Whole vehicle energy management simulation method and device, electronic equipment and storage medium

Abstract

The application relates to the technical field of vehicles and discloses a whole-vehicle energy management simulation method and device, an electronic device and a storage medium. The method comprises the following steps: in any simulation cycle of whole-vehicle energy management, the system key parameters of at least one real-vehicle energy management system are calculated, at least one system key parameter is subjected to system coupling correction, corresponding coupling correction parameters are obtained, at least one component transient response result in the coupling correction parameters is subjected to transient influence correction, corresponding transient correction results are obtained, at least one sensor acquisition data in the coupling correction parameters is subjected to acquisition influence correction, corresponding acquisition correction data is obtained, at least the transient correction results, the acquisition correction data and the residual coupling correction parameters are taken as parameter inputs of the next simulation cycle, then the first step is entered to execute the next simulation cycle, and the process is repeated until the whole-vehicle energy management simulation is completed. The application can improve the simulation precision of whole-vehicle energy management and can realize accurate prediction of the state of a real vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a vehicle energy management simulation method, device, electronic equipment, and storage medium. Background Technology

[0002] In the development of vehicle energy management systems, the error between simulation and experimental results is the core bottleneck restricting the optimization of vehicle simulation strategies, real vehicle migration, and virtual calibration. Its root causes can be attributed to three dimensions: system coupling interference, limitations of mechanical component characteristics, and sensor placement and characteristics.

[0003] System-level coupling interference is the fundamental cause of errors. Vehicle energy management involves multiple subsystems such as power output, energy recovery, and thermal management, and the dynamic interactions between these modules are difficult to fully replicate in simulation models. For example, in the thermal management system of a fuel cell vehicle, the coordinated changes in stack current, coolant flow rate, and bypass valve opening can cause temperature fluctuations, which in turn interfere with the precise execution of energy distribution strategies. This complex coupling relationship leads to deviations between simulation results and actual operating conditions.

[0004] The hysteresis feedback characteristics of mechanical components further amplify the error. Components such as battery relays and power clutches exhibit response delays in actual operation, while simulation models typically assume instantaneous and linear responses, neglecting the hysteresis effects caused by wear, aging, and changes in ambient temperature. Taking battery relays as an example, engagement delays can lead to deviations in energy recovery timing, causing significant differences between simulated recovery efficiency and actual data.

[0005] Insufficient precision in the data acquisition stage is the direct source of error. As the core of data acquisition, sensors are susceptible to problems such as nonlinearity, temperature drift, and aging effects, which can lead to measurement deviations in key parameters like current and voltage. Whether used as simulation input or for experimental comparison, this data will cause deviations in the results.

[0006] As a result, the existing vehicle energy management simulation accuracy is too low, making it difficult to eliminate simulation test errors caused by inter-system influences, mechanical component hysteresis feedback, and data acquisition accuracy, thus failing to achieve accurate prediction of the actual vehicle state. Summary of the Invention

[0007] The purpose of this invention is to provide a vehicle energy management simulation method, device, electronic device, and storage medium, which can at least improve the simulation accuracy of vehicle energy management, reduce simulation test errors caused by inter-system influences, mechanical component hysteresis feedback, and data acquisition accuracy, and facilitate accurate prediction of the actual vehicle status.

[0008] To address the aforementioned technical problems, in a first aspect, the present invention provides a vehicle energy management simulation method, comprising at least:

[0009] S1. In any simulation cycle of vehicle energy management, calculate at least one key system parameter of the actual vehicle energy management system, and perform system coupling correction on at least one of the key system parameters to obtain the corresponding coupling correction parameters;

[0010] S2. Perform transient influence correction on the transient response results of at least one component in the coupling correction parameters to obtain the corresponding transient correction results, and perform acquisition influence correction on the acquisition data of at least one sensor in the coupling correction parameters to obtain the corresponding acquisition correction data.

[0011] S3. At least the transient correction result, the acquired correction data, and the remaining coupling correction parameters are used as the parameter input for the next simulation cycle, and then the process proceeds to step S1 to execute the next simulation cycle until the vehicle energy management simulation ends.

[0012] Optionally, before step S1, at least the following steps are also included:

[0013] S0. Construct a vehicle energy management simulation model, a system coupling correction simulation model, a component characteristic correction simulation model, and a data acquisition correction simulation model.

[0014] Optionally, step S1 specifically includes at least:

[0015] In any simulation cycle of vehicle energy management, at least one key system parameter of a real vehicle energy management system is calculated using the vehicle energy management simulation model, and the corresponding coupling correction parameter is obtained by performing system coupling correction on at least one of the key system parameters using the system coupling correction simulation model.

[0016] Optionally, step S2 specifically includes at least:

[0017] The transient impact correction is performed on the transient response result of at least one component in the coupling correction parameters using the component characteristic correction simulation model to obtain the corresponding transient correction result. The acquisition impact correction is performed on the acquisition data of at least one sensor in the coupling correction parameters using the data acquisition correction simulation model to obtain the corresponding acquisition correction data.

[0018] Optionally, the system coupling correction simulation model is used at least to correct the response of influencing factors between the subsystems in the actual vehicle energy management system;

[0019] The system coupling correction simulation model is established through at least the following methods:

[0020] At least from the whole vehicle cloud data or its simulation analysis results, data related to the influencing factors between the subsystems in the actual vehicle energy management system are extracted, and DOE data supplementation is performed. Then, the system coupling correction simulation model is obtained through data fitting.

[0021] Optionally, the component characteristic correction simulation model is used at least to correct the response delay in actual system operation caused by the characteristics of any component in the actual vehicle energy management system.

[0022] Optionally, the data acquisition correction simulation model is at least used to correct the effects of the offset and response delay of any data acquisition sensor in the actual vehicle energy management system and its placement position under the corresponding component in the actual vehicle energy management system;

[0023] The data acquired by at least one sensor that performs the acquisition effect correction corresponds to at least one data acquisition sensor in the vehicle energy management system that is involved in the control strategy.

[0024] Based on the same concept, in a second aspect, the present invention also provides a vehicle energy management simulation device for executing the vehicle energy management simulation method described in any one of the first aspects;

[0025] The vehicle energy management simulation device includes at least:

[0026] The coupling correction module is used to calculate at least one key system parameter of a real vehicle energy management system in any simulation cycle of vehicle energy management, and to perform system coupling correction on at least one of the key system parameters to obtain the corresponding coupling correction parameters.

[0027] The instantaneous acquisition correction module is used to correct the transient impact of at least one component in the coupling correction parameters to obtain the corresponding transient correction result, and to correct the acquisition impact of at least one sensor data in the coupling correction parameters to obtain the corresponding acquisition correction data.

[0028] The integrated transfer module is used to input at least the transient correction result, the acquired correction data, and the remaining coupling correction parameters as parameters for the next simulation cycle, and then transfer to the coupling correction module to execute the next simulation cycle until the vehicle energy management simulation ends.

[0029] Based on the same concept, in a third aspect, the present invention also provides an electronic device, including a memory and a processor, the memory storing a computer program executable on the processor, the processor executing the program to implement the steps in the vehicle energy management simulation method of any one of the first aspects.

[0030] Based on the same concept, in a fourth aspect, the present invention also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps in the vehicle energy management simulation method of any one of the first aspects.

[0031] The technical solution provided by this invention comprises the following steps: First, in any simulation cycle of vehicle energy management, at least one key system parameter of the actual vehicle energy management system is calculated, and system coupling correction is performed on at least one key system parameter to obtain corresponding coupling correction parameters. Second, transient influence correction is performed on the transient response results of at least one component in the coupling correction parameters to obtain corresponding transient correction results, and acquisition influence correction is performed on the acquisition data of at least one sensor in the coupling correction parameters to obtain corresponding acquisition correction data. Third, at least the transient correction results, acquisition correction data, and remaining coupling correction parameters are used as parameter inputs for the next simulation cycle, and then the process returns to the first step to execute the next simulation cycle until the vehicle energy management simulation ends. Therefore, this invention can at least improve the simulation accuracy of vehicle energy management, reduce simulation test errors caused by inter-system influences, mechanical component hysteresis feedback, and data acquisition accuracy, and facilitate accurate prediction of the actual vehicle state. Attached Figure Description

[0032] Figure 1 This is a flowchart of a vehicle energy management simulation method provided in an embodiment of the present invention;

[0033] Figure 2 This is a schematic diagram of the structure of a vehicle energy management simulation device provided in an embodiment of the present invention;

[0034] Figure 3 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0035] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this invention, and not all of them. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0036] It should be noted that any symbols and / or numbers present in the specification that are not marked in the accompanying drawings are not reference numerals.

[0037] Figure 1This is a flowchart of a vehicle energy management simulation method provided by an embodiment of the present invention. This embodiment is applicable to vehicle energy management simulation and optimization scenarios under at least any vehicle configuration. The vehicle energy management simulation method can be, but is not limited to, executed by the vehicle energy management simulation device in this embodiment of the present invention as the execution subject, which can be implemented in software and / or hardware. Figure 1 As shown, the vehicle energy management simulation method includes at least the following steps:

[0038] S1. In any simulation cycle of vehicle energy management, calculate at least one key system parameter of the actual vehicle energy management system, and perform system coupling correction on at least one key system parameter to obtain the corresponding coupling correction parameter.

[0039] The vehicle energy management system may, but is not limited to, consist of subordinate vehicle subsystems such as the air conditioning system, powertrain system, transmission thermal management system, vehicle powertrain system, engine peripheral cooling system, passenger compartment system, and motor thermal management system. Correspondingly, at least one key system parameter of the vehicle energy management system can be a system input parameter or system output parameter of one or more of the aforementioned subordinate vehicle subsystems, such as engine heat generation, powertrain temperature rise, and air conditioning cooling load.

[0040] In one specific implementation, optionally, before step S1, at least the following is included:

[0041] S0. Construct a vehicle energy management simulation model, a system coupling correction simulation model, a component characteristic correction simulation model, and a data acquisition correction simulation model.

[0042] Understandably, a vehicle energy management simulation model can be built using any commercial modeling software, based on the vehicle system design.

[0043] In another specific implementation, step S1 may optionally include at least the following:

[0044] In any simulation cycle of vehicle energy management, at least one key system parameter of a real vehicle energy management system is calculated through the vehicle energy management simulation model, and the corresponding coupling correction parameter is obtained by performing system coupling correction on at least one key system parameter through the system coupling correction simulation model.

[0045] In another specific implementation, optionally, the system coupling correction simulation model is used at least to correct the response of influencing factors between the subsystems in the real vehicle energy management system [for example, the engine heat generation at high temperature will cause the engine compartment temperature to rise, which in turn will generate heat radiation to the air conditioning (cooling) system and cause the air conditioning cooling load to rise];

[0046] The system coupling correction simulation model can be established through at least the following methods:

[0047] At least extract data related to the influencing factors between subsystems in the real vehicle energy management system from the whole vehicle cloud data or its simulation analysis results, and supplement the data with DOE data, and then obtain the system coupling correction simulation model through data fitting.

[0048] S2. Perform transient influence correction on the transient response results of at least one component in the coupling correction parameters to obtain the corresponding transient correction results, and perform acquisition influence correction on the acquisition data of at least one sensor in the coupling correction parameters to obtain the corresponding acquisition correction data.

[0049] Among them, transient impact correction and acquisition impact correction can also be implemented based on simulation models.

[0050] In yet another specific implementation, step S2 may optionally include at least the following:

[0051] By using a component characteristic correction simulation model, transient influence correction is applied to the transient response results of at least one component in the coupling correction parameters to obtain the corresponding transient correction results. Then, by using a data acquisition correction simulation model, acquisition influence correction is applied to the acquisition data of at least one sensor in the coupling correction parameters to obtain the corresponding acquisition correction data.

[0052] In another specific implementation, optionally, the component characteristic correction simulation model is used at least to correct the response delay in actual system operation caused by the characteristics of any component in the actual vehicle energy management system.

[0053] In another specific implementation, optionally, the data acquisition correction simulation model is used at least to correct the effects of the offset of any data acquisition sensor itself, response delay and its placement position under the corresponding component in the actual vehicle energy management system.

[0054] The data acquired by at least one sensor that performs the acquisition impact correction corresponds to at least one data acquisition sensor in the actual vehicle energy management system that is involved in the control strategy.

[0055] S3. At least the transient correction results, the collected correction data, and the remaining coupling correction parameters are used as the parameter inputs for the next simulation cycle. Then, proceed to step S1 to execute the next simulation cycle until the vehicle energy management simulation ends.

[0056] Vehicle energy management simulation can be divided into steady-state simulation and transient simulation. For example, if any vehicle energy management simulation is a steady-state simulation, the simulation is considered complete when the change between the simulation result of any loop and the simulation result of the previous loop is less than a preset change threshold (e.g., ±1%). Conversely, if any vehicle energy management simulation is a transient simulation, the simulation is considered complete when the number of simulation loops reaches a preset number. Of course, if the execution time of a single simulation loop is fixed, the timing of the simulation's end can also be determined by time, which will not be elaborated further.

[0057] In addition, the remaining coupling correction parameters can refer to the coupling correction parameters remaining after removing the transient correction results and the acquired correction data.

[0058] For example, a multi-state coupling model of the whole vehicle (i.e., the aforementioned whole vehicle energy management simulation model) can be established first based on the vehicle configuration, the physical characteristics and flow laws of various forms of energy in the system.

[0059] After establishing the multi-mode coupling model of the whole vehicle, the indirect influences between components and systems can be analyzed according to the vehicle layout and actual scenarios to extract the physical quantities of indirect influences, and the influence functions between each physical quantity can be constructed (i.e., the aforementioned fitted influence function). The process of constructing the function can be based on vehicle cloud data or simulation analysis results for numerical fitting. After obtaining the influence function, the function is constructed into the energy management model between the response components and systems according to the input and output requirements.

[0060] The components with significant transient effects in the model were identified, their corresponding physical quantities were extracted, and specific bench test data were used to digitally model their transient response effects. After verifying the accuracy of the model, the data was then incorporated into the vehicle energy management model for transient response analysis.

[0061] For key data acquisition sensors involved in the control strategy in the multi-mode coupling model of the whole vehicle, their actual deployment positions are geometrically confirmed, key factors affecting their values ​​(such as deployment position, sensitivity, etc.) are extracted, and calibration functions are generated based on the analysis results and individual data acquisition results. The calibration functions are then introduced into the model control strategy to correct the received values ​​of the control strategy, and the control strategy is then queried (for example, by using a lookup table) to direct the downstream components to work.

[0062] More specifically, taking transient simulation as an example, the influence function S(x) between system components is constructed as follows:

[0063] Assuming the key influencing factors of components between systems are x=(x1,x2,x3...), relevant data can be extracted from the whole vehicle cloud data or its three-dimensional simulation analysis results to supplement the DOE data. Then, at least numerical methods should be used to fit the influence function, and the corresponding function should be generated after the fitting is completed.

[0064] Substitute the corresponding function into the vehicle model (which integrates the system coupling correction simulation model into the vehicle energy management simulation model) to calculate the changes in the corresponding influencing factors. After the calculation is completed, substitute the calculation result back into the influence function to calculate the system influence correction amount at the next moment (i.e., obtain the corresponding coupling correction parameter).

[0065] Constructing the component instantaneous response correction function T(y):

[0066] Assuming the key influencing factors of the instantaneous response of a component are y=(y1,y2,y3……), the instantaneous response test data of the corresponding component is used to calculate its hysteresis. The hysteresis is used to correct the current demand response of the corresponding component. After correction, it is substituted into the vehicle model to determine the current state of the vehicle component. Based on the determined state, the current parameter state of the component is fed back. Then, the difference between the current parameter state of the component and its demand state is checked. This difference is used to determine the key parameter demand of the component at the next moment.

[0067] Construction of the key data acquisition sensor correction function F(z):

[0068] F(z) can be composed of two sub-functions. Sub-function f1(z) can consider the temperature deviation caused by the sensor placement position, and this sub-function can be obtained by fitting at least specific experimental or CFD calculation results. Sub-function f2(x) can consider the characteristics of the sensor itself, and its characteristic function can be obtained by fitting at least experimental data. After receiving the simulation results of the control parameters corresponding to the sensor at the previous time step, f1(z) can be used for correction first. After the correction is completed, f2(z) can be used for correction. After the overall correction is completed, it is fed back to the control strategy for the next time step demand correction, and finally the parameter demand for the next time step is provided.

[0069] The technical solution provided in this embodiment has the following steps: First, in any simulation cycle of vehicle energy management, at least one key system parameter of the actual vehicle energy management system is calculated, and system coupling correction is performed on at least one key system parameter to obtain the corresponding coupling correction parameter. Second, transient influence correction is performed on the transient response result of at least one component in the coupling correction parameter to obtain the corresponding transient correction result, and acquisition influence correction is performed on the acquisition data of at least one sensor in the coupling correction parameter to obtain the corresponding acquisition correction data. Third, at least the transient correction result, acquisition correction data, and remaining coupling correction parameters are used as the parameter input for the next simulation cycle, and then the process returns to the first step to execute the next simulation cycle until the vehicle energy management simulation ends. Therefore, this embodiment can at least improve the simulation accuracy of vehicle energy management, reduce simulation test errors caused by inter-system influences, mechanical component hysteresis feedback, and data acquisition accuracy, and facilitate accurate prediction of the actual vehicle state.

[0070] Figure 2 This is a schematic diagram of a vehicle energy management simulation device provided in an embodiment of the present invention. This embodiment is applicable to vehicle energy management simulation and optimization scenarios under at least any vehicle configuration. The vehicle energy management simulation device can be implemented using software and / or hardware. Figure 2 As shown, the vehicle energy management simulation device includes at least:

[0071] The coupling correction module 110 is used to calculate at least one key system parameter of a real vehicle energy management system in any simulation cycle of vehicle energy management, and to perform system coupling correction on at least one key system parameter to obtain the corresponding coupling correction parameter.

[0072] The instantaneous acquisition correction module 120 is used to perform transient influence correction on the transient response result of at least one component in the coupling correction parameters to obtain the corresponding transient correction result, and to perform acquisition influence correction on the acquisition data of at least one sensor in the coupling correction parameters to obtain the corresponding acquisition correction data.

[0073] The integration module 130 is used to input at least the transient correction results, the acquired correction data and the remaining coupling correction parameters as parameters for the next simulation cycle, and then transfer to the coupling correction module to execute the next simulation cycle until the vehicle energy management simulation ends.

[0074] Optionally, it may also include at least:

[0075] Model building module 140 is used to build a vehicle energy management simulation model, a system coupling correction simulation model, a component characteristic correction simulation model, and a data acquisition correction simulation model.

[0076] Optionally, the coupling correction module 110 is specifically used for at least:

[0077] In any simulation cycle of vehicle energy management, at least one key system parameter of a real vehicle energy management system is calculated through the vehicle energy management simulation model, and the corresponding coupling correction parameter is obtained by performing system coupling correction on at least one key system parameter through the system coupling correction simulation model.

[0078] Optionally, the instantaneous sampling correction module 120 is specifically used for at least:

[0079] By using a component characteristic correction simulation model, transient influence correction is applied to the transient response results of at least one component in the coupling correction parameters to obtain the corresponding transient correction results. Then, by using a data acquisition correction simulation model, acquisition influence correction is applied to the acquisition data of at least one sensor in the coupling correction parameters to obtain the corresponding acquisition correction data.

[0080] Optionally, the system coupling correction simulation model is used at least to correct the response of influencing factors between the subsystems in the actual vehicle energy management system;

[0081] The system coupling correction simulation model can be established through at least the following methods:

[0082] At least from the whole vehicle cloud data or its simulation analysis results, extract the data related to the influencing factors between the subsystems in the real vehicle energy management system, supplement the data with DOE data, and then obtain the system coupling correction simulation model through data fitting.

[0083] Optionally, the component characteristic correction simulation model is used at least to correct the response delay in actual system operation caused by the characteristics of any component in the actual vehicle energy management system.

[0084] Optionally, the data acquisition correction simulation model is used at least to correct the effects of the offset of any data acquisition sensor itself, the response delay, and the placement position of the corresponding component in the actual vehicle energy management system.

[0085] The data acquired by at least one sensor that performs the acquisition impact correction corresponds to at least one data acquisition sensor in the actual vehicle energy management system that is involved in the control strategy.

[0086] The technical solution provided in this embodiment calculates at least one key system parameter of the actual vehicle energy management system in any simulation cycle of the vehicle energy management through a coupling correction module, and performs system coupling correction on at least one key system parameter to obtain the corresponding coupling correction parameters. In the second step, a transient impact correction module corrects the transient response results of at least one component in the coupling correction parameters to obtain the corresponding transient correction result, and performs acquisition impact correction on the acquisition data of at least one sensor in the coupling correction parameters to obtain the corresponding acquisition correction data. In the third step, an integration transfer module uses at least the transient correction result, acquisition correction data, and remaining coupling correction parameters as input parameters for the next simulation cycle, and then transfers to the coupling correction module to execute the next simulation cycle until the vehicle energy management simulation ends. Therefore, this embodiment can at least improve the simulation accuracy of vehicle energy management, reduce simulation test errors caused by inter-system influences, mechanical component hysteresis feedback, and data acquisition accuracy, and facilitate accurate prediction of the actual vehicle state.

[0087] This embodiment provides an electronic device. Figure 3 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. See also: Figure 3The electronic device 1000 includes a processor 1001 and a memory 1002. The memory 1002 stores computer-readable instructions. When the computer-readable instructions are executed by the processor 1001, the steps in any of the above-mentioned vehicle energy management simulation methods are performed. Through the above technical solution, the processor 1001 and the memory 1002 are interconnected and communicate with each other through a communication bus and / or other forms of connection mechanism (not shown). The memory 1002 stores a computer program that can be executed by the processor. When the electronic device 1000 is running, the processor 1001 executes the computer program to execute the vehicle energy management simulation method in any optional implementation of the above embodiments, so as to achieve at least the following functions: in any simulation cycle of vehicle energy management, calculate at least one system key parameter of the actual vehicle energy management system, and perform system coupling correction on at least one system key parameter to obtain the corresponding coupling correction parameter; perform transient influence correction on the transient response result of at least one component in the coupling correction parameter to obtain the corresponding transient correction result, and perform acquisition influence correction on the acquisition data of at least one sensor in the coupling correction parameter to obtain the corresponding acquisition correction data; at least use the transient correction result, acquisition correction data and remaining coupling correction parameter as the parameter input for the next simulation cycle, and then proceed to the first step to execute the next simulation cycle until the vehicle energy management simulation ends.

[0088] This embodiment provides a computer-readable storage medium storing a computer program. When executed by a processor, the program implements the vehicle energy management simulation method provided in all embodiments of the present invention: In any simulation cycle of vehicle energy management, at least one key system parameter of a real vehicle energy management system is calculated, and system coupling correction is performed on at least one key system parameter to obtain corresponding coupling correction parameters; transient influence correction is performed on the transient response results of at least one component in the coupling correction parameters to obtain corresponding transient correction results, and acquisition influence correction is performed on the acquisition data of at least one sensor in the coupling correction parameters to obtain corresponding acquisition correction data; at least the transient correction results, acquisition correction data, and remaining coupling correction parameters are used as parameter inputs for the next simulation cycle, and then the first step is returned to execute the next simulation cycle until the vehicle energy management simulation ends.

[0089] Any combination of one or more computer-readable media may be used. A computer-readable medium can be a computer-readable signal medium or a computer-readable storage medium. A computer-readable storage medium can be, for example—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this document, a computer-readable storage medium can be any tangible medium that contains or stores a program that can be used by or in connection with an instruction execution system, apparatus, or device.

[0090] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals may take various forms, including—but not limited to—electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media may also be any computer-readable medium other than computer-readable storage media, capable of transmitting, propagating, or transmitting programs for use by or in connection with an instruction execution system, apparatus, or device.

[0091] The program code contained on a computer-readable medium may be transmitted using any suitable medium, including—but not limited to—wireless, wire, optical fiber, RF, etc., or any suitable combination thereof.

[0092] Computer program code for performing the operations of this invention can be written in one or more programming languages ​​or a combination thereof. Programming languages ​​include object-oriented programming languages—such as Java, Smalltalk, and C++—as well as conventional procedural programming languages—such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0093] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A vehicle energy management simulation method, characterized in that, At least including: S1. In any simulation cycle of vehicle energy management, calculate at least one key system parameter of the actual vehicle energy management system, and perform system coupling correction on at least one of the key system parameters to obtain the corresponding coupling correction parameters; S2. Perform transient influence correction on the transient response results of at least one component in the coupling correction parameters to obtain the corresponding transient correction results, and perform acquisition influence correction on the acquisition data of at least one sensor in the coupling correction parameters to obtain the corresponding acquisition correction data. S3. At least the transient correction result, the acquired correction data, and the remaining coupling correction parameters are used as the parameter input for the next simulation cycle, and then the process proceeds to step S1 to execute the next simulation cycle until the vehicle energy management simulation ends.

2. The vehicle energy management simulation method according to claim 1, characterized in that, Before step S1, at least the following is also included: S0. Construct a vehicle energy management simulation model, a system coupling correction simulation model, a component characteristic correction simulation model, and a data acquisition correction simulation model.

3. The vehicle energy management simulation method according to claim 2, characterized in that, Step S1 specifically includes at least the following: In any simulation cycle of vehicle energy management, at least one key system parameter of a real vehicle energy management system is calculated using the vehicle energy management simulation model, and the corresponding coupling correction parameter is obtained by performing system coupling correction on at least one of the key system parameters using the system coupling correction simulation model.

4. The vehicle energy management simulation method according to claim 2, characterized in that, Step S2 specifically includes at least the following: The transient impact correction is performed on the transient response result of at least one component in the coupling correction parameters using the component characteristic correction simulation model to obtain the corresponding transient correction result. The acquisition impact correction is performed on the acquisition data of at least one sensor in the coupling correction parameters using the data acquisition correction simulation model to obtain the corresponding acquisition correction data.

5. The vehicle energy management simulation method according to claim 2, characterized in that, The system coupling correction simulation model is used at least to correct the response of influencing factors between the subsystems in the actual vehicle energy management system; The system coupling correction simulation model is established through at least the following methods: At least from the whole vehicle cloud data or its simulation analysis results, data related to the influencing factors between the subsystems in the actual vehicle energy management system are extracted, and DOE data supplementation is performed. Then, the system coupling correction simulation model is obtained through data fitting.

6. The vehicle energy management simulation method according to claim 2, characterized in that, The component characteristic correction simulation model is used at least to correct the response delay in actual system operation caused by the characteristics of any component in the actual vehicle energy management system.

7. The vehicle energy management simulation method according to claim 2, characterized in that, The data acquisition correction simulation model is used at least to correct the effects of the offset of any data acquisition sensor, the response delay, and the placement position of the corresponding component in the actual vehicle energy management system. The data acquired by at least one sensor that performs the acquisition effect correction corresponds to at least one data acquisition sensor in the vehicle energy management system that is involved in the control strategy.

8. A vehicle energy management simulation device, characterized in that, Used to perform the vehicle energy management simulation method according to any one of claims 1-7; The vehicle energy management simulation device includes at least: The coupling correction module is used to calculate at least one key system parameter of a real vehicle energy management system in any simulation cycle of vehicle energy management, and to perform system coupling correction on at least one of the key system parameters to obtain the corresponding coupling correction parameters. The instantaneous acquisition correction module is used to correct the transient impact of at least one component in the coupling correction parameters to obtain the corresponding transient correction result, and to correct the acquisition impact of at least one sensor data in the coupling correction parameters to obtain the corresponding acquisition correction data. The integration transfer module is used to input at least the transient correction result, the acquired correction data, and the remaining coupling correction parameters as parameters for the next simulation cycle, and then transfer to the coupling correction module to execute the next simulation cycle until the vehicle energy management simulation ends.

9. An electronic device comprising a memory and a processor, the memory storing a computer program executable on the processor, characterized in that, When the processor executes the program, it implements the steps in the vehicle energy management simulation method according to any one of claims 1-7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the steps in the vehicle energy management simulation method according to any one of claims 1-7.

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