrete value number, and the calibrated debounce time is related to engine torque increase or engine torque decrease; The determination of whether the target Hamilton function value meets the switching condition comprises: The absolute value of a difference between the target Hamilton function value and an actual Hamilton function value corresponding to the actually applied discrete value number is determined as a Hamilton function difference value; In a case where the Hamilton function difference value is greater than a target calibrated threshold value, it is determined that the target Hamilton function value meets the switching condition; In a case where the Hamilton function difference value is less than or equal to the target calibrated threshold value, it is determined that the target Hamilton function value does not meet the switching condition; The method further comprises: An electric quantity offset of the vehicle is obtained; In a case where the electric quantity offset is equal to a preset offset or the Hamilton function difference value is less than a preset difference value, the target calibrated threshold value is increased; In a case where the electric quantity offset is less than the preset offset and the Hamilton function difference value is greater than the preset difference value, a first adjustment mode is adopted to adjust the target calibrated threshold value based on a difference between the target discrete value number and the actually applied discrete value number; In a case where the electric quantity offset is greater than the preset offset and the Hamilton function difference value is greater than the preset difference value, a second adjustment mode is adopted to adjust the target calibrated threshold value based on the difference between the target discrete value number and the actually applied discrete value number.

2. The method of claim 1, wherein, The adjustment of the target calibrated threshold value based on the difference between the target discrete value number and the actually applied discrete value number by the first adjustment mode comprises: In a case where the difference between the target discrete value number and the actually applied discrete value number is a negative value, the target calibrated threshold value is decreased, and the difference between the target discrete value number and the actually applied discrete value number being a negative value represents that the engine torque increase needs to be performed; In a case where the difference between the target discrete value number and the actually applied discrete value number is a positive value, the target calibrated threshold value is increased, and the difference between the target discrete value number and the actually applied discrete value number being a positive value represents that the engine torque decrease needs to be performed.

3. The method of claim 1, wherein, The adjustment of the target calibrated threshold value based on the difference between the target discrete value number and the actually applied discrete value number by the second adjustment mode comprises: In the case that the difference between the target discrete value number and the actually applied discrete value number is negative, increasing the target calibration threshold, the difference between the target discrete value number and the actually applied discrete value number being negative indicating that the engine torque needs to be increased; In the case that the difference between the target discrete value number and the actually applied discrete value number is positive, decreasing the target calibration threshold, the difference between the target discrete value number and the actually applied discrete value number being positive indicating that the engine torque needs to be decreased.

4. The method of claim 1, wherein, The method further comprises: obtaining a target equivalent fuel consumption, determining at least one first Hamilton function value based on the target equivalent fuel consumption, a target heat value corresponding to fuel of the vehicle, and a discrete value abnormality processing parameter; selecting a second Hamilton function value from the first Hamilton function values, the second Hamilton function value being the smallest value among the first Hamilton function values; taking the second Hamilton function value as the target Hamilton function value, and taking a discrete value number corresponding to the second Hamilton function value as the target discrete value number.

5. The method of claim 1, wherein, After switching the actually applied discrete value number to the target discrete value number, the method further comprises: determining a first engine torque demand based on the actually applied discrete value number and an engine torque discrete sequence; determining a first intermediate torque demand by taking the minimum value among the first engine torque demand and an engine torque maximum value; determining a second intermediate torque demand by taking the maximum value among the first intermediate torque demand and an engine torque minimum value; filtering the second intermediate torque demand based on a first calibration gradient parameter to obtain a target engine torque demand.

6. The method of claim 1, wherein, After switching the actually applied discrete value number to the target discrete value number, the method further comprises: determining a first engine speed demand based on the actually applied discrete value number and an engine speed discrete sequence; determining a first intermediate speed demand by taking the minimum value among the first engine speed demand and an engine speed maximum value; determining a second intermediate speed demand by taking the maximum value among the first intermediate speed demand and an engine speed minimum value; filtering the second intermediate speed demand based on a second calibration gradient parameter to obtain a target engine speed demand.

7. An electronic device, comprising: comprise: a memory for storing executable program code; a processor for calling and running the executable program code from the memory, so that the electronic device executes the method according to any one of claims 1 to 6.

8. A vehicle characterized by comprising: The vehicle comprises: a memory for storing executable program code; a processor for calling and running the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 6.

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