Hybrid vehicle energy consumption strategy development method, device, storage medium and electronic equipment

Abstract

The application discloses a hybrid vehicle energy consumption strategy development method and device, a storage medium and an electronic device, and relates to the technical field of hybrid electric vehicle energy management and simulation optimization. The method comprises the following steps: constructing a vehicle dynamics simulation model and an energy management model, the simulation model comprising a plurality of simulation modules corresponding to power components and vehicle parameters, and the underlying parameters of each simulation module being modifiable; driving joint simulation with a driving cycle as input, the energy management model calculating a required torque and inputting the simulation model, the simulation model inputting efficiency data at a preset position, calculating an output torque and a rotating speed according to the required torque, and calculating vehicle energy consumption; obtaining a contribution of simulation module parameter changes to vehicle energy consumption, the contribution being obtained by comparing the simulation results after modifying the underlying parameters of the corresponding modules and before the modification; and outputting simulation results containing the contribution. The scheme can quantize the independent contribution of performance changes of each subsystem to vehicle energy consumption, effectively guiding the development and optimization of hybrid vehicle energy consumption strategies.

Description

Technical Field

[0001] This application relates to the field of vehicle energy management and simulation optimization technology, specifically to a method, apparatus, storage medium, and electronic device for developing energy consumption strategies for hybrid vehicles. Background Technology

[0002] Hybrid vehicles equipped with a three-speed dedicated hybrid powertrain (3DHT) offer the advantage of multi-speed adjustment to optimize the powertrain's operating range, representing a crucial path to improved fuel economy. However, the 3DHT system involves complex coupling of the engine, motor, battery, and transmission. Existing commercial simulation tools (such as CRUISE) only output overall energy consumption indicators, making it difficult to quantify the independent contribution of each subsystem's performance changes and control strategy adjustments to the overall vehicle's energy consumption. This hinders engineers from accurately identifying the priority of energy-saving effects for various optimization measures, negatively impacting development decisions. Summary of the Invention

[0003] The technical problem this application aims to solve is that existing hybrid vehicle energy consumption simulation tools only output comprehensive energy consumption indicators and cannot quantitatively identify the independent contribution of performance changes in each subsystem and adjustments to vehicle parameters to the overall vehicle energy consumption. This leads to the technical problem that engineers find it difficult to accurately locate optimization directions and rationally allocate development resources. Therefore, this application provides a hybrid vehicle energy consumption strategy development method, device, storage medium, and electronic device.

[0004] Firstly, the technical solution of this application provides a method for developing energy consumption strategies for hybrid vehicles, including: A vehicle dynamics simulation model and an energy management model are constructed. The simulation model includes multiple simulation modules corresponding to the power components and vehicle parameters. The underlying parameters of each simulation module can be modified. Using driving conditions as input, the simulation model and the energy management model are jointly simulated; wherein, the energy management model calculates the required torque of the power components and inputs it into the simulation model, the simulation model inputs efficiency data at a preset position, calculates the output torque and speed based on the required torque, and calculates the vehicle energy consumption based on the output torque and speed; The contribution of parameter changes of at least one of the simulation modules to the energy consumption of the whole vehicle is obtained by modifying the underlying parameters of the corresponding module, resimulating, and comparing with the result before adjustment. The output includes simulation results containing the stated contribution.

[0005] In some of the hybrid vehicle energy consumption strategy development methods described in the schemes, the underlying parameters of each simulation module can be modified, including: The underlying parameters of the simulation module are modified by editing the mathematical model; and / or, the simulation model is modified by adding non-standard input parameters to participate in the simulation.

[0006] In some solutions for developing hybrid vehicle energy consumption strategies, the step of inputting efficiency data into the simulation model at a preset location includes: The power component includes a gearbox, and the preset position includes at least one of the gear end, speed ratio end, connection end, and the inside of the gearbox housing of the gearbox simulation module.

[0007] In some solutions for developing hybrid vehicle energy consumption strategies, the step of inputting efficiency data into the simulation model at a preset location includes: The efficiency data refers to the transmission efficiency value or efficiency characteristic graph.

[0008] In some solutions for developing hybrid vehicle energy consumption strategies, the step of jointly simulating the simulation model and the energy management model using driving conditions as input includes: The driving conditions include the New European Driving Cycle, the Global Light Vehicles Test Cycle, or a custom driving cycle.

[0009] In some solutions for developing hybrid vehicle energy consumption strategies, the step of calculating the required torque of the power components and inputting it into the simulation model using the energy management model includes: The energy management model determines the operating mode and target gear based on the driving conditions. The allocation ratio of the required torque between the engine simulation module and the drive motor simulation module is determined according to the working mode; the speed ratio is determined according to the target gear. The allocation ratio and the speed ratio are input into the simulation model.

[0010] Some solutions describe a method for developing energy consumption strategies for hybrid vehicles, wherein the operating mode includes one of pure electric mode, series mode, parallel mode, and engine direct drive mode; and the target gear is one of first gear, second gear, or third gear.

[0011] In some solutions, the method for developing energy consumption strategies for hybrid vehicles includes the following steps: inputting efficiency data into the simulation model at a preset location and calculating the output torque and speed based on the required torque. The simulation model calculates the rotational speed based on the gear ratio corresponding to the target gear and the vehicle speed in the driving condition; and calculates the output torque based on the required torque, the efficiency data, and the rotational speed.

[0012] In some solutions for developing hybrid vehicle energy consumption strategies, the energy consumption of the vehicle, calculated based on the output torque and speed, includes both fuel consumption and electrical energy consumption.

[0013] In some solutions for developing hybrid vehicle energy consumption strategies, the step of obtaining the contribution of parameter changes of at least one simulation module to the overall vehicle energy consumption includes: The contribution includes at least one of the following: contribution from engine efficiency improvement, contribution from generator efficiency improvement, contribution from drive motor efficiency improvement, contribution from gearbox efficiency improvement, contribution from changes in vehicle mass, and contribution from changes in drag coefficient.

[0014] In some solutions, the method for developing energy consumption strategies for hybrid vehicles includes the step of outputting simulation results that include the contribution amount: The simulation results also include fuel consumption, electrical energy consumption, overall energy consumption, engine operating point data, and motor operating point data.

[0015] Secondly, the technical solution of this application provides a hybrid vehicle energy consumption strategy development device, comprising: The model building unit constructs a vehicle dynamics simulation model and an energy management model. The simulation model includes multiple simulation modules corresponding to the power components and vehicle parameters. The underlying parameters of each simulation module can be modified. The simulation unit takes driving conditions as input and drives the simulation model and the energy management model to perform joint simulation. The energy management model calculates the required torque of the power components and inputs it into the simulation model. The simulation model inputs efficiency data at a preset position, calculates the output torque and speed based on the required torque, and calculates the vehicle energy consumption based on the output torque and speed. The analysis unit obtains the contribution of parameter changes of at least one of the simulation modules to the energy consumption of the whole vehicle. The contribution is obtained by modifying the underlying parameters of the corresponding module, resimulating, and comparing with the result before adjustment. The output unit outputs simulation results that include the stated contribution.

[0016] Thirdly, the present application provides a computer-readable storage medium storing program information, wherein a computer reads the program information and executes the steps of the hybrid vehicle energy consumption strategy development method described in any one of the first aspects.

[0017] Fourthly, the present application provides a computer program product, including a computer program / instructions, which, when executed by a processor, implements the steps of the hybrid vehicle energy consumption strategy development method described in any of the first aspects.

[0018] Fifthly, the present application provides an electronic device, including a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of the hybrid vehicle energy consumption strategy development method according to any one of the first aspects.

[0019] The technical solution provided in this application has the following technical effects compared with the prior art: The hybrid vehicle energy consumption strategy development method, device, storage medium, and electronic equipment provided in this application achieve accurate evaluation of hybrid vehicle energy consumption strategies by constructing a vehicle dynamics simulation model and an energy management model containing multiple simulation modules, and driving joint simulation with driving conditions as input. First, the simulation model includes multiple simulation modules corresponding to power components and vehicle parameters, and the underlying parameters of each module can be modified, allowing engineers to flexibly adjust the performance parameters of each subsystem according to actual development needs, overcoming the limitations of traditional simulation tools that have closed underlying logic and cannot perform architecture-level adjustments. Second, the energy management model calculates the required torque of the power components and inputs it into the simulation model. The simulation model inputs efficiency data at preset locations, calculates the output torque and speed based on the required torque, and then calculates the vehicle energy consumption. This achieves closed-loop coupling between strategy-level decision-making and physical-level simulation, and can realistically reflect the comprehensive impact of different control strategies and efficiency parameters on vehicle energy consumption. Finally, by obtaining the contribution of parameter changes of at least one simulation module to the overall vehicle energy consumption and comparing it with the overall vehicle energy consumption before adjustment, it is possible to quantitatively identify the independent contribution of performance improvement of each subsystem and changes in overall vehicle parameters to energy consumption. This provides a quantitative basis for engineers to accurately locate optimization directions and rationally allocate development resources, effectively overcoming the technical defects of existing technologies that only output comprehensive energy consumption indicators but cannot distinguish the independent influence of each factor, and significantly improving the efficiency and accuracy of hybrid vehicle energy consumption strategy development. Attached Figure Description

[0020] Figure 1 This is a flowchart of a hybrid vehicle energy consumption strategy development method according to one embodiment of this application; Figure 2 This is a schematic diagram of the vehicle dynamics simulation model and the energy management model according to one embodiment of this application; Figure 3 This is a schematic diagram of the calculation process for co-simulation and calculation of vehicle energy consumption according to one embodiment of this application; Figure 4 This is a structural block diagram of a hybrid vehicle energy consumption strategy development device according to one embodiment of this application; Figure 5 This is a schematic diagram of the hardware connections of an electronic device developed to implement a hybrid vehicle energy consumption strategy according to an embodiment of this application. Detailed Implementation

[0021] The specific embodiments of this application will be further described below with reference to the accompanying drawings.

[0022] It is readily understood that, based on the technical solution of this application, various structural and implementation methods can be interchanged by those skilled in the art without altering the essential spirit of this application. Therefore, the following detailed embodiments and accompanying drawings are merely illustrative examples of the technical solution of this application and should not be considered as the entirety of this application or as limitations or restrictions on the technical solution of the application.

[0023] This embodiment provides a method for developing energy consumption strategies for hybrid vehicles, applied to computer equipment equipped with a simulation system, such as... Figure 1 As shown, it includes: S100: Construct a vehicle dynamics simulation model and an energy management model. The simulation model includes multiple simulation modules corresponding to the power components and vehicle parameters. The underlying parameters of each simulation module can be modified.

[0024] Specifically, such as Figure 2 As shown, the vehicle dynamics simulation model is a simulation architecture built on physical principles, containing multiple simulation modules corresponding to power components and vehicle parameters. Power components include the engine, generator, drive motor, and transmission, while vehicle parameters include vehicle weight, frontal area, rolling drag coefficient, and air resistance coefficient. Each simulation module encapsulates a corresponding mathematical model to describe the input-output characteristics of that component or parameter under different operating conditions. The underlying parameters of each simulation module can be modified; when these underlying parameters change, the output characteristics of the corresponding simulation module change accordingly. By modifying these underlying parameters, the simulation model can flexibly adapt to hybrid vehicles with different configurations without requiring a complete reconstruction of the overall model architecture.

[0025] The energy management model is used to calculate the required torque for each power component based on the vehicle's current driving conditions. For example... Figure 2 As shown, the energy management model and the vehicle dynamics simulation model interact through a data interface: the energy management model outputs the calculated required torque and decision information to the vehicle dynamics simulation model, and the vehicle dynamics simulation model feeds back the current vehicle speed and battery state of charge to the energy management model, forming a closed-loop control.

[0026] S200: Using driving conditions as input, drive the simulation model and the energy management model to perform joint simulation; wherein, the energy management model calculates the required torque of the power components and inputs it into the simulation model, the simulation model inputs efficiency data at a preset position, calculates the output torque and speed based on the required torque, and calculates the vehicle energy consumption based on the output torque and speed.

[0027] Specifically, the driving condition is a predefined speed-time sequence, which is the set of target vehicle speeds within a specific time interval. At the start of the simulation, the computer loads the driving condition as input into the simulation system, driving the vehicle dynamics simulation model and the energy management model to perform joint simulation. That is, the two models interact and perform collaborative calculations within each simulation step. The energy management model calculates the required torque for the powertrain components based on the current driving condition and battery state of charge. This required torque is the total drive torque needed to meet the current driving condition. The energy management model inputs the calculated required torque into the vehicle dynamics simulation model as the output target for the powertrain components.

[0028] The vehicle dynamics simulation model inputs efficiency data at preset locations. These preset locations are specific positions predefined within the simulation model used for inputting efficiency data. By inputting efficiency data at these preset locations, the simulation model can account for efficiency losses at the corresponding locations.

[0029] The vehicle dynamics simulation model calculates the actual output torque and speed of the powertrain components based on the received required torque and the external characteristic limitations and efficiency data of each component. After obtaining the output torque and speed of each powertrain component, the simulation model calculates the overall vehicle energy consumption.

[0030] S300: Obtain the contribution of parameter changes of at least one of the simulation modules to the energy consumption of the whole vehicle. The contribution is obtained by modifying the underlying parameters of the corresponding module, resimulating, and comparing with the result before adjustment.

[0031] Specifically, when analyzing the impact of a specific simulation module on vehicle energy consumption, the vehicle energy consumption calculated in S200 is first recorded as a baseline value. Then, the underlying parameters of that simulation module are adjusted from their initial values ​​to the target values. After modifying the parameters, all other module parameters are kept unchanged, and the S200 co-simulation is re-executed under the same driving conditions to obtain the modified vehicle energy consumption. The modified vehicle energy consumption is then compared with the baseline value; the difference between the two represents the contribution of the simulation module parameter change to the overall vehicle energy consumption.

[0032] S400: Output simulation results that include the stated contribution.

[0033] Specifically, the simulation system outputs the data obtained in the above steps in a visual format. The output simulation results include the aforementioned contribution amounts, allowing engineers to intuitively understand the impact of changes in the parameters of each simulation module on the overall vehicle energy consumption. The output results provide a quantitative basis for decision-making in the development of hybrid vehicle energy consumption strategies.

[0034] The solutions described in the above embodiments, by constructing simulation models and energy management models with modifiable underlying parameters, achieve closed-loop coupling between strategy-level decision-making and physical-level simulation. This enables a realistic reflection of the comprehensive impact of different control strategies and efficiency parameters on vehicle energy consumption. Furthermore, by comparing vehicle energy consumption before and after modifying simulation module parameters, the independent contribution of each subsystem's performance changes to energy consumption can be quantitatively identified. This provides engineers with a quantitative basis for accurately identifying optimization directions and effectively overcomes the technical deficiency of existing technologies that only output comprehensive energy consumption indicators without being able to analyze the independent influence of each factor.

[0035] Furthermore, in S100, the underlying parameters of each simulation module can be modified. The underlying parameters of the vehicle parameter simulation module include vehicle weight, drag coefficient, three-gear ratio, frontal area, and air resistance coefficient. The drag coefficient is used to calculate the vehicle's driving resistance at different speeds. The underlying parameters of the engine simulation module include the engine's external characteristic curve, peak power, MAP (Maximum Amount of Fuel Consumption), and OOL (Out of Hour) curve. The OOL curve represents the engine's optimal operating line, guiding the engine to operate within its high-efficiency range. The underlying parameters of the three-electric system related simulation modules include the motor's external characteristic curve, motor's universal characteristic curve, motor's continuous discharge power, motor's peak discharge power, motor's continuous charging power, motor's peak charging power, generator's external characteristic curve, generator's universal characteristic curve, generator's continuous discharge power, generator's peak discharge power, generator's continuous charging power, generator's peak charging power, battery's continuous discharge power, and battery's peak discharge power. After adjusting the underlying parameters of each of these simulation modules, simulation development under different configuration schemes can be performed.

[0036] The specific modification method can be as follows: the underlying parameters of the simulation module are modified by editing the mathematical model. Specifically, each simulation module encapsulates a corresponding mathematical model, which describes the input-output characteristics of the corresponding component or parameter under different operating conditions. When it is necessary to modify the underlying parameters of a simulation module, engineers directly edit the mathematical model of that module, adjusting the underlying parameters by modifying the parameter values ​​or parameterized expressions in the model. For example, for the gearbox simulation module, by editing the transmission efficiency parameters or speed ratio parameters in its mathematical model, the efficiency characteristics or transmission characteristics of the gearbox at different gears can be changed. After the model is edited, there is no need to recompile the entire simulation system; the simulation model can then perform subsequent simulation calculations according to the modified mathematical model.

[0037] Another modification is that the simulation model can be modified by adding non-standard input parameters to the simulation through editing the mathematical model. Specifically, traditional simulation tools only support parameters to be filled in within a fixed input template and cannot introduce non-standard parameters. In this embodiment, when engineers need to introduce parameters outside the traditional input template (such as battery aging coefficient, temperature correction factor, etc.) to participate in the simulation, they can directly edit the mathematical model of the corresponding simulation module, add new parameter variables to the model, and define the functional relationship between the variable and the model output. For example, the battery aging coefficient can be added as an input parameter to the mathematical model of the battery simulation module, and a functional relationship can be established between this coefficient and the battery internal resistance, enabling the simulation model to calculate the charge and discharge characteristics of the battery under different aging levels. After the addition is completed, the non-standard input parameter can be used as one of the inputs to the simulation model to participate in subsequent joint simulation calculations.

[0038] By modifying the underlying parameters or adding non-standard input parameters through the above-mentioned method of editing the mathematical model, the simulation model can flexibly adapt to different simulation needs without rebuilding the overall model architecture, thus breaking through the limitations of fixed input templates and closed underlying logic of traditional simulation tools.

[0039] Furthermore, in this embodiment, in the step of inputting efficiency data at preset locations in S200 of the simulation model: the power component includes a gearbox, and the preset locations include at least one of the gear end, speed ratio end, connection end, and the inside of the gearbox housing of the gearbox simulation module. Specifically, the gearbox simulation module is used to simulate the torque transmission and speed conversion process of the gearbox at different gears. In the actual operation of the gearbox, the torque is transmitted from the input shaft to the output shaft through multiple physical parts, and different parts will experience different degrees of efficiency loss due to factors such as gear meshing, bearing friction, and oil churning loss. Traditional simulation tools usually only input a fixed overall efficiency value at the overall level of the gearbox module, which cannot reflect the efficiency differences of different parts. In this embodiment, efficiency data is input at preset locations such as the gear end, speed ratio end, connection end, and the inside of the gearbox housing of the gearbox simulation module.

[0040] Gear-end efficiency data characterizes the efficiency characteristics during gear meshing in a transmission. This efficiency is related to gear machining accuracy, lubrication conditions, and meshing state. Speed ​​ratio-end efficiency data characterizes the transmission efficiency characteristics at different gear ratios. This efficiency is related to the gear ratio and transmitted torque. Connection-end efficiency data characterizes the efficiency characteristics of the connection points between the transmission and the engine / drive motor. This efficiency is related to the connection method and transmitted torque. Internal transmission efficiency data characterizes the efficiency characteristics of internal components such as bearings and oil seals. This efficiency is related to engine speed and oil temperature.

[0041] In actual simulations, engineers can input corresponding efficiency data at at least one location—the gear end, the speed ratio end, the connection end, and inside the gearbox—based on the specific structure and parameters of the transmission. By inputting efficiency data at multiple preset locations, the simulation model can consider efficiency losses in different physical parts of the transmission. Compared to the traditional method of using only a single comprehensive efficiency value, this method can more accurately calculate the actual transmission efficiency and torque loss of the transmission under different operating conditions, thereby improving the accuracy of vehicle energy consumption calculations.

[0042] Optionally, the efficiency data input at each preset location can be either a transmission efficiency value or an efficiency characteristic graph. The transmission efficiency value is a fixed numerical value, and the efficiency characteristic graph is an efficiency characteristic data table or contour plot with speed and torque as coordinates. Engineers can choose the appropriate input format based on the specific structure of the gearbox and the available parameters.

[0043] Through the above method, this embodiment enables the transmission simulation module to input efficiency data at different physical locations, improving the precision of transmission efficiency simulation and providing a more reliable simulation basis for accurate calculation of vehicle energy consumption.

[0044] In specific implementation, in the step described in S200 of using driving conditions as input to drive the joint simulation of the simulation model and the energy management model: the driving conditions include the New European Driving Cycle, the Global Light Vehicle Test Cycle, or a custom driving cycle. Specifically, the driving conditions are predefined speed-time series used to simulate the speed variation patterns of vehicles under different driving scenarios. The New European Driving Cycle is a standard test cycle used in Europe, which includes urban roads and suburban roads, with a total duration of approximately 20 minutes and a relatively low average speed. It is mainly used to evaluate the energy consumption performance of vehicles under urban and suburban driving conditions. The Global Light Vehicle Test Cycle is a globally unified standard test cycle, which includes four speed ranges: low speed, medium speed, high speed, and ultra-high speed, with a total duration of approximately 30 minutes. The average speed is higher than that of the New European Driving Cycle, making it closer to actual driving conditions and enabling a more comprehensive evaluation of the energy consumption performance of vehicles at different driving speeds. Custom driving cycles are speed-time sequences defined by engineers based on specific testing needs. For example, engineers can develop custom driving conditions for specific scenarios based on actual road data, such as hill climbing, congestion, and high-speed cruising. The duration, speed range, and acceleration changes of custom driving cycles are not restricted by standard regulations, allowing engineers to flexibly set them according to actual needs. In actual simulation development, engineers can select one of the above driving conditions as simulation input based on specific testing requirements, enabling the simulation process to simulate energy consumption under real driving conditions, thereby allowing for more targeted optimization of control strategies. After the simulation system loads the selected driving condition, it can drive subsequent joint simulation calculations according to the speed sequence specified for that condition. Through the above methods, this embodiment enables the simulation system to be compatible with both standard regulatory conditions and custom conditions, meeting the testing needs of different development stages, improving the applicability and flexibility of the simulation method, and providing diverse test input options for the development of hybrid vehicle energy consumption strategies.

[0045] Furthermore, combined Figure 3As shown, in step S200, the energy management model calculates the required torque of the power components and inputs it into the simulation model, including: the energy management model determining the operating mode and target gear according to the driving conditions; determining the allocation ratio of the required torque between the engine simulation module and the drive motor simulation module according to the operating mode; determining the speed ratio according to the target gear; and inputting the allocation ratio and the speed ratio into the simulation model. Specifically, the energy management model determines the current operating mode that the vehicle should enter based on the vehicle speed information in the driving conditions. Operating modes include pure electric mode, series mode, parallel mode, and engine direct drive mode. For example, when the vehicle speed is below a first threshold and the battery state of charge is sufficient, the energy management model can determine the current operating mode as pure electric mode; when the vehicle speed is below the first threshold and the battery state of charge is insufficient, the energy management model can determine the current operating mode as series mode; when the vehicle speed is above a second threshold and the required torque is large, the energy management model can determine the current operating mode as parallel mode; and when the vehicle speed is above the second threshold and the required torque is moderate, the energy management model can determine the current operating mode as engine direct drive mode.

[0046] The energy management model also determines the target gear based on vehicle speed, which can be one of first, second, or third gear. Since vehicle speed and gear jointly determine the engine and motor speeds, determining the target gear means determining which gear the transmission should use at the current vehicle speed, and thus determining the corresponding gear ratio.

[0047] After determining the current operating mode, the energy management model determines the torque allocation ratio between the engine simulation module and the drive motor simulation module based on the operating mode. The torque allocation rules differ under different operating modes: in pure electric mode, the drive motor bears all the required torque, and the engine does not output torque; in engine direct drive mode, the engine bears all the required torque, and the drive motor does not output torque; in parallel mode, the required torque is allocated to the engine and drive motor according to a preset ratio; in series mode, the engine drives the generator to produce electricity, the drive motor bears all the required torque, and the engine torque is used for power generation rather than direct drive.

[0048] After determining the target gear, the energy management model determines the corresponding gear ratio. The gearbox gear ratio is used to convert the rotational speed of the power unit into the wheel speed. Different gears correspond to different gear ratios; lower gears have larger gear ratios, resulting in higher engine and motor speeds at the same vehicle speed; higher gears have smaller gear ratios, resulting in lower engine and motor speeds at the same vehicle speed. The energy management model uses the gear ratio corresponding to the target gear as input to the gearbox simulation module.

[0049] Once the allocation ratio and speed ratio are determined, such as Figure 3As shown, the energy management model inputs the allocation ratio and speed ratio to the simulation model through the torque output path allocated by the HCU. The simulation model then performs subsequent simulation calculations based on this information.

[0050] This embodiment clarifies the specific process of the energy management model in calculating the required torque, providing a reliable strategic basis for the accurate calculation of vehicle energy consumption.

[0051] Further preferably, in step S200, the simulation model inputs efficiency data at a preset position and calculates the output torque and speed based on the required torque, including: the simulation model calculates the speed based on the gear ratio corresponding to the target gear and the vehicle speed in the driving condition; and calculates the output torque based on the required torque, the efficiency data, and the speed. Specifically, the speed is calculated by dividing the current vehicle speed in the driving condition by the product of the gear ratio corresponding to the target gear and the final drive ratio, to obtain the speed of the power component in the current gear. As can be seen from the above conversion relationship, different gears correspond to different speeds at the same vehicle speed; therefore, the calculation of the speed depends on the gear ratio corresponding to the target gear determined by the energy management model. As one of the key input parameters for subsequent output torque and energy consumption calculations, the accuracy of the speed calculation directly affects the accuracy of the overall vehicle energy consumption calculation.

[0052] After obtaining the rotational speed, the simulation model calculates the output torque based on the required torque, efficiency data, and rotational speed. The calculation method for output torque is as follows: first, the target output torque for each engine and drive motor is determined based on the required torque and the current operating mode; then, the target output torque is adjusted for efficiency based on the efficiency data at the current rotational speed to obtain the actual output torque. The specific method for efficiency adjustment is: multiplying the target output torque by the efficiency data (transmission efficiency value) at the corresponding preset position, or interpolating and looking up the table on the efficiency characteristic graph using the current rotational speed and target output torque as coordinates to obtain the transmission efficiency value corresponding to the current operating point, and then multiplying the target output torque by this transmission efficiency value to obtain the actual output torque. The output torque is the actual torque transmitted to the wheels after considering the efficiency losses of each component, and is used for subsequent vehicle speed calculation and energy consumption calculation.

[0053] Furthermore, in S200, the simulation model calculates the vehicle's energy consumption based on the output torque and speed. In this embodiment, the vehicle's energy consumption includes fuel consumption and electrical energy consumption. Fuel consumption is the total amount of fuel consumed by the engine under the simulated operating conditions, and electrical energy consumption is the total amount of electrical energy consumed by the drive motor under the simulated operating conditions. The fuel consumption is calculated as follows: the simulation model uses the output torque and speed of the engine simulation module at each moment, interpolates and looks up the specific fuel consumption in the engine's MAP to obtain the fuel consumption rate corresponding to that operating point. Then, combining this with the output power and running time at that moment, the model accumulates and integrates along the entire driving operating condition time series to obtain the total fuel consumption for the entire operating condition. The electrical energy consumption is calculated as follows: the simulation model uses the output torque and speed of the drive motor simulation module at each moment, interpolates and looks up the efficiency in the drive motor's MAP to obtain the motor efficiency corresponding to that operating point, then calculates the electrical energy consumption at that moment. Finally, the model accumulates and integrates along the entire driving operating condition time series to obtain the total electrical energy consumption for the entire operating condition. When calculating energy consumption, the battery's charging and discharging efficiency and the impact of SOC changes on energy consumption must also be considered. By dividing the vehicle's energy consumption into fuel consumption and energy consumption, this embodiment can comprehensively reflect the energy consumption of hybrid vehicles under different operating modes, providing a more detailed data foundation for subsequent contribution analysis and energy consumption optimization.

[0054] Further preferably, in step S300, the step of obtaining the contribution of at least one of the parameter changes of the simulation module to the vehicle's energy consumption includes at least one of the following: engine efficiency improvement contribution, generator efficiency improvement contribution, drive motor efficiency improvement contribution, transmission efficiency improvement contribution, vehicle mass change contribution, and drag coefficient change contribution. Specifically, each type of contribution is obtained by modifying the underlying parameters of the corresponding simulation module, resimulating, and comparing the results with those before adjustment. (1) Contribution of engine efficiency improvement: Increase the efficiency-related parameters in the specific fuel consumption MAP or external characteristic curve of the engine simulation module to the target value, keep other module parameters unchanged, re-execute the simulation, and compare the difference in vehicle energy consumption before and after the modification. This is the contribution of engine efficiency improvement to vehicle energy consumption.

[0055] (2) Contribution of generator efficiency improvement: Increase the efficiency-related parameters in the efficiency MAP of the generator simulation module to the target value, keep other module parameters unchanged, re-execute the simulation, and compare the difference in vehicle energy consumption before and after the modification. This is the contribution of generator efficiency improvement to vehicle energy consumption.

[0056] (3) Contribution of drive motor efficiency improvement: Increase the efficiency-related parameters in the efficiency MAP of the drive motor simulation module to the target value, keep other module parameters unchanged, re-execute the simulation, and compare the difference in vehicle energy consumption before and after the modification. This is the contribution of drive motor efficiency improvement to vehicle energy consumption.

[0057] (4) Contribution of transmission efficiency improvement: The transmission efficiency parameters of the transmission simulation module at preset positions such as gear end, connection end or inside the housing are increased to the target value, while the parameters of other modules remain unchanged. The simulation is re-executed, and the difference in vehicle energy consumption before and after the modification is compared. This is the contribution of transmission efficiency improvement to vehicle energy consumption.

[0058] (5) Contribution of vehicle weight change: Adjust the vehicle weight parameter in the vehicle parameter simulation module to the target value (such as a weight reduction of 50kg or 100kg), keep the other module parameters unchanged, re-execute the simulation, and compare the difference in vehicle energy consumption before and after the modification. This is the contribution of vehicle weight change to vehicle energy consumption.

[0059] (6) Contribution of drag coefficient change: Adjust the drag coefficient parameter in the vehicle parameter simulation module to the target value (e.g., reduce it by 0.02Cd), keep the other module parameters unchanged, re-execute the simulation, and compare the difference in vehicle energy consumption before and after the modification. This is the contribution of drag coefficient change to vehicle energy consumption.

[0060] In actual engineering development, engineers can select at least one of the above contribution quantities for analysis based on optimization needs. For example, when the development focus is on improving engine thermal efficiency, only the contribution quantity of engine efficiency improvement can be obtained; when evaluating vehicle lightweighting solutions, the contribution quantity of vehicle weight change can be obtained; when conducting multi-system collaborative optimization, multiple contribution quantities can be obtained simultaneously to comprehensively evaluate the priority of energy-saving effects of optimization measures for each subsystem.

[0061] Through the above methods, this embodiment achieves a quantitative assessment of the independent contribution of changes in parameters of each subsystem and the whole vehicle to energy consumption, providing a quantitative basis for engineers to accurately locate optimization directions and rationally allocate development resources.

[0062] In the above scheme, in S400: the simulation results also include fuel consumption, electrical energy consumption, comprehensive energy consumption value, engine operating point data, and motor operating point data. Specifically, the simulation system outputs the data calculated in S200 and S300 in a visual format. The output simulation results include fuel consumption, electrical energy consumption, comprehensive energy consumption value, engine operating point data, and motor operating point data. Among them, fuel consumption is the total fuel consumption of the engine under the entire driving condition; electrical energy consumption is the total electrical energy consumption of the drive motor under the entire driving condition; the comprehensive energy consumption value is the comprehensive energy consumption index obtained by converting the electrical energy consumption into equivalent fuel consumption according to a preset conversion factor and adding it to the fuel consumption, which is used to uniformly evaluate the overall energy consumption level of hybrid vehicles; the engine operating point data is the corresponding relationship data of the output torque and speed of the engine simulation module at each moment; the motor operating point data is the corresponding relationship data of the output torque and speed of the drive motor simulation module at each moment.

[0063] In actual simulation development, engineers can obtain the following information by viewing the simulation results: understand the fuel economy and energy consumption performance of the vehicle under specific operating conditions through fuel consumption and energy consumption; conduct a unified evaluation of the overall energy consumption level of hybrid vehicles through comprehensive energy consumption values; plot the engine landing point distribution on the engine universal characteristic diagram using engine operating point data to intuitively determine whether the engine is operating in the high-efficiency region; and plot the motor landing point distribution on the motor efficiency characteristic diagram using motor operating point data to intuitively determine whether the motor is operating in the high-efficiency region.

[0064] The above data can be output as graphs, numerical tables, or point distribution diagrams, including engine point distribution diagrams and motor point distribution diagrams, allowing engineers to intuitively understand the energy consumption performance and the working efficiency of each power component under the current control strategy. The simulation system also supports generating extreme energy consumption development simulation reports based on the above simulation data, facilitating technical reviews and solution archiving by engineers. The output results provide quantitative decision-making basis for the development of hybrid vehicle energy consumption strategies and the optimization of subsystem performance.

[0065] Compared to the existing CRUISE simulation method, the simulation method of this application has more flexible simulation capabilities. It can modify the underlying model to meet different user needs. For example, if the provided parameters do not meet the model requirements, the requirements can be met by changing the underlying model.

[0066] This application also provides a hybrid vehicle energy consumption strategy development device, such as... Figure 4 As shown, it includes: The model building unit 401 builds a vehicle dynamics simulation model and an energy management model. The simulation model includes multiple simulation modules corresponding to the power components and vehicle parameters. The underlying parameters of each simulation module can be modified. Specifically, the model building unit provides a model editing interface. Engineers can use this interface to build the vehicle dynamics simulation model and the energy management model, configure the correspondence between each simulation module, and set the initial values ​​of the underlying parameters of each module.

[0067] Simulation unit 402, taking driving conditions as input, drives the joint simulation of the simulation model and the energy management model. The energy management model calculates the required torque of the power components and inputs it into the simulation model. The simulation model inputs efficiency data at a preset location, calculates the output torque and speed based on the required torque, and calculates the vehicle energy consumption based on the output torque and speed. Specifically, the simulation unit is connected to both the model building unit and the energy management model, receives the vehicle dynamics simulation model and energy management model constructed by the model building unit, loads driving condition data, drives the two models to perform joint simulation, and records the output torque and speed data and vehicle energy consumption data at each moment during the simulation.

[0068] Analysis unit 403 obtains the contribution of parameter changes of at least one of the simulation modules to the overall vehicle energy consumption. The contribution is obtained by modifying the underlying parameters of the corresponding module, resimulating, and comparing the result with the result before adjustment. Specifically, the analysis unit is connected to the simulation unit, receives the overall vehicle energy consumption data output by the simulation unit as a benchmark value, adjusts the underlying parameters of the target simulation module to the target value, drives the simulation unit to re-execute the co-simulation, receives the adjusted overall vehicle energy consumption data, compares the adjusted overall vehicle energy consumption with the benchmark value, and calculates the contribution of the parameter changes of the simulation module to the overall vehicle energy consumption.

[0069] Output unit 404 outputs simulation results including the contribution amount. Specifically, the output unit is connected to the analysis unit, receives the contribution amount data calculated by the analysis unit, and outputs the contribution amount and simulation results in a visual format for engineers to view and analyze.

[0070] This application also provides a computer-readable storage medium storing program information. After reading the program information, the computer executes the steps of the hybrid vehicle energy consumption strategy development method described in any of the method embodiments.

[0071] This application also provides a computer program product, including a computer program / instructions, which, when executed by a processor, implement the steps of the hybrid vehicle energy consumption strategy development method described in any of the method embodiments.

[0072] This application also provides an electronic device, such as... Figure 5As shown, the electronic device includes at least one processor 51 and at least one memory 52. ​​The at least one memory 52 stores program information. After reading the program information, the at least one processor 51 executes the hybrid vehicle energy consumption strategy development method according to any of the above method embodiments. The device may further include an input device 53 and an output device 54. The processor 51, memory 52, input device 53, and output device 54 can be communicatively connected. The memory 52, as a non-volatile computer-readable storage medium, can be used to store non-volatile software programs, non-volatile computer-executable programs, and modules. The processor 51 executes various functional applications and data processing by running the non-volatile software programs, instructions, and modules stored in the memory 52, thereby implementing the hybrid vehicle energy consumption strategy development method provided by any of the above embodiments. The memory 52 may include a program storage area and a data storage area. The program storage area may store the operating system and at least one application program required for a function; the data storage area may store data created according to the use of the hybrid vehicle energy consumption strategy development method, etc. Furthermore, memory 52 may include high-speed random access memory and non-volatile memory, such as at least one disk storage device, flash memory device, or other non-volatile solid-state memory device. In some embodiments, memory 52 may optionally include memory remotely located relative to processor 51, and these remote memories may be connected via a network to the apparatus performing the hybrid vehicle energy consumption strategy development method. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof. Input device 53 may receive user clicks and generate signal inputs related to user settings and function control of the hybrid vehicle energy consumption strategy development method. Output device 54 may include a display device such as a display screen. When the one or more modules are stored in memory 52 and are run by the one or more processors 51, the hybrid vehicle energy consumption strategy development method in any of the above method embodiments is executed.

[0073] As needed, the above technical solutions can be combined to achieve the best technical effect.

[0074] The above are merely the principles and preferred embodiments of this application. It should be noted that, for those skilled in the art, several other modifications can be made based on the principles of this application, and these modifications should also be considered within the scope of protection of this application.

Claims

1. A method for developing energy consumption strategies for hybrid vehicles, characterized in that, include: A vehicle dynamics simulation model and an energy management model are constructed. The simulation model includes multiple simulation modules corresponding to the power components and vehicle parameters. The underlying parameters of each simulation module can be modified. Using driving conditions as input, the simulation model and the energy management model are jointly simulated; wherein, the energy management model calculates the required torque of the power components and inputs it into the simulation model, the simulation model inputs efficiency data at a preset position, calculates the output torque and speed based on the required torque, and calculates the vehicle energy consumption based on the output torque and speed; The contribution of parameter changes of at least one of the simulation modules to the energy consumption of the whole vehicle is obtained by modifying the underlying parameters of the corresponding module, resimulating, and comparing with the result before adjustment. The output includes simulation results containing the stated contribution.

2. The hybrid vehicle energy consumption strategy development method according to claim 1, characterized in that, The underlying parameters of each simulation module can be modified, including: The underlying parameters of the simulation module are modified by editing the mathematical model; and / or, the simulation model is modified by adding non-standard input parameters to participate in the simulation.

3. The hybrid vehicle energy consumption strategy development method according to claim 1, characterized in that, In the step of inputting efficiency data at a preset location in the simulation model: The power component includes a gearbox, and the preset position includes at least one of the gear end, speed ratio end, connection end, and the inside of the gearbox housing of the gearbox simulation module.

4. The hybrid vehicle energy consumption strategy development method according to claim 3, characterized in that, In the step of inputting efficiency data at a preset location in the simulation model: The efficiency data refers to the transmission efficiency value or efficiency characteristic graph.

5. The method for developing energy consumption strategies for hybrid vehicles according to claim 1, characterized in that, In the step of using driving conditions as input to drive the joint simulation of the simulation model and the energy management model: The driving conditions include the New European Driving Cycle, the Global Light Vehicles Test Cycle, or a custom driving cycle.

6. The method for developing energy consumption strategies for hybrid vehicles according to claim 1, characterized in that, In the step of calculating the required torque of the power components and inputting it into the simulation model, the energy management model includes: The energy management model determines the operating mode and target gear based on the driving conditions. The allocation ratio of the required torque between the engine simulation module and the drive motor simulation module is determined based on the working mode. Determine the gear ratio based on the target gear; The allocation ratio and the speed ratio are input into the simulation model.

7. The method for developing energy consumption strategies for hybrid vehicles according to claim 6, characterized in that: The operating mode includes one of pure electric mode, series mode, parallel mode and engine direct drive mode; the target gear is one of first gear, second gear or third gear.

8. The hybrid vehicle energy consumption strategy development method according to claim 6, characterized in that, The steps of inputting efficiency data into the simulation model at a preset location and calculating the output torque and speed based on the required torque include: The simulation model calculates the rotational speed based on the gear ratio corresponding to the target gear and the vehicle speed in the driving condition; and calculates the output torque based on the required torque, the efficiency data, and the rotational speed.

9. The method for developing energy consumption strategies for hybrid vehicles according to claim 1, characterized in that, In the calculation of vehicle energy consumption based on the output torque and speed, the vehicle energy consumption includes fuel consumption and electrical energy consumption.

10. The method for developing energy consumption strategies for hybrid vehicles according to claim 1, characterized in that, In the step of obtaining the contribution of at least one of the simulation module's parameter changes to the vehicle's energy consumption: The contribution includes at least one of the following: contribution from engine efficiency improvement, contribution from generator efficiency improvement, contribution from drive motor efficiency improvement, contribution from gearbox efficiency improvement, contribution from changes in vehicle mass, and contribution from changes in drag coefficient.

11. The method for developing energy consumption strategies for hybrid vehicles according to claim 1, characterized in that, In the step where the output includes the simulation result of the contribution: The simulation results also include fuel consumption, electrical energy consumption, overall energy consumption, engine operating point data, and motor operating point data.

12. A device for developing energy consumption strategies for hybrid vehicles, characterized in that, include: The model building unit constructs a vehicle dynamics simulation model and an energy management model. The simulation model includes multiple simulation modules corresponding to the power components and vehicle parameters. The underlying parameters of each simulation module can be modified. The simulation unit takes driving conditions as input and drives the simulation model and energy management model to perform joint simulation. The energy management model calculates the required torque of the power components and inputs it into the simulation model. The simulation model inputs efficiency data at a preset position, calculates the output torque and speed based on the required torque, and calculates the vehicle energy consumption based on the output torque and speed. The analysis unit obtains the contribution of parameter changes of at least one of the simulation modules to the energy consumption of the whole vehicle. The contribution is obtained by modifying the underlying parameters of the corresponding module, resimulating, and comparing with the result before adjustment. The output unit outputs simulation results that include the stated contribution.

13. A computer-readable storage medium, characterized in that, The storage medium stores program information, and after the computer reads the program information, it executes the steps of the hybrid vehicle energy consumption strategy development method according to any one of claims 1-11.

14. A computer program product comprising a computer program / instructions, characterized in that, When the computer program / instructions are executed by the processor, they implement the steps of the hybrid vehicle energy consumption strategy development method according to any one of claims 1-11.

15. An electronic device comprising a memory, a processor, and a computer program stored in the memory, characterized in that, The processor executes the computer program to implement the steps of the hybrid vehicle energy consumption strategy development method according to any one of claims 1-11.

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