Energy management method and device of hybrid vehicle, hybrid vehicle and product

Abstract

The invention provides an energy management method and device of a hybrid vehicle, the hybrid vehicle and a product. The method comprises the following steps: acquiring a current battery charge SOC value, a whole vehicle state signal and a total torque request of the hybrid vehicle; the current battery charge SOC value is compared with a preset SOC segmentation threshold value, and the current SOC stage of the hybrid vehicle is determined; according to preset charging and discharging modes and the SOC stage, a target charging and discharging mode set is determined, and the preset charging and discharging modes comprise at least one charging mode and multiple discharging modes with different discharging priorities; according to the whole vehicle state signal and the total torque request, a target charging and discharging mode in a target charging and discharging mode set is determined, and the target charging and discharging mode is a target charging mode or a target discharging mode; and according to the target charging and discharging mode, torque distribution control is conducted on an engine and a motor of the hybrid vehicle, energy management of the hybrid vehicle is completed, and the energy management effectiveness of the hybrid vehicle is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle energy management technology, and in particular to an energy management method, device, hybrid vehicle, and product for hybrid vehicles. Background Technology

[0002] Hybrid vehicles require frequent switching between engine and electric motor operating modes during actual driving to achieve a balance between power output and energy recovery. However, existing energy management strategies struggle to achieve a dynamic balance between varying driving demands and battery health. Therefore, there is an urgent need for a control method that can dynamically adjust energy distribution based on real-time operating conditions, state of charge (SOC), and multiple objective requirements to improve overall vehicle performance.

[0003] Existing hybrid energy management strategies mainly achieve vehicle hybrid energy management by allocating the torque of the engine and motor through fixed logic, or by predicting power demand based on model prediction methods and real-time vehicle data.

[0004] However, the above management strategies cannot cope with complex and sudden operating conditions, reducing the effectiveness of energy allocation. Summary of the Invention

[0005] This application provides an energy management method, device, hybrid vehicle, and product for hybrid vehicles, in order to solve the technical problem that existing energy management strategies for hybrid vehicles cannot cope with complex and sudden operating conditions and have low energy distribution effectiveness.

[0006] In a first aspect, this application provides an energy management method for a hybrid vehicle, comprising:

[0007] Obtain the current battery charge SOC value, vehicle status signals, and total torque request of the hybrid vehicle;

[0008] The current battery charge SOC value is compared with a preset SOC segment threshold to determine the current SOC stage of the hybrid vehicle.

[0009] Based on the preset charging and discharging methods and the SOC stage, a target set of charging and discharging methods is determined, wherein the preset charging and discharging methods include at least one charging method and multiple discharging methods with different discharging priorities;

[0010] Based on the vehicle status signal and the total torque request, a target charging and discharging method is determined from the set of target charging and discharging methods. The target charging and discharging method is either a target charging method or a target discharging method.

[0011] Based on the target charging and discharging method, torque distribution control is performed on the engine and motor of the hybrid vehicle to complete the energy management of the hybrid vehicle.

[0012] Further, based on the vehicle status signal and the total torque request, the target charging / discharging mode in the target charging / discharging mode set is determined, including:

[0013] Based on the target set of charging and discharging methods, determine the execution conditions for each charging method in the target set of charging and discharging methods, as well as the priority order and execution conditions for each discharging method;

[0014] If the vehicle status signal and the total torque request satisfy any one of the execution conditions of each charging mode, then the target charging mode is determined.

[0015] If the vehicle status signal and the total torque request do not meet the execution conditions of each charging method, then according to the priority order and execution conditions of each discharging method, a target discharging method that satisfies the priority order and execution conditions of each discharging method is determined.

[0016] The target charging and discharging method is determined based on the target charging method and the target discharging method.

[0017] Furthermore, the charging method includes a first charging method and a second charging method, wherein the first charging method has a higher priority than the second charging method;

[0018] The first charging method is to perform energy recovery charging when the hybrid vehicle is coasting or braking;

[0019] The second charging method involves controlling the engine's operating point to rise to the lower limit of the OOL (Output Requirement) when the total torque request is less than the engine's optimal fuel consumption at the current speed, and using the remaining torque to drive the motor to generate electricity and charge the battery.

[0020] Furthermore, among the various discharge methods with different priority orders, the arrangement from high to low priority includes a first discharge method, a second discharge method, a third discharge method, a fourth discharge method, and a fifth discharge method;

[0021] The first discharge method is to control the motor to provide assist torque when the total torque request is greater than the external characteristic torque of the engine at the current speed;

[0022] The second discharge method is to control the motor to provide assist torque during the acceleration of the hybrid vehicle, and to disengage the assist based on preset disengagement conditions.

[0023] The third discharge method is to control the hybrid vehicle to drive in pure electric mode when the total torque request is less than the torque corresponding to the BSFCInc line where the specific fuel consumption of the engine starts to increase at the current speed.

[0024] The fourth discharge method is to control the engine's operating point to be lowered to the OOL line when the total torque request is greater than the engine's OOL line torque at the current speed, while the motor provides the remaining torque.

[0025] The fifth discharge method involves allocating the total torque request to the motor drive. If the motor's driving capability is insufficient, the engine will supplement it.

[0026] Furthermore, based on the preset charging / discharging method and the SOC stage, a target charging / discharging method set is determined, including:

[0027] Based on the preset charging and discharging methods, preset mapping relationship data is determined, wherein the preset mapping relationship data defines a subset of charging and discharging methods that are allowed to be executed in each SOC stage;

[0028] Based on the SOC stage, determine the target mapping relationship data corresponding to the SOC stage from the preset mapping relationship data;

[0029] Based on the target mapping relationship data, determine the target charging and discharging mode set.

[0030] Furthermore, the method also includes:

[0031] Calculate the first specific fuel consumption and the second specific fuel consumption based on the current speed of the generator and the total torque request;

[0032] The difference between the first specific fuel consumption and the second specific fuel consumption is calculated to obtain the specific fuel consumption difference.

[0033] When the difference in fuel consumption meets the preset difference requirement, the real-time torque point of the generator is determined;

[0034] Based on the real-time torque point of the generator, determine the torque corresponding to the BSFCInc line of the engine at the current speed;

[0035] Wherein, the first specific fuel consumption is the specific fuel consumption when the engine torque is set to be equal to the total torque request;

[0036] The second specific fuel consumption is the specific fuel consumption when the engine torque is set higher than the total torque request to generate charging torque.

[0037] Furthermore, before comparing the current battery charge SOC value with a preset SOC segmentation threshold to determine the current SOC stage of the hybrid vehicle, the method further includes:

[0038] Collect the current driving environment information of the hybrid vehicle;

[0039] Based on the current driving environment information, the preset SOC segment threshold is dynamically adjusted to complete the update of the preset SOC segment threshold.

[0040] Secondly, this application provides an energy management device for a hybrid vehicle, comprising:

[0041] The data acquisition module is used to acquire the current battery charge SOC value, vehicle status signals, and total torque request of the hybrid vehicle.

[0042] The SOC stage determination module is used to compare the current battery charge SOC value with a preset SOC segmentation threshold to determine the current SOC stage of the hybrid vehicle.

[0043] The charging and discharging mode set determination module is used to determine a target charging and discharging mode set based on a preset charging and discharging mode and the SOC stage, wherein the preset charging and discharging mode includes at least one charging mode and multiple discharging modes with different discharge priorities.

[0044] The charging / discharging mode determination module determines the target charging / discharging mode in the target charging / discharging mode set based on the vehicle status signal and the total torque request. The target charging / discharging mode is either the target charging mode or the target discharging mode.

[0045] The energy management module is used to control the torque distribution between the engine and motor of the hybrid vehicle according to the target charging and discharging method, thereby completing the energy management of the hybrid vehicle.

[0046] Thirdly, this application provides a hybrid vehicle, including: an engine, an electric motor, a battery, and an energy management device as described in any of the first aspects;

[0047] The energy management device is electrically connected to the engine, motor, and battery to perform energy management.

[0048] Fourthly, this application provides a computer program product including a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the energy management method as described in any of the first aspects.

[0049] This application provides an energy management method, device, hybrid vehicle, and product for hybrid vehicles. The method includes: acquiring the current battery charge (SOC) value, vehicle status signal, and total torque request of the hybrid vehicle; comparing the current battery charge (SOC) value with a preset SOC segmentation threshold to determine the current SOC stage of the hybrid vehicle; determining a target charging / discharging method set based on preset charging / discharging methods and the SOC stage, wherein the preset charging / discharging methods include at least one charging method and multiple discharging methods with different discharge priorities; determining a target charging / discharging method from the target charging / discharging method set based on the vehicle status signal and total torque request, wherein the target charging / discharging method is either a target charging method or a target discharging method; and performing torque distribution control on the engine and motor of the hybrid vehicle according to the target charging / discharging method to complete the energy management of the hybrid vehicle, thereby improving the effectiveness and scenario adaptability of the hybrid vehicle's energy management. Attached Figure Description

[0050] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0051] Figure 1 A flowchart illustrating an embodiment of the energy management method for hybrid vehicles provided in this application;

[0052] Figure 2 A schematic flowchart illustrating Embodiment 2 of the energy management method for hybrid vehicles provided in this application;

[0053] Figure 3 A flowchart illustrating Embodiment 3 of the energy management method for hybrid vehicles provided in this application;

[0054] Figure 4 A schematic diagram of the energy management device for the hybrid vehicle provided in this application.

[0055] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0056] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0057] This application applies to energy management of hybrid vehicles in complex driving scenarios, including urban congestion, highway cruising, continuous hill climbing, and rapid acceleration / deceleration. In a hybrid system, the coordinated control of the engine and motor needs to adapt to the dynamic changes in battery SOC (e.g., when SOC is too high, energy recovery should be prioritized; when SOC is too low, electricity should be generated by the engine to supplement the battery). Simultaneously, it needs to balance fuel economy (reducing fuel consumption), battery health (avoiding overcharging and over-discharging), and power responsiveness (meeting acceleration demands). For example, in urban congestion scenarios, frequent starts and stops require fuel consumption reduction through coasting energy recovery and motor assistance; while in highway cruising scenarios, the engine needs to operate at high efficiency, with the motor only providing auxiliary power during rapid acceleration.

[0058] The existing technologies for hybrid power energy management have the following problems: (1) Fixed rule dependence: Traditional strategies allocate energy based on static SOC thresholds (e.g., SOC>30% electricity consumption, SOC<20% fuel consumption), which cannot adapt to complex operating conditions. For example, in high-speed cruising scenarios, if the SOC is 25%, the system may force a switch to engine drive, causing the motor to be unable to provide timely assistance during rapid acceleration, affecting power responsiveness. (2) Multi-objective conflict: Single-objective optimization (e.g., fuel saving) may sacrifice battery life. For example, over-reliance on motor assistance during acceleration can lead to frequent high-current discharge of the battery, accelerating battery aging. (3) Energy conversion loss is not quantified: Existing solutions do not consider the dynamic changes in engine power generation efficiency and motor charging efficiency. For example, the engine has low power generation efficiency at low speeds. If the engine is forced to generate electricity to supplement the power, it will increase fuel consumption. (4) Insufficient scenario adaptability: Optimization algorithms that rely on historical data are difficult to cope with sudden operating conditions (e.g., rapid acceleration, continuous hill climbing), and do not design differentiated charging and discharging strategies for different SOC stages.

[0059] To address the aforementioned technical challenges, this application proposes an energy management strategy based on dynamic segmentation of battery SOC and multi-objective collaborative optimization. This strategy divides battery SOC into multiple stages, designs differentiated execution logic for the charging and discharging demands of each stage, and dynamically adjusts the motor assist threshold and torque distribution strategy by combining real-time calculations of the engine OOL line (optimal fuel consumption line) and the BSFCInc line (line indicating the start of increased fuel consumption). This achieves collaborative optimization of fuel economy, battery health, and power responsiveness. This technical solution overcomes the limitations of traditional fixed-rule or single-objective optimization by introducing multi-dimensional dynamic parameters (such as SOC stage, operating condition priority, and energy conversion efficiency) to construct closed-loop control logic, solving the problems of rigid energy distribution and poor scenario adaptability in existing technologies.

[0060] Figure 1 This is a schematic flowchart illustrating an embodiment of the energy management method for hybrid vehicles provided in this application. Figure 1 As shown, the method includes:

[0061] S101. Obtain the current battery charge SOC value, vehicle status signal, and total torque request of the hybrid vehicle.

[0062] Among them, SOC (State of Charge) refers to the battery's state of charge, which represents the percentage of the battery's remaining capacity. It is a core parameter for assessing the battery's energy state.

[0063] Vehicle status signals refer to a series of signals that reflect the real-time operating status of a vehicle, typically including but not limited to vehicle speed, accelerator pedal opening, brake pedal status, gear position, engine speed, motor speed, and vehicle acceleration.

[0064] Total torque request refers to the total drive or braking torque that the vehicle controller calculates based on driver operation (such as throttle and brake) and vehicle status, and that needs to be output by the power system (engine and / or motor).

[0065] In this step, the SOC data from the battery management system, as well as vehicle status signals from various sensors and controllers, are collected in real time via the vehicle bus (such as the CAN bus). The total torque request at the current moment is then calculated by the vehicle controller (VCU) or hybrid power controller (HCU). This provides real-time and accurate input for subsequent intelligent decision-making based on precise SOC segmentation and efficiency boundaries, ensuring the timeliness of the strategy response and the reliability of the decision-making basis.

[0066] S102. Compare the current battery charge SOC value with the preset SOC segment threshold to determine the current SOC stage of the hybrid vehicle.

[0067] Among them, the preset SOC segmentation threshold refers to a set of pre-set boundary values ​​used to divide the battery power range.

[0068] The State of Charge (SOC) stage is a discrete state identifier determined based on the threshold range into which the current battery charge SOC value falls. In this application, each stage corresponds to a differentiated energy management strategy.

[0069] In this embodiment, the preset SOC segmentation threshold can be set to 20%, 30%, 40%, 60%, and 80%. These thresholds divide the continuous range of SOC into multiple discrete stages (such as stage 0 to stage 5). Specifically, SOC ≤ 20 is stage 0; SOC ≤ 30 is stage 1; SOC ≤ 40 is stage 2; SOC ≤ 60 is stage 3; SOC ≤ 80 is stage 4; and SOC > 80 is stage 5.

[0070] Then, the real-time acquired current battery charge SOC value is compared with the preset SOC segment threshold. For example, if SOC=25%, it is greater than 20% but less than or equal to 30%, and is therefore determined to be in "Phase 1". This determination result can trigger the key switch for subsequent differentiated strategy selection.

[0071] This step eliminates the problems of existing technical solutions relying on fixed rules and single scenarios. By introducing a multi-level SOC dynamic segmentation mechanism, battery power management is upgraded from a "binary switch" to "multi-level adjustment", laying the foundation for flexible adaptation under complex working conditions in the future.

[0072] In another aspect of the embodiments of this application, that is, before this step, the method further includes: collecting the current driving environment information of the hybrid vehicle; dynamically adjusting the preset SOC segment threshold according to the current driving environment information, and completing the update of the preset SOC segment threshold.

[0073] Driving environment information refers to information about the vehicle's external environment and macroscopic operating scenarios, which can be obtained through GPS, navigation maps, vehicle-to-everything (V2X) networks, cameras, radar, etc., such as road type (highway, city, mountain road), real-time traffic congestion, slope information, weather conditions, etc.

[0074] Dynamically adjusting the preset SOC segment thresholds refers to adaptively modifying the SOC boundary values ​​used for segmentation based on the identified driving scenario. For example, in urban congestion scenarios, to encourage energy recovery, the initial threshold for "Phase 1" can be lowered from 30% to 25%.

[0075] Specifically, sensor fusion technology is used to identify the current driving scenario, and then preset adjustment rules are invoked based on the scenario identification results. For example, when the scenario is identified as "high-speed cruising", the threshold of the high SOC stage (such as stage 4) can be reduced from 80% to 75% to improve fuel economy, prompting the system to allow the engine to operate in the high-efficiency range for a longer period of time earlier; when the scenario is identified as "long downhill", the threshold of the charging stage can be increased to make full use of regenerative braking.

[0076] This application addresses the problems of existing technologies, such as their reliance on historical data for optimization and difficulty in adapting to different scenarios. Existing technologies often rely on historical statistics for optimization, which is insufficient for responding to real-time, ever-changing scenarios. This invention, through scene perception and dynamic adaptation to a segmented SOC strategy, endows the energy management strategy with "scene intelligence." It proactively predicts driving needs (such as the need for power on highways and energy saving in congested traffic) and adjusts the SOC management strategy in advance, thereby achieving better overall energy efficiency and battery life protection under various complex real-world road conditions, significantly improving the system's adaptability and robustness.

[0077] S103. Determine the target set of charging and discharging methods based on the preset charging and discharging methods and SOC stage.

[0078] Among them, the preset charging and discharging mode is a predefined specific mode logic for the coordinated operation of the engine and motor, including at least one charging mode and multiple discharging modes with different discharge priorities.

[0079] The target charge / discharge mode set refers to a set of charge / discharge modes that are allowed to be started or recommended to be used under the current determined SOC stage. It is a subset selected from the preset charge / discharge modes.

[0080] Furthermore, the charging methods include a first charging method and a second charging method, with the first charging method having a higher priority than the second charging method. Specifically, the first charging method involves energy recovery charging during the hybrid vehicle's coasting or braking; the second charging method involves raising the engine's operating point to the lower limit of the OOL (Out-of-Load) limit when the total torque request is less than the engine's optimal fuel consumption at the current speed, and using the remaining torque to drive the electric motor to generate electricity and charge the battery.

[0081] On the engine's universal characteristic curve, the torque point at which the fuel consumption rate (specific fuel consumption) is lowest at a certain speed is called the OOL point at that speed. The lower limit of the optimal fuel consumption OOL point refers to the lower limit of torque at that speed, where the specific fuel consumption begins to increase slightly relative to the OOL point but is still within the high-efficiency range.

[0082] In this embodiment, the selection of the charging method also has a priority: first, it is determined whether the first charging method (whether the vehicle is coasting or braking) is met. If not, it is then determined whether the second charging method (whether the total torque request is less than the lower limit torque at the current speed) is met. The essence of the second charging method is "oil-to-electricity conversion," but it ensures that the battery conversion process is completed within the relatively efficient range of the engine, thus taking into account the energy loss during the oil-to-electricity conversion process. This step introduces consideration of "energy loss during the oil-to-electricity conversion process." Existing technologies may simply perform forced charging without considering the engine's operating point efficiency during charging. The proposed second charging method, based on the lower limit of the OOL (Operating Hourly Rate), ensures that the active charging behavior occurs in the engine's efficient range, thereby minimizing energy loss during fuel-to-electricity generation and making fuel economy calculation and optimization more accurate.

[0083] On the other hand, among the various discharge methods with different priority orders, the arrangement from high to low priority includes the first discharge method, the second discharge method, the third discharge method, the fourth discharge method, and the fifth discharge method.

[0084] Specifically, the first discharge mode is to control the motor to provide assist torque when the total torque request is greater than the engine's external characteristic torque at the current speed; the second discharge mode is to control the motor to provide assist torque during hybrid vehicle acceleration and then disengage the assist based on preset disengagement conditions; the third discharge mode is to control the hybrid vehicle to drive in pure electric mode when the total torque request is less than the torque corresponding to the engine's specific fuel consumption starting to increase at the current speed (BSFCInc line); the fourth discharge mode is to control the engine to lower its operating point to the OOL line when the total torque request is greater than the engine's OOL line torque at the current speed, while the motor provides the remaining torque; the fifth discharge mode is to allocate all the total torque request to the motor drive, and if the motor's driving capacity is insufficient, the engine will supplement it.

[0085] Among them, the external characteristic torque of an engine refers to the maximum torque that an engine can output at a certain speed.

[0086] The BSFCInc line is the line where specific fuel consumption begins to increase. At a certain engine speed, when the engine's output torque falls below a certain value, its specific fuel consumption will increase significantly, entering the inefficient zone. The BSFCInc line is the torque boundary line that distinguishes the efficient and inefficient zones at that engine speed. Its calculation comprehensively considers the engine's universal characteristics and fuel-electric conversion efficiency.

[0087] OOL line torque refers to the torque value corresponding to the lowest specific fuel consumption (OOL point) of the engine at a certain speed.

[0088] Specifically, the discharge methods are also prioritized to ensure that critical needs (such as power) are met first. For example, the first discharge method (mandatory assistance) requires the electric motor to intervene when the required torque exceeds the engine's capacity limit, ensuring power output and solving the power issue. The second discharge method (acceleration assistance) provides electric motor assistance during acceleration to improve response, but has an intelligent exit condition that changes with SOC to protect the battery. The third discharge method (pure electric driving) is used when the required torque is very low, below the BSFCInc line, indicating that the engine would be in an extremely inefficient zone if it were to operate. In this case, the engine is shut off, and pure electric drive has the highest energy efficiency, directly optimizing fuel economy under low-load conditions. The fourth discharge method (engine efficiency optimization) actively adjusts the engine operating point to the most efficient OOL point when the required torque is high but the engine is in the high-efficiency zone (near the OOL line), with the insufficient torque being supplemented by the electric motor, ensuring that the engine always operates in the high-efficiency zone. The fifth discharge method (pure electric priority) prioritizes the use of the electric motor, and only uses the engine when necessary, which is beneficial for consuming electrical energy at high SOC.

[0089] This application constructs a "priority-based charging and discharging execution logic and torque allocation method." This priority logic system organically integrates multiple objectives such as "ensuring power," "saving fuel," and "protecting the battery" within a single decision framework. By introducing the OOL line and the BSFCInc line as key decision boundaries, torque allocation is upgraded from being based on empirical rules to real-time optimization based on an efficiency model, thereby improving the overall energy flow utilization efficiency of the vehicle.

[0090] S104. Based on the vehicle status signal and total torque request, determine the target charging and discharging method in the target charging and discharging method set.

[0091] The target charging / discharging method refers to the specific charging / discharging method that is ultimately selected and about to be executed at the current moment after condition judgment, including the target charging method or the target discharging method.

[0092] The specific steps are as follows: Based on the target set of charging and discharging methods, determine the execution conditions of each charging method in the target set of charging and discharging methods, as well as the priority order and execution conditions of each discharging method;

[0093] If the vehicle status signal and total torque request meet any one of the execution conditions for each charging method, then the target charging method is determined.

[0094] If the vehicle status signal and total torque request do not meet the execution conditions of each charging method, then the target discharge method that meets the priority order and execution conditions of each discharge method is determined according to the priority order and execution conditions of each discharge method.

[0095] Determine the target charging and discharging method based on the target charging and discharging methods.

[0096] For example, the system first determines the charging method in the target charging method set. For instance, it first checks whether the "first charging method" is satisfied (vehicle speed > 0 and brake pedal is depressed or accelerator is 0). If satisfied, the system immediately selects the target charging method and the process ends.

[0097] If no charging conditions are met, the process proceeds to discharge mode selection. Following the priority order defined in the target discharge mode set (e.g., first discharge mode > second discharge mode > third discharge mode > fourth discharge mode > fifth discharge mode), the execution conditions for each discharge mode are checked sequentially. For example, it checks if the "first discharge mode" (total torque request > engine external characteristic torque) is met. If it is, the target discharge mode is selected. If not, the process continues to select the next priority discharge mode.

[0098] If none of the methods in the target charging / discharging method set meet the conditions, the default strategy is executed, such as allocating all total torque requests to the engine.

[0099] This application process uses a rigorous, priority-based conditional judgment logic to transform the "strategy possibility set" determined in S103 into a unique "action" at the current moment, avoiding strategy conflicts and mode oscillations, and ultimately achieving a dynamic balance and synergistic improvement in fuel economy, power and battery life under multiple operating conditions.

[0100] S105. Based on the target charging and discharging method, perform torque distribution control on the engine and motor of the hybrid vehicle to complete the energy management of the hybrid vehicle.

[0101] Torque distribution control refers to calculating the specific torque (or power) values ​​that the engine and motor need to output respectively based on the algorithm or mapping relationship corresponding to the selected target charging and discharging method, and sending these instructions to the corresponding controllers (engine ECU, motor MCU) for execution.

[0102] For example, in this step, if the target mode is determined to be "fourth discharge mode", the control algorithm will: a) query the OOL line based on the current speed to obtain the target engine torque; b) subtract the target engine torque from the total torque request to obtain the torque required by the motor. The controller then generates and sends precise torque commands to drive the engine and motor to work together.

[0103] This step transforms all the aforementioned intelligent decisions (SOC segmentation, strategy set selection, and mode matching) into precise control actions on the powertrain. Through this step, the overall technical effect of improving vehicle economy, extending battery life, and ensuring power response is ultimately achieved.

[0104] In another aspect of this application's embodiments, the motor assist disengagement conditions can also be dynamically adjusted. Specifically, in the second discharge mode (acceleration assist), the disengagement conditions (such as "engine speed > speed threshold" or "assistance time > time threshold") are not fixed values. That is, the speed threshold and time threshold are dynamically adjusted according to the current SOC stage. The lower the SOC stage, the smaller the corresponding speed threshold and time threshold. For example, in stage 1 (low battery), motor assist may only intervene briefly during rapid acceleration and quickly disengage; while in stage 5 (high battery), motor assist can continue for a longer time or disengage at a higher speed.

[0105] This step embodies an "intelligent adjustment strategy for motor assist threshold based on SOC changes." It solves the problem in existing technologies where the motor assist disengagement condition is not dynamically adjusted according to SOC status, leading to an imbalance between battery life and power responsiveness. It achieves refined control: prioritizing battery protection and limiting discharge when the battery is low, while making fuller use of electrical energy to enhance the driving experience when the battery is high. This allows the system to achieve a dynamic and optimal balance between battery health and vehicle performance.

[0106] The hybrid vehicle energy management method provided in this application establishes a dynamic battery SOC segmentation mechanism and dynamically matches each SOC stage with a differentiated set of charging and discharging strategies. Simultaneously, it introduces the engine optimal fuel consumption line (OOL) and the specific fuel consumption increase line (BSFCInc) as key efficiency boundaries for torque distribution, and intelligently adjusts the motor assist disengagement conditions based on the SOC stage. Finally, through a priority-based conditional judgment logic, it selects the optimal charging and discharging method in real time and performs torque distribution. This method effectively solves the problems in existing technologies, such as strategy rigidity due to reliance on fixed rules, neglect of fuel-electric conversion losses, and difficulty in balancing multiple objectives and adapting to complex scenarios. Ultimately, it achieves significant benefits in improving the overall fuel economy of the vehicle, protecting the lifespan of the power battery, and ensuring the vehicle's power responsiveness.

[0107] Figure 2 This is a schematic flowchart illustrating Embodiment Two of the energy management method for hybrid vehicles provided in this application. Figure 2 As shown, in this embodiment... Figure 1 Based on the embodiments, and according to the preset charge / discharge methods and SOC stage, a target set of charge / discharge methods is determined, including:

[0108] S201. Determine the preset mapping relationship data according to the preset charging and discharging method.

[0109] The preset mapping relationship data is a data structure that establishes a one-to-one logical relationship between the SOC stage and the charge / discharge electron set, that is, it defines a subset of charge / discharge methods allowed to be executed in each SOC stage. Specifically, in the embodiments of this application, the preset mapping relationship data can be set as a lookup table or a relational database table.

[0110] A subset of charge / discharge methods refers to a smaller set of permitted methods selected and specified for a specific SOC stage from the full set of all preset charge / discharge methods (such as the first and second charging methods, and the first to fifth discharging methods).

[0111] This step is usually completed during the vehicle development phase. Based on a deep understanding of battery characteristics, engine efficiency, vehicle power and economic goals, a corresponding "allowed execution list" is manually defined or generated through optimization algorithms for each preset SOC stage (such as stage 0 to stage 5).

[0112] This step fundamentally solves the problem of rigid strategies caused by existing technologies' reliance on fixed rules. Existing technologies may only switch to charging mode when the State of Charge (SOC) is below a certain value and to discharging mode when it is above another value, resulting in a simplistic strategy. This step, however, pre-builds this refined mapping relationship data, transforming complex, multi-objective energy management logic into a clear, configurable, and easily maintainable data structure. This gives the strategy a high degree of structure and scalability, providing solid data support for subsequent flexible and intelligent real-time decision-making.

[0113] S202. Based on the SOC stage, determine the target mapping relationship data corresponding to the SOC stage from the preset mapping relationship data.

[0114] The target mapping relationship data refers to a set of data records in the preset mapping relationship data that match the currently determined SOC stage (determined by step S102). It specifies the specific charging and discharging strategy permissions under the current stage.

[0115] Specifically, this step is a rapid "table lookup" or "indexing" process. The controller has already obtained the current SOC stage (e.g., "Stage 2") in step S102. In this step, using this SOC stage as the "key," the controller directly queries the preset mapping relationship data established in S201. Through matching, the corresponding data row, i.e., the "target mapping relationship data," is quickly retrieved. For example, if the current stage is 2, the retrieved target data would be: allowed charging mode subset = {first charging mode}, allowed discharging mode subset = {first discharging mode, second discharging mode}.

[0116] This application achieves efficient and low-latency mapping from "battery status" to "policy permissions." It avoids complex online calculations and rule reasoning, resolving the issues of poor real-time performance and high controller computational load that may result from complex algorithms in existing technologies. By using a lookup table method, the policy range can be determined within microseconds, ensuring the immediacy of energy management policy responses. This is crucial for driving conditions requiring rapid torque response (such as rapid acceleration and emergency braking), guaranteeing vehicle dynamic performance and driving safety.

[0117] S203. Determine the target charging and discharging mode set based on the target mapping relationship data.

[0118] The target charging and discharging mode set is the set of all charging and discharging modes that are allowed to be used under the current SOC stage, which are parsed from the target mapping relationship data.

[0119] Specifically, after obtaining the target mapping relationship data, the "allowed charging mode subset" and the "allowed discharging mode subset (including priority)" are directly extracted from it, and these two subsets are combined or treated as a whole to define the "target charging and discharging mode set" at the current moment. For example, for stage 2, the target charging and discharging mode set is: {first charging mode, first discharging mode, second discharging mode}, and the first discharging mode has a higher priority than the second.

[0120] This application process finalizes the strategy scope, resolving the deterministic and consistency issues during strategy execution. By explicitly limiting the currently available strategy scope to a predefined set strongly correlated with SOC, the risk of executing inappropriate or conflicting strategies across different battery charge ranges (e.g., incorrectly executing high-power pure electric driving at extremely low battery levels) is avoided. This ensures that energy management behavior remains consistent with the battery's physical state and safety boundaries, thereby systematically protecting battery health and ensuring the reliability and stability of vehicle energy flow control.

[0121] The hybrid vehicle energy management method provided in this application pre-constructs and stores "pre-defined mapping relationship data" that defines the correspondence between SOC stages and subsets of charging and discharging methods. During runtime, it quickly looks up "target mapping relationship data" based on the real-time SOC stage, thereby clarifying the "target set of charging and discharging methods." This series of methods digitizes and modularizes complex energy management logic. It transforms high-level energy management strategies into clear, configurable data structures, greatly enhancing the flexibility, maintainability, and scalability of the strategies, fundamentally overcoming the rigidity of fixed-rule strategies. By using an efficient table lookup and indexing mechanism to replace complex online calculations, it significantly reduces the real-time computational load on the controller, ensuring rapid response of strategy decisions and improving system real-time performance. Through data mapping, it strictly limits the strategy execution boundaries under each SOC stage, ensuring that energy management behavior always matches the battery state, enhancing the determinism and reliability of control, and providing a stable and efficient implementation framework for the coordinated optimization of vehicle economy, power performance, and battery life.

[0122] Figure 3 This is a flowchart illustrating Embodiment 3 of the energy management method for hybrid vehicles provided in this application. Figure 3 As shown, in this embodiment... Figure 1 In addition to the embodiments, it also includes:

[0123] S301. Calculate the first specific fuel consumption and the second specific fuel consumption based on the current speed and total torque request of the generator.

[0124] The first specific fuel consumption refers to the specific fuel consumption value of the engine at the current engine speed, assuming the engine works alone and its output torque is exactly equal to the total torque request of the vehicle.

[0125] The second specific fuel consumption refers to the specific fuel consumption value of the engine at the current engine speed, assuming the engine is operating at a higher torque point. This torque not only meets the total torque requirement but also has a surplus torque to drive the electric motor to generate electricity (i.e., generate charging torque).

[0126] The core calculations in this application are for comparing the economics of switching from gasoline to electric power. First, the current engine speed and total torque request are obtained in real time.

[0127] (1) Calculate the first specific fuel consumption (BSFC1): Using the current speed and total torque request as coordinate points, query the pre-stored engine universal characteristic data (or through interpolation algorithm) to directly obtain the specific fuel consumption value BSFC1 at this operating point. This represents the theoretical fuel consumption of the "engine-driven, no charging" scheme.

[0128] (2) Calculate the second specific fuel consumption (BSFC2): First, a higher candidate engine torque point needs to be determined. This point can usually be selected as the lower limit torque of the optimal fuel consumption line (OOL) at the current speed, or a high-efficiency torque point calculated based on the efficiency model that is higher than the total torque request. Then, using the current speed and the higher candidate engine torque point as coordinate points, the universal characteristic data is queried to obtain the specific fuel consumption value BSFC2 at this operating point. This represents the theoretical fuel consumption of the "engine working efficiently and charging simultaneously" scheme.

[0129] This step directly addresses and solves the technical problem of existing technologies that "fail to consider energy losses during the oil-to-electric conversion process, leading to biased calculations of fuel economy." Existing technologies often simply compare the energy consumption of direct engine drive and pure electric drive when making mode decisions, ignoring the efficiency changes in the intermediate state of "engine drive + charging." This application's embodiment, by simultaneously calculating and comparing "direct drive fuel consumption (BSFC1)" and "drive-and-charge fuel consumption (BSFC2)," quantifies the energy gains and losses of the oil-to-electric conversion process itself in the decision model for the first time, providing a precise data foundation for determining when charging is globally economical.

[0130] S302. Calculate the difference between the first and second specific fuel consumption to obtain the specific fuel consumption difference.

[0131] Among them, the specific fuel consumption difference ΔBSFC refers to the arithmetic difference between the second specific fuel consumption and the first specific fuel consumption. The sign and magnitude of this difference directly reflect the fuel economy advantages and disadvantages of the "drive and charge" scheme compared to the "direct drive" scheme.

[0132] This step transforms the economic comparison between two operating points into a single, definable scalar value, solving the problem of traditional methods lacking quantitative evaluation standards. By calculating the difference, it is possible to clearly and unambiguously determine whether increasing engine torque to recharge requires additional fuel costs (ΔBSFC > 0) or actually saves fuel because the engine moves into a more efficient operating range (ΔBSFC < 0).

[0133] S303. When the difference between the fuel consumption and the fuel consumption meets the preset difference requirement, determine the real-time torque point of the generator.

[0134] The preset difference requirement refers to a pre-set threshold condition used to determine whether ΔBSFC has reached a critical point requiring attention or action. In this embodiment, the preset difference requirement is ΔBSFC≥0, meaning that when the second fuel consumption ratio is greater than or equal to the first fuel consumption ratio, it is considered that "driving and charging" no longer has a fuel economy advantage, or even begins to deteriorate.

[0135] The real-time torque point refers to the engine torque value that meets the preset difference requirement (i.e., ΔBSFC ≥ 0 for the first time) at the current speed. This real-time torque point is the specific value of the BSFCInc line at that speed.

[0136] In this step, the calculated ΔBSFC is compared with a preset requirement. For example, an iterative or search algorithm is used, starting from the torque point equal to the total torque request, and gradually increasing the assumed engine torque. For each step increase, steps S301 and S302 are repeated to calculate the new ΔBSFC. The iteration stops the instant ΔBSFC changes from negative to greater than or equal to 0. The corresponding engine torque at this point is the critical torque point that satisfies the condition of "specific fuel consumption begins to increase" at the current engine speed, which is the value of the BSFCInc line at that engine speed.

[0137] This step is crucial for dynamically determining the "specific fuel consumption increase line (BSFCInc line)," resolving the issue of fixed or vaguely defined efficiency boundaries in existing technologies. Existing technologies may use a fixed low torque threshold as the pure electric switching point. However, this application's embodiment uses online real-time calculations to find the precise inflection point where the efficiency gains from increased torque charging just disappear. This inflection point (BSFCInc line) is a dynamic efficiency boundary related to the current total torque request and the engine's real-time state, making it more accurate and adaptive than any fixed threshold.

[0138] S304. Based on the real-time torque point of the generator, determine the torque corresponding to the BSFCInc line of the engine at the current speed.

[0139] The torque corresponding to the BSFCInc line refers to the real-time torque point determined by S303. It defines the engine's operating condition at the current speed. When the required torque is lower than this value, the engine will operate in an inefficient zone when running alone, making pure electric driving or stopping the engine more economical. When the required torque is higher than this value, the engine operates in the economic zone and can participate in driving or charging.

[0140] This step stores and outputs the critical torque value calculated in S303 as a data point of a key data line—the "BSFCInc line"—at the current speed. Simultaneously, the above S301-S304 process is repeated at different speeds to construct or update the entire BSFCInc curve.

[0141] This step ultimately outputs a key efficiency benchmark to guide high-level energy management decisions, transforming complex fuel economy calculations into a clear and actionable control boundary (BSFCInc line). This line is directly used in steps S103 and S104 to determine the discharge mode (especially the condition for the third discharge mode, "pure electric driving"). By using this real-time, accurately calculated dynamic boundary line, it is possible to switch to pure electric mode promptly and accurately when the engine is about to enter the inefficient zone, avoiding any unnecessary fuel consumption. Simultaneously, it ensures that every conversion and allocation of fuel and electrical energy is based on the most accurate efficiency model under the current operating conditions, thereby minimizing global fuel consumption at the system level.

[0142] The hybrid vehicle energy management method provided in this application compares the "specific fuel consumption when the engine directly outputs total torque (first specific fuel consumption)" with the "specific fuel consumption when the engine outputs higher torque to simultaneously meet driving and charging needs (second specific fuel consumption)" at the current engine speed, and dynamically finds the critical torque point where the difference between the two turns from negative to positive, thereby determining the "specific fuel consumption start to increase line" online in real time. This series of methods solves the calculation deviation of traditional methods in this regard. Through online iterative calculation, it dynamically generates the BSFCInc line closely related to the current operating conditions (engine speed, torque request), replacing the fixed inefficient threshold, making the definition of the efficiency boundary more accurate and adaptive. It provides a real-time, reliable, and optimal theoretical basis for triggering key discharge modes such as "pure electric driving", ensuring that the engine only works in the high-efficiency range, thereby significantly improving the overall fuel economy of the vehicle under complex and variable operating conditions.

[0143] Figure 4 This is a schematic diagram of the energy management device for the hybrid vehicle provided in this application. Figure 4As shown, the energy management device 40 for hybrid vehicles provided in this embodiment includes:

[0144] The data acquisition module 401 is used to acquire the current battery charge SOC value, vehicle status signal and total torque request of the hybrid vehicle;

[0145] SOC stage determination module 402 is used to compare the current battery charge SOC value with the preset SOC segment threshold to determine the current SOC stage of the hybrid vehicle.

[0146] The charging and discharging mode set determination module 403 is used to determine the target charging and discharging mode set according to the preset charging and discharging mode and the SOC stage, wherein the preset charging and discharging mode includes at least one charging mode and multiple discharging modes with different discharge priorities;

[0147] The charging and discharging mode determination module 404 determines the target charging and discharging mode in the target charging and discharging mode set based on the vehicle status signal and total torque request. The target charging and discharging mode is either the target charging mode or the target discharging mode.

[0148] The energy management module 405 is used to control the torque distribution between the engine and motor of the hybrid vehicle according to the target charging and discharging method, thereby completing the energy management of the hybrid vehicle.

[0149] In one possible implementation, the charge / discharge mode determination module 404 is further specifically used for:

[0150] Based on the target set of charging and discharging methods, determine the execution conditions for each charging method in the target set of charging and discharging methods, as well as the priority order and execution conditions for each discharging method;

[0151] If the vehicle status signal and total torque request meet any one of the execution conditions for each charging method, then the target charging method is determined.

[0152] If the vehicle status signal and total torque request do not meet the execution conditions of each charging method, then the target discharge method that meets the priority order and execution conditions of each discharge method is determined according to the priority order and execution conditions of each discharge method.

[0153] Determine the target charging and discharging method based on the target charging and discharging methods.

[0154] In one possible implementation, the charging method includes a first charging method and a second charging method, with the first charging method having a higher priority than the second charging method.

[0155] The first charging method is to recover energy and charge the hybrid vehicle while it is coasting or braking.

[0156] The second charging method is to control the engine's operating point to the lower limit of the OOL line when the total torque request is less than the engine's optimal fuel consumption at the current speed, and use the remaining torque to drive the motor to generate electricity and charge the battery.

[0157] In one possible implementation, among the multiple discharge methods with different priority orders, the arrangement from high to low priority includes the first discharge method, the second discharge method, the third discharge method, the fourth discharge method, and the fifth discharge method.

[0158] The first discharge method is to control the motor to provide assist torque when the total torque request is greater than the external characteristic torque of the engine at the current speed;

[0159] The second discharge method is to control the motor to provide assist torque during the acceleration of the hybrid vehicle, and to disengage the assist based on preset disengagement conditions.

[0160] The third discharge method is to control the hybrid vehicle to drive in pure electric mode when the total torque request is less than the torque corresponding to the BSFCInc line where the engine's specific fuel consumption begins to increase at the current speed.

[0161] The fourth discharge method is to control the engine's operating point to be lowered to the OOL line when the total torque request is greater than the engine's OOL line torque at the current speed, while the motor provides the remaining torque.

[0162] The fifth discharge method involves allocating the total torque request to the motor drive. If the motor's driving capacity is insufficient, the engine will supplement it.

[0163] In one possible implementation, the charge / discharge mode set determination module 403 is further specifically used for:

[0164] Based on the preset charging and discharging methods, preset mapping relationship data is determined. The preset mapping relationship data defines a subset of charging and discharging methods that are allowed to be executed in each SOC stage.

[0165] Based on the SOC stage, determine the target mapping relationship data corresponding to the SOC stage from the preset mapping relationship data;

[0166] Based on the target mapping relationship data, determine the set of target charging and discharging methods.

[0167] In one possible implementation, the energy management device 40 of the hybrid vehicle is also specifically used for:

[0168] Calculate the first and second specific fuel consumption based on the generator's current speed and total torque request;

[0169] The difference between the first and second specific fuel consumption is calculated to obtain the specific fuel consumption difference.

[0170] When the difference between fuel consumption and the preset difference requirement is met, the real-time torque point of the generator is determined.

[0171] Based on the generator's real-time torque point, determine the torque corresponding to the BSFCInc line of the engine at the current speed;

[0172] The first specific fuel consumption is the specific fuel consumption when the engine torque is set to be equal to the total torque request;

[0173] The second specific fuel consumption is the specific fuel consumption when the engine torque is set higher than the total torque request to generate charging torque.

[0174] In one possible implementation, the SOC phase determination module 402 is further specifically used for:

[0175] Collect current driving environment information for hybrid vehicles;

[0176] Based on the current driving environment information, the preset SOC segment threshold is dynamically adjusted to complete the update of the preset SOC segment threshold.

[0177] The energy management device 40 for hybrid vehicles provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0178] This application also provides a hybrid vehicle, including an engine, a motor, a battery, and an energy management device as provided in the above embodiments;

[0179] The energy management device is connected to the engine, motor, and battery via electrical signals to perform energy management.

[0180] This application also provides a computer program product, including a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0181] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0182] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0183] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0184] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0185] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0186] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0187] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0188] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. An energy management method for hybrid vehicles, characterized in that, include: Obtain the current battery charge SOC value, vehicle status signals, and total torque request of the hybrid vehicle; The current battery charge SOC value is compared with a preset SOC segment threshold to determine the current SOC stage of the hybrid vehicle. Based on the preset charging and discharging methods and the SOC stage, a target set of charging and discharging methods is determined, wherein the preset charging and discharging methods include at least one charging method and multiple discharging methods with different discharging priorities; Based on the vehicle status signal and the total torque request, a target charging and discharging method is determined from the set of target charging and discharging methods. The target charging and discharging method is either a target charging method or a target discharging method. Based on the target charging and discharging method, torque distribution control is performed on the engine and motor of the hybrid vehicle to complete the energy management of the hybrid vehicle.

2. The energy management method according to claim 1, characterized in that, Based on the vehicle status signal and the total torque request, the target charging and discharging method in the target charging and discharging method set is determined, including: Based on the target set of charging and discharging methods, determine the execution conditions for each charging method in the target set of charging and discharging methods, as well as the priority order and execution conditions for each discharging method; If the vehicle status signal and the total torque request satisfy any one of the execution conditions of each charging mode, then the target charging mode is determined. If the vehicle status signal and the total torque request do not meet the execution conditions of each charging method, then according to the priority order and execution conditions of each discharging method, a target discharging method that satisfies the priority order and execution conditions of each discharging method is determined. The target charging and discharging method is determined based on the target charging method and the target discharging method.

3. The energy management method according to claim 1, characterized in that, The charging method includes a first charging method and a second charging method, wherein the first charging method has a higher priority than the second charging method; The first charging method is to perform energy recovery charging when the hybrid vehicle is coasting or braking; The second charging method involves controlling the engine's operating point to rise to the lower limit of the OOL line when the total torque request is less than the engine's optimal fuel consumption at the current speed, and using the remaining torque to drive the motor to generate electricity and charge the battery.

4. The energy management method according to claim 1, characterized in that, Among the various discharge methods with different priority orders, the arrangement from high to low priority includes the first discharge method, the second discharge method, the third discharge method, the fourth discharge method, and the fifth discharge method; The first discharge method is to control the motor to provide assist torque when the total torque request is greater than the external characteristic torque of the engine at the current speed; The second discharge method is to control the motor to provide assist torque during the acceleration of the hybrid vehicle, and to disengage the assist based on preset disengagement conditions. The third discharge method is to control the hybrid vehicle to drive in pure electric mode when the total torque request is less than the torque corresponding to the BSFCInc line where the specific fuel consumption of the engine starts to increase at the current speed. The fourth discharge method is to control the engine's operating point to be lowered to the OOL line when the total torque request is greater than the engine's OOL line torque at the current speed, while the motor provides the remaining torque. The fifth discharge method involves allocating the total torque request to the motor drive. If the motor's driving capability is insufficient, the engine will supplement it.

5. The energy management method according to any one of claims 1 to 4, characterized in that, Based on the preset charge / discharge method and the SOC stage, a target set of charge / discharge methods is determined, including: Based on the preset charging and discharging methods, preset mapping relationship data is determined, wherein the preset mapping relationship data defines a subset of charging and discharging methods that are allowed to be executed in each SOC stage; Based on the SOC stage, determine the target mapping relationship data corresponding to the SOC stage from the preset mapping relationship data; Based on the target mapping relationship data, determine the target charging and discharging mode set.

6. The energy management method according to claim 4, characterized in that, The method further includes: Calculate the first specific fuel consumption and the second specific fuel consumption based on the current speed of the generator and the total torque request; The difference between the first specific fuel consumption and the second specific fuel consumption is calculated to obtain the specific fuel consumption difference. When the difference in fuel consumption meets the preset difference requirement, the real-time torque point of the generator is determined; Based on the real-time torque point of the generator, determine the torque corresponding to the BSFCInc line of the engine at the current speed; Wherein, the first specific fuel consumption is the specific fuel consumption when the engine torque is set to be equal to the total torque request; The second specific fuel consumption is the specific fuel consumption when the engine torque is set higher than the total torque request to generate charging torque.

7. The energy management method according to any one of claims 1 to 4, characterized in that, Before comparing the current battery charge SOC value with a preset SOC segmentation threshold to determine the current SOC stage of the hybrid vehicle, the method further includes: Collect the current driving environment information of the hybrid vehicle; Based on the current driving environment information, the preset SOC segment threshold is dynamically adjusted to complete the update of the preset SOC segment threshold.

8. An energy management device for a hybrid vehicle, characterized in that, include: The data acquisition module is used to acquire the current battery charge SOC value, vehicle status signals, and total torque request of the hybrid vehicle. The SOC stage determination module is used to compare the current battery charge SOC value with a preset SOC segmentation threshold to determine the current SOC stage of the hybrid vehicle. The charging and discharging mode set determination module is used to determine a target charging and discharging mode set based on a preset charging and discharging mode and the SOC stage, wherein the preset charging and discharging mode includes at least one charging mode and multiple discharging modes with different discharge priorities. The charging / discharging mode determination module determines the target charging / discharging mode in the target charging / discharging mode set based on the vehicle status signal and the total torque request. The target charging / discharging mode is either the target charging mode or the target discharging mode. The energy management module is used to control the torque distribution between the engine and motor of the hybrid vehicle according to the target charging and discharging method, thereby completing the energy management of the hybrid vehicle.

9. A hybrid vehicle, characterized in that, include: Engine, motor, battery, and energy management device as described in claim 8; The energy management device is electrically connected to the engine, motor, and battery to perform energy management.

10. A computer program product, characterized in that, The method includes a computer-readable storage medium storing computer-executable instructions that, when executed by a processor, are used to implement the energy management method as described in any one of claims 1-7.

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