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. By adopting the technical scheme provided in the embodiments of the application, the engine instantaneous fuel consumption is determined through the brake fuel consumption rate and the engine power in the engine power discrete sequence, the battery instantaneous equivalent fuel consumption is determined through the battery power in the battery power discrete sequence, the target equivalent factor target heat value and the target penalty function, and then the target equivalent fuel consumption is determined based on the engine instantaneous fuel consumption and the battery instantaneous equivalent fuel consumption. The engine instantaneous fuel consumption and the battery instantaneous equivalent fuel consumption can be accurately determined in combination with different parameters, and then the equivalent fuel consumption of the ECMS can be accurately determined. The ECMS provides a global optimization target that simultaneously covers the mechanical driving and electric driving paths, reduces the possibility of system deviation from the optimal solution, and improves the fuel economy and the energy management precision of the vehicle.

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 the accuracy of equivalent fuel consumption of the current ECMS is low, which further causes the system to deviate from an optimal solution.

[0004] Therefore, how to accurately determine equivalent fuel consumption of 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 determine equivalent fuel consumption of the ECMS, and the technical solutions are as follows:

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

[0007] determining engine instantaneous fuel consumption based on brake specific fuel consumption and engine power, the engine power being a discrete value in a discrete sequence of engine power;

[0008] determining battery instantaneous equivalent fuel consumption based on battery power, a target equivalent factor, a target heat value corresponding to fuel of the vehicle and a target penalty function, the battery power being a discrete value in a discrete sequence of battery power;

[0009] determining target equivalent fuel consumption based on the engine instantaneous fuel consumption and the battery instantaneous equivalent fuel consumption.

[0010] In this implementation, the instantaneous fuel consumption of the engine is determined by the braking fuel consumption rate and the engine power in the discrete sequence of engine power. The instantaneous equivalent fuel consumption of the battery is determined by the battery power in the discrete sequence of battery power, the target equivalent factor, the target calorific value, and the target penalty function. Then, based on the instantaneous fuel consumption of the engine and the battery, the target equivalent fuel consumption is determined. This approach allows for accurate determination of the instantaneous fuel consumption of the engine and the battery by combining different parameters, thereby accurately determining the equivalent fuel consumption of the ECMS. This provides the ECMS with a global optimization objective that simultaneously covers both mechanical and electric drive paths, reducing the possibility of the system deviating from the optimal solution and improving the vehicle's fuel economy. Furthermore, the target equivalent factor takes into account the influence of the vehicle's current driving conditions and vehicle mode, ensuring that the final equivalent fuel consumption and the system's optimal solution also reflect these factors, thus improving the overall accuracy of energy management.

[0011] In conjunction with the first aspect, in some possible implementations, determining the instantaneous fuel consumption of the engine based on the braking fuel consumption rate and engine power includes: determining the product of the braking fuel consumption rate and the engine power as a first intermediate fuel consumption; and determining the ratio of the first intermediate fuel consumption to a preset value as the instantaneous fuel consumption of the engine.

[0012] In this implementation, the ratio of the first intermediate fuel consumption determined by the product of the braking fuel consumption rate and the engine power to a preset value is determined as the instantaneous fuel consumption of the engine. This allows for the rapid determination of the instantaneous fuel consumption of the engine after obtaining the first intermediate fuel consumption. At the same time, the unit of the instantaneous fuel consumption of the engine is converted by using the preset value, which improves the efficiency of determining the target equivalent fuel consumption.

[0013] In combination with the first aspect and the above implementation methods, in some possible implementation methods, determining the instantaneous equivalent fuel consumption of the battery based on the battery power, the target equivalence factor, the target calorific value corresponding to the fuel of the vehicle, and the target penalty function includes: determining the ratio of the battery power to the target calorific value as the second intermediate fuel consumption; and determining the product of the target equivalence factor, the target penalty function, and the second intermediate fuel consumption as the instantaneous equivalent fuel consumption of the battery.

[0014] In this implementation, the ratio of battery power to target calorific value is determined as the second intermediate fuel consumption, and the product of the target equivalence factor, the target penalty function, and the second intermediate fuel consumption is determined as the instantaneous equivalent fuel consumption of the battery. The physical quantity of electrical power is converted into energy consumption under the standard calorific value benchmark through the second intermediate fuel consumption. Then, the second intermediate fuel consumption is corrected by integrating the target equivalence factor and the target penalty function with real-time operating conditions, so that the final instantaneous equivalent fuel consumption of the battery can accurately represent the fuel currently used by the battery.

[0015] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the method further includes: determining at least one Hamiltonian function value based on the target equivalent fuel consumption, the target calorific value, and discrete value anomaly processing parameters, wherein the discrete value anomaly processing parameters are determined based on the discrete sequence unavailable flag and the discrete value anomaly processing coefficients; and determining the target discrete value number based on the Hamiltonian function value.

[0016] In this implementation, at least one Hamiltonian function value is determined based on the target equivalent fuel consumption, the target calorific value, and the discrete value anomaly handling parameters. Then, the target discrete value number is determined based on the Hamiltonian function value. Since the target equivalent fuel consumption is accurately calculated, the Hamiltonian function value obtained will also be more accurate, thus improving the accuracy of the system's optimal solution.

[0017] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the method further includes: when the target discrete value number is different from the actual application discrete value number, controlling the target timer to start timing to obtain the timer time; when the timer time is greater than the calibration de-jitter time, switching the actual application discrete value number to the target discrete value number, wherein the calibration de-jitter time is related to the engine torque increase or decrease.

[0018] In this implementation, timing begins when the target discrete value number differs from the actual applied discrete value number. If the timer duration exceeds the calibrated debounce time, the actual applied discrete value number is switched to the target discrete value number. Simultaneously, the calibrated debounce time is correlated with the engine torque variation characteristics, achieving accurate switching of the actual applied discrete value number under different engine conditions and reducing the possibility of frequent jumps in the discrete value number due to operating condition fluctuations.

[0019] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, after switching the discrete value number of the actual application to the target discrete value number, the method further includes: determining a first engine torque requirement based on the discrete value number of the actual application and the discrete sequence of engine torque; determining the minimum value between the first engine torque requirement and the maximum value of engine torque as a first intermediate torque requirement; determining the maximum value between the first intermediate torque requirement and the minimum value of engine torque as a second intermediate torque requirement; and filtering the second intermediate torque requirement based on the first calibration gradient parameter to obtain the target engine torque requirement.

[0020] In this implementation, the first engine torque requirement is determined by the discrete value numbering of the actual application and the discrete sequence of engine torque. Then, the first engine torque requirement is constrained by the maximum and minimum engine torque values ​​to obtain the second intermediate torque requirement. Finally, the second intermediate torque requirement is filtered to obtain the target engine torque requirement. The accuracy of the target engine torque requirement is improved by the dual boundary constraints, and the possibility of sudden changes in torque command caused by the jump of discrete value numbering or the fluctuation of driving conditions is reduced. At the same time, the reliability of power output is guaranteed, and the smoothness of torque change is achieved by gradient filtering.

[0021] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, after switching the discrete value number of the actual application to the target discrete value number, the method further includes: determining a first engine speed requirement based on the discrete value number of the actual application and the discrete sequence of engine speeds; determining the minimum value between the first engine speed requirement and the maximum value of engine speed as a first intermediate speed requirement; determining the maximum value between the first intermediate speed requirement and the minimum value of engine speed as a second intermediate speed requirement; and filtering the second intermediate speed requirement based on a second calibration gradient parameter to obtain the target engine speed requirement.

[0022] In this implementation, the first engine speed requirement is determined by the discrete value number and the discrete sequence of engine speed in actual application. Then, the first engine speed requirement is restricted by the maximum and minimum engine speed values ​​to obtain the second intermediate speed requirement. Finally, the second intermediate speed requirement is filtered to obtain the target engine speed requirement. The accuracy of the target engine speed requirement is improved by the double boundary constraints, and the possibility of sudden changes in speed command caused by changes in discrete value number or fluctuations in driving conditions is reduced. At the same time, it ensures that the engine always operates within a safe range, and the gradient filtering achieves smooth speed changes.

[0023] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, the method further includes: determining an initial equivalent factor and a target penalty function based on the target driving conditions of the vehicle, the operating mode of the vehicle, and the battery parameters of the vehicle, wherein the target penalty function is a piecewise function; and determining the target equivalent factor based on the initial equivalent factor and the target penalty function.

[0024] In this implementation, an initial equivalent factor and a target penalty function are determined based on the vehicle's target driving conditions, operating mode, and battery parameters. The target equivalent factor is then determined using the initial equivalent factor and the target penalty function. A piecewise target penalty function is used to correct the initial equivalent factor to obtain the final target equivalent factor. Compared to using a fixed equivalent factor, the target equivalent factor determined by real-time correction using a piecewise target penalty function is more in line with the vehicle's current driving needs. This allows the final equivalent fuel consumption and system optimal solution to take into account the influence of the vehicle's current driving conditions and operating mode, thus improving the overall accuracy of energy management.

[0025] Secondly, an energy management device is provided, the device being used in a vehicle, the device comprising:

[0026] The first determining module is used to determine the instantaneous fuel consumption of the engine based on the braking fuel consumption rate and the engine power, wherein the engine power is a discrete value in a discrete sequence of engine power.

[0027] The second determining module is used to determine the instantaneous equivalent fuel consumption of the battery based on the battery power, the target equivalence factor, the target calorific value of the fuel of the vehicle, and the target penalty function, wherein the battery power is a discrete value in the discrete sequence of battery power.

[0028] The third determining module is used to determine the target equivalent fuel consumption based on the engine's instantaneous fuel consumption and the battery's instantaneous equivalent fuel consumption.

[0029] In conjunction with the second aspect, in some possible implementations, the first determining module is used to determine the product of the braking fuel consumption rate and the engine power as the first intermediate fuel consumption; and to determine the ratio of the first intermediate fuel consumption to a preset value as the engine instantaneous fuel consumption.

[0030] In combination with the second aspect and the above implementation methods, in some possible implementation methods, the second determining module is used to determine the ratio of the battery power to the target calorific value as the second intermediate fuel consumption; and to determine the product of the target equivalence factor, the target penalty function and the second intermediate fuel consumption as the instantaneous equivalent fuel consumption of the battery.

[0031] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the device further includes a fourth determining module, used to determine at least one Hamiltonian function value based on the target equivalent fuel consumption, the target calorific value, and discrete value anomaly processing parameters, wherein the discrete value anomaly processing parameters are determined based on the discrete sequence unavailable flag and the discrete value anomaly processing coefficient; and to determine the target discrete value number based on the Hamiltonian function value.

[0032] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the device further includes a control module, used to control a target timer to start timing and obtain a timer time when the target discrete value number is different from the actual application discrete value number; and to switch the actual application discrete value number to the target discrete value number when the timer time is greater than the calibration de-jitter time, wherein the calibration de-jitter time is related to the engine torque increase or decrease.

[0033] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the device further includes a fifth determining module, used to determine a first engine torque requirement based on the discrete value number of the actual application and the discrete sequence of engine torque; determine the minimum value between the first engine torque requirement and the maximum value of engine torque as a first intermediate torque requirement; determine the maximum value between the first intermediate torque requirement and the minimum value of engine torque as a second intermediate torque requirement; and filter the second intermediate torque requirement based on the first calibration gradient parameter to obtain the target engine torque requirement.

[0034] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the device further includes a sixth determining module, used to determine a first engine speed requirement based on the discrete value number of the actual application and the discrete sequence of engine speeds; determine the minimum value between the first engine speed requirement and the maximum value of the engine speed as a first intermediate speed requirement; determine the maximum value between the first intermediate speed requirement and the minimum value of the engine speed as a second intermediate speed requirement; and filter the second intermediate speed requirement based on the second calibration gradient parameter to obtain the target engine speed requirement.

[0035] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the device further includes a seventh determining module, used to determine an initial equivalent factor and a target penalty function based on the target driving conditions of the vehicle, the operating mode of the vehicle, and the battery parameters of the vehicle, wherein the target penalty function is a piecewise function; and to determine the target equivalent factor based on the initial equivalent factor and the target penalty function.

[0036] Thirdly, a vehicle is provided, the vehicle including one or more processors and one or more memories, the one or more memories storing at least one piece of program code, the program code being loaded and executed by the one or more processors to implement the operations performed by the energy management method.

[0037] Fourthly, a computer-readable storage medium is provided, wherein at least one piece of program code is stored in the computer-readable storage medium, the program code being loaded and executed by a processor to implement the operations performed by the energy management method.

[0038] Fifthly, an electronic device is provided, including a memory and a processor, wherein the memory is used to store executable program code; and the processor is used to call and run the executable program code from the memory, causing the electronic device to perform the data processing method in the first aspect or any possible implementation thereof.

[0039] The technical solution provided in this application determines the instantaneous fuel consumption of the engine by using the braking fuel consumption rate and the engine power in the discrete sequence of engine power. It then determines the instantaneous equivalent fuel consumption of the battery by using the battery power in the discrete sequence of battery power, the target equivalent factor, the target calorific value, and the target penalty function. Finally, based on the instantaneous fuel consumption of the engine and the battery, the target equivalent fuel consumption is determined. This approach allows for accurate determination of both instantaneous fuel consumption of the engine and the battery by combining different parameters, thereby accurately determining the equivalent fuel consumption of the ECMS. This provides the ECMS with a global optimization objective that simultaneously covers both mechanical and electric drive paths, reducing the possibility of the system deviating from the optimal solution and improving the vehicle's fuel economy. Furthermore, the target equivalent factor considers the influence of the vehicle's current driving conditions and vehicle mode, ensuring that the final equivalent fuel consumption and the system's optimal solution also take into account the influence of these factors, thus improving the overall accuracy of energy management. Attached Figure Description

[0040] Figure 1 This is a flowchart of an energy management method provided in an embodiment of this application;

[0041] Figure 2 This is a flowchart of another energy management method provided in the embodiments of this application;

[0042] Figure 3 This is a schematic diagram of the structure of an energy management device provided in an embodiment of this application;

[0043] Figure 4 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0044] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0045] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0046] In order to illustrate the technical solutions provided in the embodiments of this application, some terms involved in the embodiments of this application will be explained below.

[0047] ECMS (Energy Management System) is 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] Equivalence factor: A dimensionless numerical value used to represent the similarity between the original problem and an equivalent problem. By choosing an appropriate equivalence factor, the complexity of the original problem can be reduced to a level that is easily tractable.

[0049] Brake-Specific Fuel Consumption (BSFC) is a key parameter for evaluating engine efficiency, representing the amount of fuel consumed per unit of power. It is typically expressed in grams per kilowatt-hour (g / kWh) and reflects the engine's fuel efficiency. A lower BSFC value indicates a more fuel-efficient engine.

[0050] EMS is a core technology of vehicles. Its main task is to coordinate the power distribution between different power sources based on the vehicle's power requirements, the operating status of the power system, and the differences in working efficiency, transient response characteristics, load capacity, etc.

[0051] In related technologies, EMS includes ECMS. ECMS can convert the electrical energy consumed by the motor into equivalent fuel consumption, and then optimize energy management by minimizing the overall fuel consumption. However, the equivalent fuel consumption of current ECMS depends on a variety of parameters and fixed equivalent factors, without taking into account the current driving conditions and vehicle mode. The accuracy of equivalent fuel consumption is low, which further causes the system to deviate from the optimal solution.

[0052] Therefore, accurately determining the equivalent fuel consumption of ECMS is a hot research topic.

[0053] The application scenarios of the technical solutions provided in the embodiments of this application are described below. The technical solutions provided in the embodiments of this application can be applied to hybrid vehicles, which can be any of the above-mentioned hybrid electric vehicles, plug-in hybrid electric vehicles, range-extended hybrid electric vehicles, and mild hybrid electric vehicles. Of course, with the development of science and technology, other types of hybrid vehicles may also emerge, and the technical solutions provided in the embodiments of this application are also applicable to other types of hybrid vehicles.

[0054] After introducing the application scenarios of the embodiments of this application, the technical solutions provided by the embodiments of this application will be described below. (See also...) Figure 1 The method includes the following steps.

[0055] 101. Based on the braking fuel consumption rate and engine power, determine the instantaneous fuel consumption of the engine. The engine power is a discrete value in the discrete sequence of engine power.

[0056] Braking fuel consumption rate refers to the fuel consumption per unit of power. The braking fuel consumption rate can be any suitable value, such as 115 g / kWh, 92 g / kWh, etc. Engine power refers to the effective mechanical power output by the engine crankshaft. Engine power can be any suitable value, such as 85 kW, 150 kW, etc. In some embodiments, engine power is a discrete value in a discrete sequence of engine power. The discrete sequence of engine power includes at least one engine power, and each engine power has a corresponding discrete value number. Instantaneous engine fuel consumption refers to the fuel consumption per unit time of the engine at the current moment. Instantaneous engine fuel consumption can be any suitable value, such as 0.0005 kg / s, 0.0006 kg / s, etc.

[0057] It should be noted that, compared with using engine power, engine thermal efficiency, and target calorific value to determine engine instantaneous fuel consumption, the technical solution of this application can determine engine instantaneous fuel consumption using only braking fuel consumption rate and engine power. This method uses fewer parameters, has a very small computational load, and requires less computing power from the controller. It can calculate engine instantaneous fuel consumption faster while ensuring accuracy, thereby accelerating the calculation of equivalent fuel consumption and improving the real-time performance and robustness of energy management.

[0058] 102. Based on battery power, target equivalence factor, target calorific value of vehicle fuel, and target penalty function, determine the instantaneous equivalent fuel consumption of the battery. Battery power is a discrete value in the discrete sequence of battery power.

[0059] Here, battery power refers to the amount of energy output by the battery per unit time under certain discharge conditions. Battery power can be any suitable size, such as 54.1kW, 60kW, etc. The target equivalence factor is the final equivalence factor used. In some embodiments, battery power is a discrete value in a discrete sequence of battery power. The discrete sequence of battery power includes at least one battery power, and each battery power has a corresponding discrete value number. The target equivalence factor can be any suitable size, such as 2.5, 4, etc. In some embodiments, the target equivalence factor is a dimensionless numerical value. The target calorific value refers to the heat released by the complete combustion of fuel per unit mass of vehicle. The target calorific value can be any suitable size, such as 43000kJ / kg (kilojoules per kilogram), 42700kJ / kg, etc. The target penalty function is a function used to correct the initial equivalence factor. In some embodiments, the target penalty function is a segment of a piecewise function. The instantaneous equivalent fuel consumption of the battery refers to the amount of fuel consumed by the battery per unit time at the current moment. The instantaneous equivalent fuel consumption of the battery can be any suitable value, such as 0.0003 kg / s, 0.0002 kg / s, etc.

[0060] 103. Determine the target equivalent fuel consumption based on the engine's instantaneous fuel consumption and the battery's instantaneous equivalent fuel consumption.

[0061] The target equivalent fuel consumption is the total equivalent fuel consumption at the current moment. The target equivalent fuel consumption can be any suitable value, such as 0.0006 kg / s, 0.0007 kg / s, etc. In some embodiments, the number of target equivalent fuel consumption values ​​is at least one. For at least one engine power included in the engine power discrete sequence and at least one battery power included in the battery power discrete sequence, processing according to the processing flow of this application is required. The engine power and battery power can be used according to the numbering order of the discrete values, using the number of each discrete value. The target equivalent fuel consumption for each discrete value number is calculated separately, ultimately obtaining the same number of target equivalent fuel consumption values ​​as the number of discrete values ​​in the discrete sequence.

[0062] The technical solution provided in this application determines the instantaneous fuel consumption of the engine by using the braking fuel consumption rate and the engine power in the discrete sequence of engine power. It then determines the instantaneous equivalent fuel consumption of the battery by using the battery power in the discrete sequence of battery power, the target equivalent factor, the target calorific value, and the target penalty function. Finally, based on the instantaneous fuel consumption of the engine and the battery, the target equivalent fuel consumption is determined. This approach allows for accurate determination of both instantaneous fuel consumption of the engine and the battery by combining different parameters, thereby accurately determining the equivalent fuel consumption of the ECMS. This provides the ECMS with a global optimization objective that simultaneously covers both mechanical and electric drive paths, reducing the possibility of the system deviating from the optimal solution and improving the vehicle's fuel economy. Furthermore, the target equivalent factor considers the influence of the vehicle's current driving conditions and vehicle mode, ensuring that the final equivalent fuel consumption and the system's optimal solution also take into account the influence of these factors, thus improving the overall accuracy of energy management.

[0063] It should be noted that steps 101-103 above are a simplified description of the energy management method provided in the embodiments of this application. The energy management method provided in the embodiments of this application will be described in more detail below with reference to some examples. See [link to relevant documentation]. Figure 2 The method includes the following steps.

[0064] 201. Based on the braking fuel consumption rate and engine power, determine the instantaneous fuel consumption of the engine. The engine power is a discrete value in the discrete sequence of engine power.

[0065] Braking fuel consumption rate refers to the fuel consumption per unit of power. The braking fuel consumption rate can be any suitable value, such as 115 g / kWh, 92 g / kWh, etc. Engine power refers to the effective mechanical power output by the engine crankshaft. Engine power can be any suitable value, such as 85 kW, 150 kW, etc. In some embodiments, engine power is a discrete value in a discrete sequence of engine power. The discrete sequence of engine power includes at least one engine power, and each engine power has a corresponding discrete value number. Engine instantaneous fuel consumption refers to the fuel consumption per unit time of the engine at the current moment. Engine instantaneous fuel consumption can be any suitable value, such as 0.0005 kg / s, 0.0006 kg / s, etc. In some embodiments, the engine instantaneous fuel consumption is calculated sequentially according to the discrete value number corresponding to each engine power in the engine power discrete sequence.

[0066] In some embodiments, the instantaneous fuel consumption of the engine can be directly determined by looking up a table. Specifically: the instantaneous fuel consumption of the engine is obtained by looking up the brake fuel consumption rate and engine power in a first relationship table.

[0067] The first relationship table stores multiple brake fuel consumption rates and engine power, as well as the instantaneous engine fuel consumption corresponding to each brake fuel consumption rate and engine power. By querying the first relationship table using the brake fuel consumption rate and engine power, the instantaneous engine fuel consumption can be obtained. This first relationship table is calibrated by technicians according to actual conditions, and this application embodiment does not limit it in this way.

[0068] In one possible implementation, the product of the braking fuel consumption rate and the engine power is determined as the first intermediate fuel consumption. The ratio of the first intermediate fuel consumption to a preset value is determined as the instantaneous engine fuel consumption.

[0069] The first intermediate fuel consumption is determined by multiplying the braking fuel consumption rate by the engine power. The first intermediate fuel consumption can be any suitable value, such as 230 g / kWh, 389 g / kWh, etc. In some embodiments, the braking fuel consumption rate is obtained by looking up a table using the engine universal characteristic diagram, the engine power is obtained from the discrete sequence of engine power, and then the product of the braking fuel consumption rate and the engine power is calculated to obtain the first intermediate fuel consumption. The preset value can be any suitable value, such as 3600*1000, etc. The preset value is used for unit conversion of the first intermediate fuel consumption. The instantaneous engine fuel consumption can be any suitable value, such as 0.0005 kg / s, 0.0006 kg / s, etc.

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

[0071]

[0072] in, For engine power, For braking fuel consumption rate, This is a preset value.

[0073] As a supplementary embodiment, in addition to determining the instantaneous fuel consumption of the engine based on braking fuel consumption rate and engine power, it can also be determined based on engine power, engine thermal efficiency, and target calorific value. Engine thermal efficiency refers to the efficiency with which the heat energy generated by fuel combustion is converted into mechanical energy, affecting the overall fuel economy of the vehicle. Engine thermal efficiency is a dimensionless value and can be any suitable value, such as 32.8%, 40.6%, etc. In practice, the product of engine thermal efficiency and target calorific value can be determined as the third intermediate fuel consumption, and then the ratio of engine power to the third intermediate fuel consumption can be used as the instantaneous fuel consumption of the engine.

[0074] In some embodiments, the instantaneous fuel consumption of the engine can be determined by the following formula. :

[0075]

[0076] in, For engine power, For engine thermal efficiency, The target calorific value.

[0077] In this implementation, the ratio of the first intermediate fuel consumption determined by the product of the braking fuel consumption rate and the engine power to a preset value is determined as the instantaneous fuel consumption of the engine. This allows for the rapid determination of the instantaneous fuel consumption of the engine after obtaining the first intermediate fuel consumption. At the same time, the unit of the instantaneous fuel consumption of the engine is converted by using the preset value, which improves the efficiency of determining the target equivalent fuel consumption.

[0078] 202. Based on battery power, target equivalence factor, target calorific value of vehicle fuel, and target penalty function, determine the instantaneous equivalent fuel consumption of the battery. Battery power is a discrete value in the discrete sequence of battery power.

[0079] Here, battery power refers to the amount of energy output by the battery per unit time under certain discharge conditions. Battery power can be any suitable size, such as 54.1kW, 60kW, etc. The target equivalence factor is the final equivalence factor used. In some embodiments, battery power is a discrete value in a discrete sequence of battery power. The discrete sequence of battery power includes at least one battery power, and each battery power has a corresponding discrete value number. The target equivalence factor can be any suitable size, such as 2.5, 4, etc. In some embodiments, the target equivalence factor is a dimensionless numerical value. The target calorific value refers to the heat released by the complete combustion of fuel per unit mass of vehicle. The target calorific value can be any suitable size, such as 43000kJ / kg, 42700kJ / kg, etc. The target penalty function is a function used to correct the initial equivalence factor. In some embodiments, the target penalty function is a segment of a piecewise function. The instantaneous equivalent fuel consumption of the battery refers to the amount of fuel consumed by the battery per unit time at the current moment. The instantaneous equivalent fuel consumption of the battery can be any suitable value, such as 0.0003 kg / s, 0.0002 kg / s, etc.

[0080] In some embodiments, the target equivalence factor is determined by multiplying an initial equivalence factor and a target penalty function. The initial equivalence factor is a primitive equivalence factor determined based on multiple parameters. The initial equivalence factor can be any suitable size, such as 2.5, 4, etc. In some embodiments, the initial equivalence factor is a dimensionless numerical value. The target penalty function is a function used to correct the initial equivalence factor. In some embodiments, the target penalty function is a segment of a piecewise function.

[0081] In one possible implementation, an initial equivalence factor and a target penalty function are determined based on the vehicle's target driving conditions, operating mode, and battery level parameters. The target penalty function is a piecewise function. Based on the initial equivalence factor and the target penalty function, a target equivalence factor is then determined.

[0082] The target driving condition refers to the current driving condition of the vehicle. The target driving condition may include, but is not limited to, one of the following: low-speed driving condition, medium-speed driving condition, high-speed driving condition, and ultra-high-speed driving condition. The vehicle's operating mode characterizes the power flow organization of the vehicle at the current moment. In some embodiments, the vehicle's operating mode may include a series mode or a parallel mode. The series mode connects the engine and electric motor in series, allowing them to drive the vehicle together or individually. The parallel mode connects the engine and electric motor in parallel, enabling them to drive the vehicle simultaneously and providing strong power output.

[0083] Vehicle power parameters may include, but are not limited to: battery power, current vehicle power level, target vehicle power level, and power parameters corresponding to the equivalent consumption minimization strategy. Battery power is a discrete value in a discrete sequence of battery power values. Current vehicle power level refers to the proportion of electrical energy stored in the vehicle's battery to its total capacity at the current moment. The current vehicle power level can be any suitable value, such as 40%, 63%, etc. Target vehicle power level refers to the desired power level achieved by the vehicle. The target vehicle power level can be any suitable value, such as 62%, 80%, etc. Power parameters corresponding to the equivalent consumption minimization strategy refer to the power parameters used during the ECMS process. In some embodiments, the power parameters corresponding to the equivalent consumption minimization strategy can be the SOC range for ECMS operation.

[0084] In some embodiments, an initial equivalence factor is determined based on the vehicle's target driving condition, operating mode, and battery power. A target penalty function is determined based on the vehicle's current battery level, target battery level, and battery parameters corresponding to the equivalent consumption minimization strategy. Then, the product of the initial equivalence factor and the target penalty function is determined as the target equivalence factor.

[0085] In this implementation, an initial equivalent factor and a target penalty function are determined based on the vehicle's target driving conditions, operating mode, and battery parameters. The target equivalent factor is then determined using the initial equivalent factor and the target penalty function. A piecewise target penalty function is used to correct the initial equivalent factor to obtain the final target equivalent factor. Compared to using a fixed equivalent factor, the target equivalent factor determined by real-time correction using a piecewise target penalty function is more in line with the vehicle's current driving needs. This allows the final equivalent fuel consumption and system optimal solution to take into account the influence of the vehicle's current driving conditions and operating mode, thus improving the overall accuracy of energy management.

[0086] Besides calculating the instantaneous equivalent fuel consumption of the battery in the above embodiments, the instantaneous equivalent fuel consumption of the battery can also be determined directly by looking up a table. Specifically: based on the battery power, target calorific value, target equivalence factor, and target penalty function, the instantaneous equivalent fuel consumption of the battery is obtained by querying a second relational table.

[0087] The second relational table stores multiple battery power values, multiple target calorific values, multiple target equivalence factors, multiple target penalty functions, and the instantaneous equivalent fuel consumption of the battery corresponding to each battery power, target calorific value, target equivalence factor, and target penalty function. The instantaneous equivalent fuel consumption of the battery can be obtained by querying the second relational table using the battery power, target calorific value, target equivalence factor, and target penalty function. This second relational table is calibrated by technicians according to actual conditions; this embodiment does not limit its calibration.

[0088] In one possible implementation, the ratio of battery power to target calorific value is determined as the second intermediate fuel consumption. The product of the target equivalence factor, the target penalty function, and the second intermediate fuel consumption is determined as the instantaneous equivalent fuel consumption of the battery.

[0089] The second intermediate fuel consumption is determined by the ratio of battery power to the target calorific value. The target equivalence factor can be any suitable size, such as 2.5, 4, etc. The target penalty function is a function used to correct the initial equivalence factor. In some embodiments, the original penalty function is determined by the vehicle's current battery level, the vehicle's target battery level, and the battery level parameter corresponding to the equivalent consumption minimization strategy. Then, the maximum and minimum values ​​of the penalty function are obtained, and the target penalty function is determined based on the maximum and minimum values ​​of the penalty function and the original penalty function. The instantaneous equivalent fuel consumption of the battery can be any suitable size, such as 0.0003 kg / s, 0.0002 kg / s, etc. In some embodiments, the instantaneous fuel consumption of the engine is calculated sequentially according to the discrete value number corresponding to each battery power in the discrete sequence of battery power.

[0090] In some embodiments, a first battery difference is obtained by calculating the difference between the vehicle's target battery level and the vehicle's current battery level; a second battery difference is obtained by calculating the difference between the first maximum value and the first minimum value of the battery parameter; then, a first battery ratio is obtained by calculating the ratio of the first battery difference to the second battery difference; a first battery index is obtained by exponentiation of the first battery ratio; finally, the first battery index is added to a preset value to obtain the original penalty function. The preset value can be 1.

[0091] In some embodiments, a third battery difference is obtained by calculating the difference between the vehicle's current battery level and the vehicle's target battery level; a fourth battery difference is obtained by calculating the difference between the second maximum value and the second minimum value of the battery parameter; then, a second battery ratio is obtained by calculating the ratio of the third battery difference to the fourth battery difference; a second battery index is obtained by exponentiation of the second battery ratio; finally, the difference between a preset value and the second battery index is determined as the original penalty function. The preset value can be 1.

[0092] In some embodiments, the original penalty function can be determined by the following formula. :

[0093]

[0094] in, This represents the vehicle's current battery level. The target battery level for the vehicle. This is the first charge offset. This is the first maximum value of the power parameter. This is the first minimum value of the power parameter. This is the second charge offset. This is the second maximum value of the power parameter. This represents the second minimum value of the power parameter, where n is the exponential coefficient of the original penalty function, which can be calibrated and is typically taken as 3. This formula uses... As a boundary parameter with a double penalty for low battery, use This serves as a boundary parameter for applying a zero-times penalty to high-charge levels.

[0095] It should be noted that the target penalty function in this application takes into account the vehicle's battery level. It dynamically adjusts the penalty value based on the relationship between the current battery level and the target battery level. Different calculation methods are used for vehicles with low battery levels and vehicles with high battery levels. When the State of Charge (SOC) is low, the penalty function increases, encouraging the vehicle to prioritize engine charging or reduce discharging to avoid over-discharging the battery. When the SOC is high, the penalty function decreases, encouraging the vehicle to prioritize motor discharging or reduce charging to prevent overcharging. Centered on the target battery level, the penalty function promotes rapid convergence of the current SOC towards the target value. At low battery levels, charging is prioritized by increasing the penalty; at high battery levels, discharging is prioritized by decreasing the penalty. This ensures that the energy management strategy is always guided by maintaining the target battery level, improving fuel economy and emissions performance. Simultaneously, segmentation points are defined by the first and second battery level offsets, ensuring that the penalty value changes continuously near the switching point, avoiding abrupt changes. This smooth transition reduces system oscillations and improves the stability and driving smoothness of the vehicle's powertrain.

[0096] In some embodiments, when determining the target penalty function based on the maximum value of the penalty function, the minimum value of the penalty function, and the original penalty function, the minimum value between the original penalty function and the maximum value of the penalty function is first determined as the intermediate penalty function, and the maximum value between the intermediate penalty function and the minimum value of the penalty function is further determined as the target penalty function.

[0097] In some embodiments, the instantaneous equivalent fuel consumption of the battery can be determined by the following formula. :

[0098]

[0099] in, As the target equivalent factor, For the target calorific value, For battery power, The target penalty function.

[0100] In this implementation, the ratio of battery power to target calorific value is determined as the second intermediate fuel consumption, and the product of the target equivalence factor, the target penalty function, and the second intermediate fuel consumption is determined as the instantaneous equivalent fuel consumption of the battery. The physical quantity of electrical power is converted into energy consumption under the standard calorific value benchmark through the second intermediate fuel consumption. Then, the second intermediate fuel consumption is corrected by integrating the target equivalence factor and the target penalty function with real-time operating conditions, so that the final instantaneous equivalent fuel consumption of the battery can accurately represent the fuel currently used by the battery.

[0101] 203. The sum of the engine's instantaneous fuel consumption and the battery's instantaneous equivalent fuel consumption is determined as the target equivalent fuel consumption.

[0102] The instantaneous fuel consumption of the engine can be any suitable value, such as 0.0005 kg / s, 0.0006 kg / s, etc. The instantaneous equivalent fuel consumption of the battery can be any suitable value, such as 0.0003 kg / s, 0.0002 kg / s, etc. The target equivalent fuel consumption can be any suitable value, such as 0.0006 kg / s, 0.0007 kg / s, etc.

[0103] 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. Following the order of the discrete value numbers, the target equivalent fuel consumption corresponding to the engine power and battery power for each discrete value number can be calculated. For example, the discrete value numbers of the engine power discrete sequence and the battery power discrete sequence are 0 to 9, and the number of discrete values ​​is 10 for each. For discrete value number 0, the instantaneous engine fuel consumption corresponding to the engine power with discrete value number 0 and the instantaneous battery equivalent fuel consumption corresponding to the battery power with discrete value number 0 are calculated. Then, the sum of the instantaneous engine fuel consumption and the instantaneous battery equivalent fuel consumption is determined as the target equivalent fuel consumption for discrete value number 0.

[0104] In some embodiments, the target equivalent fuel consumption can be determined using the following formula. :

[0105]

[0106] in, This refers to the engine's instantaneous fuel consumption. This is the instantaneous equivalent fuel consumption of the battery.

[0107] Furthermore, based on the specific calculation methods for engine instantaneous fuel consumption and battery instantaneous equivalent fuel consumption, in some embodiments, the target equivalent fuel consumption can be determined using the following formula. :

[0108]

[0109] in, For engine power, For engine thermal efficiency, As the target equivalent factor, For the target calorific value, For battery power, The target penalty function.

[0110] In some embodiments, the target equivalent fuel consumption can be determined using the following formula. :

[0111]

[0112] in, For engine power, For braking fuel consumption rate, As the target equivalent factor, For the target calorific value, For battery power, The target penalty function.

[0113] In this implementation, the sum of the engine instantaneous fuel consumption and the battery instantaneous equivalent fuel consumption is determined as the target equivalent fuel consumption. Since the engine instantaneous fuel consumption can reflect the fuel consumption of the mechanical transmission path, the battery instantaneous equivalent fuel consumption converts the electrical system loss into comparable fuel consumption through the target equivalence factor and the target penalty function. The target equivalent fuel consumption obtained by the sum of the two can simultaneously cover the fuel consumption of both mechanical drive and electric drive paths, thus improving the accuracy of the engine instantaneous fuel consumption.

[0114] 204. Based on the target equivalent fuel consumption, target calorific value, and discrete value anomaly handling parameters, determine at least one Hamiltonian function value. The discrete value anomaly handling parameters are determined based on the discrete sequence unavailable flag and discrete value anomaly handling coefficients.

[0115] The target equivalent fuel consumption can be any suitable value, such as 0.0006 kg / s, 0.0007 kg / s, etc. The target calorific value refers to the heat released by the complete combustion of fuel per unit mass of the vehicle. The target calorific value can be any suitable value, such as 43000 kJ / kg, 42700 kJ / kg, etc. Discrete value anomaly handling parameters are used to reduce the impact of the target equivalent fuel consumption exceeding the constraint boundaries. Discrete value anomaly handling parameters can be any suitable value, such as 10,000,000, 20,000,000, etc. The Hamiltonian function value is used to characterize the total equivalent consumption cost rate at the current moment.

[0116] In some embodiments, the product of the target equivalent fuel consumption and the target calorific value is calculated to obtain an intermediate product. Then, the sum of the intermediate product and the discrete value anomaly handling parameter is determined as the Hamiltonian function value. Furthermore, the obtained multiple discrete target equivalent fuel consumptions need to be processed according to the above process to obtain at least one Hamiltonian function value.

[0117] In some embodiments, for multiple discrete target equivalent fuel consumptions, if a target equivalent fuel consumption becomes abnormal and exceeds the constraint boundary, the target equivalent fuel consumption exceeding the constraint boundary can be removed by activating the corresponding discrete value of the set discrete sequence unavailable flag bit and then multiplying it by a calibrable discrete value anomaly handling coefficient. In some embodiments, the discrete value anomaly handling parameter can be determined by the following formula. :

[0118]

[0119] In some embodiments, the Hamiltonian function value can be determined using the following formula. :

[0120]

[0121] in, To achieve the target equivalent fuel consumption, For the target calorific value, This is a parameter for handling discrete value anomalies. For abnormal target equivalent fuel consumption, because the discrete value anomaly handling parameter is added when calculating the Hamiltonian function value, the final Hamiltonian function value will be much larger than the Hamiltonian function value corresponding to the normal target equivalent fuel consumption. Since the Hamiltonian function value with the smallest value needs to be selected, the abnormal target equivalent fuel consumption is effectively removed.

[0122] In some embodiments, if the calculation formula for the target equivalent fuel consumption provided in the foregoing embodiments is substituted into the calculation formula for the Hamiltonian function value, a more specific Hamiltonian function value is obtained. The calculation formula is as follows:

[0123]

[0124] in, For engine power, For braking fuel consumption rate, As the target equivalent factor, For the target calorific value, For battery power, Let the target penalty function be... These are parameters for handling discrete value anomalies.

[0125] 205. Determine the target discrete value number based on the Hamiltonian function value.

[0126] Here, the target discrete value number is the number of the optimal solution discrete value determined at the current time. The target discrete value number can be any suitable number, such as 0, 6, etc. In some embodiments, a target Hamiltonian function value is selected from at least one Hamiltonian function value, and the discrete value number corresponding to the target Hamiltonian function value is used as the target discrete value number. The target Hamiltonian function value is the smallest value among at least one Hamiltonian function value.

[0127] In this implementation, at least one Hamiltonian function value is determined based on the target equivalent fuel consumption, the target calorific value, and the discrete value anomaly handling parameters. Then, the target discrete value number is determined based on the Hamiltonian function value. Since the target equivalent fuel consumption is accurately calculated, the Hamiltonian function value obtained will also be more accurate, thus improving the accuracy of the system's optimal solution.

[0128] In one possible implementation, if the target discrete value number differs from the actual applied discrete value number, a target timer is started to obtain the timer duration. If the timer duration exceeds the calibrated debouncing time, the actual applied discrete value number is switched to the target discrete value number. The calibrated debouncing time is related to engine torque increase or decrease.

[0129] In this context, the actual applied discrete value number is the final applied discrete value number at the current moment. The actual applied discrete value number can be any suitable number, such as 3, 6, etc. The target discrete value number is the discrete value number of the optimal solution determined at the current moment. The target discrete value number can be any suitable number, such as 0, 6, etc. For example, the target discrete value number is 3, and the actual applied discrete value number is 6, satisfying that the target discrete value number and the actual applied discrete value number are different.

[0130] 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 discrete sequences of engine torque, engine speed, engine power, and battery power.

[0131] A target timer is a device with timing functionality. Target timers can include, but are not limited to, anti-jitter timers and filter timers. An anti-jitter timer is used in a control system to filter short-lived signal fluctuations and ensure reliable state transitions. A filter timer is used for low-pass filtering, removing high-frequency noise and invalid jitter. The timer duration can be any suitable value, such as 0.2 seconds, 1.5 seconds, etc. The calibration de-jitter time is a calibrated value used to determine whether to switch the actual discrete value number to the target discrete value number. The calibration de-jitter time can be any suitable value, such as 2 seconds, 5 seconds, etc. In some embodiments, the calibration de-jitter time is related to engine torque increase or decrease. Specifically: First, it is determined whether the current engine is in a torque increase or decrease state. When the engine is in a torque increase state, a shorter calibration de-jitter time is set; when the engine is in a torque decrease state, a longer calibration de-jitter time is set.

[0132] In some embodiments, engine torque increase refers to the process where the engine output torque is increasing. Engine torque decrease refers to the process where the engine output torque is decreasing. Engine torque can be acquired, and the torque change rate corresponding to the engine torque can be calculated. If the torque change rate is consistently positive, the engine is determined to be in a torque increase phase; if the torque change rate is consistently negative, the engine is determined to be in a torque decrease phase.

[0133] In some embodiments, if the timer duration exceeds the calibrated debounce time, the actual applied discrete value number is switched to the target discrete value number. Furthermore, 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 cycle.

[0134] In some embodiments, when the timer time is less than or equal to the calibrated debouncing time, the target discrete value number is continuously determined. 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 debouncing time. If the determined target discrete value number is the same as the actual applied discrete value number, the target timer stops counting to obtain the final timer time. At the same time, it is determined whether the timer time is greater than the calibrated debouncing time.

[0135] In this implementation, timing begins when the target discrete value number differs from the actual applied discrete value number. If the timer duration exceeds the calibrated debounce time, the actual applied discrete value number is switched to the target discrete value number. Simultaneously, the calibrated debounce time is correlated with the engine torque variation characteristics, achieving accurate switching of the actual applied discrete value number under different engine conditions and reducing the possibility of frequent jumps in the discrete value number due to operating condition fluctuations.

[0136] It should be noted that after switching the discrete value number of the actual application to the target discrete value number, it is still necessary to further determine the target engine torque requirement and the target engine speed requirement based on the switched discrete value number of the actual application. The specific implementation process is as follows.

[0137] In one possible implementation, a first engine torque requirement is determined based on the discrete value numbering of the actual application and the discrete sequence of engine torque. The minimum value between the first engine torque requirement and the maximum value of engine torque is determined as a first intermediate torque requirement. The maximum value between the first intermediate torque requirement and the minimum value of engine torque is determined as a second intermediate torque requirement. Based on a first calibration gradient parameter, the second intermediate torque requirement is filtered to obtain the target engine torque requirement.

[0138] The discrete value number used in actual application is the discrete value number ultimately used at the current moment. The discrete value number used in actual application can be any suitable number, such as 3, 5, etc. In some embodiments, since the discrete value number used in actual application has been switched to the target discrete value number at the current moment, the target discrete value number and the discrete value number used in actual application are the same at the current moment. 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 requirement is the initial engine torque requirement at the current moment. In some embodiments, the discrete value number used in actual application is used to search within the engine torque discrete sequence, and the engine torque corresponding to the discrete value number in the engine torque discrete sequence that is the same as the discrete value number used in actual application is determined as the first engine torque requirement.

[0139] In some embodiments, when the vehicle operates in series mode, the engine power demand is discretized to obtain at least one initial engine power. Then, the initial engine power is corrected to obtain the target engine power corresponding to the initial engine power. This target engine power is then used as the engine power in the discrete engine power sequence. Here, the engine power demand refers to the target value of the mechanical power that the engine currently needs to output.

[0140] In some embodiments, after obtaining the engine target power corresponding to the engine initial power, the engine speed corresponding to the engine target power can be obtained by looking up a table based on the pre-calibrated optimal operating curve of the engine in series mode, and then the engine speed is used as the engine speed in the discrete sequence of engine speeds.

[0141] In some embodiments, the engine torque in the discrete parameter set is calculated based on the engine power and engine speed in the discrete parameter set, as well as the relationship between engine power, engine speed, and engine torque. Finally, the engine torque is obtained as the engine torque in the discrete engine torque sequence. The discrete parameter set includes engine power, engine speed, engine torque, and battery power.

[0142] In some embodiments, the actual battery power at the current moment is first obtained. For example, the actual battery power can be calculated based on the current battery current and voltage. Then, the actual battery power is summed with the relative engine power to obtain the initial battery power. The relative engine power is obtained by subtracting the previous engine power demand from the current engine power. Based on the initial battery power, it is further determined whether the battery is charging or discharging. Finally, the relative engine power, the actual battery power, and the efficiency of the electric drive system are combined to determine the final battery power.

[0143] The maximum engine torque is the maximum allowable engine torque after using ECMS. In some embodiments, the maximum engine torque is a calibrable value. The first intermediate torque requirement refers to the minimum of the first engine torque requirement and the maximum engine torque. The first intermediate torque requirement can be either the maximum engine torque or the first engine torque requirement. The minimum engine torque is the minimum allowable engine torque after using ECMS. In some embodiments, the minimum engine torque is a calibrable value. The second intermediate torque requirement refers to the maximum of the first intermediate torque requirement and the minimum engine torque. The second intermediate torque requirement can be either the first intermediate torque requirement or the minimum engine torque.

[0144] The first calibration gradient parameter is used to filter the second intermediate torque demand. In some embodiments, the first calibration gradient parameter may include, but is not limited to, a first ascending gradient, a first descending gradient, etc. The target engine torque demand is the final engine torque demand at the current moment. In some embodiments, based on the first calibration gradient parameter, the second intermediate torque demand is filtered for torque ascending and descending to obtain the target engine torque demand. The filtering process is gradient filtering.

[0145] In this implementation, the first engine torque requirement is determined by the discrete value numbering of the actual application and the discrete sequence of engine torque. Then, the first engine torque requirement is constrained by the maximum and minimum engine torque values ​​to obtain the second intermediate torque requirement. Finally, the second intermediate torque requirement is filtered to obtain the target engine torque requirement. The accuracy of the target engine torque requirement is improved by the dual boundary constraints, and the possibility of sudden changes in torque command caused by the jump of discrete value numbering or the fluctuation of driving conditions is reduced. At the same time, the reliability of power output is guaranteed, and the smoothness of torque change is achieved by gradient filtering.

[0146] In one possible implementation, a first engine speed requirement is determined based on the discrete value numbering of the actual application and the discrete sequence of engine speeds. The minimum value between the first engine speed requirement and the maximum value of the engine speed is determined as a first intermediate speed requirement. The maximum value between the first intermediate speed requirement and the minimum value of the engine speed is determined as a second intermediate speed requirement. Based on a second calibration gradient parameter, the second intermediate speed requirement is filtered to obtain the target engine speed requirement.

[0147] The discrete value number used in practice is the discrete value number ultimately used at the current moment. The discrete value number used in practice can be any suitable number, such as 3, 5, etc. In some embodiments, since the discrete value number used in practice has been switched to the target discrete value number at the current moment, the target discrete value number and the discrete value number used in practice are the same at the current moment. 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 requirement is the initial engine speed requirement at the current moment. In some embodiments, the discrete value number used in practice is used to search 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 discrete value number used in practice is determined as the first engine speed requirement.

[0148] The maximum engine speed is the maximum allowable engine speed after using ECMS. In some embodiments, the maximum engine speed is a calibrable value. The first intermediate speed requirement refers to the minimum of the first engine speed requirement and the maximum engine speed. The first intermediate speed requirement can be either the maximum engine speed or the first engine speed requirement. The minimum engine speed is the minimum allowable engine speed after using ECMS. In some embodiments, the minimum engine speed is a calibrable value. The second intermediate speed requirement refers to the maximum of the first intermediate speed requirement and the minimum engine speed. The second intermediate speed requirement can be either the first intermediate speed requirement or the minimum engine speed.

[0149] The second calibration gradient parameter is used to filter the second intermediate engine speed requirement. In some embodiments, the second calibration gradient parameter may include, but is not limited to, a second ascending gradient, a second descending gradient, etc. The target engine speed requirement is the final engine speed requirement at the current moment. In some embodiments, based on the second calibration gradient parameter, the second intermediate engine speed requirement is filtered for both ascending and descending speeds to obtain the target engine speed requirement. The filtering process is gradient filtering.

[0150] In this implementation, the first engine speed requirement is determined by the discrete value number and the discrete sequence of engine speed in actual application. Then, the first engine speed requirement is restricted by the maximum and minimum engine speed values ​​to obtain the second intermediate speed requirement. Finally, the second intermediate speed requirement is filtered to obtain the target engine speed requirement. The accuracy of the target engine speed requirement is improved by the double boundary constraints, and the possibility of sudden changes in speed command caused by changes in discrete value number or fluctuations in driving conditions is reduced. At the same time, it ensures that the engine always operates within a safe range, and the gradient filtering achieves smooth speed changes.

[0151] Figure 3 This is a schematic diagram of the structure of an energy management device provided in an embodiment of this application. See also... Figure 3 The energy management device 300 includes:

[0152] The first determining module 301 is used to determine the instantaneous fuel consumption of the engine based on the braking fuel consumption rate and the engine power, wherein the engine power is a discrete value in the discrete sequence of engine power.

[0153] The second determining module 302 is used to determine the instantaneous equivalent fuel consumption of the battery based on the battery power, the target equivalence factor, the target calorific value corresponding to the fuel of the vehicle, and the target penalty function. The battery power is a discrete value in the discrete sequence of battery power.

[0154] The third determining module 303 is used to determine the target equivalent fuel consumption based on the engine's instantaneous fuel consumption and the battery's instantaneous equivalent fuel consumption.

[0155] In one possible implementation, the first determining module 301 is used to determine the product of the brake fuel consumption rate and the engine power as the first intermediate fuel consumption; and to determine the ratio of the first intermediate fuel consumption to a preset value as the engine instantaneous fuel consumption.

[0156] In one possible implementation, the second determining module 302 is used to determine the ratio of battery power to target calorific value as the second intermediate fuel consumption; and to determine the product of the target equivalence factor, the target penalty function and the second intermediate fuel consumption as the instantaneous equivalent fuel consumption of the battery.

[0157] In one possible implementation, the energy management device 300 further includes a fourth determining module for determining at least one Hamiltonian function value based on the target equivalent fuel consumption, the target calorific value, and discrete value anomaly handling parameters, wherein the discrete value anomaly handling parameters are determined based on a discrete sequence unavailable flag and discrete value anomaly handling coefficients; and determining a target discrete value number based on the Hamiltonian function value.

[0158] In one possible implementation, the energy management device 300 further includes a control module for controlling a target timer to start timing and obtain a timer time when the target discrete value number is different from the actual applied discrete value number; and for switching the actual applied discrete value number to the target discrete value number when the timer time is greater than the calibration de-jitter time, wherein the calibration de-jitter time is related to the engine torque increase or decrease.

[0159] In one possible implementation, the energy management device 300 further includes a fifth determining module, used to determine a first engine torque requirement based on the discrete value number of the actual application and the discrete sequence of engine torque; determine the minimum value between the first engine torque requirement and the maximum value of engine torque as a first intermediate torque requirement; determine the maximum value between the first intermediate torque requirement and the minimum value of engine torque as a second intermediate torque requirement; and filter the second intermediate torque requirement based on the first calibration gradient parameter to obtain the target engine torque requirement.

[0160] In one possible implementation, the energy management device 300 further includes a sixth determining module, used to determine a first engine speed requirement based on the discrete value number of the actual application and the discrete sequence of engine speeds; determine the minimum value between the first engine speed requirement and the maximum value of the engine speed as a first intermediate speed requirement; determine the maximum value between the first intermediate speed requirement and the minimum value of the engine speed as a second intermediate speed requirement; and filter the second intermediate speed requirement based on a second calibration gradient parameter to obtain the target engine speed requirement.

[0161] In one possible implementation, the energy management device 300 further includes a seventh determining module, used to determine an initial equivalent factor and a target penalty function based on the vehicle's target driving conditions, the vehicle's operating mode, and the vehicle's battery parameters, wherein the target penalty function is a piecewise function; and to determine a target equivalent factor based on the initial equivalent factor and the target penalty function.

[0162] It should be noted that the energy management device provided in the above embodiments is only illustrated by the division of the above functional modules when controlling a vehicle. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the computer device can be 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 embodiments provided in the above embodiments belong to the same concept, and the specific implementation process can be found in the method embodiments, which will not be repeated here.

[0163] The technical solution provided in this application determines the instantaneous fuel consumption of the engine by using the braking fuel consumption rate and the engine power in the discrete sequence of engine power. It then determines the instantaneous equivalent fuel consumption of the battery by using the battery power in the discrete sequence of battery power, the target equivalent factor, the target calorific value, and the target penalty function. Finally, based on the instantaneous fuel consumption of the engine and the battery, the target equivalent fuel consumption is determined. This approach allows for accurate determination of both instantaneous fuel consumption of the engine and the battery by combining different parameters, thereby accurately determining the equivalent fuel consumption of the ECMS. This provides the ECMS with a global optimization objective that simultaneously covers both mechanical and electric drive paths, reducing the possibility of the system deviating from the optimal solution and improving the vehicle's fuel economy. Furthermore, the target equivalent factor considers the influence of the vehicle's current driving conditions and vehicle mode, ensuring that the final equivalent fuel consumption and the system's optimal solution also take into account the influence of these factors, thus improving the overall accuracy of energy management.

[0164] 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.

[0165] Typically, vehicle 400 includes one or more processors 401 and one or more memories 402.

[0166] 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.

[0167] Memory 402 may include one or more computer-readable storage media, which may be non-transitory. Memory 402 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage media in memory 402 are used to store at least one computer program, which is executed by processor 401 to implement the method for calculating equivalent factors provided in the method embodiments of this application.

[0168] Those skilled in the art will understand that Figure 4 The structure shown does not constitute a limitation on vehicle 400 and may include more or fewer components than shown, or combine certain components, or use different component arrangements.

[0169] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute the equivalent fuel consumption calculation method provided in the above embodiments.

[0170] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement the method for calculating equivalent fuel consumption provided in the above embodiment.

[0171] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement the method for calculating equivalent fuel consumption provided in the above embodiment.

[0172] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0173] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0174] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another apparatus, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0175] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. An energy management method, characterized by, The method is applied to a vehicle, and the method comprises: determining engine instantaneous fuel consumption based on brake specific fuel consumption and engine power, the engine power being a discrete value in a discrete sequence of engine power; determining battery instantaneous equivalent fuel consumption based on battery power, target equivalent factor, target calorific value corresponding to fuel of the vehicle, and target penalty function, the battery power being a discrete value in a discrete sequence of battery power; determining target equivalent fuel consumption based on the engine instantaneous fuel consumption and the battery instantaneous equivalent fuel consumption; The method further comprises: determining at least one Hamilton function value based on the target equivalent fuel consumption, the target calorific value, and a discrete value abnormal handling parameter, the discrete value abnormal handling parameter being determined based on a product of a discrete sequence unavailable flag and a discrete value abnormal handling coefficient, the discrete sequence unavailable flag being activated in a case where the target equivalent fuel consumption exceeds a constraint boundary; determining a target discrete value number based on the Hamilton function value; in a case where the target discrete value number is different from an actually applied discrete value number, controlling a target timer to start timing to obtain a timer time; in a case where the timer time is greater than a calibrated debounce time, switching the actually applied discrete value number to the target discrete value number, the calibrated debounce time being related to engine torque increase or engine torque decrease.

2. The method of claim 1, wherein, The method of determining engine instantaneous fuel consumption based on brake specific fuel consumption and engine power comprises: determining a product of the brake specific fuel consumption and the engine power as a first intermediate fuel consumption; determining a ratio of the first intermediate fuel consumption to a preset value as the engine instantaneous fuel consumption.

3. The method of claim 1, wherein, The method of determining battery instantaneous equivalent fuel consumption based on battery power, target equivalent factor, target calorific value corresponding to fuel of the vehicle, and target penalty function comprises: determining a ratio of the battery power to the target calorific value as a second intermediate fuel consumption; determining a product of the target equivalent factor, the target penalty function, and the second intermediate fuel consumption as the battery instantaneous equivalent fuel consumption.

4. 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 a discrete sequence of engine torque; determining a minimum value of the first engine torque demand and an engine torque maximum value as a first intermediate torque demand; determining a maximum value of the first intermediate torque demand and an engine torque minimum value as a second intermediate torque demand; filtering the second intermediate torque demand based on a first calibrated gradient parameter to obtain a target engine torque demand.

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 speed demand based on the actually applied discrete value number and a discrete sequence of engine speed; determining a minimum value of the first engine speed demand and an engine speed maximum value as a first intermediate speed demand; determining a maximum value of the first intermediate speed demand and an engine speed minimum value as a second intermediate speed demand; Based on the second calibration gradient parameter, the second intermediate rotating speed demand is filtered to obtain a target engine rotating speed demand.

6. The method according to any one of claims 1 to 5, characterized in that, The method further comprises: Based on a target driving condition of the vehicle, a working mode of the vehicle and an electric quantity parameter of the vehicle, an initial equivalent factor and a target penalty function are determined, the target penalty function being a segmented function; Based on the initial equivalent factor and the target penalty function, the target equivalent factor is determined.

7. An electronic device, comprising: Comprise: A memory for storing executable program codes; A processor for calling and running the executable program codes from the memory, so that the electronic device executes the method as claimed in any one of claims 1 to 6.

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

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