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 vehicle energy management. The method comprises the following steps: when the working mode of the vehicle is a series mode, discretely processing engine demand power to obtain M initial discrete powers of the engine; determining M discrete parameter sets according to the M initial discrete powers of the engine; determining target working parameters of the engine according to the M discrete parameter sets, so that the equivalent fuel consumption is minimized; and controlling the engine to operate at the target working parameters. The method can reduce the workload of optimization by narrowing the discrete range. In addition, by pre-calculating the basic demand power that meets the current working condition, the optimal parameters can be highly matched with the current vehicle working condition, the accuracy of the optimization result can be ensured, the fuel economy of the vehicle can be improved, the fuel consumption of the engine can be reduced, and the energy distribution and energy conversion efficiency of the vehicle can be optimized.

Description

TECHNICAL FIELD

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

[0002] At present, in the field of vehicles, energy management strategy (EMS) is the core technology that needs to be concerned and researched by vehicles, and the main task thereof is to coordinate power distribution among different power sources according to power demand of the vehicle, operating state of the power system and differences in working efficiency, transient response characteristics, load capacity and the like of different power sources.

[0003] In the related art, the EMS includes an equivalent consumption minimization strategy (ECMS), and the ECMS can convert electric energy consumed by the motor into equivalent fuel consumption, and then realize optimization of energy management by minimizing the comprehensive fuel consumption. However, in the use of the ECMS, the related art is often full-range optimization, which leads to the fact that accurate optimal parameters cannot be obtained.

[0004] Therefore, how to accurately use the ECMS to obtain optimal parameters that guarantee minimum equivalent fuel consumption has become a problem to be solved. SUMMARY

[0005] The present application provides an energy management method, an electronic device and a vehicle, which can first determine a basic demand power conforming to a current working condition, then perform a small amount of local discretization around the basic demand power, and obtain optimal parameters of an engine based on a local discretization result. The method of the present application embodiment reduces the workload of optimization by narrowing the discretization range. In addition, by pre-calculating the basic demand power conforming to the current working condition, the optimal parameters can also be highly matched with the current vehicle working condition, thereby ensuring the accuracy of the optimization result, improving the fuel economy of the vehicle, reducing the fuel consumption of the engine, and optimizing the energy distribution and energy conversion efficiency of the vehicle.

[0006] In a first aspect, an energy management method is provided. The method comprises: in a case where a working mode of a vehicle is a series mode, discretizing an engine demand power to obtain M initial discrete powers of the engine, M being a positive integer greater than 1, the M initial discrete powers of the engine including the engine demand power, each of the initial discrete powers of the engine corresponding to a different discrete number; determining, according to the M initial discrete powers of the engine, M discrete parameter sets corresponding to the M discrete numbers, the discrete parameter set including a discretized result of an engine working parameter and a discretized result of a battery working parameter; determining a target working parameter of the engine according to the M discrete parameter sets, the vehicle having a minimum equivalent fuel consumption when the engine operates at the target working parameter; and controlling the engine to operate in the series mode based on the target working parameter.

[0007] In the above technical solution, when the ECMS strategy is used to ensure the minimum equivalent fuel consumption, the engine demand power is first discretized to obtain M initial discrete powers of the engine. The vehicle calculates M discrete parameter sets according to the M initial discrete powers of the engine and further solves the target working parameter of the engine. In the above discretization, the basic demand power that meets the current working condition is first determined, and then a small amount of local discretization is performed around the basic demand power, and the optimal parameter of the engine is obtained based on the local discretization result. The method of the embodiment of the application reduces the workload of optimization by narrowing the discretization range. In addition, by pre-calculating the basic demand power that meets the current working condition, the optimal parameter can be highly matched with the current vehicle working condition, the accuracy of the optimization result is ensured, the fuel economy of the vehicle is improved, the fuel consumption of the engine is reduced, and the energy distribution and energy conversion efficiency of the vehicle are optimized.

[0008] In combination with the first aspect, in some possible implementation manners, the discretizing the engine demand power to obtain the M initial discrete powers of the engine comprises: determining a first discrete number corresponding to the engine demand power according to the number M, so that the engine demand power is a central discrete power in the M initial discrete powers of the engine; for any second discrete number in the M discrete numbers except the first discrete number, subtracting the first discrete number from the second discrete number to obtain a number difference; determining a number of preset discrete steps according to the number difference; and determining an initial discrete power of the engine corresponding to the second discrete number according to the number difference, the preset discrete step, the number of preset discrete steps, and the engine demand power.

[0009] In the technical solution, when the engine demand power is discretized, the engine demand power is ensured to be the center discrete power of the M engine initial discrete powers, so that the discrete sequence is gradually expanded based on the actual demand power, the expansion is avoided to be only on one side, the optimization range is ensured to be combined with the current working condition, and the efficiency of power discretization is improved.

[0010] With reference to the first aspect and the above implementation manners, in some possible implementation manners, the first discrete number corresponding to the engine demand power is determined according to the number M, including: in a case where the number M is odd, the first discrete number is determined as a center discrete number of the M discrete numbers; and in a case where the number M is even, the first discrete number is determined as any one of two middle discrete numbers of the M discrete numbers.

[0011] In the technical solution, when the engine demand power is discretized, the engine demand power is ensured to be the center discrete power of the M engine initial discrete powers, so that the discrete sequence is gradually expanded based on the actual demand power, the expansion is avoided to be only on one side, the optimization range is ensured to be combined with the current working condition, and the efficiency of power discretization is improved.

[0012] With reference to the first aspect and the above implementation manners, in some possible implementation manners, the discrete parameter set includes an engine target discrete power, an engine discrete speed and an engine discrete torque; the M discrete parameter sets corresponding to the M discrete numbers are determined according to the M engine initial discrete powers, including: for any one of the M engine initial discrete powers, the engine initial discrete power and the minimum value in the maximum engine power are determined as an intermediate discrete power; the engine target discrete power is determined as the maximum value in the minimum engine power and the intermediate discrete power; the engine discrete speed is determined from the engine optimal working curve in the series mode according to the engine target discrete power; and the engine discrete torque is determined according to the engine target discrete power and the engine discrete speed.

[0013] In the technical solution, after obtaining the M initial discrete powers of the engine, the minimum of each initial discrete power of the engine and the maximum engine power is taken, and the maximum of each initial discrete power of the engine and the minimum engine power is taken, so that the target discrete power of the engine falls within the legal power range of the engine, avoiding engine overload caused by excessively high engine power, and avoiding excessively low power to prevent the engine from entering the idle low-efficiency area. Further, the vehicle calculates the discrete speed of the engine and the discrete torque of the engine based on the target discrete power of the engine and the optimal working curve, so as to force the working point of the engine to be in the high-efficiency area, and provide reliable data guarantee for subsequent discrete optimization.

[0014] With reference to the first aspect and the above implementation manners, in some possible implementation manners, the set of discrete parameters includes a target discrete power of the engine and a target discrete power of the battery; and the determining, according to the M initial discrete powers of the engine, the set of discrete parameters corresponding to the M discrete numbers, includes: obtaining an actual power of the battery, an efficiency of the electric drive system and a previous engine demand power; for any initial discrete power of the engine in the M initial discrete powers of the engine, taking the minimum of the initial discrete power of the engine and the maximum engine power as an intermediate discrete power; determining the target discrete power of the engine as the maximum of the intermediate discrete power and the minimum engine power; obtaining a relative engine discrete power by subtracting the previous engine demand power from the target discrete power of the engine; obtaining a battery initial discrete power by summing the relative engine discrete power and the actual power of the battery; and determining the target discrete power of the battery according to the battery initial discrete power, the relative engine discrete power, the actual power of the battery and the efficiency of the electric drive system.

[0015] With reference to the first aspect and the above implementation manners, in some possible implementation manners, the determining, according to the battery initial discrete power, the relative engine discrete power, the actual power of the battery and the efficiency of the electric drive system, the target discrete power of the battery, includes: in a case where the battery initial discrete power is negative, multiplying the relative engine discrete power and the efficiency of the electric drive system to obtain a first power; and determining the target discrete power of the battery as a sum of the first power and the actual power of the battery; and in a case where the battery initial discrete power is positive, dividing the relative engine discrete power by the efficiency of the electric drive system to obtain a second power; and determining the target discrete power of the battery as a sum of the second power and the actual power of the battery.

[0016] In the technical solution, after obtaining the M initial discrete powers of the engine, the engine target discrete power is ensured to fall within a legal power range of the engine by taking the minimum of the initial discrete power of the engine and the maximum engine power and taking the maximum of the initial discrete power of the engine and the minimum engine power, thereby avoiding engine overload caused by excessively high engine power and avoiding excessively low power to prevent the engine from entering an idle low-efficiency area. Further, the engine discrete speed and the engine discrete torque are calculated based on the engine target discrete power and the optimal working curve, thereby forcibly causing the working point of the engine to be in an efficient area and providing reliable data guarantee for subsequent discrete optimization.

[0017] With reference to the first aspect and the above implementation manners, in some possible implementation manners, the set of discrete parameters includes an engine target discrete power, a battery target discrete power, an engine discrete speed, and an engine discrete torque; and the determining, according to the M sets of discrete parameters, of the target working parameter of the engine includes: for any set of discrete parameters in the M sets of discrete parameters, obtaining a target equivalent factor corresponding to the set of discrete parameters; determining a target brake specific fuel consumption corresponding to the set of discrete parameters according to the engine discrete speed and the engine discrete torque; determining an engine instantaneous fuel consumption according to the engine target discrete power and the target brake specific fuel consumption; determining a battery instantaneous equivalent fuel consumption according to the battery target discrete power and the target equivalent factor; determining a total instantaneous equivalent fuel consumption corresponding to a third discrete number according to the engine instantaneous fuel consumption and the battery instantaneous equivalent fuel consumption, the third discrete number being a discrete number corresponding to the set of discrete parameters; and determining the target working parameter according to M total instantaneous equivalent fuel consumptions corresponding to the M discrete numbers, the M engine discrete speeds, and the M engine discrete torques.

[0018] With reference to the first aspect and the above implementation manners, in some possible implementation manners, the determining, according to the engine instantaneous fuel consumption and the battery instantaneous equivalent fuel consumption, of the total instantaneous equivalent fuel consumption corresponding to the third discrete number includes: correcting the engine instantaneous fuel consumption to obtain a corrected engine instantaneous fuel consumption; and summing the corrected engine instantaneous fuel consumption and the battery instantaneous equivalent fuel consumption to obtain the total instantaneous equivalent fuel consumption corresponding to the third discrete number.

[0019] In some possible implementation manners, in combination with the first aspect and the foregoing implementation manners, the correction of the engine instantaneous fuel consumption to obtain the corrected engine instantaneous fuel consumption comprises: in a case where the engine discrete speed is less than a first preset speed or the engine discrete torque is less than or equal to a preset torque, if the engine discrete speed is greater than a second preset speed, the second preset speed being less than the first preset speed, determining an intermediate instantaneous fuel consumption as a preset start instantaneous fuel consumption; if the engine discrete speed is less than or equal to the second preset speed, determining the intermediate instantaneous fuel consumption as a preset stop instantaneous fuel consumption; in a case where the engine discrete speed is greater than or equal to the first preset speed and the engine discrete torque is greater than the preset torque, determining the intermediate instantaneous fuel consumption as the engine instantaneous fuel consumption; determining a correction factor of the intermediate instantaneous fuel consumption according to the atmospheric pressure; and determining the corrected engine instantaneous fuel consumption as a product of the intermediate instantaneous fuel consumption and the correction factor of the intermediate instantaneous fuel consumption.

[0020] In the foregoing technical solution, after the engine instantaneous fuel consumption is obtained, the vehicle further corrects the engine instantaneous fuel consumption by using the engine speed and the engine torque. When the engine speed is less than the first preset speed or the engine torque is less than or equal to the preset torque, the engine is not in an effective running state, and the calculation of the engine instantaneous fuel consumption is inaccurate. Based on this, when the vehicle further determines that the engine speed is greater than the second preset speed, the calibrated start instantaneous fuel consumption is used to replace the engine instantaneous fuel consumption, so as to avoid underestimating the engine instantaneous fuel consumption; when the engine speed is less than or equal to the second preset speed, the calibrated stop instantaneous fuel consumption is used to replace the engine instantaneous fuel consumption, so as to avoid calculating an unreasonable low fuel consumption or a negative fuel consumption.

[0021] On the basis of the foregoing correction, the vehicle further corrects the engine instantaneous fuel consumption by using the atmospheric pressure, so that the fuel consumption can accurately reflect the real fuel consumption of the engine in different atmospheric pressure environments.

[0022] In some possible implementation manners, in combination with the first aspect and the foregoing implementation manners, the target working parameter comprises a target speed and a target torque, and the target working parameter is determined according to the M total instantaneous equivalent fuel consumptions corresponding to the M discrete numbers, the M engine discrete speeds and the M engine discrete torques, comprising: obtaining a fuel heat value of the vehicle and a discrete abnormality processing parameter, the discrete abnormality processing parameter being determined based on a discrete value unavailable flag and a discrete value abnormality processing coefficient; determining M Hamilton function values according to the M total instantaneous equivalent fuel consumptions, the fuel heat value and the discrete abnormality processing parameter; determining a target discrete number as a discrete number corresponding to a minimum value of the M Hamilton function values; determining the target speed as an engine discrete speed corresponding to the target discrete number in the M engine discrete speeds; and determining the target torque as an engine discrete torque corresponding to the target discrete number in the M engine discrete torques.

[0023] In the technical solution, the total instantaneous equivalent fuel consumption and the fuel heat value are integrated by using the Hamilton function, and the energy consumption optimization is converted into the minimum value of the function value. In the calculation of the Hamilton function value, the discrete abnormal processing parameters are considered, and the invalid discrete values and Hamilton functions are directly filtered out, so that the problem of unreasonable target parameters caused by the discrete values can be effectively avoided.

[0024] In a second aspect, an energy management device is provided, which includes: a discretization module configured to, when a working mode of a vehicle is a series mode, discretize an engine demand power to obtain M initial discrete powers of the engine, M being a positive integer greater than 1, the M initial discrete powers of the engine including the engine demand power, and each of the initial discrete powers of the engine corresponding to a different discrete number; a determination module configured to determine, according to the M initial discrete powers of the engine, M discrete parameter sets corresponding to the M discrete numbers, the discrete parameter set including a discretization result of an engine working parameter and a discretization result of a battery working parameter; the determination module is further configured to determine, according to the M discrete parameter sets, a target working parameter of the engine, and when the engine operates at the target working parameter, the equivalent fuel consumption of the vehicle is the minimum; and a control module configured to control the engine to operate in the series mode based on the target working parameter.

[0025] In combination with the second aspect, in some possible implementation manners, the discretization module is specifically configured to: determine, according to the number M, a first discrete number corresponding to the engine demand power, so that the engine demand power is a central discrete power in the M initial discrete powers of the engine; for any second discrete number in the M discrete numbers except the first discrete number, subtract the first discrete number from the second discrete number to obtain a number difference; determine, according to the number difference, a number of a preset discrete step; and determine, according to the number difference, the preset discrete step, the number of the preset discrete step, and the engine demand power, an initial discrete power of the engine corresponding to the second discrete number.

[0026] In combination with the second aspect and the above implementation manner, in some possible implementation manners, the discretization module is further configured to: when the number M is odd, determine the first discrete number as a central discrete number in the M discrete numbers; and when the number M is even, determine the first discrete number as any one of two middle discrete numbers in the M discrete numbers.

[0027] With reference to the second aspect and the foregoing implementation manners, in some possible implementation manners, the set of discrete parameters includes an engine target discrete power, an engine discrete speed, and an engine discrete torque; the determination module is specifically configured to: for any one of the M engine initial discrete powers, determine an intermediate discrete power as a minimum value between the engine initial discrete power and a maximum engine power; determine the engine target discrete power as a maximum value between the intermediate discrete power and a minimum engine power; determine the engine discrete speed from the engine optimal working curve of the series mode according to the engine target discrete power; and determine the engine discrete torque according to the engine target discrete power and the engine discrete speed.

[0028] With reference to the second aspect and the foregoing implementation manners, in some possible implementation manners, the set of discrete parameters includes an engine target discrete power and a battery target discrete power; the determination module is further configured to: obtain a battery actual power, an electric drive system efficiency, and a previous engine demand power; for any one of the M engine initial discrete powers, determine an intermediate discrete power as a minimum value between the engine initial discrete power and a maximum engine power; determine the engine target discrete power as a maximum value between the intermediate discrete power and a minimum engine power; obtain a relative engine discrete power by subtracting the previous engine demand power from the engine target discrete power; obtain a battery initial discrete power by summing the relative engine discrete power and the battery actual power; and determine the battery target discrete power according to the battery initial discrete power, the relative engine discrete power, the battery actual power, and the electric drive system efficiency.

[0029] With reference to the second aspect and the foregoing implementation manners, in some possible implementation manners, the determination module is further configured to: in a case where the battery initial discrete power is negative, multiply the relative engine discrete power and the electric drive system efficiency to obtain a first power; determine the battery target discrete power as a sum of the first power and the battery actual power; and in a case where the battery initial discrete power is positive, divide the relative engine discrete power by the electric drive system efficiency to obtain a second power; determine the battery target discrete power as a sum of the second power and the battery actual power.

[0030] With reference to the second aspect and the foregoing implementation manners, in some possible implementation manners, the set of discrete parameters includes an engine target discrete power, a battery target discrete power, an engine discrete speed, and an engine discrete torque; and the determination module is further configured to: for any discrete parameter set in the M discrete parameter sets, obtain a target equivalent factor corresponding to the discrete parameter set; determine a target brake specific fuel consumption corresponding to the discrete parameter set according to the engine discrete speed and the engine discrete torque; determine an engine instantaneous fuel consumption according to the engine target discrete power and the target brake specific fuel consumption; determine a battery instantaneous equivalent fuel consumption according to the battery target discrete power and the target equivalent factor; determine a total instantaneous equivalent fuel consumption corresponding to a third discrete number according to the engine instantaneous fuel consumption and the battery instantaneous equivalent fuel consumption, the third discrete number being a discrete number corresponding to the discrete parameter set; and determine the target working parameter according to M total instantaneous equivalent fuel consumptions corresponding to the M discrete numbers, M engine discrete speeds, and M engine discrete torques.

[0031] With reference to the second aspect and the foregoing implementation manners, in some possible implementation manners, the determination module is further configured to: correct the engine instantaneous fuel consumption to obtain a corrected engine instantaneous fuel consumption; and sum the corrected engine instantaneous fuel consumption and the battery instantaneous equivalent fuel consumption to obtain the total instantaneous equivalent fuel consumption corresponding to the third discrete number.

[0032] With reference to the second aspect and the foregoing implementation manners, in some possible implementation manners, the determination module is further configured to: in a case where the engine discrete speed is less than a first preset speed or the engine discrete torque is less than or equal to a preset torque, if the engine discrete speed is greater than a second preset speed, the second preset speed being less than the first preset speed, determine an intermediate instantaneous fuel consumption as a preset start instantaneous fuel consumption; if the engine discrete speed is less than or equal to the second preset speed, determine the intermediate instantaneous fuel consumption as a preset stop instantaneous fuel consumption; in a case where the engine discrete speed is greater than or equal to the first preset speed and the engine discrete torque is greater than the preset torque, determine the intermediate instantaneous fuel consumption as the engine instantaneous fuel consumption; determine a correction factor of the intermediate instantaneous fuel consumption according to an atmospheric pressure; and determine the corrected engine instantaneous fuel consumption as a product of the intermediate instantaneous fuel consumption and the correction factor of the intermediate instantaneous fuel consumption.

[0033] With reference to the second aspect and the foregoing implementation manners, in some possible implementation manners, the target working parameter includes a target rotating speed and a target torque, and the determination module is further configured to: obtain a fuel heat value of the vehicle and a discrete abnormality processing parameter, the discrete abnormality processing parameter being determined based on the discrete value unavailable flag and a discrete value abnormality processing coefficient; determine M Hamilton function values according to the M total instantaneous equivalent fuel consumptions, the fuel heat value and the discrete abnormality processing parameter; determine the target discrete number as a discrete number corresponding to a minimum value of the M Hamilton function values; determine the target rotating speed as an engine discrete rotating speed corresponding to the target discrete number in the M engine discrete rotating speeds; and determine the target torque as an engine discrete torque corresponding to the target discrete number in the M engine discrete torques.

[0034] In a third aspect, a vehicle is provided, including a memory and a processor. The memory is configured to store executable program code, and the processor is configured to invoke and run the executable program code from the memory, so that the vehicle executes the method in the first aspect or any possible implementation manner of the first aspect.

[0035] In a fourth aspect, a computer program product is provided, which includes computer program code. When the computer program code is run on a computer, the computer is caused to execute the method in the first aspect or any possible implementation manner of the first aspect.

[0036] In a fifth aspect, a computer readable storage medium is provided, which stores computer program code. When the computer program code is run on a computer, the computer is caused to execute the method in the first aspect or any possible implementation manner of the first aspect.

[0037] In a sixth aspect, an electronic device is provided, including a memory and a processor. The memory is configured to store executable program code, and the processor is configured to invoke and run the executable program code from the memory, so that the electronic device executes the data processing method in the first aspect or any possible implementation manner of the first aspect. BRIEF DESCRIPTION OF DRAWINGS

[0038] Figure 1 is a schematic flowchart of an energy management method provided by an embodiment of the present application;

[0039] Figure 2 is a schematic flowchart of another energy management method provided by an embodiment of the present application;

[0040] Figure 3 is a structural schematic diagram of an energy management device provided by an embodiment of the present application;

[0041] Figure 4FIG. 1 is a schematic structural diagram of a vehicle according to an embodiment of the present application. DETAILED DESCRIPTION

[0042] The technical solutions in the present application will be described clearly and exhaustively below with reference to the drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " represents the meaning of or, for example, A / B can represent A or B: "and / or" in the text only describes the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B, which means that there are three cases of A alone, A and B together, and B alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0043] Hereinafter, the terms "first" and "second" are only for descriptive purposes, and cannot be understood as implying or suggesting relative importance or implicitly indicating the number of indicated technical features. Therefore, the features defined with "first" and "second" can explicitly or implicitly include one or more features.

[0044] Before introducing the solutions of the embodiments of the present application, the professional terms that may be involved in the embodiments of the present application will be explained.

[0045] ECMS: A real-time energy distribution strategy, which converts the battery charging and discharging energy into equivalent fuel consumption, converts the energy distribution problem of the hybrid power system into an optimization problem of minimizing equivalent fuel consumption, so as to dynamically decide the power distribution of the engine and the motor at each moment. The above-mentioned battery refers to the power battery in the hybrid vehicle. In the subsequent introduction, the battery refers to the power battery unless otherwise specified.

[0046] After introducing the professional terms of the embodiments of the present application, the application scenarios of the embodiments of the present application will be introduced.

[0047] At present, in the field of hybrid vehicles, hybrid vehicles have multiple power sources such as engines, motors / batteries, and their power characteristics, efficiency intervals and working constraints are significantly different. The core of the hybrid vehicle is the power coupling between the engine and the motor. Therefore, in order to better coordinate the power output between multiple power sources, the hybrid vehicle needs to distribute power through an energy management strategy.

[0048] It should be noted that the energy management strategy for hybrid vehicles at present can be mainly divided into rule-based energy management strategy and optimization-based energy management strategy. Among them, the rule-based energy management strategy mainly considers the vehicle demand torque, vehicle speed and battery state of charge (State of Charge, SOC, also known as remaining capacity) and other control parameters by setting threshold values, and reasonably selects different working modes to drive the vehicle to make the vehicle work efficiency optimal.

[0049] The above-mentioned rule-based energy management strategy is generally fixed and discontinuous, and the hybrid vehicle can only switch between a few preset working modes, and cannot adapt to complex and variable working conditions.

[0050] In view of the defects of the above-mentioned rule-based energy management strategy, with the development of science and technology, the energy management strategy is gradually transformed from the rule-based energy management strategy to the optimization-based energy management strategy.

[0051] As a typical optimization-based energy management strategy, ECMS mainly optimizes energy distribution by converting electric energy into fuel consumption, and then minimizing the comprehensive equivalent fuel consumption. Compared with the rule-based energy management strategy, ECMS does not rely on fixed rules, but selects the power distribution scheme that minimizes the equivalent fuel consumption at each moment through the equivalent fuel consumption formula, and can accurately adapt to the power demand of each working condition.

[0052] When minimizing the equivalent fuel consumption through the ECMS strategy, optimization is the core means to achieve this goal. Optimization is specifically achieved by determining the optimal working parameters of the engine, so as to realize optimal power distribution.

[0053] In the related art, optimization is to generate all discrete candidate values in the entire working range of the engine, and then calculate the equivalent fuel consumption corresponding to each candidate value one by one, and then take the candidate value of the engine with the minimum equivalent fuel consumption as the optimal parameter.

[0054] The above-mentioned optimization in the global range leads to a large amount of work on the one hand, and the optimal parameter has a low correlation with the actual demand of the current working condition, which easily leads to inaccurate optimization results.

[0055] Therefore, the embodiments of the present application will propose an energy management method, which can first determine the basic demand power that meets the current working condition, and then perform a small amount of local discretization around the basic demand power, and obtain the optimal parameter of the engine based on the local discretization result. The method of the embodiments of the present application reduces the amount of work on optimization by narrowing the discrete range. In addition, by pre-calculating the basic demand power that meets the current working condition, the optimal parameter can also be highly matched with the current vehicle working condition, ensuring the accuracy of the optimization result, thereby improving the fuel economy of the vehicle, reducing the fuel consumption of the engine, and optimizing the energy distribution and energy conversion efficiency of the vehicle.

[0056] After introducing the application scenario of the embodiments of the present application, the following will introduce the method of the embodiments of the present application. Figure 1 The method of the embodiments of the present application is introduced.

[0057] Figure 1is a schematic flowchart of an energy management method provided by an embodiment of the present application. It should be understood that the method is applied to the hybrid vehicle in the foregoing, and is specifically applied to any one electronic control unit (ECU) of the hybrid vehicle, for example, a hybrid control unit (HCU). Alternatively, the type of the hybrid vehicle includes, but is not limited to, any one of a hybrid vehicle, a plug-in hybrid electric vehicle (PHEV), a range-extended hybrid vehicle, and a mild hybrid electric vehicle (MHEV), and the embodiments of the present application do not limit this.

[0058] In the following introduction, the ECU performing the method is exemplarily taken as the HCU. In addition, in the following introduction, the vehicle mentioned refers to the hybrid vehicle unless otherwise specified.

[0059] Exemplarily, as shown in FIG. 1, Figure 1 The method 100 includes the following steps 101 to 104.

[0060] In step 101, in a case where the working mode of the vehicle is the series mode, the engine demand power is discretized to obtain M engine initial discrete powers, M being a positive integer greater than 1, the M engine initial discrete powers including the engine demand power, and each engine initial discrete power corresponding to a different discrete number.

[0061] The working mode of the vehicle is used to represent the power flow organization manner of the vehicle at the current time. Alternatively, the working mode of the vehicle includes the series mode or the parallel mode.

[0062] The series mode refers to that the engine does not directly drive the wheels, but converts mechanical energy into electrical energy through the generator, and the electrical energy is stored in the battery or directly supplied to the drive motor, and the drive motor is responsible for the traction output of the whole vehicle. That is, the only role of the engine in the series mode is to drive the generator to generate electrical energy.

[0063] The parallel mode is a working mode in which the engine and the motor are used in parallel, and the engine and the motor can drive the vehicle at the same time.

[0064] It should be understood that the technical solution provided by the embodiments of the present application is mainly parameter optimization in the series mode. When the working mode of the vehicle is the series mode, the power demand of the whole vehicle is relatively low and fluctuates greatly. The engine has no mechanical connection with the wheels, and its speed can be freely controlled to maintain at the most efficient power output point. Therefore, when the HCU optimizes based on the ECMS strategy, the discretization object is the engine power.

[0065] The following first introduces specific steps for determining that the working mode of the vehicle is the series mode.

[0066] In a possible implementation, the method further includes:

[0067] In a case where the target driving condition is a low-speed driving condition or a medium-speed driving condition, or a vehicle speed is less than a calibration speed, the working mode of the vehicle is determined as the series mode.

[0068] The target driving condition refers to a current driving condition of the vehicle. The target driving condition is determined from at least one preset driving condition.

[0069] Optionally, the at least one preset driving condition can include, but is not limited to, one of the following: a low-speed driving condition, a medium-speed driving condition, a high-speed driving condition, an ultra-high-speed driving condition, and the like. In the low-speed driving condition, the vehicle speed of the vehicle is less than the vehicle speed of the vehicle in the medium-speed driving condition; in the medium-speed driving condition, the vehicle speed of the vehicle is less than the vehicle speed of the vehicle in the high-speed driving condition; and in the high-speed driving condition, the vehicle speed of the vehicle is less than the vehicle speed of the vehicle in the ultra-high-speed driving condition.

[0070] For example, the HCU can determine the target driving condition based on an average speed and a maximum speed of the vehicle in a preset time period. Optionally, the preset time period can be 100 s in the past including the current time.

[0071] In a possible implementation, the HCU determines the target driving condition based on an average speed and a maximum speed of the vehicle in a preset time period, and includes:

[0072] Obtaining speed information of the vehicle, the speed information including an average speed of the vehicle in a preset time period and a maximum speed of the vehicle in the preset time period;

[0073] Determining a first boundary function based on a first calibration maximum speed and a first calibration average speed, determining a second boundary function based on a second calibration maximum speed and a second calibration average speed, the second calibration maximum speed being greater than the first calibration maximum speed, and the second calibration average speed being greater than the first calibration average speed, and determining a third boundary function based on a third calibration maximum speed and a third calibration average speed, the third calibration maximum speed being greater than the second calibration maximum speed, and the third calibration average speed being greater than the second calibration average speed;

[0074] Determining a target reference point based on the average speed and the maximum speed, one of the average speed and the maximum speed being an abscissa of the target reference point, and the other being an ordinate of the target reference point;

[0075] In a case where the target reference point is below the first boundary function, a low-speed driving condition is taken as the target driving condition; in a case where the target reference point is above the first boundary function and below the second boundary function, a medium-speed driving condition is taken as the target driving condition; in a case where the target reference point is above the second boundary function and below the third boundary function, a high-speed driving condition is taken as the target driving condition; and in a case where the target reference point is above the third boundary function, an ultra-high-speed driving condition is taken as the target driving condition.

[0076] The target calibration maximum speed and the target calibration average speed are speeds used for determining the target boundary function.

[0077] Optionally, the number of target calibration maximum speeds and target calibration average speeds is at least one. Therefore, at least one target boundary function can be determined through different target calibration maximum speeds and different target calibration average speeds.

[0078] Specifically, a two-dimensional coordinate system can be established in the embodiment of the present application, one of the target calibration average speed and the target calibration maximum speed is taken as an x coordinate axis, and the other is taken as an y coordinate axis. Then, at least one target calibration maximum speed is mapped to the corresponding coordinate axis as a coordinate point, and at least one target calibration average speed is mapped to the corresponding coordinate axis as a coordinate point, and then two coordinate points are selected from the plurality of coordinate points, and the two coordinate points are connected to obtain at least one target boundary function.

[0079] Optionally, the at least one target boundary function includes a first boundary function, a second boundary function and a third boundary function, and each boundary function is determined based on different calibration maximum speeds and calibration average speeds. The determination process of each boundary function is introduced below.

[0080] In one scenario, the first calibration maximum speed and the first calibration average speed are used to determine the first boundary function.

[0081] It should be understood that the first boundary function is also referred to as a "low-speed condition boundary function". Therefore, when determining the first calibration maximum speed and the first calibration average speed, the actual vehicle speed of the vehicle in the low-speed condition should be considered. For example, the first calibration maximum speed can be 50 km / h, 60 km / h, etc. The first calibration average speed can be 70 km / h, 75 km / h, etc.

[0082] The first calibration maximum speed is greater than the first calibration average speed. A two-dimensional coordinate system can be established, one of the first calibration maximum speed and the first calibration average speed is taken as a coordinate point on the horizontal coordinate axis, and the other is taken as a coordinate point on the vertical coordinate axis. Then, the first calibration maximum speed is mapped to the corresponding coordinate axis as a coordinate point, and the first calibration average speed is mapped to the corresponding coordinate axis as a coordinate point, and then a first boundary function is obtained by connecting the two coordinate points.

[0083] Specifically, the first calibration maximum speed is defined as MaxSpd LowSpdCond , and the first calibration average speed is defined as AvgSpd LowSpdCond The first boundary function can be represented by the following formula (1):

[0084] Formula (1)

[0085] In formula (1), wherein:

[0086] y : dependent variable of the first boundary function;

[0087] x : independent variable of the first boundary function, the slope of the first boundary function is the ratio of the first calibration maximum speed and the first calibration average speed, and the intercept of the first boundary function is the first calibration maximum speed.

[0088] In another scenario, the second calibration maximum speed and the second calibration average speed are used to determine a second boundary function.

[0089] It should be understood that the second boundary function is also referred to as a "boundary function of a medium-speed working condition". Therefore, when determining the second calibration maximum speed and the second calibration average speed, the actual vehicle speed of the vehicle in the medium-speed working condition should be considered. For example, the second calibration maximum speed can be 100 km / h, 110 km / h, etc. The second calibration average speed can be 90 km / h, 95 km / h, etc.

[0090] The second calibration maximum speed is greater than the second calibration average speed, the second calibration maximum speed is greater than the first calibration maximum speed, and the second calibration average speed is greater than the first calibration average speed. A two-dimensional coordinate system can be established, one of the second calibration maximum speed and the second calibration average speed is taken as a coordinate point on the horizontal coordinate axis, and the other is taken as a coordinate point on the vertical coordinate axis. Then, the second calibration maximum speed is mapped to the corresponding coordinate axis as a coordinate point, and the second calibration average speed is mapped to the corresponding coordinate axis as a coordinate point, and then a second boundary function is obtained by connecting the two coordinate points.

[0091] Specifically, the second calibration maximum speed is defined as MaxSpd MidSpdCond, the second calibration average speed is defined as AvgSpd MidSpdCond The second boundary function can be represented by the following formula (2):

[0092] Formula (2)

[0093] In formula (2), the following applies:

[0094] y : dependent variable of the second boundary function;

[0095] x : independent variable of the second boundary function, the slope of the second boundary function is the ratio of the second calibration maximum speed and the second calibration average speed, and the intercept of the second boundary function is the second calibration maximum speed.

[0096] In another scenario, the third calibration maximum speed and the third calibration average speed are used to determine a third boundary function.

[0097] It should be understood that the third boundary function is also referred to as "boundary function of high-speed working condition". Therefore, when determining the third calibration maximum speed and the third calibration average speed, the actual vehicle speed of the vehicle in the high-speed working condition should be considered. For example, the third calibration maximum speed can be 140 km / h, 150 km / h, etc. The third calibration average speed can be 130 km / h, 135 km / h, etc.

[0098] The third calibration maximum speed is greater than the third calibration average speed, the third calibration maximum speed is greater than the second calibration maximum speed, and the third calibration average speed is greater than the second calibration average speed. A two-dimensional coordinate system can be established, one of the third calibration maximum speed and the third calibration average speed is taken as a coordinate point on the horizontal coordinate axis, and the other is taken as a coordinate point on the vertical coordinate axis. Then, the third calibration maximum speed is mapped to the corresponding coordinate axis as a coordinate point, and the third calibration average speed is mapped to the corresponding coordinate axis as a coordinate point, and then a line connecting the two coordinate points is obtained to obtain the third boundary function.

[0099] Specifically, the third calibration maximum speed is defined as MaxSpd HigSpdCond The third calibration average speed is defined as AvgSpd HigSpdCond The third boundary function can be represented by the following formula (3):

[0100] Formula (3)

[0101] In formula (3), the following applies:

[0102] y : dependent variable of the third boundary function;

[0103] x : the independent variable of the third boundary function, the slope of the third boundary function is the ratio of the third target rated maximum speed and the third target rated average speed, and the intercept of the third boundary function is the third target rated maximum speed.

[0104] It should be noted that, when different target rated maximum speeds and target rated average speeds are mapped to the coordinate axes to determine different boundary functions, the second target rated maximum speed is greater than the first target rated maximum speed, the second target rated average speed is greater than the first target rated average speed, the third target rated maximum speed is greater than the second target rated maximum speed, and the third target rated average speed is greater than the second target rated average speed. Therefore, the intercept of the third boundary function is greater than the intercept of the second boundary function, and the intercept of the second boundary function is greater than the intercept of the first boundary function.

[0105] After determining the three boundary functions, the HCU can determine the target reference point based on the average speed and the maximum speed of the vehicle in a preset period of time, and further determine in which two boundary functions the target reference point is located or which one of the boundary functions the target reference point is located below, to determine the target driving condition, which can be divided into the following cases.

[0106] When the target reference point is located below the first boundary function, the HCU determines that the target driving condition of the vehicle is the low-speed driving condition.

[0107] When the target reference point is located above the first boundary function and below the second boundary function, the HCU determines the target driving condition as the medium-speed driving condition.

[0108] When the target reference point is located above the second boundary function and below the third boundary function, the HCU determines the target driving condition as the high-speed driving condition.

[0109] When the target reference point is located above the third boundary function, the HCU determines the target driving condition as the super-high-speed driving condition.

[0110] The above process is the process of determining whether the vehicle is in the series mode based on the target driving condition.

[0111] In addition, when determining whether the vehicle is in the series mode according to the vehicle speed (i.e., the vehicle speed), the vehicle speed is used to represent the instantaneous running speed of the vehicle relative to the ground.

[0112] When the vehicle speed is less than the rated speed (for example, 40 km / h), it indicates that the current vehicle speed is small, and the driving power demand of the vehicle is low. In the low-speed case, selecting the series mode can make the engine always operate in the high-efficiency speed range, avoid the low-speed low-efficiency zone, and maintain the high-efficiency power generation of the engine. Therefore, when the vehicle speed is low, the HCU determines that the current working mode is the series mode.

[0113] After determining that the working mode of the vehicle is in the series mode through the above manner, based on the local discrete manner provided in the embodiments of the present application, the HCU can first calculate the engine demand power at the current time, and then carry out discrete processing around the engine demand power. The engine demand power refers to the target value of the mechanical power that the engine currently needs to output.

[0114] Specifically, the HCU can calculate the engine demand power that meets the current time through a rule-based manner. In the series mode, the engine is only responsible for power generation, and the rule logic can be designed around meeting the power demand of the motor and balancing the battery SOC.

[0115] For example, the process of the HCU determining the engine demand power based on the rule-based manner is as follows: the HCU obtains the throttle opening, the vehicle speed and the battery SOC. The HCU calculates the electric power corresponding to the vehicle power demand based on the throttle opening and the vehicle speed, and converts it into the electric power required by the driving motor. Then, the HCU adjusts the power generation power in combination with the battery SOC, corrects the power generation power in the engine high-efficiency power interval, and obtains the engine demand power.

[0116] After obtaining the engine demand power, the HCU can perform discretization around the engine demand power according to the discrete rule, and obtain M engine initial discrete powers.

[0117] In a possible implementation manner, the engine demand power is discretized to obtain M engine initial discrete powers, including:

[0118] According to the number M, a first discrete number corresponding to the engine demand power is determined, so that the engine demand power is the center discrete power of the M engine initial discrete powers;

[0119] Taking the engine demand power as the center discrete power, for any second discrete number in the M discrete numbers except the first discrete number, the first discrete number and the second discrete number are subtracted to obtain a number difference value;

[0120] According to the number difference value, the number of preset discrete steps is determined;

[0121] According to the number difference value, the preset discrete step, the number of preset discrete steps and the engine demand power, the engine initial discrete power corresponding to the second discrete number is determined.

[0122] It should be understood that the engine demand power discretization processing is essentially a sequence of engine discrete powers. The sequence of engine discrete powers includes M engine initial discrete powers, where M is a positive integer greater than 1. Each engine initial discrete power corresponds to a unique discrete number (or discrete value number). The discrete number can be understood as an identity document (ID) corresponding to the engine initial discrete power, which is used to identify the position of the engine initial discrete power in the sequence of engine discrete powers.

[0123] It should also be understood that in the embodiments of the present application, the HCU needs to ensure that the engine demand power is located as close to the middle of the sequence of engine discrete powers as possible when the engine demand power is discretized around the engine demand power. The reason is that the optimization range needs to be more in line with the actual demand of the current working condition, while taking into account the flexibility of upward and downward adjustment. The engine demand power is the power demand point that best meets the experience rule of the current working condition. Placing it in the middle of the sequence of engine discrete powers means that the engine discrete power can be expanded upward and downward around the engine demand power. Conversely, if the engine demand power is not in the middle of the sequence of engine discrete powers, the engine discrete power will be biased to one side, resulting in a large deviation between the optimization range and the actual demand, and invalid discretization.

[0124] Specifically, when the engine demand power is located in the middle of the sequence of engine discrete powers, the discrete number corresponding to the engine demand power is different according to the total number of discrete powers M. Therefore, before discretizing the engine demand power, the HCU needs to determine the discrete number corresponding to the engine demand power.

[0125] In one possible implementation, the first discrete number corresponding to the engine demand power is determined according to the number M, including:

[0126] In the case where the number M is odd, the first discrete number is determined as the central discrete number of the M discrete numbers;

[0127] In the case where the number M is even, the first discrete number is determined as any one of the two middle discrete numbers of the M discrete numbers.

[0128] It should be understood that in general, the discrete numbers in the sequence are arranged in a certain order, such as from large to small or from small to large. The embodiments of the present application take the arrangement order from small to large as an example to illustrate the determination process of the first discrete number.

[0129] Specifically, when M is odd, the engine discrete power corresponding to the central discrete number of the M discrete numbers is in the middle position of the engine discrete power sequence. Therefore, the HCU can determine the first discrete number as the central discrete number of the M discrete numbers. The M discrete numbers are the M discrete IDs, and the central discrete number is the median of the M discrete IDs.

[0130] For example, if the M discrete numbers are 0, 1, 2, 3, 4, 5, 6, 7, and 8, the central discrete number is 4, and the first discrete number corresponding to the engine demand power is 4.

[0131] For another example, if the M discrete numbers are 15, 17, 19, 21, and 23, the central discrete number is 19, and the first discrete number corresponding to the engine demand power is 19.

[0132] When M is even, the two intermediate discrete IDs are generally two discrete numbers used to calculate the median after the M discrete numbers are arranged in ascending or descending order. The engine discrete power associated with the two intermediate discrete IDs is in the middle position of the engine discrete power sequence. Therefore, the HCU can determine the first discrete number as any one of the two intermediate discrete numbers of the M discrete numbers.

[0133] For example, if the M discrete numbers are 0, 1, 2, 3, 4, 5, 6, 7, 8, and 9, the first discrete number corresponding to the engine demand power can be 4 or 5.

[0134] In the above technical solution, when the engine demand power is discretely processed, the first discrete number of the engine demand power can be flexibly determined by the parity of the number M, so as to ensure that the engine demand power falls in the middle region of the discrete sequence, ensure that the engine demand power is always discretized around the engine demand power in the subsequent discrete process, avoid a large deviation between the optimization range and the actual demand, and ensure the accuracy of the optimization result.

[0135] After the first discrete number corresponding to the engine demand power is determined, the engine demand power is the engine initial discrete power corresponding to the first discrete number.

[0136] Before discretization, the technician can set a preset discrete step in advance. The preset discrete step refers to the power difference of the engine initial discrete power corresponding to two adjacent discrete numbers. Optionally, the preset discrete step can be 10kw.

[0137] It should be understood that in the discretization process, the number difference between two adjacent discrete numbers can be fixed to ensure the symmetry of the expansion around the engine demand power.

[0138] Based on this, for any one second discrete number except the first discrete number in the M discrete numbers, the technician can also pre-mark the number of preset discrete steps corresponding to the second discrete number according to the number difference between the second discrete number and the first discrete number, and pre-mark the variation trend of the M engine initial discrete powers with the discrete number. Optionally, the variation trend of the M engine initial discrete powers with the discrete number can be that the M engine initial discrete powers decrease with the increase of the discrete number, or the M engine initial discrete powers increase with the increase of the discrete number.

[0139] For example, the M discrete numbers are 0, 1, 2, 3, 4, 5, 6, 7, and 8 respectively. If the first discrete number is 4. The number of preset discrete steps corresponding to any one second discrete number can be: the number of preset discrete steps corresponding to discrete number 3 and discrete number 5 is 1; the number of preset discrete steps corresponding to discrete number 2 and discrete number 6 is 2; the number of preset discrete steps corresponding to discrete number 1 and discrete number 7 is 3; the number of preset discrete steps corresponding to discrete number 0 and discrete number 8 is 4. In addition, if the variation trend of the M engine initial discrete powers with the discrete number is that the M engine initial discrete powers decrease with the increase of the discrete number, then the M engine initial discrete powers corresponding to the M discrete numbers can be represented by the following expressions respectively:

[0140] The engine initial discrete power corresponding to discrete number 0 = engine demand power + preset discrete step * 4;

[0141] The engine initial discrete power corresponding to discrete number 1 = engine demand power + preset discrete step * 3;

[0142] The engine initial discrete power corresponding to discrete number 2 = engine demand power + preset discrete step * 2;

[0143] The engine initial discrete power corresponding to discrete number 3 = engine demand power + preset discrete step * 1;

[0144] The engine initial discrete power corresponding to discrete number 4 = engine demand power;

[0145] The engine initial discrete power corresponding to discrete number 5 = engine demand power - preset discrete step * 1;

[0146] The engine initial discrete power corresponding to discrete number 6 = engine demand power - preset discrete step * 2;

[0147] The engine initial discrete power corresponding to discrete number 7 = engine demand power - preset discrete step * 3;

[0148] The engine initial discrete power corresponding to the discrete number 8 = the engine demand power - preset discrete step * 4.

[0149] For any second discrete number except the first discrete number in the M discrete numbers, when the HCU discretizes, the HCU can calculate the difference between the first discrete number and the second discrete number to obtain a number difference value. Based on the positive or negative of the number difference value, the HCU can determine whether the change trend is increasing or decreasing when the discrete number changes from the first discrete number to the second discrete number. When the number difference value is positive, it means that the second discrete number is smaller than the first discrete number; when the number difference value is negative, it means that the second discrete number is greater than the first discrete number.

[0150] Based on the change trend of the M engine initial discrete powers with the discrete number in the pre-calibration, the HCU can determine the change trend when the discrete number changes from the first discrete number to the second discrete number based on the positive or negative of the number difference value, and determine the size relationship between the engine demand power corresponding to the first discrete number and the engine initial discrete power corresponding to the second discrete number based on the change trend.

[0151] For example, if the M engine initial discrete powers decrease with the increase of the discrete number. Taking the positive number difference value as an example, the second discrete number is smaller than the first discrete number, which means that the engine initial discrete power corresponding to the second discrete number is greater than the engine demand power.

[0152] Further, the HCU can calculate the engine initial discrete power corresponding to the second discrete number in combination with the corresponding relationship between the number difference value and the number of preset discrete steps.

[0153] By calculating the engine initial discrete power for any second discrete number in the above manner, the M engine initial discrete powers can be obtained after the discretization is completed. Taking the arrangement order of the M discrete numbers as an example, the engine discrete power sequence composed of the M engine initial discrete powers can be represented as: {P1, P2, P3, P4, P5, … P M}.

[0154] In particular, if the start and stop of the engine need to be considered during the discretization of the engine demand power, the minimum value in the above M engine initial discrete powers can be corrected to 0. The HCU can determine whether to consider the start and stop of the engine by determining the state of the calibration switch.

[0155] In the technical solution, when the engine demand power is discretized, the engine demand power is ensured to be the center discrete power of M engine initial discrete powers, so that the discrete sequence is gradually expanded based on the actual demand power, the expansion is avoided to be only on one side during the discretization process, and the optimization range is ensured to be closely combined with the current working condition. In addition, the number of preset discrete steps is determined by the number difference, so that the deviation of each initial discrete power and the center discrete power can be quickly identified, and the power discretization efficiency is improved.

[0156] In step 102, M discrete parameter sets corresponding to M discrete numbers are determined according to M engine initial discrete powers. The discrete parameter set includes the discretization result of the engine working parameter and the discretization result of the battery working parameter.

[0157] After obtaining the M engine initial discrete powers through step 101, the HCU can further determine M discrete parameter sets corresponding to M discrete numbers.

[0158] Each discrete parameter set includes the discretization result of the engine working parameter and the discretization result of the battery working parameter.

[0159] Optionally, the engine working parameter includes the engine speed, the engine torque and the engine power, and the battery working parameter includes the battery power. Correspondingly, the discretization result of the engine working parameter includes the engine discrete speed, the engine discrete torque and the engine target discrete power. The engine target discrete power is obtained by correcting the engine initial discrete power. The discretization result of the battery working parameter includes the battery target discrete power, and the battery target discrete power is obtained by correcting the battery initial discrete power. The determination processes of the two discretization results are introduced below.

[0160] In other words, for any one of the M discrete parameter sets, the discrete parameter set corresponds to a unique discrete number, and the discrete set includes the engine target discrete power, the engine discrete torque, the engine discrete speed and the battery target discrete power corresponding to the discrete number.

[0161] The engine target discrete power, the engine discrete torque, the engine discrete speed and the battery target discrete power corresponding to the discrete number are indirectly calculated from the engine initial discrete power corresponding to the discrete number.

[0162] The determination process of the discrete parameters in one discrete parameter set is taken as an example when the determination process of the M discrete parameter sets is introduced. The determination processes of the other M-1 discrete parameter sets are the same, and will not be described herein.

[0163] (1) Determination process of engine discrete parameters in any discrete parameter set.

[0164] In a possible implementation, the discrete parameter set includes an engine target discrete power, an engine discrete rotating speed and an engine discrete torque; the M discrete parameter sets corresponding to the M discrete numbers are determined according to the M engine initial discrete powers, including:

[0165] For any one of the M engine initial discrete powers, the minimum value of the engine initial discrete power and the maximum engine power is determined as an intermediate discrete power;

[0166] The engine target discrete power is determined as the maximum value of the intermediate discrete power and the minimum engine power;

[0167] The engine discrete rotating speed is determined from the engine optimal working curve in the series mode according to the engine target discrete power;

[0168] The engine discrete torque is determined according to the engine target discrete power and the engine discrete rotating speed.

[0169] It should be understood that after the M engine initial discrete powers are obtained, for any one of the M engine initial discrete powers, in order to avoid the engine working in an invalid interval exceeding the hardware capability or system requirement after discretization, the HCU needs to correct the engine initial discrete power.

[0170] Specifically, the HCU can correct the engine initial discrete power by the maximum engine power and the minimum engine power. The maximum engine power is an upper limit constraint power of the engine determined based on the throttle opening and the vehicle speed. In the embodiment of the application, the skilled person can pre-calibrate the maximum engine power corresponding to different throttle openings and vehicle speeds. The throttle opening and the vehicle speed are positively correlated with the maximum engine power, that is, the larger the throttle opening and the vehicle speed, the larger the maximum engine power.

[0171] The minimum engine power can be obtained based on the minimum power generation and the generator efficiency, specifically, the minimum engine power is the minimum power generation divided by the generator efficiency. The minimum power generation refers to the minimum electric power required by the system, that is, the target value of the minimum electric power output by the generator. The minimum engine power is the minimum mechanical power required to be output by the engine. The generator efficiency refers to the energy conversion efficiency of the generator. The engine drives the generator to generate electricity in the series mode, and the conversion efficiency of this process is the generator efficiency.

[0172] For example, the HCU can calculate the minimum power generation by the following three aspects. First, according to the wheel speed corresponding to the current vehicle speed, combined with the mechanical loss of the transmission system, the minimum electric power required for the drive motor to maintain the current vehicle speed is calculated; second, the real-time power consumption of the air conditioner, the vehicle lamp, the electronic control system and other vehicle-mounted devices is accumulated. Third, it is judged whether the battery SOC is lower than the preset power (for example, 20%). When the battery SOC is less than or equal to the preset power, it means that the battery is in a low power state, at this time, the additional battery power compensation power needs to be considered, so the minimum power generation is the sum of the above three kinds of demand power. When the battery SOC is greater than the preset power, it means that the battery SOC is relatively saturated, and the minimum power generation is the sum of the demand power in the above first and second cases.

[0173] After obtaining the minimum power generation, the HCU calculates the minimum engine power in combination with the known generator efficiency.

[0174] The HCU can compare the above-mentioned initial discrete engine power with the maximum engine power, determine the minimum value of the two as the intermediate discrete power, and then compare the intermediate discrete power with the minimum engine power, determine the maximum value of the two as the engine target discrete power obtained after the initial discrete engine power is corrected. By taking the minimum value of the initial discrete engine power and the maximum engine power and the maximum value of the minimum engine power, it can be ensured that the engine target discrete power is always between the maximum engine power and the minimum engine power.

[0175] After obtaining the engine target discrete power corresponding to the initial discrete engine power, the HCU can obtain the engine discrete speed corresponding to the engine target discrete power according to the pre-calibrated optimal working curve of the engine in series mode.

[0176] The optimal working curve, also known as the engine high-efficiency curve, is a curve between engine power and engine speed. The horizontal coordinate of the curve is the engine speed, and the vertical coordinate is the engine power. The optimal working curve reflects the power interval that the engine can achieve the highest fuel efficiency at different speeds.

[0177] Further, the HCU can calculate the engine discrete torque in the discrete parameter set according to the engine target discrete power and the engine discrete speed in the discrete parameter set, and the relationship among the engine power, the engine speed and the engine torque.

[0178] The corresponding relationship among the engine power, the engine speed and the engine torque can be represented by the following formula (4).

[0179] Formula (4)

[0180] In formula (4),

[0181] N : the engine discrete torque corresponding to any one discrete number M, unit: Newton-meter (N·m);

[0182] P : the engine target discrete power corresponding to the discrete number M, unit: kilowatt (kw);

[0183] n : the engine target discrete speed corresponding to the discrete number M, unit: revolutions per minute (rpm).

[0184] In the above technical solution, after obtaining the M engine initial discrete powers, the engine initial discrete powers are respectively taken small with the maximum engine power and taken large with the minimum engine power, so as to ensure that the engine target discrete power falls within the legal power interval of the engine, avoid engine overload caused by too high engine power, and also avoid too low power to prevent the engine from entering the idle low efficiency area. Further, based on the engine target discrete power and the optimal working curve, the engine discrete speed and the engine discrete torque are calculated, so as to forcibly make the working point of the engine in the high efficiency area, and provide reliable data guarantee for subsequent discrete optimization.

[0185] (2) Determination process of the battery discrete parameter in any discrete parameter set.

[0186] In a possible implementation manner, the discrete parameter set includes the engine target discrete power and the battery target discrete power; the M discrete parameter sets corresponding to the M discrete numbers are determined according to the M engine initial discrete powers, including:

[0187] The battery actual power, the electric drive system efficiency and the previous engine demand power are obtained;

[0188] For any one of the M engine initial discrete powers, the minimum value of the engine initial discrete power and the maximum engine power is determined as the intermediate discrete power;

[0189] The engine target discrete power is determined as the maximum value of the intermediate discrete power and the minimum engine power;

[0190] The relative engine discrete power is obtained by subtracting the previous engine demand power from the engine target discrete power;

[0191] The battery initial discrete power is obtained by summing the relative engine discrete power and the battery actual power;

[0192] The battery target discrete power is determined according to the battery initial discrete power, the relative engine discrete power, the battery actual power and the electric drive system efficiency.

[0193] It should be understood that the energy transmission path in series mode is: engine → generator → electric energy (battery / direct power supply) → drive motor → wheels. After the power of the engine flows to the generator as generated power, there are mainly three uses, one part is used for drive motor power, one part is used for vehicle-mounted electrical appliance power, and the other part is used for battery charging and discharging power. Among them, the power demand of the drive motor and the vehicle-mounted electrical appliance is generally relatively stable in a short time, so it can be considered that the power of these two parts is temporarily unchanged. Therefore, only the battery charging and discharging power will cause the engine demand power to change.

[0194] Based on this, the HCU needs to determine the power change of the engine according to the last engine power demand and the currently calculated engine power, that is, to determine the battery power change during this period.

[0195] Specifically, the HCU can first calculate the last engine demand power through the above formula (4) by using the last engine demand speed and the last engine demand torque.

[0196] The process of the above engine target discrete power is described above, and will not be repeated here.

[0197] For the engine target discrete power in the previously determined discrete parameter set, when determining the battery target discrete power in the discrete parameter set, the HCU can subtract the last engine demand power and the engine target discrete power to obtain the relative engine discrete power corresponding to the engine target discrete power, and then determine the battery demand power corresponding to the engine discrete power through the relative engine discrete power, thereby obtaining the battery target discrete power. Among them, the battery demand power affects the change of the engine demand power, therefore, the relative engine discrete power is the change amount of the battery demand power.

[0198] It should be noted that the last engine demand power is also a single value. When determining the M discrete parameter sets, the HCU subtracts the last engine demand power from each engine target discrete power to obtain M relative engine discrete powers.

[0199] In order to calculate the battery demand power at the current time, the HCU needs to first obtain the battery actual power at the current time. For example, the HCU can calculate the battery actual power according to the current current and voltage of the battery.

[0200] The HCU can sum the battery actual power and the relative engine discrete power to obtain the battery initial discrete power.

[0201] It should be noted that the battery actual power represents the working power of the battery at the current moment, and is also a single value. In determining the M discrete parameter sets, the HCU is to sum the battery actual power with the M relative engine discrete powers respectively to obtain M battery initial discrete powers.

[0202] The above calculation of the battery initial discrete power does not take into account the electric drive system efficiency. In combination with the aforementioned energy transmission path in the series mode, the electric drive system efficiency refers to the total transmission and conversion loss of electric energy in the energy path of generator → battery → drive motor → wheel, which is a known parameter.

[0203] In consideration of the energy loss, the HCU needs to correct the battery initial discrete power to obtain the final battery target discrete power.

[0204] Specifically, the HCU can determine whether the battery is charging or discharging based on the battery initial discrete power, and further determine the battery target discrete power in combination with the relative engine discrete power, the battery actual power and the electric drive system efficiency.

[0205] In a possible implementation, the battery target discrete power is determined according to the battery initial discrete power, the relative engine discrete power, the battery actual power and the electric drive system efficiency, including:

[0206] In the case where the battery initial discrete power is negative, the relative engine discrete power and the electric drive system efficiency are multiplied to obtain a first power; and the battery target discrete power is determined as the sum of the first power and the battery actual power.

[0207] In the case where the battery initial discrete power is positive, the relative engine discrete power and the electric drive system efficiency are divided to obtain a second power; and the battery target discrete power is determined as the sum of the second power and the battery actual power.

[0208] The following still takes the correction process of an arbitrary battery initial discrete power as an example to introduce the process of correcting the battery initial discrete power to obtain the corresponding battery target discrete power.

[0209] In the correction process, according to the positive and negative of the battery initial discrete power, the role of the battery in the energy transmission path is also different, and the corresponding electric drive system efficiency also has different meanings.

[0210] When the battery initial discrete power is negative, it indicates that the battery is charging. When the battery is charging, the energy transmission path is specifically engine → generator → electric energy → drive motor + battery. In this case, the electric drive system efficiency refers to the conversion efficiency from the generator to the battery.

[0211] When the initial battery discrete power is positive, it means that the battery is discharging. When the battery is discharging, the energy transmission path is engine→ generator→ electric energy + battery→ electric energy→ jointly supply driving motor. In this case, the electric drive system efficiency refers to the conversion efficiency between the battery and the driving motor.

[0212] Based on the above two cases, when the battery is charging, the actual power received by the battery = power of the engine × generator efficiency × electric drive system efficiency. In the process of converting the mechanical energy of the engine into the electric energy of the generator, the generator efficiency is involved. Since the engine and the generator are often directly coupled, the generator efficiency is generally high, and the loss in this process is small, so it can be ignored.

[0213] Based on this, after the relative engine discrete power is calculated, the HCU can multiply the relative engine discrete power by the electric drive system efficiency to obtain the relative change power of the battery, i.e., the first power. Further, the HCU sums the first power and the current actual power of the battery to obtain the target discrete power of the battery.

[0214] When the battery is discharging, in order to ensure that the demand power at the wheel end does not change, the power generated by the generator and the power generated by the battery discharging both act on the wheel. When the demand power at the wheel end is ensured to be unchanged, the change of the engine power needs to be compensated by the battery discharging. In the case of not considering the generator efficiency, the relative engine discrete power needs to be compensated to the demand power at the wheel end by the battery discharging. Therefore, the HCU can divide the relative engine discrete power by the electric drive system efficiency to obtain the relative change power of the battery, i.e., the second power. Further, the HCU sums the second power and the current actual power of the battery to obtain the target discrete power of the battery.

[0215] In the above technical solution, the vehicle can accurately calculate the target discrete power of the battery through the energy transmission path and power interaction of the battery in different charging and discharging states, and provide a reliable data basis for the subsequent instantaneous equivalent fuel consumption.

[0216] Therefore, through the above step 102, the HCU can obtain all the parameters in any one discrete parameter set, i.e., the target discrete power of the engine, the discrete speed of the engine, the discrete torque of the engine, and the target discrete power of the battery.

[0217] For the above four parameters in each discrete parameter set, the above processing method can be used to obtain M discrete parameter sets.

[0218] Step 103, determining the target working parameters of the engine according to the M discrete parameter sets, and the equivalent fuel consumption of the vehicle is the smallest when the engine runs at the target working parameters.

[0219] The HCU determines the target working parameters of the engine according to the M discrete parameter sets based on the optimization principle of the ECMS, specifically by calculating the equivalent fuel consumption of the HCU. The optimization purpose is to find the engine working parameters that ensure the minimum equivalent fuel consumption as the target working parameters.

[0220] Based on this, when determining the target working parameters of the engine, the HCU can first calculate the equivalent fuel consumption corresponding to the M discrete parameter sets respectively, and then further determine the target working parameters of the engine.

[0221] In a possible implementation, the discrete parameter set includes an engine target discrete power, a battery target discrete power, an engine discrete speed, and an engine discrete torque; and the HCU determines the target working parameters of the engine according to the M discrete parameter sets, including:

[0222] For any one of the M discrete parameter sets, the HCU obtains a target equivalent factor corresponding to the discrete parameter set;

[0223] The HCU determines a target brake specific fuel consumption according to the engine discrete speed and the engine discrete torque;

[0224] The HCU determines an engine instantaneous fuel consumption according to the engine target discrete power and the target brake specific fuel consumption;

[0225] The HCU determines a battery instantaneous equivalent fuel consumption according to the battery target discrete power and the target equivalent factor;

[0226] The HCU determines a total instantaneous equivalent fuel consumption corresponding to a third discrete number according to the engine instantaneous fuel consumption and the battery instantaneous equivalent fuel consumption, the third discrete number being a discrete number corresponding to the discrete parameter set;

[0227] The HCU determines the target working parameters of the engine according to the M total instantaneous equivalent fuel consumptions corresponding to the M discrete numbers, the M engine discrete speeds, and the M engine discrete torques.

[0228] The total instantaneous equivalent fuel consumption is the equivalent fuel consumption in the foregoing, which is the sum of the engine instantaneous fuel consumption and the battery instantaneous equivalent fuel consumption.

[0229] In the energy management strategy based on the ECMS, the equivalent factor is a coefficient for converting the charging and discharging energy of the battery into the equivalent fuel consumption of the engine. Since each discrete parameter set includes a battery target discrete power, each discrete parameter set corresponds to a target equivalent factor.

[0230] Specifically, when calculating the equivalent fuel consumption corresponding to M discrete parameter sets, for any one of the discrete parameter sets, the instantaneous fuel consumption of the engine corresponding to the discrete parameter set can be calculated first based on the engine target discrete power in the discrete parameter set. Then, the instantaneous equivalent fuel consumption of the battery can be determined based on the battery target discrete power in the discrete parameter set and the target equivalent factor corresponding to the discrete parameter set. Finally, the two are added together to obtain the total instantaneous equivalent fuel consumption corresponding to the discrete parameter set.

[0231] The following section will introduce the calculation process of instantaneous fuel consumption of an engine in any set of discrete parameters.

[0232] Specifically, the calculation process of the instantaneous fuel consumption of an engine corresponding to any discrete parameter set can be represented by the following formula (5).

[0233] Formula (5)

[0234] In formula (5):

[0235] Engine instantaneous fuel consumption, unit: kilograms per second (kg / s);

[0236] P eng ( t ): The target discrete power of the engine in this set of discrete parameters, in kilowatts (kW).

[0237] BSFC Brake Specific Fuel Consumption (BSFC), also known as brake fuel consumption rate, is measured in grams per kilowatt-hour (g / kWh).

[0238] Specifically, this application provides two methods for calculating instantaneous engine fuel consumption: real-time calculation and offline calculation.

[0239] In real-time calculations, technicians can pre-calibrate the BSFC pulse spectrum (Map) as the BSFC changes with engine speed and engine torque during the engine calibration phase.

[0240] When it is necessary to calculate the instantaneous fuel consumption of the engine corresponding to the current discrete parameter set, the HCU can determine the BSFC, i.e., the target braking fuel consumption rate, based on the engine discrete speed and engine discrete torque in the discrete parameter set.

[0241] Based on this, the HCU can determine the instantaneous fuel consumption of the engine corresponding to the discrete parameter set by using the engine target discrete power and the acquired BSFC.

[0242] In order to improve the calculation efficiency, the off-line and real-time combined engine instantaneous fuel consumption calculation method is adopted in the embodiment of the present application when the engine instantaneous fuel consumption is determined based on the above formula (5).

[0243] In the off-line calculation, the BSFC under different set intake temperatures can be determined by the technicians in advance considering the influence of different intake temperatures. For each set intake temperature, the technicians can calibrate different engine instantaneous fuel consumptions under the set intake temperature in combination with different engine torques and different engine speeds, and obtain the Map of the engine torque, the engine speed and the engine instantaneous fuel consumption under each intake temperature.

[0244] The following Tables 1 to 4 are the exemplary tables of the corresponding relationship of the engine torque, the engine speed and the engine instantaneous fuel consumption under several different intake temperatures provided by the embodiment of the present application.

[0245] Table 1

[0246]

[0247] Exemplarily, as shown in Table 1, it is an exemplary table of the corresponding relationship of the engine torque, the engine speed and the engine instantaneous fuel consumption under the intake temperature of 25℃. Wherein, X represents the engine speed (rpm); Y represents the engine torque (N·m). The unit of the engine instantaneous fuel consumption in Table 1 is kg / h, which needs to be further converted to keep consistent with the unit in formula (4).

[0248] Table 2

[0249]

[0250] Exemplarily, as shown in Table 2, it is an exemplary table of the corresponding relationship of the engine torque, the engine speed and the engine instantaneous fuel consumption under the intake temperature of 35℃. Wherein, X represents the engine speed (rpm); Y represents the engine torque (N·m). The unit of the engine instantaneous fuel consumption in Table 2 is kg / h, which needs to be further converted to keep consistent with the unit in formula (4).

[0251] Table 3

[0252]

[0253] Exemplarily, as shown in Table 3, it is an exemplary table of the corresponding relationship of the engine torque, the engine speed and the engine instantaneous fuel consumption under the intake temperature of 45℃. Wherein, X represents the engine speed (rpm); Y represents the engine torque (N·m). The unit of the engine instantaneous fuel consumption in Table 3 is kg / h, which needs to be further converted to keep consistent with the unit in formula (4).

[0254] Table 4

[0255]

[0256] As an example, a schematic table of the corresponding relationship between engine torque, engine speed and engine instantaneous fuel consumption at an intake temperature of 55℃ is shown in Table 4. In Table 4, X represents engine speed (rpm) and Y represents engine torque (N.m). The unit of engine instantaneous fuel consumption in Table 4 is kg / h, which needs to be further converted to be consistent with the unit in formula (4).

[0257] Therefore, when calculating the engine instantaneous fuel consumption based on the discrete parameter set in Tables 1 to 4 above, the HCU can obtain the current intake temperature, determine which Map needs to be queried, and then determine the corresponding engine instantaneous fuel consumption based on the Map and the engine discrete speed and engine discrete torque in the discrete parameter set.

[0258] In addition to calculating the engine instantaneous fuel consumption by formula (5) above, the HCU can also determine the engine instantaneous fuel consumption based on the engine target discrete power, engine thermal efficiency and fuel heat value. The engine thermal efficiency refers to the efficiency of converting thermal energy generated by fuel combustion into mechanical energy, which affects the fuel economy of the vehicle. The calculation formula in this way is shown in formula (6) below.

[0259] Formula (6)

[0260] In formula (6), the following applies:

[0261] : engine instantaneous fuel consumption, unit: kilograms per second (kg / s);

[0262] P eng ( t ): engine target discrete power in the discrete parameter set, unit: kilowatts (kw);

[0263] Q lhv : fuel heat value, unit: kilojoules per kilogram (kJ / kg), for example, the value is 43000.

[0264] η eng ( t ): engine thermal efficiency, dimensionless.

[0265] The following describes the calculation process of the battery instantaneous equivalent fuel consumption in any one discrete parameter set.

[0266] When calculating the instantaneous equivalent fuel consumption of the battery, it is necessary to first calculate the target equivalent factor corresponding to the discrete parameter set. Specifically, the formula for calculating the instantaneous equivalent fuel consumption of the battery is shown in formula (7) below.

[0267] Formula (7)

[0268] In formula (7):

[0269] Battery instantaneous equivalent fuel consumption, unit: kilograms per second (kg / s);

[0270] P batt ( t ): The target discrete power of the battery in this set of discrete parameters, in kilowatts (kW).

[0271] Q lhv Fuel calorific value, unit: kilojoules per kilogram (kJ / kg), for example, a value of 43000.

[0272] S ( t ): Initial equivalent factor;

[0273] P ( soc ): Penalty function for the initial equivalent factor.

[0274] The aforementioned target equivalence factor is the product of the initial equivalence factor and the penalty function of the initial equivalence factor.

[0275] The reason for using a penalty function to correct the initial equivalence factor is that the initial equivalence factor equates battery charging and discharging power to fuel consumption, without considering the long-term balance of battery SOC. If the battery SOC is too high or too low, it will affect the energy distribution between the engine and the battery. Therefore, in this embodiment, the initial equivalence factor needs to be further corrected based on the battery SOC.

[0276] The process of determining the initial equivalence factor will be introduced below.

[0277] Specifically, this application provides two methods for determining the initial equivalence factor, as shown in formulas (8) to (9) below.

[0278] Formula (8)

[0279] Formula (9)

[0280] In formulas (8) to (9):

[0281] S t ): initial equivalent factor;

[0282] S chg t ): initial equivalent factor in charging condition, a calibratable value related to driving condition;

[0283] S dis t ): initial equivalent factor in discharging condition, a calibratable value related to driving condition;

[0284] : average efficiency of engine, a calibratable value related to driving condition;

[0285] : average efficiency of General Motors (GM) motor generator, a calibratable value related to driving condition;

[0286] : average efficiency of battery charging, a calibratable value related to driving condition;

[0287] : average efficiency of battery discharging, a calibratable value related to driving condition;

[0288] P batt : battery target discrete power in the discrete parameter set, in unit of kilowatt (kw).

[0289] In the determination of the initial equivalent factor based on the above formula (8) to formula (9), the application embodiment can pre-set a flag switch of the calculation mode of different initial equivalent factors. When the flag switch corresponding to formula (8) is 1, the initial equivalent factor is calculated by the mode provided by formula (8). When the flag switch corresponding to formula (9) is 1, the initial equivalent factor is calculated by the mode provided by formula (9).

[0290] No matter formula (8) or formula (9), the initial equivalent factor is a pre-calibratable value related to the driving condition.

[0291] Specifically, when the initial equivalent factor is calculated by the mode provided by formula (8), the HCU can determine whether the current battery is charging or discharging through the battery target discrete power in the discrete parameter set. Based on this, the HCU can determine the initial equivalent factor corresponding to the discrete parameter set in combination with the current driving condition.

[0292] ​​​When the initial equivalent factor is calculated in the manner provided by formula (9), the average efficiency of the engine, the average efficiency of the GM motor generator, the average efficiency of the battery charging, and the average efficiency of the battery discharging are all drivable values related to the driving condition. The HCU can determine whether the current battery is charging or discharging through the battery target discrete power in the discrete parameter set. Based on this, the HCU can determine the above four efficiency parameters in combination with the current driving condition, and calculate the initial equivalent factor corresponding to the discrete parameter set.

[0293] After introducing the initial equivalent factor, the determination process of the penalty function of the initial equivalent factor is introduced below. Specifically, the calculation formula of the penalty function provided by the embodiments of the present application can be represented by the following formula (10).

[0294] Formula (10)

[0295] In formula (10), the following applies:

[0296] SOC Tar : target SOC;

[0297] SOC ECMSmin1 , SOC ECMSmin2 : minimum value of the SOC interval in which the ECMS works under different scenarios, which is calibratable;

[0298] SOC ECMSmax1 , SOC ECMSmax2 : maximum value of the SOC interval in which the ECMS works under different scenarios, which is calibratable;

[0299] n : exponential coefficient of the penalty function, which is calibratable, and generally takes a value of 3;

[0300] SOC : current SOC of the battery;

[0301] offset switch : SOC offset of the switching condition between the two sections of the piecewise penalty function, which is a pre-calibration value. When the battery SOC is high, offset switch takes a value of offset switchup ; when the battery SOC is low, offset switch takes a value of offset switchdown .

[0302] Based on the above formula (10), it can be seen that when the battery SOC is low, the penalty function is 2 times, that is, the value in the absolute value is close to 1. When the battery SOC is high, the penalty function is 0 times, that is, the value in the absolute value is close to 1.

[0303] It should be noted that the current SOC of the battery corresponding to the M discrete parameter sets is a single value, and the penalty function is only related to the current SOC of the battery. Therefore, the penalty functions of the initial equivalent factors corresponding to the M discrete parameter sets are the same, and the initial equivalent factors corresponding to the M discrete parameter sets may be different based on the different target discrete powers of the battery in the discrete parameter sets.

[0304] Therefore, through the current SOC of the battery, the HCU can determine the penalty function.

[0305] After obtaining the initial equivalent factor and the penalty function of the currently calculated discrete parameter set, the HCU can substitute them into formula (7) to obtain the battery instantaneous equivalent fuel consumption corresponding to the discrete parameter set.

[0306] Therefore, after obtaining the battery instantaneous equivalent fuel consumption and the engine instantaneous fuel consumption corresponding to any one discrete parameter set, the HCU can determine the total instantaneous fuel consumption corresponding to the discrete parameter set based on the battery instantaneous equivalent fuel consumption and the engine instantaneous fuel consumption.

[0307] In a possible implementation, the total instantaneous equivalent fuel consumption corresponding to the third discrete number is determined according to the engine instantaneous fuel consumption and the battery instantaneous equivalent fuel consumption, including:

[0308] The engine instantaneous fuel consumption is corrected to obtain a corrected engine instantaneous fuel consumption;

[0309] The corrected engine instantaneous fuel consumption and the battery instantaneous equivalent fuel consumption are summed to obtain the total instantaneous equivalent fuel consumption corresponding to the third discrete number.

[0310] The above third discrete number is the discrete number corresponding to the discrete parameter set.

[0311] It should be understood that after obtaining the engine instantaneous fuel consumption, in order to ensure the accuracy of the engine instantaneous fuel consumption, the engine instantaneous fuel consumption needs to be further corrected to make the engine instantaneous fuel consumption more consistent with the actual running state of the vehicle.

[0312] After correcting the engine instantaneous fuel consumption, the HCU can sum the corrected engine instantaneous fuel consumption and the battery instantaneous equivalent fuel consumption to obtain the total instantaneous equivalent fuel consumption corresponding to the third discrete number.

[0313] Specifically, the process of correcting the engine instantaneous fuel consumption by the embodiment of the present application is as follows.

[0314] In a possible implementation, the engine instantaneous fuel consumption is corrected to obtain a corrected engine instantaneous fuel consumption, including:

[0315] In a case where the engine discrete speed is less than a first preset speed, or the engine discrete torque is less than or equal to a preset torque, if the engine discrete speed is greater than a second preset speed, the intermediate instantaneous fuel consumption is determined as the preset start instantaneous fuel consumption, the second preset speed is less than the first preset speed; if the engine discrete speed is less than or equal to the second preset speed, the intermediate instantaneous fuel consumption is determined as the preset stop instantaneous fuel consumption.

[0316] In a case where the engine discrete speed is greater than or equal to the first preset speed, and the engine discrete torque is greater than the preset torque, the intermediate instantaneous fuel consumption is determined as the engine instantaneous fuel consumption.

[0317] According to the atmospheric pressure, a correction factor of the intermediate instantaneous fuel consumption is determined.

[0318] The corrected engine instantaneous fuel consumption is determined as a product of the intermediate instantaneous fuel consumption and the correction factor of the intermediate instantaneous fuel consumption.

[0319] When the engine instantaneous fuel consumption is corrected, the engine discrete speed, the engine discrete torque and the current atmospheric pressure in the discrete parameter set are mainly relied on.

[0320] Specifically, for any one discrete parameter set, when the engine discrete speed in the discrete parameter set is less than a first preset speed, or the engine discrete torque is less than or equal to a preset torque, it is indicated that the engine instantaneous fuel consumption needs to be corrected. Optionally, the first preset speed is 1000 rpm, and the preset torque is 0 N·m.

[0321] The reason why the engine instantaneous fuel consumption needs to be corrected in the above scenario is that when the engine discrete speed is less than 1000 rpm, or the engine discrete torque is less than or equal to 0 N·m, it is indicated that the engine is in a non-stable or non-effective operating condition. In this case, the original engine instantaneous fuel consumption deviates from the actual situation. Therefore, the engine instantaneous fuel consumption needs to be corrected to make the engine instantaneous fuel consumption more consistent with the real running state of the engine.

[0322] For example, after any one of the above two conditions is met, the HCU can compare the engine discrete speed with a second preset speed, the second preset speed is less than the first preset speed, and optionally, the second preset speed is 100 rpm.

[0323] If the engine discrete speed is greater than the second preset speed, it indicates that the engine has just started to fire and the speed has not yet stabilized to idle speed, so the HCU needs to correct the engine instantaneous fuel consumption to a calibrated starting process fuel consumption value (i.e., a preset starting instantaneous fuel consumption), that is, to obtain the intermediate instantaneous fuel consumption. Alternatively, the preset starting instantaneous fuel consumption is 1.2 kg / h or 0.000333 kg / s.

[0324] If the engine discrete speed is less than or equal to the second preset speed, it indicates that the engine speed is very low and is about to stop, and the fuel injection system has stopped fuel supply or only maintains the minimum fuel injection, and the actual instantaneous fuel consumption of the engine is close to 0 kg / s. The HCU needs to correct the engine instantaneous fuel consumption to a calibrated stop instantaneous fuel consumption (i.e., a preset stop instantaneous fuel consumption), that is, to obtain the intermediate instantaneous fuel consumption. Alternatively, the preset stop instantaneous fuel consumption is 0 kg / h or 0 kg / s.

[0325] On the contrary, when the engine discrete speed is greater than or equal to 1000 rpm and the engine discrete torque is greater than 0 N·m, the HCU determines that the engine is in a stable and effective operating condition, and directly determines the engine instantaneous fuel consumption as the intermediate instantaneous fuel consumption.

[0326] After the engine instantaneous fuel consumption is corrected by the speed and torque, the HCU can further correct the intermediate instantaneous fuel consumption again in combination with the atmospheric pressure.

[0327] Specifically, the embodiment of the present application provides a schematic table of correction factors corresponding to different atmospheric pressures, as shown in Table 5 below.

[0328] Table 5

[0329]

[0330] As shown in Table 5, for example, it can be seen that the greater the atmospheric pressure, the smaller the correction factor. The reason is that the atmospheric pressure directly affects the intake efficiency of the engine, thereby affecting the fuel consumption of the engine. The higher the atmospheric pressure, the more sufficient the intake, and the lower the actual fuel consumption of the engine under the same working condition, so a smaller correction factor is needed to match the actual fuel consumption.

[0331] Therefore, after obtaining the intermediate instantaneous fuel consumption, the HCU can multiply the intermediate instantaneous fuel consumption by the correction factor determined based on the atmospheric pressure to obtain the final corrected engine instantaneous fuel consumption.

[0332] It should be noted that since the atmospheric pressure is the actual atmospheric pressure value at the current moment, it is a global parameter of the current environment. Therefore, the correction factors of the intermediate instantaneous fuel consumption corresponding to the M discrete parameter sets are all the same. Since the intermediate instantaneous fuel consumption corresponding to different discrete parameter sets may be different, the corrected engine instantaneous fuel consumption corresponding to different discrete parameter sets with different factors is also different.

[0333] In the above technical solution, after obtaining the engine instantaneous fuel consumption, the vehicle further corrects the engine instantaneous fuel consumption through the engine speed and the engine torque. When the engine speed is < the first preset speed or the engine torque is ≤ the preset torque, the engine is not in an effective operating state, and at this time the calculation of the engine instantaneous fuel consumption will be inaccurate. Based on this, when the vehicle further judges that the engine speed > the second preset speed, the calibrated start instantaneous fuel consumption is replaced to avoid underestimating the engine instantaneous fuel consumption; when the engine speed ≤ the second preset speed, the calibrated stop instantaneous fuel consumption is replaced to avoid calculating an unreasonable low fuel consumption or a negative fuel consumption.

[0334] On the basis of the above correction, the vehicle further corrects the engine instantaneous fuel consumption by using the atmospheric pressure, which can ensure that the fuel consumption can accurately reflect the real fuel consumption of the engine in different air pressure environments.

[0335] After obtaining the corrected engine instantaneous fuel consumption, the HCU can add the corrected engine instantaneous fuel consumption and the battery instantaneous equivalent fuel consumption to obtain the total instantaneous equivalent fuel consumption corresponding to the discrete parameter set, that is, the total instantaneous equivalent fuel consumption corresponding to the third discrete number. The third discrete number is the discrete number corresponding to the discrete parameter set.

[0336] By repeating the above steps, the HCU can obtain M total instantaneous equivalent fuel consumptions corresponding to M discrete numbers.

[0337] It should be understood that the purpose of optimization in series mode is to minimize the total instantaneous equivalent fuel consumption, and the engine fuel consumption can be described by the BSFC curve, which is completely determined by the engine torque and the engine speed. Therefore, optimization in series mode means finding the most suitable engine speed and engine torque.

[0338] Based on this, the HCU can determine the target working parameter based on the M total instantaneous equivalent fuel consumptions, the M engine discrete powers, and the M engine discrete torques.

[0339] The determination process of the target working parameter is as follows.

[0340] In one possible implementation, the target working parameter includes a target speed and a target torque, and the target working parameter is determined according to the M total instantaneous equivalent fuel consumptions corresponding to the M discrete numbers, the M engine discrete speeds, and the M engine discrete torques, including:

[0341] an oil heat value of the vehicle and a discrete abnormal handling parameter are obtained, the discrete abnormal handling parameter being determined based on a discrete value unavailable flag and a discrete value abnormal handling coefficient;

[0342] M Hamilton function values are determined based on the M total instantaneous equivalent fuel consumptions, the oil heat value and the discrete abnormal handling parameter;

[0343] a target discrete number is determined as a discrete number corresponding to a minimum value of the M Hamilton function values;

[0344] a target speed is determined as an engine discrete speed corresponding to the target discrete number in the M engine discrete speeds;

[0345] a target torque is determined as an engine discrete torque corresponding to the target discrete number in the M engine discrete torques.

[0346] Specifically, after obtaining the M total instantaneous equivalent fuel consumptions, the HCU can further calculate a Hamilton function value corresponding to each discrete number, and determine the target working parameter based on the M Hamilton function values.

[0347] Hamilton function value: used to represent a total equivalent consumption cost rate at a current time, which is a total cost index of the system at a specific time, considering the instantaneous fuel consumption and future cost brought by the current control decision.

[0348] The specific expression of the Hamilton function is shown in the following formula (11).

[0349] Formula (11)

[0350] In formula (11), the following applies:

[0351] H : Hamilton function value corresponding to any one discrete parameter set (or discrete number);

[0352] : total instantaneous equivalent fuel consumption corresponding to the discrete parameter set, unit: kg / s;

[0353] Q lhv : oil heat value, unit: kJ / kg;

[0354] : discrete abnormal handling parameter = discrete value unavailable flag x scalable discrete value abnormal penalty coefficient.

[0355] In the embodiments of the present application, a discrete value unavailable flag is set for each discrete parameter set in advance, which is used to automatically activate when a discrete value is abnormal.

[0356] Specifically, the expression of the discrete abnormality processing parameter means that, when calculating the Hamilton function value corresponding to any one discrete parameter set, if any one parameter or discrete value (for example, engine target discrete power, engine discrete speed, engine discrete torque, or battery target discrete power) in the discrete parameter set is abnormal (i.e., exceeds the constraint boundary, which can be calibrated in advance), the discrete value unavailable flag corresponding to the discrete parameter set is activated, i.e., the discrete value unavailable flag corresponding to the discrete parameter set is set to 1, indicating that the discrete value in the discrete parameter set is unavailable.

[0357] Further, the HCU multiplies the discrete value unavailable flag 1 with the calibratable discrete value abnormality penalty function coefficient to obtain a penalty term of the Hamilton function. Optionally, the calibratable discrete value abnormality penalty function coefficient can be 100000000.

[0358] The calibratable discrete value abnormality penalty function coefficient is set to be very large, which aims to make the penalty term as large as possible, so that the penalty term and the product of the total instantaneous equivalent fuel consumption and the fuel heat value in the first half of the formula are added to obtain a Hamilton function value of the discrete parameter set, which is an invalid result and is convenient for subsequent direct filtering.

[0359] On the contrary, when the discrete values in the discrete parameter set are normal, the discrete value unavailable flag corresponding to the discrete parameter set is 0, and the penalty term in the second half is 0, and the product of the total instantaneous equivalent fuel consumption and the fuel heat value is the Hamilton function value of the discrete parameter set.

[0360] Therefore, for any one discrete parameter set, the HCU can obtain the Hamilton function value corresponding to the discrete parameter set based on the total instantaneous equivalent fuel consumption, the fuel heat value, and the discrete abnormality processing parameter of the discrete parameter set, i.e., obtain M Hamilton function values corresponding to M discrete parameter sets, i.e., M Hamilton function values corresponding to M discrete numbers.

[0361] Further, the HCU can select the minimum value from the M Hamilton function values, and determine the discrete number corresponding to the minimum value, which is the discrete number corresponding to the target working parameter.

[0362] Based on the M engine discrete speeds and the M engine discrete torques in the M discrete parameter sets, the HCU can determine the target speed and the target torque respectively as the target working parameters of the engine.

[0363] In the technical solution, the total instantaneous equivalent fuel consumption and the fuel heat value are integrated by using the Hamilton function, and the energy consumption optimization is converted into the minimum value of the function value. In the calculation of the Hamilton function value, the discrete abnormal processing parameters are considered, and the invalid discrete values and Hamilton functions are directly filtered out, so that the problem of unreasonable target parameters caused by discrete values can be effectively avoided.

[0364] In the above target working parameter, the HCU directly takes the discrete number corresponding to the minimum value of the M Hamilton function values as the target discrete number. If the current actual discrete number of the vehicle is considered, the determination process of the target discrete number can be further optimized as follows.

[0365] In a possible implementation manner, the method further includes:

[0366] In the case that the target discrete value number is different from the actually applied discrete value number, the control target timer starts timing to obtain a timer time;

[0367] In the case that the timer time is greater than a calibration de-bouncing time, the actually applied discrete value number is switched to the target discrete value number, and the calibration de-bouncing time is related to engine torque increase or engine torque decrease.

[0368] The actually applied discrete value number is the actually applied discrete value number at the current time, that is, the discrete value number finally used in the last optimization process. The target discrete value number is the optimal solution discrete value number determined at the current time. If the actually applied discrete value number at the current time is the same as the optimal solution discrete value number, the HCU can take the target speed and the target torque determined in the first manner as the target working parameters.

[0369] If the actually applied discrete value number at the current time is different from the optimal solution discrete value number, in order to ensure the smooth response of the control strategy, the HCU controls the target timer to start timing to determine the discrete value number finally needed to be used this time.

[0370] Optionally, the types of the target timer include but are not limited to a de-bouncing timer, a filtering timer, and the like. Taking the de-bouncing timer as an example, the de-bouncing timer is a kind of timer used in a control system to filter short-term signal fluctuations and ensure the reliability of state switching.

[0371] The calibration de-bouncing time is a calibrated value, which is used to determine whether to switch the actually applied discrete value number to the target discrete value number.

[0372] The calibration de-bounce time is related to engine torque up or engine torque down. Specifically, first, the HCU determines whether the current engine is in a torque up state or a torque down state, and sets a shorter calibration de-bounce time in the case of the engine in the torque up state to make the response of torque up faster, and sets a longer calibration de-bounce time in the case of the engine in the torque down state to ensure smooth performance of the torque down process.

[0373] Specifically, when the timer time is greater than the calibration de-bounce time, the actual application discrete value number is switched to the target discrete value number. Further, in response to switching the actual application discrete value number to the target discrete value number, the target timer is reset, so as not to affect the next timing.

[0374] When the actual application discrete value number is switched to the target discrete value number, the target speed is the engine discrete speed corresponding to the target discrete value number in the M engine discrete speeds, and the target torque is the engine discrete torque corresponding to the target discrete value number in the M engine discrete torques.

[0375] Step 104, based on the target working parameter, controlling the engine to run in the series mode.

[0376] After obtaining the target speed and the target torque of the engine, when the HCU controls the engine to run, in order to ensure that the control of the engine meets the optimality, safety and stability, the HCU can further appropriately correct the target speed and the target torque to ensure the safety of the engine.

[0377] In a possible implementation, based on the target working parameter, controlling the engine to run in the series mode includes:

[0378] determining the minimum value of the target torque and the maximum engine torque as a first intermediate torque, determining the maximum value of the first intermediate torque and the minimum engine torque as a second intermediate torque, filtering the second intermediate torque based on the first calibration gradient parameter to obtain a corrected target torque, and

[0379] determining the minimum value of the target speed and the maximum engine speed as a first intermediate speed, determining the maximum value of the first intermediate speed and the minimum engine speed as a second intermediate speed, filtering the second intermediate speed based on the second calibration gradient parameter to obtain a corrected target speed.

[0380] based on the corrected target torque and the corrected target speed, controlling the engine to run in the series mode.

[0381] Wherein, the maximum engine torque is the maximum value of the engine torque allowed after using the ECMS, and is a calibratable value. The minimum engine torque is the minimum value of the engine torque allowed after using the ECMS, and is a calibratable value.

[0382] The first calibration gradient parameter is a parameter for filtering the second intermediate torque. Optionally, the first calibration gradient parameter can include but is not limited to a first rising gradient, a first falling gradient, etc. The corrected target torque is the torque finally used for controlling the engine.

[0383] Similarly, the maximum engine speed is the maximum value of the engine speed allowed after using the ECMS, and is a calibratable value. The minimum engine speed is the minimum value of the engine speed allowed after using the ECMS, and is a calibratable value.

[0384] The second calibration gradient parameter is a parameter for filtering the second intermediate speed demand. Optionally, the second calibration gradient parameter can include but is not limited to a second rising gradient, a second falling gradient, etc. The corrected target speed is the speed finally used for controlling the engine.

[0385] In the above technical solution, the target torque is limited by the maximum engine torque and the minimum engine torque, and the limited torque is filtered to obtain the corrected target torque, so that the accuracy of determining the engine torque is improved by double boundary constraints, the possibility of torque command mutation caused by discrete value number jump or driving condition fluctuation is reduced, and the reliability of power output is ensured, and the torque change is smoothed by gradient filtering.

[0386] The target speed is limited by the maximum engine speed and the minimum engine speed, and the limited speed is filtered to obtain the corrected target speed, so that the accuracy of determining the engine speed is improved by double boundary constraints, the possibility of speed command mutation caused by discrete value number jump or driving condition fluctuation is reduced, and the reliability of power output is ensured, and the speed change is smoothed by gradient filtering.

[0387] In order to facilitate understanding of the overall implementation process of the embodiments of the present application, the following will be introduced through the flowchart of the energy management method provided by the embodiments of the present application. Figure 2 The overall scheme of the embodiments of the present application is introduced.

[0388] Figure 2 is a schematic flowchart of another energy management method provided by the embodiments of the present application.

[0389] Exemplarily, as shown in the flowchart of the energy management method 200 provided by the embodiments of the present application. Figure 2 The method 200 includes the following steps 201 to 214.

[0390] Step 201, in the case that the working mode of the vehicle is the series mode, determining a first discrete number corresponding to the engine demand power according to the number M, so that the engine demand power is the central discrete power in the M engine initial discrete powers.

[0391] Step 202, for any second discrete number except the first discrete number in the M discrete numbers, the difference between the first discrete number and the second discrete number is obtained.

[0392] Step 203, determining the number of preset discrete steps according to the number difference.

[0393] Step 204, determining the second discrete number corresponding to the engine initial discrete power according to the number difference, the preset discrete step, the number of preset discrete steps and the engine demand power.

[0394] Step 205, for any engine initial discrete power in the M engine initial discrete powers, determining the engine discrete speed and the engine discrete torque according to the engine initial discrete power.

[0395] Step 206, obtaining the battery actual power, the electric drive system efficiency and the previous engine demand power.

[0396] Step 207, determining the battery target discrete power according to the engine target discrete power, the battery actual power and the electric drive system efficiency.

[0397] Step 208, for any discrete parameter set in the M discrete parameter sets, obtaining the target equivalent factor corresponding to the discrete parameter set.

[0398] Step 209, determining the engine instantaneous fuel consumption according to the engine discrete speed, the engine discrete torque and the engine target discrete power.

[0399] Step 210, determining the battery instantaneous equivalent fuel consumption according to the battery target discrete power and the target equivalent factor.

[0400] Step 211, determining the total instantaneous equivalent fuel consumption corresponding to the third discrete number according to the engine instantaneous fuel consumption and the battery instantaneous equivalent fuel consumption, the third discrete number being the discrete number corresponding to the discrete parameter set.

[0401] Step 212, determining the M Hamilton function values according to the M total instantaneous equivalent fuel consumptions, the fuel heat value and the discrete abnormal processing parameter.

[0402] Step 213, determining the target discrete number as the discrete number corresponding to the minimum value of the M Hamilton function values.

[0403] Step 214: Determine the target speed as the engine discrete speed corresponding to the target discrete number among M engine discrete speeds; determine the target torque as the engine discrete torque corresponding to the target discrete number among M engine discrete torques.

[0404] Steps 201 to 214 in the above method 200 have the same inventive concept as steps 101 to 104 in the aforementioned method 100. For details, please refer to the description in the aforementioned method 100, which will not be repeated here.

[0405] In summary, this embodiment of the application, when employing the ECMS strategy to ensure minimum equivalent fuel consumption, first discretizes the engine's required power to obtain M initial discrete power values ​​for the engine. Based on these M initial discrete power values, the vehicle calculates M discrete parameter sets and further solves for the engine's target operating parameters. During discretization, a basic required power value suitable for the current operating conditions is first determined, followed by a small amount of local discretization around this basic required power value, and the optimal engine parameters are obtained based on the local discretization results. The method of this embodiment reduces the workload of optimization by narrowing the discretization range. Furthermore, by pre-calculating the basic required power value suitable for the current operating conditions, the optimal parameters can be highly matched with the current vehicle operating conditions, ensuring the accuracy of the optimization results, thereby improving the vehicle's fuel economy, reducing engine fuel consumption, and optimizing the vehicle's energy distribution and energy conversion efficiency.

[0406] Figure 3 This is a schematic diagram of the structure of an energy management device provided in an embodiment of this application.

[0407] For example, such as Figure 3 As shown, the device 300 includes:

[0408] Discrete module 301 is used to discretize the engine power demand when the vehicle is in series mode to obtain M initial discrete power of the engine, where M is a positive integer greater than 1. The M initial discrete power of the engine includes the engine power demand, and each initial discrete power of the engine corresponds to a different discrete number.

[0409] The determining module 302 is used to determine M discrete parameter sets corresponding to M discrete numbers based on the initial discrete power of the M engines. The discrete parameter sets include the discretization results of the engine operating parameters and the discretization results of the battery operating parameters. The determining module is also used to determine the target operating parameters of the engine based on the M discrete parameter sets. When the engine runs at the target operating parameters, the equivalent fuel consumption of the vehicle is minimized.

[0410] The control module 303 is used to control the engine to operate in the series mode based on the target operating parameters.

[0411] In a possible implementation, the discrete module 301 is specifically configured to: determine, according to the quantity M, a first discrete number corresponding to the engine demand power, so that the engine demand power is a central discrete power in the M engine initial discrete powers; for any second discrete number except the first discrete number in the M discrete numbers, subtract the first discrete number from the second discrete number to obtain a number difference value; determine, according to the number difference value, a quantity of preset discrete steps; and determine, according to the number difference value, the preset discrete step, the quantity of preset discrete steps, and the engine demand power, an engine initial discrete power corresponding to the second discrete number.

[0412] In a possible implementation, the discrete module 301 is further configured to: in a case where the quantity M is odd, determine the first discrete number as a central discrete number in the M discrete numbers; and in a case where the quantity M is even, determine the first discrete number as any one of two middle discrete numbers in the M discrete numbers.

[0413] In a possible implementation, the discrete parameter set includes an engine target discrete power, an engine discrete rotating speed, and an engine discrete torque; and the determination module 302 is specifically configured to: for any engine initial discrete power in the M engine initial discrete powers, determine, as an intermediate discrete power, a minimum value of the engine initial discrete power and a maximum engine power; determine the engine target discrete power as a maximum value of the intermediate discrete power and a minimum engine power; determine, from the engine optimal working curve in the series mode, the engine discrete rotating speed according to the engine target discrete power; and determine the engine discrete torque according to the engine target discrete power and the engine discrete rotating speed.

[0414] In a possible implementation, the discrete parameter set includes an engine target discrete power and a battery target discrete power; and the determination module 302 is further configured to: obtain a battery actual power, an electric drive system efficiency, and a previous engine demand power; for any engine initial discrete power in the M engine initial discrete powers, determine, as an intermediate discrete power, a minimum value of the engine initial discrete power and a maximum engine power; determine the engine target discrete power as a maximum value of the intermediate discrete power and a minimum engine power; obtain a relative engine discrete power by subtracting the previous engine demand power from the engine target discrete power; obtain a battery initial discrete power by summing the relative engine discrete power and the battery actual power; and determine the battery target discrete power according to the battery initial discrete power, the relative engine discrete power, the battery actual power, and the electric drive system efficiency.

[0415] In a possible implementation, the determining module 302 is further configured to: in a case where the initial discrete power of the battery is negative, multiply the relative discrete power of the engine and the efficiency of the electric drive system to obtain a first power; determine the target discrete power of the battery as a sum of the first power and the actual power of the battery; in a case where the initial discrete power of the battery is positive, divide the relative discrete power of the engine by the efficiency of the electric drive system to obtain a second power; and determine the target discrete power of the battery as a sum of the second power and the actual power of the battery.

[0416] In a possible implementation, the set of discrete parameters includes a target discrete power of the engine, a target discrete power of the battery, a discrete speed of the engine, and a discrete torque of the engine; and the determining module 302 is further configured to: for any set of discrete parameters in the M sets of discrete parameters, obtain a target equivalent factor corresponding to the set of discrete parameters; determine a target brake specific fuel consumption corresponding to the set of discrete parameters according to the discrete speed of the engine and the discrete torque of the engine; determine an instantaneous fuel consumption of the engine according to the target discrete power of the engine and the target brake specific fuel consumption; determine an instantaneous equivalent fuel consumption of the battery according to the target discrete power of the battery and the target equivalent factor; determine a total instantaneous equivalent fuel consumption corresponding to a third discrete number according to the instantaneous fuel consumption of the engine and the instantaneous equivalent fuel consumption of the battery, the third discrete number being a discrete number corresponding to the set of discrete parameters; and determine the target working parameter according to M total instantaneous equivalent fuel consumptions corresponding to the M discrete numbers, M discrete speeds of the engine, and M discrete torques of the engine.

[0417] In a possible implementation, the determining module 302 is further configured to: correct the instantaneous fuel consumption of the engine to obtain a corrected instantaneous fuel consumption of the engine; and sum the corrected instantaneous fuel consumption of the engine and the instantaneous equivalent fuel consumption of the battery to obtain the total instantaneous equivalent fuel consumption corresponding to the third discrete number.

[0418] In a possible implementation, the determining module 302 is further configured to: in a case where the discrete speed of the engine is less than a first preset speed or the discrete torque of the engine is less than or equal to a preset torque, if the discrete speed of the engine is greater than a second preset speed, determine an intermediate instantaneous fuel consumption as a preset start instantaneous fuel consumption, the second preset speed being less than the first preset speed; if the discrete speed of the engine is less than or equal to the second preset speed, determine the intermediate instantaneous fuel consumption as a preset stop instantaneous fuel consumption; in a case where the discrete speed of the engine is greater than or equal to the first preset speed and the discrete torque of the engine is greater than the preset torque, determine the intermediate instantaneous fuel consumption as the instantaneous fuel consumption of the engine; determine a correction factor of the intermediate instantaneous fuel consumption according to an atmospheric pressure; and determine the corrected instantaneous fuel consumption of the engine as a product of the intermediate instantaneous fuel consumption and the correction factor of the intermediate instantaneous fuel consumption.

[0419] In a possible implementation, the target working parameter includes a target rotating speed and a target torque, and the determination module 302 is further configured to: obtain a fuel heat value of the vehicle and a discrete abnormality processing parameter, the discrete abnormality processing parameter being determined based on the discrete value unavailable flag and a discrete value abnormality processing coefficient; determine M Hamilton function values according to the M total instantaneous equivalent fuel consumptions, the fuel heat value and the discrete abnormality processing parameter; determine a target discrete number as a discrete number corresponding to a minimum value of the M Hamilton function values; determine the target rotating speed as an engine discrete rotating speed corresponding to the target discrete number in M engine discrete rotating speeds; and determine the target torque as an engine discrete torque corresponding to the target discrete number in M engine discrete torques.

[0420] Figure 4 is a structural schematic diagram of a vehicle provided by an embodiment of the present application.

[0421] For example, as shown in Figure 4 The vehicle 400 includes a memory 401 and a processor 402, where the memory 401 stores executable program code 4011, and the processor 402 is configured to invoke and execute the executable program code 4011 to perform an energy management method.

[0422] In addition, an apparatus provided by an embodiment of the present application can include a memory and a processor, where the memory stores executable program code, and the processor is configured to invoke and execute the executable program code to perform an energy management method provided by an embodiment of the present application.

[0423] The apparatus can be functionally divided into modules according to the above method examples, for example, each function module can be provided, or two or more functions can be integrated into one processing module, and the integrated module can be implemented in the form of hardware. It should be noted that the division of modules in the embodiment is illustrative, and is only a logical function division, and another division mode can be used in actual implementation.

[0424] In the case of dividing each function module according to each function, the apparatus can further include a discrete module, a determination module and a control module, etc. It should be noted that all related contents of each step involved in the above method embodiments can be referred to the function description of the corresponding function module, and will not be repeated here.

[0425] It should be understood that the apparatus provided by the embodiment is used to perform the above energy management method, and thus can achieve the same effect as the above implementation method.

[0426] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant program code.

[0427] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0428] 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 an energy management method provided in the above embodiments.

[0429] 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 an energy management method provided in the above embodiment.

[0430] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement an energy management method provided in the above embodiment.

[0431] 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.

[0432] 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.

[0433] In the embodiments of the present disclosure, it should be understood that the disclosed apparatus and method can be implemented in other ways. For example, the apparatus embodiments described above are merely schematic, and the division of the modules or units is merely a logical function division. In actual implementation, another division manner can be adopted, for example, a plurality of units or components can be combined or integrated into another apparatus, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the units shown or discussed can be indirect coupling or communication connection through some interfaces, apparatuses or units, and can be electrical, mechanical or in other forms.

[0434] The above merely illustrates the specific embodiments of the present disclosure, but the protection scope of the present disclosure is not limited thereto. Any person skilled in the art can easily think of the changes or replacements within the technical range disclosed by the present disclosure, which should be covered by the protection scope of the present disclosure. Therefore, the protection scope of the present disclosure should be subject to the protection scope of the claims.

Claims

1. An energy management method, characterized by, The method comprises: In the case that the working mode of the vehicle is the series mode, the engine demand power is discretized to obtain M initial discrete powers of the engine, M being a positive integer greater than 1, the M initial discrete powers of the engine including the engine demand power, each of the initial discrete powers of the engine corresponding to a different discrete number; According to the M initial discrete powers of the engine, M discrete parameter sets corresponding to the M discrete numbers are determined, the discrete parameter set including a discretized result of an engine working parameter and a discretized result of a battery working parameter; According to the M discrete parameter sets, a target working parameter of the engine is determined, and when the engine operates at the target working parameter, the equivalent fuel consumption of the vehicle is the minimum; Based on the target working parameter, the engine is controlled to operate in the series mode; The discrete parameter set includes an engine target discrete power and a battery target discrete power; and the determination of the M discrete parameter sets corresponding to the M discrete numbers according to the M initial discrete powers of the engine comprises: an actual battery power, an electric drive system efficiency and a previous engine demand power are obtained; for any one of the M initial discrete powers of the engine, the minimum value between the initial discrete power and the maximum engine power is determined as an intermediate discrete power; the engine target discrete power is determined as the maximum value between the intermediate discrete power and the minimum engine power; the relative engine discrete power is obtained by subtracting the previous engine demand power from the engine target discrete power; the battery initial discrete power is obtained by summing the relative engine discrete power and the actual battery power; the battery target discrete power is determined according to the battery initial discrete power, the relative engine discrete power, the actual battery power and the electric drive system efficiency.

2. The method of claim 1, wherein, The discretization of the engine demand power to obtain the M initial discrete powers of the engine comprises: a first discrete number corresponding to the engine demand power is determined according to the number M, so that the engine demand power is a central discrete power in the M initial discrete powers of the engine; for any second discrete number in the M discrete numbers except the first discrete number, a number difference value is obtained by subtracting the first discrete number from the second discrete number; the number of preset discrete steps is determined according to the number difference value; the initial discrete power of the engine corresponding to the second discrete number is determined according to the number difference value, the preset discrete step, the number of preset discrete steps and the engine demand power.

3. The method of claim 2, wherein, The determination of the first discrete number corresponding to the engine demand power according to the number M comprises: in the case that the number M is odd, the first discrete number is determined as the central discrete number of the M discrete numbers; in the case that the number M is even, the first discrete number is determined as any one of the middle two discrete numbers of the M discrete numbers.

4. The method of claim 1, wherein, The discrete parameter set comprises an engine target discrete power, an engine discrete rotating speed and an engine discrete torque; the M discrete parameter sets corresponding to the M discrete numbers are determined according to the M engine initial discrete powers, comprising: For any one of the M engine initial discrete powers, the minimum value between the engine initial discrete power and the maximum engine power is determined as an intermediate discrete power; The engine target discrete power is determined as the maximum value between the intermediate discrete power and the minimum engine power; The engine discrete rotating speed is determined from the engine optimal working curve in the series mode according to the engine target discrete power; The engine discrete torque is determined according to the engine target discrete power and the engine discrete rotating speed.

5. The method of claim 1, wherein, The battery target discrete power is determined according to the battery initial discrete power, the relative engine discrete power, the battery actual power and the electric drive system efficiency, comprising: In the case that the battery initial discrete power is negative, the relative engine discrete power and the electric drive system efficiency are multiplied to obtain a first power; the battery target discrete power is determined as the sum of the first power and the battery actual power; In the case that the battery initial discrete power is positive, the relative engine discrete power and the electric drive system efficiency are divided to obtain a second power; the battery target discrete power is determined as the sum of the second power and the battery actual power.

6. The method of claim 1, wherein, The discrete parameter set comprises an engine target discrete power, an engine target discrete power, an engine discrete rotating speed and an engine discrete torque; the target working parameter of the engine is determined according to the M discrete parameter sets, comprising: For any one of the M discrete parameter sets, a target equivalent factor corresponding to the discrete parameter set is obtained; The target brake specific fuel consumption corresponding to the discrete parameter set is determined according to the engine discrete rotating speed and the engine discrete torque; The engine instantaneous fuel consumption is determined according to the engine target discrete power and the target brake specific fuel consumption; The battery instantaneous equivalent fuel consumption is determined according to the battery target discrete power and the target equivalent factor; The total instantaneous equivalent fuel consumption corresponding to a third discrete number is determined according to the engine instantaneous fuel consumption and the battery instantaneous equivalent fuel consumption, the third discrete number being a discrete number corresponding to the discrete parameter set; The target working parameter is determined according to the M total instantaneous equivalent fuel consumptions corresponding to the M discrete numbers, the M engine discrete rotating speeds and the M engine discrete torques.

7. The method of claim 6, wherein, The total instantaneous equivalent fuel consumption corresponding to the third discrete number is determined according to the engine instantaneous fuel consumption and the battery instantaneous equivalent fuel consumption, comprising: The engine instantaneous fuel consumption is corrected to obtain a corrected engine instantaneous fuel consumption; The total instantaneous equivalent fuel consumption corresponding to the third discrete number is obtained by summing the corrected engine instantaneous fuel consumption and the battery instantaneous equivalent fuel consumption.

8. The method of claim 7, wherein, The correction of the engine instantaneous fuel consumption is to obtain a corrected engine instantaneous fuel consumption, including: In the case that the engine discrete speed is less than a first preset speed, or the engine discrete torque is less than or equal to a preset torque, if the engine discrete speed is greater than a second preset speed, the second preset speed is less than the first preset speed, the intermediate instantaneous fuel consumption is determined as a preset start instantaneous fuel consumption; if the engine discrete speed is less than or equal to the second preset speed, the intermediate instantaneous fuel consumption is determined as a preset stop instantaneous fuel consumption; In the case that the engine discrete speed is greater than or equal to the first preset speed, and the engine discrete torque is greater than the preset torque, the intermediate instantaneous fuel consumption is determined as the engine instantaneous fuel consumption; According to the atmospheric pressure, a correction factor of the intermediate instantaneous fuel consumption is determined; The corrected engine instantaneous fuel consumption is determined as a product of the intermediate instantaneous fuel consumption and the correction factor of the intermediate instantaneous fuel consumption.

9. The method of claim 6, wherein, The target working parameters include a target speed and a target torque, and the target working parameters are determined according to M total instantaneous equivalent fuel consumptions, M engine discrete speeds and M engine discrete torques corresponding to M discrete numbers, including: An oil heat value of the vehicle and a discrete abnormal processing parameter are acquired, the discrete abnormal processing parameter is determined based on a discrete value unavailable flag and a discrete value abnormal processing coefficient; M Hamilton function values are determined according to the M total instantaneous equivalent fuel consumptions, the oil heat value and the discrete abnormal processing parameter; A target discrete number is determined as a discrete number corresponding to a minimum value of the M Hamilton function values; The target speed is determined as an engine discrete speed corresponding to the target discrete number in the M engine discrete speeds; The target torque is determined as an engine discrete torque corresponding to the target discrete number in the M engine discrete torques.

10. An electronic device, comprising: The electronic device includes: 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 in any one of claims 1 to 9.

11. A vehicle characterized by comprising: The vehicle includes: 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 in any one of claims 1 to 9.

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