A method, apparatus, device, and medium for vehicle energy control

Abstract

The application provides a vehicle energy control method, device, equipment and medium, comprising: calculating a first power generation of a vehicle engine on a travel path according to navigation information, the travel path comprising: each road section, and the first power generation comprising: power generation of the vehicle engine from a starting point of each road section to an end point of the travel path; calculating a first estimated power generation of the vehicle engine on the travel path; obtaining a first working point of the vehicle engine according to the first power generation, the first estimated power generation and a first torque of the engine; and the vehicle engine works at the first working point, and the first working point is in a high-efficiency working interval when the engine works, so that oil and electricity of a hybrid electric vehicle are reasonably distributed, and vehicle fuel consumption is reduced by planning energy of each road section in the travel path according to navigation information.

Description

Technical Field

[0001] This application relates to the field of vehicle intelligent control technology, and in particular to a method, device, equipment and medium for vehicle energy control. Background Technology

[0002] Current energy control strategies for hybrid electric vehicles primarily prioritize meeting power demands and maintaining the battery's state of charge (SOC). When the vehicle is running, the energy control strategy rationally allocates power from each power source based on their efficiency characteristics to improve the driving efficiency of the powertrain. However, this energy control strategy relies solely on the vehicle's own operating conditions and does not consider the impact of the travel route on energy control. This can easily lead to the vehicle prioritizing pure electric mode. In pure electric mode, the vehicle mainly consumes the battery's SOC, resulting in a rapid decrease in SOC and increased fuel consumption. Summary of the Invention

[0003] This application provides a method, device, equipment, and medium for vehicle energy control, which can reduce vehicle fuel consumption for users' travel, thereby improving the driving experience of vehicles in hybrid mode.

[0004] To address the aforementioned problems, this application discloses a method for vehicle energy control, comprising:

[0005] The first power generation of the vehicle engine on the travel route is calculated based on navigation information. The travel route includes various road segments. The first power generation includes the power generation of the vehicle engine from the starting point of each road segment to the end point of the travel route.

[0006] Calculate the first estimated power generation of the vehicle's engine during the travel route;

[0007] The first operating point of the vehicle engine is obtained based on the first power generation, the first estimated power generation, and the first torque of the engine.

[0008] The vehicle engine operates at the first operating point, which is the high-efficiency operating range of the engine.

[0009] Optionally, calculating the first power generation of the vehicle engine along the travel route based on navigation information includes:

[0010] Based on the theoretical energy requirement of the vehicle engine from the starting point of each road segment to the end point of the travel route and the power consumption of the vehicle battery, the first power generation of the vehicle engine during the travel route is obtained.

[0011] Optionally, calculating the first estimated power generation of the vehicle engine during the travel route includes:

[0012] The first estimated power generation of the vehicle engine on the travel route is obtained based on the engine speed and engine torque of the vehicle engine from the start point of each road segment to the end point of the travel route.

[0013] Optionally, the method further includes:

[0014] If the navigation information is updated, the remaining travel route is re-divided into road segments to obtain at least one new road segment. The remaining travel route refers to the route taken from the current location of the vehicle to the end point of the travel route.

[0015] Calculate the second power generation of the vehicle engine from the start of at least one new road segment to the end of the travel route;

[0016] Calculate the second estimated power generation of the vehicle engine from the start of at least one new road segment to the end of the travel route;

[0017] The second operating point of the vehicle engine is obtained based on the second power generation, the second estimated power generation, and the second torque of the engine on at least one new road segment.

[0018] The vehicle engine is adjusted from the first operating point to the second operating point, where the engine operates within its high-efficiency operating range.

[0019] Optionally, obtaining the first operating point of the engine based on the first power generation, the first estimated power generation, and the first torque of the engine includes:

[0020] Calculate the ratio of the first power generation to the first estimated power generation;

[0021] The first operating point is obtained based on the ratio and the first torque.

[0022] To address the aforementioned problems, this application also discloses a vehicle energy control device, comprising:

[0023] The first calculation module is used to calculate the first power generation of the vehicle engine on the travel route based on navigation information. The travel route includes various road segments, and the first power generation includes the power generation of the vehicle engine from the starting point of each road segment to the end point of the travel route.

[0024] The second calculation module is used to calculate the first estimated power generation of the vehicle engine during the travel route.

[0025] The first operating point module is used to obtain the first operating point of the vehicle engine based on the first power generation, the first estimated power generation, and the first torque of the engine.

[0026] An output module is used for the vehicle engine to operate at the first operating point, where the first operating point is the high-efficiency operating range of the vehicle engine.

[0027] Optionally, the first calculation module is specifically used to obtain the first power generation of the vehicle engine during the travel route based on the theoretical energy requirement of the vehicle engine from the starting point of each road segment to the end point of the travel route and the power consumption of the vehicle battery.

[0028] Optionally, the second calculation module is specifically used to obtain the first estimated power generation of the vehicle engine on the travel route based on the engine speed and engine torque of the vehicle engine from the starting point of each road segment to the end point of the travel route.

[0029] To address the aforementioned issues, this application also discloses an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the aforementioned vehicle energy control method.

[0030] To address the aforementioned issues, this application also discloses a computer-readable storage medium storing a computer program that, when executed by a processor, implements the aforementioned vehicle energy control method.

[0031] Compared with the prior art, this application has the following advantages:

[0032] In this embodiment, the first power generation and the first estimated power generation of the vehicle engine from each segment of the travel path to the destination of the travel path are calculated using navigation information. Based on the first power generation, the first estimated power generation, and the first torque of the engine, the first operating point of the vehicle engine is obtained. The vehicle engine operates according to the first operating point. By utilizing the travel path of the navigation information, the energy control of the vehicle can be optimized. Furthermore, based on the first power generation, the estimated power generation, and the engine torque of the vehicle engine from each segment of the travel path to the destination of the travel path, the operating point of the vehicle engine for each segment is obtained, so that the vehicle engine operates within the high-efficiency operating range, thereby reducing vehicle fuel consumption. At the same time, the engine operating within the high-efficiency operating range improves the engine's NVH performance.

[0033] Of course, any product implementing this application does not necessarily need to achieve all of the advantages described above at the same time. Attached Figure Description

[0034] Figure 1 This is a schematic diagram illustrating the framework for implementing the vehicle energy control method according to an embodiment of this application;

[0035] Figure 2 This is a schematic flowchart of a vehicle energy control method according to an embodiment of this application;

[0036] Figure 3 This is a schematic diagram of road segment division provided in an embodiment of this application;

[0037] Figure 4 This is a schematic diagram of the generator operating point in this application;

[0038] Figure 5 This is a schematic flowchart of a vehicle energy control method described in the embodiment;

[0039] Figure 6 Another road segmentation diagram provided in this application embodiment;

[0040] Figure 7 This is a structural diagram of a vehicle energy control device as described in the embodiment. Detailed Implementation

[0041] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0042] refer to Figure 1 The diagram illustrates a framework for implementing the vehicle energy control method according to an embodiment of this application, including: a navigation module, a vehicle status module, an energy management module, a drive motor control module, an engine control module, a generator control module, and a hybrid mode control module.

[0043] The system acquires navigation information via a navigation module and then sends it to the energy management module. This navigation information includes vehicle speed, time, altitude difference, and other details related to the driving route. The vehicle status module acquires current speed, current SOC, target SOC, and the driver's required torque obtained from the accelerator pedal. This information is then sent to the energy management module, which processes the data to control the vehicle's drive motor, engine, generator, or hybrid mode.

[0044] refer to Figure 2 The diagram illustrates a flowchart of a vehicle energy control method according to an embodiment of this application, including the following steps:

[0045] Step 201: Calculate the first power generation of the vehicle engine on the travel route based on the navigation information.

[0046] In practical applications, navigation information can be obtained through the vehicle's in-vehicle map navigation or GPS / BeiDou satellite positioning system. This navigation information includes information such as the vehicle's current speed, time, and altitude.

[0047] In one implementation, after the navigation system is activated, at least one candidate travel route is obtained based on the user's input of the starting point and the destination. Based on the user's selection operation, a travel route is determined from the at least one candidate travel route. The travel route includes various road segments, and the first power generation includes the power generation of the vehicle's engine from the starting point of each road segment to the destination of the travel route.

[0048] See Figure 3 This is a schematic diagram of road segment division provided in an embodiment of this application, such as... Figure 3 As shown, the travel path is the vehicle's driving path. The starting point of the travel path is A, and the ending point is D. The travel path includes: road segment 1, road segment 2, and road segment 3. That is, the starting point of the travel path is the starting point A of road segment 1. In other words, the first power generation of the vehicle engine from the starting point of each road segment to the ending point of the travel path is calculated. That is, the theoretical power generation of the vehicle engine from the starting point of each road segment to the ending point of the travel path constitutes the first power generation.

[0049] For example, when the vehicle reaches point A, i.e., when it reaches road segment 1, calculate the power generation of the vehicle's engine from point A to the destination D. When the vehicle reaches point B, i.e., when it reaches road segment 2, calculate the power generation of the vehicle's engine from point B to the destination D. When the vehicle reaches point C, i.e., when it reaches road segment 3, calculate the power generation of the vehicle's engine from point C to point D.

[0050] In one implementation, calculating the first power generation of the vehicle's engine from the starting point of each road segment to the end point of the travel route based on navigation information includes the following steps:

[0051] 1. Calculate the theoretical energy requirement of the vehicle engine from the starting point of each road segment to the end point of the travel route.

[0052] In one implementation, the theoretical energy requirement is W. t It is derived from the product of the vehicle's driving force, average speed, and time. The theoretical energy requirement is measured in kWh and is calculated as follows:

[0053] W t =∫F t *v*t.

[0054] Among them, F t Let v be the driving force of the vehicle, v be the average speed of the vehicle, and t be time.

[0055] F t =F f +F w +F i +F j

[0056] Wherein: F t For the driving force of the car, F f The rolling resistance during vehicle movement: F f =fmg, where f is the rolling resistance coefficient, which depends only on road conditions. On common asphalt or concrete pavements, the rolling resistance coefficient f is approximately between 0.01 and 0.02; m is the total mass of the vehicle, measured in kilograms; and g is the acceleration due to gravity, which is 9.8 m / s².

[0057] F w For air resistance experienced by the car, is the vehicle's air resistance coefficient; A is the frontal area, which is only related to the vehicle's exterior design.

[0058] F i The slope resistance during car driving: F i = mgi, where i is the road slope.

[0059] F j For the acceleration resistance of the car, δ is the conversion factor for the rotational mass of a car during acceleration. It is generally related to the entire vehicle and varies between 1.1 and 1.4 for different vehicles.

[0060] For example, the travel route includes: segment 1, segment 2 and segment 3. The starting point of the travel route is the starting point A of segment 1. When the vehicle travels to point A, the theoretical energy required by the vehicle's engine from point A to the destination D is calculated. When the vehicle travels to point B, the theoretical energy required by the vehicle's engine from point B to the destination D is calculated. When the vehicle travels to point C, the theoretical energy required by the vehicle's engine from point C to the destination D is calculated.

[0061] 2. Calculate the power consumption of the vehicle battery.

[0062] In one implementation, the battery consumes power W. B It is obtained by multiplying the battery capacity by the change in SOC. The unit of battery power consumption is kWh, and it is calculated in the following way:

[0063] W B ≈ Battery capacity * ΔSOC

[0064] Wherein, ΔSOC is the destination SOC minus the departure SOC.

[0065] In one implementation, the target SOC for each road segment can be planned based on the generator output of the engine in each segment. The predicted SOC change of the vehicle at the end of each road segment is determined based on the initial SOC of the vehicle's battery in each segment and the generator output of the engine in each segment.

[0066] The target SOC at the end of a non-first segment of a travel path is determined based on the predicted SOC change of the non-first segment and the target SOC at the end of the segment preceding the non-first segment.

[0067] For example, a travel route might include segments 1, 2, and 3. The starting point of the route is point A of segment 1. When the vehicle reaches point A, the actual State of Charge (SOC) of the vehicle's battery is the initial SOC of the preset travel route. Based on the initial SOC and the average speed of the vehicle in each segment, the target SOC for each segment can be determined. When the vehicle is traveling on a segment, it utilizes its battery power with the target SOC for that segment in mind, ensuring that the remaining battery power is close to the target SOC when the vehicle completes the segment. In this way, by managing the vehicle's battery power based on the road conditions of each segment, energy consumption can be effectively reduced.

[0068] 3. Based on the theoretical energy requirement and the battery's power consumption, the first power generation of the vehicle's engine during the travel route is obtained.

[0069] In one implementation, the first electrical output W of the vehicle engine E It is derived from the difference between the theoretical energy demand and the battery's power consumption. The unit of the first power generation is kWh, and it is calculated as follows:

[0070] W E =W t -W B

[0071] Step 202: Calculate the first estimated power generation of the vehicle engine during the travel route.

[0072] In one implementation, the first estimated power generation W of the vehicle engine E The value is obtained based on the engine speed and torque of the vehicle engine from the start point of each road segment to the end point of the travel route. That is, it is calculated based on the engine's operating principles and the engine's most efficient operating point at different speeds to obtain the ideal power generation of the engine during the entire travel route. In other words, the first estimated power generation of the vehicle engine is calculated based on the ideal generator curve, in kWh, and is calculated in the following way:

[0073] W E ′=∫n*Tdt

[0074] Where n is the engine speed of each road segment; T is the engine torque.

[0075] See Figure 4 A schematic diagram of the generator operating point of this application is shown. Figure 4 The horizontal axis represents the battery's state of charge (SOC), the left vertical axis represents torque, the right vertical axis represents power, and the right vertical axis represents effective fuel consumption rate. A color closer to red indicates better fuel efficiency. Figure 4 Different colors and shapes of dots represent different operating modes: a solid magenta circle indicates hybrid or engine mode (charging and power assist functions enabled). A hollow blue circle indicates hybrid mode (charging and power assist functions disabled). A solid yellow circle indicates engine mode (charging and power assist functions disabled). Figure 4 The arrows marked "Charging" and "Power Assist" indicate the corresponding operating areas, while the black dotted line in the middle represents the ideal operating path of the engine. When the vehicle battery is at a high SOC, pure electric driving is prioritized. When the battery's discharge capacity is insufficient, the engine generates electricity to provide power. When the vehicle battery is at a medium SOC, if the driver's power demand is less than the engine's optimal operating range, the engine operates at the lower limit of the optimal range, while simultaneously generating excess power to charge the battery. If the driver's power demand is within the engine's optimal operating range, the engine operates within that range with the highest efficiency. If the driver's power demand is greater than the engine's optimal operating range, the engine operates at the upper limit of the optimal range, and the insufficient power is provided by the battery. When the vehicle battery is at a low SOC, range extender generation is prioritized, and the generated power is slightly greater than the driver's power demand to ensure that the battery is recharged.

[0076] For example, the travel route includes: segment 1, segment 2, and segment 3. The starting point of the travel route is the starting point A of segment 1. When the vehicle travels to point A, the estimated power generation of the vehicle's engine from point A to the end point D of the travel route is calculated based on the engine speed and torque of the vehicle's engine from segment A to the end point D of the travel route. When the vehicle travels to point B, the estimated power generation of the vehicle's engine from point B to the end point D of the travel route is calculated based on the engine speed and torque of the vehicle's engine from segment B to the end point D of the travel route. When the vehicle travels to point C, the estimated power generation of the vehicle's engine from point C to the end point D of the travel route is calculated based on the engine speed and torque of the vehicle's engine from segment C to the end point D of the travel route.

[0077] Step 203: Based on the first power generation, the first estimated power generation, and the first torque of the engine, obtain the first operating point of the engine.

[0078] By determining the engine's operating point for each road segment based on the first power generation, the first estimated power generation, and the engine's first torque, the generator's operating point for each road segment is ensured to be within its efficient operating range, reducing vehicle fuel consumption. Steps 201-202 have already determined the vehicle engine's first power generation, first estimated power generation, and first torque from the start point to the end point of the travel path for each road segment. Then, the ratio of the first power generation to the first estimated power generation is calculated. The first operating point T is obtained by multiplying this ratio by the first torque. E First working point T E It can be calculated in the following ways:

[0079]

[0080] By optimizing the vehicle's economy in navigation mode through the above methods, it is also possible to ensure the balance of battery power throughout the process, avoid the danger of the battery being depleted at low speeds, which would lead to limited power at high speeds, and improve driving safety.

[0081] Step 204: The vehicle engine operates at the first operating point, which is the high-efficiency operating range of the engine.

[0082] The vehicle engine operates at a first operating point, which ensures that the vehicle engine is in a high-efficiency operating range. By calculating the operating point of the vehicle engine for each road segment, the vehicle engine is ensured to be in a high-efficiency operating range for each road segment, thereby improving the engine's NVH performance.

[0083] In this embodiment, navigation information is used to calculate the first power generation and the first estimated power generation of the vehicle engine from each segment of the travel path to the end of the travel path. Based on the first power generation, the first estimated power generation, and the first torque of the engine, the first operating point of the vehicle engine is obtained. The vehicle engine operates according to the first operating point. By utilizing the travel path of navigation information, the energy control of the vehicle can be optimized. Furthermore, based on the first power generation, estimated power generation, and engine torque of the vehicle engine from each segment of the travel path to the end of the travel path, the operating point of the vehicle engine for each segment is obtained, so that the vehicle engine operates within the high-efficiency operating range, thereby reducing vehicle fuel consumption. At the same time, the engine operating within the high-efficiency operating range improves the engine's NVH performance.

[0084] refer to Figure 5 This application illustrates a vehicle energy control method according to an embodiment, comprising the following steps:

[0085] Step 501: Calculate the first power generation of the vehicle engine on the travel route based on the navigation information.

[0086] The travel route includes various road segments, and the first power generation includes the power generation of the vehicle engine from the starting point of each road segment to the end point of the travel route.

[0087] In one implementation, the first power generation of the vehicle engine during the travel route can be obtained based on the difference between the theoretical energy demand of the vehicle engine and the power consumption of the battery. The specific calculation process is the same as step 201, and can be referred to step 201, so it will not be repeated here.

[0088] In another implementation, a first weight of the theoretical energy demand of the vehicle engine and a second weight of the energy consumption of the battery can be obtained; the theoretical energy demand of the vehicle engine and the energy consumption of the battery are weighted according to the first weight and the second weight to predict the first power generation of the vehicle engine on the travel route.

[0089] Step 502: Calculate the first estimated power generation of the vehicle engine during the travel route.

[0090] In one implementation, the first estimated power generation W of the vehicle engine E The value is obtained based on the engine speed and torque of the vehicle engine from the start point of each road segment to the end point of the travel route. That is, it is calculated based on the engine's operating principles and the engine's most efficient operating point at different speeds to obtain the ideal power generation of the engine during the entire travel route. In other words, the first estimated power generation of the vehicle engine is calculated based on the ideal generator curve, in kWh, and is calculated in the following way:

[0091] W E ′=∫n*Tdt

[0092] Where n is the engine speed of each road segment; T is the engine torque.

[0093] Step 503: Based on the first power generation, the first estimated power generation, and the first torque of the engine, obtain the first operating point of the engine.

[0094] Step 504: The vehicle engine operates at the first operating point, which is the high-efficiency operating range of the engine.

[0095] The vehicle engine operates at the first operating point, which ensures that the vehicle engine operates within its high-efficiency operating range, thus fully utilizing the engine's performance.

[0096] Step 505: If the navigation information is updated, the remaining travel route is re-divided into road segments to obtain at least one new road segment.

[0097] The remaining travel route refers to the path taken from the vehicle's current location to the destination of the travel route.

[0098] In practical applications, navigation information is constantly changing. In this embodiment, if the received navigation information changes, for example, from not congested to congested, the remaining travel route needs to be re-divided into road segments to obtain at least one new road segment. The remaining travel route is then re-planned using the navigation information, and the engine's operating point is recalculated so that the engine is always in the high-efficiency operating range.

[0099] See Figure 6 This is a schematic diagram of road segment division provided in an embodiment of this application, such as... Figure 6 As shown, the remaining travel route is the vehicle's remaining mileage. The starting point of the remaining travel route is E, and the ending point is D. The remaining travel route includes road segment 4, road segment 5, and road segment 6. That is, the starting point of the remaining travel route is the starting point E of road segment 4. In other words, the first power generation of the engine from the starting point of each road segment to the ending point of the travel route is calculated in real time.

[0100] Step 506: Calculate the second power generation of the vehicle engine at at least one new road segment to the end of the travel route.

[0101] Because the remaining travel routes have been re-divided into segments, it is also necessary to recalculate the power generation, estimated power generation, and torque of each new segment.

[0102] In one implementation, calculating the first power generation of the vehicle engine from the starting point of each new road segment to the end point of the travel route based on navigation information includes:

[0103] 1. Calculate the theoretical energy required by the vehicle engine from the starting point of each new road segment to the end point of the travel route.

[0104] In one implementation, the theoretical energy requirement is W. t It is derived from the product of the vehicle's driving force, average speed, and time. The theoretical energy requirement is measured in kWh and is calculated as follows:

[0105] W t1 =∫F t *v*t.

[0106] Among them, F t v is the vehicle's driving force, v is the average speed of the vehicle on each new road segment, and t is time.

[0107] Ft =F f +F w +F i +F j

[0108] Wherein: F t For the driving force of the car, F f The rolling resistance during vehicle movement: F f =fmg, where f is the rolling resistance coefficient, which depends only on road conditions. On common asphalt or concrete pavements, the rolling resistance coefficient f is approximately between 0.01 and 0.02; m is the total mass of the vehicle, measured in kilograms; and g is the acceleration due to gravity, which is 9.8 m / s².

[0109] F w For air resistance experienced by the car, is the vehicle's air resistance coefficient; A is the frontal area, which is only related to the vehicle's exterior design.

[0110] F i The slope resistance during car driving: F i = mgi, where i is the road slope.

[0111] F j For the acceleration resistance of the car, δ is the conversion factor for the rotational mass of a car during acceleration. It is generally related to the entire vehicle and varies between 1.1 and 1.4 for different vehicles.

[0112] For example, the remaining travel path starts at point E, ends at point D, and has intermediate points F and G. The remaining travel path includes: segment 4 (between E and F), segment 5 (between F and G), and segment 6 (between G and D). That is, the starting point of the remaining path is the starting point E of segment 4. When the vehicle travels to point E, the theoretical energy requirement of the vehicle's engine from point E to point D is calculated. When the vehicle travels to point F, the theoretical energy requirement of the vehicle's engine from point F to point D is calculated. When the vehicle travels to point G, the theoretical energy requirement of the vehicle's engine from point G to point D is calculated.

[0113] 2. Calculate the power consumption of the vehicle battery.

[0114] In one implementation, the battery consumes power W. B It is obtained by multiplying the battery capacity by the change in SOC. The unit of battery power consumption is kWh, and it is calculated in the following way:

[0115] W B1 ≈ Battery capacity * ΔSOC

[0116] Wherein, ΔSOC is the destination SOC minus the departure SOC.

[0117] In one implementation, the target SOC for each new road segment can be planned based on the generator output of the engine in each new road segment. The predicted SOC change of the vehicle at the end of each new road segment is determined based on the initial SOC of the vehicle battery in each new road segment and the generator output of the engine in each new road segment.

[0118] The target SOC at the end of the remaining travel route, which is not the first new segment, is determined based on the predicted SOC change of the non-first new segment and the target SOC at the end of the previous new segment.

[0119] For example, the remaining travel path starts at point E, terminates at point D, and has intermediate points F and G. The remaining travel path includes segments 4 (between E and F), 5 (between F and G), and 6 (between G and D). When the vehicle reaches point E, the actual State of Charge (SOC) of the vehicle battery is the initial SOC of the travel path. Based on the initial SOC and the average speed of the vehicle on each new segment, the target SOC for each new segment can be determined. When the vehicle is traveling on a new segment, it utilizes its battery power with the target SOC for that segment in mind, ensuring that the remaining battery power is close to the target SOC when the vehicle completes the new segment. In this way, by controlling the vehicle's battery power based on the road conditions of each new segment, energy consumption can be effectively reduced.

[0120] 3. Based on the theoretical energy requirement and the battery's power consumption, the second power generation of the vehicle's engine during the remaining travel route is obtained.

[0121] In one implementation, the second electrical output W from the vehicle engine... E1 It is derived from the theoretical energy demand and the battery's power consumption. The unit of the second power generation is kWh, and it is calculated in the following way:

[0122] W E1 =W t1 -W B1

[0123] Step 507: Calculate the second estimated power generation of the vehicle engine on at least one new road segment to the end of the travel route.

[0124] In one implementation, the second estimated power generation W of the vehicle engine E The first estimate is obtained based on the engine speed and torque of the vehicle engine from the start of each new road segment to the end of the travel route. Specifically, it is calculated based on the engine's operating principles and the engine's most efficient operating point at different speeds, yielding the ideal power generation of the engine during the entire remaining travel route. The second estimated power generation is in kWh and is calculated as follows:

[0125] WE ′1=∫n1*T1dt

[0126] Where n1 is the engine speed of each new road section; T1 is the engine torque.

[0127] Step 508: Based on the second power generation, the second estimated power generation, and the second torque of the vehicle engine on at least one new road segment, obtain the second operating point of the vehicle engine.

[0128] The engine's second operating point is determined by calculating the ratio of the second power generation to the second estimated power generation; the second operating point T is then obtained by multiplying this ratio by the second torque. E1 Second working point T E1 It can be calculated in the following ways:

[0129]

[0130] It should be noted that the first torque and the second torque are used to distinguish the different torques produced by the vehicle's engine on different road sections.

[0131] Step 509: Adjust the vehicle engine from the first operating point to the second operating point, where the engine operates within its high-efficiency operating range.

[0132] In this embodiment, the engine's operating point is adjusted in real time by updating navigation information, thereby keeping the engine in its high-efficiency operating range, reducing vehicle fuel consumption, and also improving the engine's NVH performance.

[0133] It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, as some steps may be performed in other orders or simultaneously according to this application. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions involved are not necessarily essential to this application.

[0134] Based on the description of the above method embodiments, this application also provides corresponding device embodiments to implement the content described in the above method embodiments.

[0135] Reference Figure 7 It shows a structural diagram of a vehicle energy control device according to an embodiment of this application, including:

[0136] The first calculation module 701 is used to calculate the first power generation of the vehicle engine on the travel route based on navigation information. The travel route includes various road segments, and the first power generation includes the power generation of the vehicle engine from the starting point of each road segment to the end point of the travel route.

[0137] The second calculation module 702 is used to calculate the first estimated power generation of the vehicle engine during the travel route.

[0138] The first operating point module 703 is used to obtain the first operating point of the vehicle engine based on the first power generation, the first estimated power generation, and the first torque of the engine.

[0139] The output module 704 is used for the vehicle engine to operate at the first operating point, where the first operating point is the high-efficiency operating range of the vehicle engine.

[0140] Optionally, the first calculation module is specifically used to obtain the first power generation of the vehicle engine along the travel route based on the theoretical energy requirement of the vehicle engine from the starting point of each road segment to the end point of the travel route and the power consumption of the vehicle battery.

[0141] Optionally, the second calculation module is specifically used to obtain the first estimated power generation of the vehicle engine on the travel route based on the engine speed and engine torque from the starting point of each road segment to the end point of the travel route.

[0142] Optionally, the device further includes:

[0143] The segmentation module is used to re-segment the remaining travel route if the navigation information is updated, to obtain at least one new segment. The remaining travel route refers to the path taken from the current location of the vehicle to the end point of the travel route.

[0144] The third calculation module is used to calculate the second power generation of the vehicle engine from the starting point of at least one new road segment to the end point of the travel route;

[0145] The fourth calculation module is used to calculate the second estimated power generation of the vehicle engine from the starting point of at least one new road segment to the end point of the travel route;

[0146] The second operating point module is used to obtain the second operating point of the vehicle engine based on the second power generation, the second estimated power generation, and the second torque of the vehicle engine on at least one new road segment.

[0147] The adjustment module is used to adjust the vehicle engine from the first operating point to the second operating point, where the second operating point is the high-efficiency operating range of the engine.

[0148] Optionally, the first operating point module includes:

[0149] The ratio unit is used to calculate the ratio of the first power generation to the first estimated power generation;

[0150] The output voltage is used to determine the first operating point based on the ratio and the first torque.

[0151] In this embodiment, navigation information is used to calculate the vehicle engine's power generation and estimated power generation at each segment of the travel path leading to the destination. Based on the power generation, estimated power generation, and the engine's first torque, a first operating point of the vehicle engine is obtained. The vehicle engine operates according to this first operating point. By utilizing the travel path provided by navigation information, the vehicle's energy control can be optimized. Furthermore, by determining the engine's operating point for each segment of the travel path based on the first power generation, estimated power generation, and engine torque, the vehicle engine operates within its efficient operating range, thereby reducing fuel consumption. Simultaneously, operating within this efficient operating range improves the engine's NVH (noise, vibration, and harshness) performance.

[0152] The above-described apparatus embodiments are basically similar to the method embodiments, so the description is relatively simple. For relevant details, please refer to the description of the method embodiments shown.

[0153] This invention also provides an electronic device, comprising:

[0154] The system includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, implements the aforementioned vehicle energy control method.

[0155] This invention also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the vehicle energy control method described above.

[0156] Optionally, the computer-readable storage medium may be a non-transitory computer-readable storage medium, such as a ROM, random access memory (RAM), CD-ROM, magnetic tape, floppy disk, and optical data storage device.

[0157] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0158] It will be readily apparent to those skilled in the art that any combination of the above embodiments is feasible, and therefore any combination of the above embodiments constitutes an implementation of the present invention. However, due to space limitations, each embodiment will not be described in detail here. Although preferred embodiments of the present invention have been described, those skilled in the art, once they understand the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the present invention.

[0159] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a method or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to the method or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the method or apparatus that includes said element.

[0160] The present invention has provided a detailed description of a method, apparatus, device, and medium for vehicle energy control. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of the present invention. At the same time, those skilled in the art will recognize that there will be changes in the specific implementation methods and application scope based on the ideas of the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A method for vehicle energy control, characterized in that, include: The first power generation of the vehicle engine on the travel route is calculated based on navigation information. The travel route includes various road segments. The first power generation includes the power generation of the vehicle engine from the starting point of each road segment to the end point of the travel route. Calculate the first estimated power generation of the vehicle's engine during the travel route; The first operating point of the vehicle engine is obtained based on the first power generation, the first estimated power generation, and the first torque of the engine. The vehicle engine operates at the first operating point, which is the high-efficiency operating range of the vehicle engine.

2. The method according to claim 1, characterized in that, The calculation of the vehicle engine's first power generation during the travel route based on navigation information includes: Based on the theoretical energy requirement of the vehicle engine from the starting point of each road segment to the end point of the travel route and the power consumption of the vehicle battery, the first power generation of the vehicle engine during the travel route is obtained.

3. The method according to claim 1, characterized in that, The calculation of the first estimated power generation of the vehicle engine during the travel route includes: Based on the engine speed and torque of the vehicle engine at the starting point of each road segment to the end point of the travel route, the first estimated power generation of the vehicle engine on the travel route is obtained.

4. The method according to claim 1, characterized in that, The method further includes: If the navigation information is updated, the remaining travel route is re-divided into road segments to obtain at least one new road segment. The remaining travel route refers to the route taken from the current location of the vehicle to the end point of the travel route. Calculate the second amount of electricity generated by the vehicle's engine from the start of at least one new road segment to the end of the travel route; Calculate the second estimated power generation of the vehicle engine from the start of at least one new road segment to the end of the travel route; The second operating point of the vehicle engine is obtained based on the second power generation, the second estimated power generation, and the second torque of the vehicle engine on at least one new road segment. The vehicle engine is adjusted from the first operating point to the second operating point, where the engine operates within its high-efficiency operating range.

5. The method according to any one of claims 1-4, characterized in that, The step of obtaining the first operating point of the engine based on the first power generation, the first estimated power generation, and the first torque of the engine includes: Calculate the ratio of the first power generation to the first estimated power generation; The first operating point is obtained based on the ratio and the first torque.

6. A device for vehicle energy control, characterized in that, include: The first calculation module is used to calculate the first power generation of the vehicle engine on the travel route based on navigation information. The travel route includes various road segments, and the first power generation includes the power generation of the vehicle engine from the starting point of each road segment to the end point of the travel route. The second calculation module is used to calculate the first estimated power generation of the vehicle engine during the travel route. The first operating point module is used to obtain the first operating point of the vehicle engine based on the first power generation, the first estimated power generation, and the first torque of the engine. An output module is used for the vehicle engine to operate at the first operating point, where the first operating point is the high-efficiency operating range of the engine.

7. The apparatus according to claim 6, characterized in that, The first calculation module is specifically used to obtain the first power generation of the vehicle engine during the travel route based on the theoretical energy requirement of the vehicle engine from the starting point of each road segment to the end point of the travel route and the power consumption of the vehicle battery.

8. The apparatus according to claim 6, characterized in that, The second calculation module is specifically used to obtain the first estimated power generation of the vehicle engine on the travel route based on the engine speed and engine torque of the vehicle engine from the starting point of each road segment to the end point of the travel route.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements a vehicle energy control method according to any one of claims 1 to 6.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements a vehicle energy control method according to any one of claims 1 to 6.

Images