CN111497821A - Energy management method for hybrid vehicle - Google Patents

Abstract

The embodiment of the disclosure discloses an energy management method of a hybrid vehicle, the hybrid vehicle comprises a power source and a power battery, a power generation device of the power source charges the power battery, and the method comprises the following steps: acquiring a target SOC of a starting point of a charging road section and time required for a vehicle to pass through the charging road section, wherein the charging road section is a road section for charging the power battery by the power generation device; dividing the charging section into a plurality of sections, and setting a target SOC threshold value when the terminal point of each section is reached; calculating the predicted SOC reaching the terminal point of each section based on the target SOC, the obtained current power generation power and the required time; comparing the predicted SOC to the target SOC threshold; and correcting the predicted SOC of the current section according to the comparison result. The problem of if the unblocked highway section shortens or increase electric quantity storage temporarily and lead to the electric quantity that the motor produced can't satisfy follow-up highway section that blocks up and use and rationally select the vehicle driving source under different road conditions among the prior art is solved at least.

Description

Energy management method for hybrid vehicle

Technical Field

The disclosure belongs to the technical field of hybrid vehicles, and particularly relates to an energy management method of a hybrid vehicle.

Background

In a control strategy with predictive global energy optimization based on vehicle navigation and vehicle networking technologies, a vehicle control unit needs to continuously receive a target SOC (charge of a battery) sent by a cloud end and the time required by a vehicle to pass through a current unblocked road section, and the vehicle control unit needs to continuously adjust the power generation power of an engine and a motor along with the change of the target SOC and the time required by the vehicle to pass through the current unblocked road section.

With the development of cities, the number of private cars is increased, the road traffic conditions become more and more complex, the energy management of hybrid cars is taken as the core difficult problem of the whole car control, and no good solution is provided for the complex and changeable road conditions.

Disclosure of Invention

The current control strategy is to directly calculate the average generated power by using the required generated energy and the generated time, but the method cannot well utilize the engine to generate power in a high-efficiency area, so that the generated time is prolonged, and if the unblocked road section is shortened or the electric quantity storage demand is temporarily increased, the method can possibly cause that the electric quantity generated by the motor cannot meet the use of the subsequent blocked road section.

In view of this, the embodiments of the present disclosure provide an energy management method for a hybrid vehicle, which at least solves the problems in the prior art that if a smooth road segment is shortened or power storage is temporarily increased, the power generated by a motor cannot meet the use requirement of a subsequent congested road segment and a vehicle driving source is reasonably selected under different road conditions.

In a first aspect, an embodiment of the present disclosure provides an energy management method for a hybrid vehicle, where the hybrid vehicle includes a power source and a power battery, and a power generation device of the power source charges the power battery, including:

acquiring a target SOC of a starting point of a charging road section and time required for a vehicle to pass through the charging road section, wherein the charging road section is a road section for charging the power battery by the power generation device;

dividing the charging section into a plurality of sections, and setting a target SOC threshold value when the terminal point of each section is reached;

calculating the predicted SOC reaching the terminal point of each section based on the target SOC, the obtained current power generation power and the required time;

comparing the predicted SOC to the target SOC threshold;

and correcting the predicted SOC of the current section according to the comparison result.

Optionally, the method further includes:

comparing the corrected predicted SOC of the current section with the target SOC threshold value;

if the corrected estimated SOC of the current section is smaller than the target SOC threshold value;

and (4) putting the difference value between the target SOC boundary value and the corrected estimated SOC of the current section into the next section for correction.

Optionally, the dividing the charging section into multiple sections is:

dividing the charging road section into at least three sections, namely a first road section, a second road section and a third road section;

the first road section and the third road section have priority on power generation amount, and the second road section has priority on fuel economy.

Optionally, the method further includes:

obtaining a target SOC and a change value of required time;

and correcting the predicted SOC based on the change value.

Optionally, the obtaining of the current generated power includes:

judging whether the current power is driving power or generating power;

if the driving power is the driving power, converting the converted power into the power of the motor end as the current generating power, wherein the converted power is obtained by subtracting the driving power from the power on the optimal line of the engine;

and if the power generation power is the power generation power, taking the power generation power as the current power generation power.

Optionally, in the correcting the predicted SOC based on the change value, the correcting the predicted SOC based on the obtained change value of the target SOC includes:

comparing the predicted SOC for each segment to a calibrated value for a target SOC for each segment;

and if the estimated SOC is smaller than the calibrated value of the target SOC, increasing the generated power.

Alternatively, if the predicted SOC is less than the calibrated value of the target SOC, the generated power is increased,

the sum of the generated power of the starting point of the section and the generated power of the section does not exceed the maximum generated power of the engine after the generated power is increased;

or \ and

if the predicted SOC is larger than the calibration value of the target SOC, a first compensation function is added on the basis of the current generated power.

Optionally, before comparing the expected SOC of each segment with the calibrated value of the target SOC of each segment, the method includes:

judging whether the target SOC of the starting point of each segment is smaller than the calibration value of the target SOC of the previous segment;

if so, a second compensation function is added to the predicted SOC of the current segment.

Alternatively, if the predicted SOC is less than the calibrated value of the target SOC, the generated power is increased,

if the predicted SOC of the final segment of the charging route is less than the calibrated value of the target SOC,

determining that the current generating power does not meet the requirement; at P_ElM1、P_ElM2Taking the large value, and mixing the large value with P_ElM3Taking Min as the generated power of the final section of the charging section,

P_ElM1adding the additional generated power needed to be added in the final section according to the generated power of the initial point of the final section, P_ElM2According to the generated power of the starting point of the charging section and the additionally increased generated power of the charging section, P_ElM3Is the maximum power P of the engine_EngMaxMinus the power demand P of the whole vehicle_Veh。

Optionally, in the correcting the predicted SOC based on the change value, the correcting the predicted SOC based on the change value of the required time includes:

responding to the trigger of the vehicle entering the starting point of the charging road section, acquiring the value of the difference value delta SOC obtained by subtracting the current actual SOC from the target SOC and multiplying the total electric quantity, and passing the predicted time T of the charging road section₁And the average generated power P of the engine₁。

Optionally, the method further includes:

obtaining vehicle start of charging road sectionThe time T of driving after the point, the predicted time T of the vehicle driving the rest road section of the charging road section is obtained in real time₂；

Acquiring generating capacity W corresponding to delta SOC in real time₂；

Using average generated power P₁*(T₁T) obtaining the original power generation W still required after the time t_T1-t；

Using average generated power P₁*T₂Obtaining the generated energy W_T2；

W_T1-tMinus W_T2A difference Δ W is obtained, and the predicted SOC is corrected based on the difference Δ W.

Optionally, the method further includes:

judging the position of the vehicle on the charging section based on the time T1 and the time coefficient k;

when Δ W > 0, correction amount P₂＝ΔW/T_X，T_XFor each remaining generation time after correction, if T_XIf the correction quantity is less than or equal to 0, the correction quantity P₂＝0；

When Δ W is less than 0, correction amount P₂＝0。

Optionally, the method further includes:

let the time coefficient of the first segment of the charging section be k_AThe time coefficient of the last segment of the charging section is k_DThe time ratio calibration coefficient of the first section of the charging section is k₁The time ratio calibration coefficient of the last section of the charging section is k₂Based on said time coefficient k_ATime coefficient k_DA calibration coefficient k₁And a calibration factor k₂Adjusting the positions of a terminal point of a first section and a starting point of a last end of the charging section;

the adjusting of the positions of the end point A of the first section and the end point D of the last section of the charging section comprises the following steps:

judging that the vehicle is positioned at a first section of a charging section;

if T₂≥T₁-t and k_A＝k₁，k_D＝k₂The positions of the point B and the point D are not required to be adjusted;

if T₂＜T₁T and (P_EngMax-P₁)*(T₂-(T₁*(1-k₂)-t))>＝(P₁*(T₁-t-T₂)+(W₂-W_AE))，P_EngMaxIs the maximum generated power of the engine, and k_A＝k₁，k_D＝k₂，W₂Power generation amount required for target SOC, W₂-W_AEThe generating capacity corresponding to the delta SOC is represented without adjusting the point B;

if T₂＜T₁T and (P)_EngMax-P₁)*(T₂-(T₁*(1-k₁-k₂)))＜(P₁*(T₁-t-T₂)+(W₂-W_AE) And k) and k_A＝k₁+((P₁*(T₁-t-T₂)+(W₂-W_AE))-(P_EngMax-P₁)*(T₂-(T₁*(1-k₁-k₂))))/P₁/T₁And k is₁<＝k_A<(1-k₂)，k_D＝k₂Moving the point B backward and keeping the point D still;

and/or

Judging that the vehicle is in the middle section of the charging section;

if T₂≥T₁-t and k_A＝k₁，k_D＝k₂The positions of the point B and the point D are not required to be adjusted;

if T₂＜T₁T and (P)_EngMax-P₁)*(T₂-(T₁*(1-k₂)-t))>＝(P₁*(T₁-t-T₂)+(W₂-W_AE))，P_EngMaxIs the maximum generated power of the engine, and k_A＝k₁，k_D＝k₂，W₂Power generation amount required for target SOC, W₂-W_AEThe generating capacity corresponding to the delta SOC is represented without adjusting the point B and the point D;

if T₂＜T₁T and (P)_EngMax-P₁)*(T₂-(T₁*(1-k₁-k₂)))＜(P₁*(T₁-t-T₂)+(W₂-W_AE) And k) and k_A＝k₁+((P₁*(T₁-t-T₂)+(W₂-W_AE))-(P_EngMax-P₁)*(T₂-(T₁*(1-k₁-k₂))))/P₁/T₁And k is₁<＝k_A<(1-k₂)，k_D＝k₂The point B is not moved, and the point D moves forward;

and/or

And when the vehicle is judged to be in the last section of the charging section, the positions of the point B and the point D do not need to be adjusted.

In a second aspect, an embodiment of the present disclosure provides a method for energy management of a hybrid vehicle, including:

judging the smoothness of the road;

when the road is in a smooth road section, the difference value delta SOC is a value obtained by subtracting the current actual SOC from the target SOC, and the control on the difference value delta SOC comprises the following steps:

when the delta SOC is less than (-5% -1%), entering a pure electric driving mode;

when the delta SOC is less than or equal to (1% -5%) from (-5% -1%), entering a power source direct drive mode or an optimal power generation mode;

when the delta SOC is 1-5 percent, entering an optimal power generation mode, wherein the whole vehicle is in a power generation stage, and when the whole vehicle is in the optimal power generation mode, adopting any one of the management methods in the first aspect;

when the road is in a congested road section, the road enters a pure electric driving mode, when the SOC is reduced to the state that the SOC is not enough to maintain pure electric driving, a power source is started to drive the vehicle to run, meanwhile, the power battery is charged, and when a preset power generation threshold value is reached and the running time of the power source is greater than the minimum running time of the power source, the power source is stopped.

The method comprises the steps of calculating a predicted SOC reaching the end point of each section based on a target SOC, the obtained current power generation power and the required time, comparing the predicted SOC with a target SOC threshold value, and correcting the predicted SOC of the current section according to the comparison result. When the target SOC and the required time are changed, the generated power is dynamically adjusted, so that the high-efficiency area of the engine is fully utilized for generating power, and even if phenomena such as the shortening of an unblocked road section or the increase of the required reserve electric quantity occur, the energy reserve can be guaranteed to be completed before a congestion point is reached through the corrected generated power.

On the other hand, the driving power of the vehicle on the smooth road section and the driving power of the vehicle on the congested road section are managed, so that the driving source of the vehicle is reasonably selected under different road conditions, and the energy utilization rate of the vehicle is improved.

Additional features and advantages of the disclosure will be set forth in the detailed description which follows.

Drawings

The above and other objects, features and advantages of the present disclosure will become more apparent by describing in greater detail exemplary embodiments thereof with reference to the attached drawings, in which like reference numerals generally represent like parts throughout.

FIG. 1 illustrates a flow chart of a method of energy management for a hybrid vehicle according to one embodiment of the present disclosure;

FIG. 2 illustrates a schematic block diagram of vehicle driving conditions according to one embodiment of the present disclosure;

FIG. 3 shows a schematic block diagram of another vehicle driving road condition according to one embodiment of the present disclosure.

Detailed Description

Preferred embodiments of the present disclosure will be described in more detail below. While the following describes preferred embodiments of the present disclosure, it should be understood that the present disclosure may be embodied in various forms and should not be limited by the embodiments set forth herein.

The charging road section can be an unblocked road section, and a power battery is used for providing power for the vehicle in a congested road section. The smoothness and the congestion of the road sections are judged based on navigation, and the current digital map can display the traffic condition of the road sections in real time.

The energy management method of the hybrid vehicle of the present disclosure is performed based on the order of "clear-jam-clear-jam", as shown in fig. 2; if the map shows that the road condition is 'congestion-unblocked-congestion-unblocked', the vehicle control unit still executes a discharging process according to a target SOC issued by the cloud, and executes energy management according to the energy management method of the hybrid vehicle disclosed by the invention after the vehicle control unit enters the unblocked road section starting point, as shown in fig. 3.

As shown in fig. 1, an energy management method for a hybrid vehicle, the hybrid vehicle including a power source and a power battery, a power generation device of the power source charging the power battery, includes:

step S101: acquiring a target SOC of a starting point of a charging road section and time required for a vehicle to pass through the charging road section, wherein the charging road section is a road section for charging the power battery by the power generation device;

step S102: dividing the charging section into a plurality of sections, and setting a target SOC threshold value when the terminal point of each section is reached;

step S103: calculating the predicted SOC reaching the terminal point of each section based on the target SOC, the obtained current power generation power and the required time;

step S104: comparing the predicted SOC to the target SOC threshold;

step S105: and correcting the predicted SOC of the current section according to the comparison result.

The power source includes: oil-fired engines, hydrogen engines, fuel cells, or the like.

Optionally, the method further includes:

comparing the corrected predicted SOC of the current section with the target SOC threshold value;

if the corrected estimated SOC of the current section is smaller than the target SOC threshold value;

and (4) putting the difference value between the target SOC boundary value and the corrected estimated SOC of the current section into the next section for correction.

Optionally, the dividing the charging section into multiple sections is:

dividing the charging road section into at least three sections, namely a first road section, a second road section and a third road section;

the first road section and the third road section have priority on power generation amount, and the second road section has priority on fuel economy.

In a specific application scene, the target SOC of the starting point of the smooth road section and the time required for the vehicle to pass through the current smooth road section are taken as reference values to plan the primary power generation process: dividing a certain unblocked road section into four sections of AB, BC, CD and DE, setting a target SOC boundary value to be reached at the end point of each stage, theoretically calculating to obtain the Base value (predicted SOC) of each section, if the Base value does not reach the SOC boundary value, adding a correction value, if the SOC boundary value of a section is not reached after correction, continuously correcting the deficient part by the next road section, wherein the percentage of the AB section is k as shown in figure 1₁(scalable) has a DE segment ratio of k₂(can be calibrated), the ratio of BC to CD is (1-k)₁-k₂) And/2, wherein the BD section gives priority to fuel economy, and the AB and DE sections give priority to power generation protection.

With the continuous update of the cloud, the target SOC and the time required for the vehicle to pass through the current smooth road section need to be corrected: if the target SOC is increased, the part of the generated energy is superposed on the current subsection road section, and if the target SOC is decreased, no correction is carried out; if the time required by the vehicle to pass through the current unblocked road section is shortened, the part of the generated energy is superposed on the current subsection road section, and if the time required by the vehicle to pass through the current unblocked road section is prolonged, no correction is carried out; the final generated power is only obtained by adding the correction amounts of the two variables to the reference generated power.

The method can ensure that the energy storage is finished before the congestion point is reached, and the engine can fully work in a high-efficiency area, thereby further improving the fuel economy of the whole vehicle.

Optionally, the method further includes:

obtaining a target SOC and a change value of required time;

and correcting the predicted SOC based on the change value.

The current generation power obtaining comprises:

judging whether the current power is driving power or generating power;

if the driving power is the driving power, converting the converted power into the power of the motor end as the current generating power, wherein the converted power is obtained by subtracting the driving power from the power on the optimal line of the engine;

and if the power generation power is the power generation power, taking the power generation power as the current power generation power.

The correcting the predicted SOC based on the obtained change value of the target SOC during the correcting the predicted SOC based on the change value comprises the following steps:

comparing the predicted SOC for each segment to a calibrated value for a target SOC for each segment;

and if the estimated SOC is smaller than the calibrated value of the target SOC, increasing the generated power.

If the estimated SOC is smaller than the calibrated value of the target SOC, the generated power is increased,

the sum of the generated power of the starting point of the section and the generated power of the section does not exceed the maximum generated power of the engine after the generated power is increased;

the increased generating power is obtained by looking up a table on the basis of dividing the difference between the current calibration value power and the electric quantity corresponding to the actual SOC of the section of the starting point by the time of the vehicle passing the section;

or \ and

if the predicted SOC is larger than the calibration value of the target SOC, a first compensation function is added on the basis of the current generated power.

Optionally, before comparing the expected SOC of each segment with the calibrated value of the target SOC of each segment, the method includes:

judging whether the target SOC of the starting point of each segment is smaller than the calibration value of the target SOC of the previous segment;

if so, a second compensation function is added to the predicted SOC of the current segment.

Alternatively, if the predicted SOC is less than the calibrated value of the target SOC, the generated power is increased,

if the predicted SOC of the final segment of the charging route is less than the calibrated value of the target SOC,

determining that the current generating power does not meet the requirement; at P_ElM1、P_ElM2Taking the large value, and mixing the large value with P_ElM3Taking Min as the generated power of the final section of the charging section,

P_ElM1adding the additional generated power needed to be added in the final section according to the generated power of the initial point of the final section, P_ElM2According to the generated power of the starting point of the charging section and the additionally increased generated power of the charging section, P_ElM3Is the maximum power P of the engine_EngMaxMinus the power demand P of the whole vehicle_Veh。

In a specific application scenario, the generated power correction based on the target SOC change is specifically as follows: as shown in fig. 1 and 2, a clear path segment is divided into four segments, AB, BC, CD, and DE.

The point A enters a time period 1 of a smooth road section 1, and the energy management module estimates the generated power P in the current optimal power generation mode at the time period_AactJudging whether the power of the current point A is driving power or generating power, if so, converting the power (needing to subtract the driving power) on the optimal line of the engine into the power of the motor end as the current generating power of the point A; if the generated power is generated, the generated power is taken as the current generated power at the point A) and the elapsed time T_AB(k₁*T_AENon-negative value, the same applies hereinafter) of the average electric quantity W_AB(based on the entire AB phase motor generating), plus the actual SOC at point A_AActCorresponding electric quantity W_AActDivided by the total quantity of electricity W_Tot((W_AB+W_AAct)/W_Tot) Estimate SOC to point B)_BAnd target SOC at Point B_Tar70% (which can be calibrated, the corresponding electric quantity is W)_70％) And (3) comparison:

1) when SOC is reached_B≥(0.26～0.75)*SOC_TarThe requirement can be met under the current generating power; in order to prevent the motor assistance of the driver for deeply stepping on the accelerator pedal in the AB stage or the influence of the target SOC reduction or other factors, an offset1 (a supplementary function) (which can be calibrated) is added on the basis of the current generated power;

specifically, SOC_B≥0.26*SOC_Tar，SOC_B≥0.34*SOC_Tar，SOC_B≥0.45*SOC_Tar，SOC_B≥0.7*SOC_TarOr SOC_B≥0.75*SOC_Tar. By defining SOC_BAnd SOC_TarThe charging quantity is dynamically adjusted according to the numerical relation, so that the electric quantity storage accurately meets the requirements of the subsequent road section when the charging road section is shortened or the charging time is shortened, and the control precision is improved.

2) When SOC is reached_B＜(0.26～0.75)*SOC_TarIt is considered that the demand cannot be satisfied at the current generated power (e.g., the target SOC is increased), the optimal generation pattern is required to increase the generated power, and the increase portion Δ P is based on ((W)_70％-W_AAct)/T_AB) Looking up a table (can be calibrated);

specifically, SOC_B＜0.26*SOC_Tar，SOC_B＜0.34*SOC_Tar，SOC_B＜0.45*SOC_Tar，SOC_B＜0.7*SOC_TarOr SOC_B＜0.75*SOC_Tar. By defining SOC_BAnd SOC_TarThe charging quantity is dynamically adjusted, so that the electric quantity storage accurately meets the requirements of the subsequent road section when the charging road section is shortened or the charging time is shortened, and the control precision is improved

Further, the finally calculated generated power P at the point A is_AFinlAnd the generated power in the AB stage cannot exceed the maximum generated power P of the engine_EngMax。

Elapsed time T_ABReach point B, and obtain the actual SOC at point B_BAct(corresponding to the quantity of electricity W_BAct) As an initial value of the time period 2, with the current generated power P_B(including the increased generated Power in AB stage) elapsed time T_BCAverage electric quantity W after_BCAdding W_BActPredicting SOC reaching point C_C((W_BC+W_BAct)/W_Tot) And target SOC at Point C_Tar80% (which can be calibrated, the corresponding electric quantity is W_80％) And (3) comparison:

1) when SOC is reached_C≥(0.75～0.85)*SOC_TarThe requirement can be met under the current generating power; in order to prevent the influence of the motor assistance of the driver for deeply stepping on the accelerator pedal in the BC stage and other factors, an offset2 (which can be calibrated) is added on the basis of the current generated power;

specifically, SOC_C≥0.75*SOC_Tar，SOC_C≥0.77*SOC_Tar，SOC_C≥0.8*SOC_Tar，SOC_C≥0.82*SOC_TarOr SOC_C≥0.85*SOC_Tar. By defining SOC_CAnd SOC_TarThe charging quantity is dynamically adjusted according to the numerical relation, so that the electric quantity storage accurately meets the requirements of the subsequent road section when the charging road section is shortened or the charging time is shortened, and the control precision is improved.

2) When SOC is reached_C＜(0.75～0.85)*SOC_TarIt is considered that the demand cannot be satisfied at the current generated power, and the optimal generation mode is required to increase the generated power, and the increase is based in part on ((W)_80％-W_BAct)/T_BC) Look-up table (calibratable). Further actual SOC when B point is reached_BAct＜(0.26～0.75)*SOC_TarIn the BC stage, an additional generated power offset3(offset3 ═ W is needed_70％-W_BAct)/T_BCLook-up table (calibratable)), prevent actual SOC at point C_CAct＜(0.75～0.85)*SOC_Tar(ii) a Actual SOC when B Point is reached_BAct≥(0.26～0.75)*SOC_TarNo treatment is required.

Specifically, SOC_C＜0.75*SOC_Tar，SOC_C＜0.77*SOC_Tar，SOC_C＜0.8*SOC_Tar，SOC_C＜0.82*SOC_TarOr SOC_C＜0.85*SOC_Tar。

SOC_BAct＜0.26*SOC_Tar，SOC_BAct＜0.34*SOC_Tar，SOC_BAct＜0.45*SOC_Tar，SOC_BAct＜0.7*SOC_TarOr SOC_BAct＜0.75*SOC_Tar。

SOC_BAct≥0.26*SOC_Tar，SOC_BAct≥0.34*SOC_Tar，SOC_BAct≥0.45*SOC_Tar，SOC_BAct≥0.7*SOC_TarOr SOC_BAct≥0.75*SOC_Tar。

By defining SOC_C、SOC_BActAnd SOC_TarTo chargingThe quantity is dynamically adjusted, so that the electric quantity storage can accurately meet the requirements of the subsequent road section when the charging road section is shortened or the charging time is shortened, and the control precision is improved.

Further, the finally calculated generated power P at the point B_BFinlAnd the generated power of the BC stage cannot exceed the upper limit P of the optimal generated power of the engine_EngAvlMax。

Elapsed time T_BCTo point C, with the actual SOC at point C_CAct(corresponding to the quantity of electricity W_CAct) As an initial value of the time period 3, with the current generated power P_C(including increased generated Power of BC stage) elapsed time T_CDAverage electric quantity W after_CDAdding W_CActPredicting SOC reaching point D_D((W_CD+W_CAct)/W_Tot) And target SOC at Point D_Tar90% (which can be calibrated, the corresponding electric quantity is W_90％) And (3) comparison:

1) when SOC is reached_D≥(0.85～0.95)*SOC_TarThe requirement can be met under the current generating power; in order to prevent the influence of the motor assistance of the driver for deeply stepping on the accelerator pedal and other factors in the CD stage, an offset4 (which can be calibrated) is added on the basis of the current generated power;

2) when SOC is reached_D＜(0.85～0.95)*SOC_TarIt is considered that the demand cannot be satisfied at the current generated power, and the optimal generation mode is required to increase the generated power, and the increase is based in part on ((W)_90％-W_CAct)/T_CD) Look-up table (calibratable). Further actual SOC when point C is reached_CAct＜(0.75～0.85)*SOC_TarIn the CD stage, an additional generated power Offset5(Offset5 ═ W is needed_80％-W_CAct)/T_CDLook-up table (calibratable)), prevent actual SOC when point D is reached_DAct＜(0.85～0.95)*SOC_Tar(ii) a Actual SOC when Point C is reached_CAct≥(0.75～0.85)*SOC_TarNo treatment is required.

Specifically, SOC_D≥0.85*SOC_Tar，SOC_D≥0.87*SOC_Tar，SOC_D≥0.9*SOC_Tar，SOC_D≥0.93*SOC_TarOr SOC_D≥0.95*SOC_Tar。

SOC_D＜0.85*SOC_Tar，SOC_D＜0.87*SOC_Tar，SOC_D＜0.9*SOC_Tar，SOC_D＜0.93*SOC_TarOr SOC_D＜0.95*SOC_Tar。

SOC_CAct＜0.75*SOC_Tar，SOC_CAct＜0.77*SOC_Tar，SOC_CAct＜0.8*SOC_Tar，SOC_CAct＜0.82*SOC_TarOr SOC_CAct＜0.85*SOC_Tar。

SOC_DAct＜0.85*SOC_Tar，SOC_DAct＜0.87*SOC_Tar，SOC_DAct＜0.9*SOC_Tar，SOC_DAct＜0.93*SOC_TarOr SOC_DAct＜0.95*SOC_Tar。

SOC_CAct≥0.75*SOC_Tar，SOC_CAct≥0.77*SOC_Tar，SOC_CAct≥0.8*SOC_Tar，SOC_CAct≥0.82*SOC_TarOr SOC_CAct≥0.85*SOC_Tar。

By defining SOC_D、SOC_Cact、SOC_DActAnd SOC_TarThe charging quantity is dynamically adjusted according to the numerical relation, so that the electric quantity storage accurately meets the requirements of the subsequent road section when the charging road section is shortened or the charging time is shortened, and the control precision is improved.

Further, the finally calculated generated power P at the point C_CFinlAnd the generated power in the CD stage cannot exceed the upper limit P of the optimal generated power of the engine_EngAvlMax。

Elapsed time T_CDActual SOC at D point_DAct(corresponding to the quantity of electricity W_DAct) As an initial value of the time period 4, with the current generated power P_D(including increased generated Power in the CD stage) elapsed time T_DEAverage electric quantity W after_DEAdding W_DActPredicting SOC reaching point E_E((W_DE+W_DAct)/W_Tot) And to E pointTime target SOC_Tar98% (which can be calibrated, corresponding electric quantity is W)_98％) And (3) comparison:

1) when SOC is reached_E≥(0.96～0.99)*SOC_TarThe requirement can be met under the current generating power; in order to prevent the influence of the motor assistance of the accelerator pedal deeply stepped by the driver in the DE stage and other factors, an offset6 (which can be calibrated) is added on the basis of the current generated power;

2) when SOC is reached_E＜(0.96～0.99)*SOC_TarIt can be considered that the current generated power cannot meet the demand, at P_ElM1、P_ElM2Get larger (power is all non-negative), the result is associated with P_ElM3Min is taken as the power generation power of the DE stage, namely Min (Max (P)_ElM1，P_ElM2)，P_ElM3)：

P_ElM3＝P_EngMax-P_Veh，

Wherein, P_ElM1According to the generated power P of the point D_DPlus the additional increase in generated power, P, required in the DE stage_ElM2According to the generated power P of the point A_APlus the additional increase in generated power, P, required during the AE phase_ElM3Is the maximum power P of the engine_EngMaxMinus the power demand P of the whole vehicle_Veh。

Specifically, SOC_E≥0.96*SOC_Tar，SOC_E≥0.972*SOC_Tar，SOC_E≥0.98*SOC_Tar，SOC_E≥0.986*SOC_TarOr SOC_E≥0.99*SOC_Tar。

SOC_E＜0.96*SOC_Tar，SOC_E＜0.972*SOC_Tar，SOC_E＜0.98*SOC_Tar，SOC_E＜0.986*SOC_TarOr SOC_E＜0.99*SOC_Tar。

By defining SOC_EAnd SOC_TarThe charging quantity is dynamically adjusted according to the numerical relation, so that the electric quantity storage accurately meets the requirements of the subsequent road section when the charging road section is shortened or the charging time is shortened, and the control precision is improved.

Optionally, in the correcting the predicted SOC based on the change value, the correcting the predicted SOC based on the change value of the required time includes:

in response to a trigger (triggered by a step of a road congestion state signal as a rising edge or a falling edge) that a vehicle enters a starting point of a charging section, acquiring a value obtained by multiplying a difference value delta SOC of a target SOC minus a current actual SOC by a total electric quantity, and passing a predicted time T of the charging section₁And the average generated power P of the engine₁。

Optionally, the method further includes:

acquiring the running time T of the vehicle after the vehicle passes through the initial point of the charging road section, and acquiring the predicted time T of the vehicle after the vehicle runs through the rest road section of the charging road section in real time₂；

Acquiring generating capacity W corresponding to delta SOC in real time₂；

Using average generated power P₁*(T₁T) obtaining the original power generation W still required after the time t_T1-t；

Using average generated power P₁*T₂Obtaining the generated energy W_T2；

W_T1-tMinus W_T2A difference Δ W is obtained, and the predicted SOC is corrected based on the difference Δ W.

Optionally, the method further includes:

judging the position of the vehicle on the charging section based on the time T1 and the time coefficient k;

when Δ W > 0, correction amount P₂＝ΔW/T_X，T_XFor each remaining generation time after correction, if T_XIf the correction quantity is less than or equal to 0, the correction quantity P₂＝0；

When Δ W is less than 0, correction amount P₂＝0。

Optionally, the method further includes:

let the time coefficient of the first segment of the charging section be k_AThe time coefficient of the last segment of the charging section is k_DThe time ratio calibration coefficient of the first section of the charging section is k₁The time ratio calibration coefficient of the last section of the charging section is k₂Based on said time coefficient k_ATime coefficient k_DA calibration coefficient k₁And a calibration factor k₂Adjusting the positions of a terminal point of a first section and a starting point of a last end of the charging section;

the adjusting of the positions of the end point A of the first section and the end point D of the last section of the charging section comprises the following steps:

judging that the vehicle is positioned at a first section of a charging section;

if T₂≥T₁-t and k_A＝k₁，k_D＝k₂The positions of the point B and the point D are not required to be adjusted;

if T₂＜T₁T and (P)_EngMax-P₁)*(T₂-(T₁*(1-k₂)-t))>＝(P₁*(T₁-t-T₂)+(W₂-W_AE))，P_EngMaxIs the maximum generated power of the engine, and k_A＝k₁，k_D＝k₂，W₂Power generation amount required for target SOC, W₂-W_AEThe generating capacity corresponding to the delta SOC is represented without adjusting the point B;

if T₂＜T₁T and (P)_EngMax-P₁)*(T₂-(T₁*(1-k₁-k₂)))＜(P₁*(T₁-t-T₂)+(W₂-W_AE) And k) and k_A＝k₁+((P₁*(T₁-t-T₂)+(W₂-W_AE))-(P_EngMax-P₁)*(T₂-(T₁*(1-k₁-k₂))))/P₁/T₁And k is₁<＝k_A<(1-k₂)，k_D＝k₂Moving the point B backward and keeping the point D still;

and/or

Judging that the vehicle is in the middle section of the charging section;

if T₂≥T₁-t and k_A＝k₁，k_D＝k₂The positions of the point B and the point D are not required to be adjusted;

if T₂＜T₁T and (P)_EngMax-P₁)*(T₂-(T₁*(1-k₂)-t))>＝(P₁*(T₁-t-T₂)+(W₂-W_AE))，P_EngMaxIs the maximum generated power of the engine, and k_A＝k₁，k_D＝k₂，W₂Power generation amount required for target SOC, W₂-W_AEThe generating capacity corresponding to the delta SOC is represented without adjusting the point B and the point D;

if T₂＜T₁T and (P)_EngMax-P₁)*(T₂-(T₁*(1-k₁-k₂)))＜(P₁*(T₁-t-T₂)+(W₂-W_AE) And k) and k_A＝k₁+((P₁*(T₁-t-T₂)+(W₂-W_AE))-(P_EngMax-P₁)*(T₂-(T₁*(1-k₁-k₂))))/P₁/T₁And k is₁<＝k_A<(1-k₂)，k_D＝k₂The point B is not moved, and the point D moves forward;

and/or

And when the vehicle is judged to be in the last section of the charging section, the positions of the point B and the point D do not need to be adjusted.

In a specific application scenario, the generated power correction based on the time variation through the clear road section is specifically as follows: as shown in fig. 1 and 2, a clear path segment is divided into four segments, AB, BC, CD, and DE.

In the time period 1 when the point a enters the smooth road section 1, firstly, the following values need to be recorded (the recording is triggered by the step of the road congestion state signal as a rising edge or a falling edge) and locked (all recorded data are reset until the road congestion state signal changes again):

W_AE: first time delta SOC (cloud-issued mesh)Difference of current actual SOC subtracted from standard SOC)

Multiplied by the total quantity of electricity W_Tot(corresponding amount of power when the current SOC is 100%);

time T₁: the cloud end issues the time of passing through the smooth road section for the first time;

average generated power P₁: first Δ SOC W_Tot/T₁(W_TotTotal amount of electricity);

then, considering the elapsed time T (timing from the point A), the cloud updates and transmits the passing time T of the remaining smooth road sections in real time₂(possibility of T)₂＞T₁T, representing that the power generation time is prolonged, and continuously maintaining the current power generation power without correction; or T₂＜T₁T, representing that the power generation time is shortened and needs to be corrected based on time), and then the cloud updates and issues the power generation amount W corresponding to △ SOC in real time₂Using the above-mentioned locked average generated power P₁*(T₁T) obtaining the original power generation W still required after the time t_T1-tWhile at the same time providing an average generated power P₁*T₂Obtaining new generating capacity W_T2(if the time has not changed, T₂＝T₁T) having a difference Δ W (W)_T1-t-W_T2Positive or negative, both possible), for additional increased power generation may be required:

1) AB section (T is more than or equal to 0 and less than or equal to T₁*k_AIs, it indicates that it is currently in AB phase, k_ARepresenting the AB segment based on the corrected time coefficient):

when the delta W is more than 0 (can be calibrated and has a hysteresis interval), the power generation time is shortened, the part of energy delta W needs to be put into the AB section for the remaining time to generate power, and the correction quantity P₂＝ΔW/(T₁*k_A-t)(T₁*k_A-T represents the remaining power generation time of the AB stage after correction), wherein if T₁*k_AT is less than or equal to 0, correction quantity P₂＝0；

When the Δ W is less than 0 (which can be calibrated, and has a hysteresis interval), the power generation time is prolonged, no modification is needed, and the corrected power generation power P2 is equal to 0;

2) BD segment (when T₁*k_A＜t≤T₁*(1-k_D) When, it indicates that it is currently in BD phase, k_DRepresenting the corrected DE segment time coefficient):

when the delta W is more than 0 (can be calibrated and has a hysteresis interval), the power generation time is shortened, the part of energy delta W needs to be put into the BD segment for the remaining time to generate power, and the correction quantity P₂＝ΔW/(T₁-T₁*k_D-t)(T₁-T₁*k_D-T represents the remaining power generation time of the BD segment after correction), wherein if T₁-T₁*k_DT is less than or equal to 0, correction quantity P₂0; the corrected generated power cannot exceed the upper limit P of the optimal power generation region_EngAvlMax；

When the Δ W is less than 0 (which can be calibrated, and has a hysteresis interval), the power generation time is prolonged, and no modification is needed, and the correction amount P2 is equal to 0;

3) DE paragraph (when T)₁*k_D＜t≤T₁Time, indicates that it is currently in the DE stage):

when the delta W is more than 0 (can be calibrated and has a hysteresis interval), the power generation time is shortened, the part of energy delta W needs to be put into the DE section for the remaining time to generate power, and the correction quantity P₂＝ΔW/(T₁-t)(T₁-T represents the remaining power generation time in the DE section after correction), wherein if T₁T is less than or equal to 0, correction quantity P₂＝0；

When the Δ W is less than 0 (which can be calibrated, and has a hysteresis interval), the power generation time is prolonged, and no modification is needed, and the correction amount P2 is equal to 0;

4) coefficient of time k_A、k_DThe calculation of (2):

by k_A，k_DThe position of the point B, D is adjusted, and when the generated energy of the AB and DE sections is insufficient, the optimal power generation time is properly occupied, so that the energy storage task is completed when the congestion point is reached.

AB segment (T is more than or equal to 0 and less than or equal to T₁*k_A)：

If T₂≥T₁T, then k_A＝k₁，k_D＝k₂The power generation time is prolonged, and the position of B, D point is not required to be adjusted;

if T₂＜T₁-t&(P_EngMax-P₁)*(T₂-(T₁*(1-k₁-k₂)))>＝(P₁*(T₁-t-T₂)+(W₂-W_AE) K) then k_A＝k₁，k_D＝k₂(wherein W₂The generated energy W needed after the target SOC is updated and issued in real time for the cloud₂-W_AERepresents the amount of power generation corresponding to Δ Δ SOC and may be positive or negative, the same applies hereinafter), that is, after the elapse of time t, although the power generation time is shortened, the AB and DE sections are set to the maximum power generation power P of the engine_EngMaxThe increased generating capacity caused by the shortened generating time can be still met by generating without moving the point B to the right;

if T₂＜T₁-t&(P_EngMax-P₁)*(T₂-(T₁*(1-k₁-k₂)))＜(P₁*(T₁-t-T₂)+(W₂-W_AE) K) then k_A＝k₁+((P₁*(T₁-t-T₂)+(W₂-W_AE))-(P_EngMax-P₁)*(T₂-(T₁*(1-k₁-k₂))))/P₁/T₁And k is₁<＝k_A<(1-k₂)，k_D＝k₂That is, after the time t, the power generation time is shortened, and the AB and DE sections are according to the maximum power generation power P of the engine_EngMaxThe increased power generation amount caused by the shortened power generation time cannot be met in the power generation process, so that the point B needs to be moved to the right (as shown in figure 3) to prolong the maximum power generation time of the section AB and shorten the optimal power generation time of the section BD, and the point D is kept still;

BD segment (T)₁*k_A＜t≤T₁*(1-k_D))：

If T₂≥T₁T, then k_A＝k₁，k_D＝k₂The power generation time is prolonged, the position of the point D does not need to be adjusted, and the point B cannot be adjusted again because the section AB is finished;

if T₂＜T₁-t&(P_EngMax-P₁)*(T₂-(T₁*(1-k₂)-t))>＝(P₁*(T₁-t-T₂)+(W₂-W_AE) K) then k_A＝k₁，k_D＝k₂That is, after the time t has elapsed, although the power generation time is shortened, the DE section is based on the maximum power generation power P of the engine_EngMaxThe power generation can still meet the requirement of increased power generation amount caused by shortened power generation time without moving the D point to the left (as shown in figure 3);

if T₂＜T₁-t&(P_EngMax-P₁)*(T₂-(T₁*(1-k₂)-t))＜(P₁*(T₁-t-T₂)+(W₂-W_AE) K) then k_A＝k₁，k_D＝k₂+((P₁*(T₁-t-T₂)+(W₂-W_AE))-(P_EngMax-P₁)*(T₂-(T₁*(1-k₁-k₂))))/P₁/T₁And k is₂<＝k_D<(1-k₁) That is, after the time t, the power generation time is shortened, and the DE section is according to the maximum power generation power P of the engine_EngMaxThe power generation time is shortened, so that the increased power generation amount cannot be met, and a point D (shown in figure 3) needs to be shifted to the left;

DE section (T)₁*(1-k_D)＜t≤T₁)：

At this stage, no matter T₂Whether greater than or less than T₁T, the position of point D can no longer be adjusted, so k_A＝k₁，k_D＝k₂。

5) The sections AB and DE need to be smaller than the maximum available generating power of the engine, and the sections BC and CD need to be smaller than the maximum generating power allowed by the optimal generating area.

6) If the SOC limit value of each section is approached when the point B, C, D, E is not reached, the CS mode is entered in the remaining time of each section, the traditional mode or the optimal power generation mode (switchable by a calibration value) can be switched, and priority is given to fuel economy.

At present, the common practice of the hybrid electric vehicle is to use electricity first, start an engine when the electric quantity is low, and the energy utilization efficiency of the whole vehicle is low. The invention provides an energy management method based on a map navigation technology, and aims to solve the problem that the electricity generated by a motor cannot meet the use requirement of a subsequent congested road section if an unblocked road section is shortened or electricity storage is temporarily increased in the navigation process on the premise of fully utilizing an efficient area of an engine to generate electricity.

Useful information such as the congestion condition of a future road section, the average speed, the distance from the next congested or unblocked road section, weather, environmental conditions and the like can be screened out by utilizing the information provided by the map in real time, the planning of a future energy consumption track can be completed by integrating the historical energy consumption information of the whole vehicle under various working conditions, and signals such as a target SOC, the time required by the vehicle to pass through the unblocked road section, the road congestion condition and the like are converted. The VCU utilizes the signals and combines the power demand of a driver to complete the real-time control and energy management of the vehicle and realize the global energy optimization of the hybrid vehicle, and the specific control process is as follows:

energy management under unblocked road sections:

judging the smoothness of the road;

when the road is in a smooth road section, the difference value delta SOC is a value obtained by subtracting the current actual SOC from the target SOC, and the control on the difference value delta SOC comprises the following steps:

when the delta SOC is less than (-5% -1%), entering a pure electric driving mode;

specifically, Δ SOC is less than-5%, Δ SOC is less than-4.3%, Δ SOC is less than-3.6%, Δ SOC is less than-2.4% or Δ SOC is less than-1%,

the mode of the vehicle is judged based on the difference value delta SOC, and when the difference value delta SOC is located in the data interval, the pure electric driving mode is started, and the utilization rate of vehicle energy is improved.

When the delta SOC is less than or equal to (1% -5%) from (-5% -1%), entering a power source direct drive mode or an optimal power generation mode;

specifically, delta SOC is more than or equal to-5% and less than or equal to 1%, delta SOC is more than or equal to-4.3% and less than or equal to 1.8%, delta SOC is more than or equal to-3.6% and less than or equal to 2.9%, delta SOC is more than or equal to-2.4% and less than or equal to 4.3%, or delta SOC is more than or equal to-1% and less than or equal to 5%.

And when the difference value delta SOC is positioned in the data interval, entering a power source direct drive mode or an optimal power generation mode, and improving the utilization rate of vehicle energy.

And when the delta SOC is 1-5 percent, entering an optimal power generation mode, wherein the whole vehicle is in a power generation stage, and when the whole vehicle is in the optimal power generation mode, adopting the management method in the embodiment.

Specifically, Δ SOC > 1%, Δ SOC > 1.8%, Δ SOC > 2.9%, Δ SOC > 4.3%, or Δ SOC > 5%.

And when the difference value delta SOC is positioned in the data interval, entering an optimal power generation mode to ensure that sufficient electric quantity is provided for the power battery.

Under the unblocked road section (the state of the cloud-issued road is unblocked), the VCU performs different control by subtracting the difference value delta SOC (delta SOC of the current actual SOC) from the target SOC issued by the cloud (the delta SOC of the initial state is recorded by the rising edge):

1) when the delta SOC is less than (-5% -1%), the energy management module requests to enter a pure electric driving mode, and the whole vehicle is in a CD stage (electric quantity consumption stage);

2) when the delta SOC (state of charge) is less than or equal to (1% -5%) from (-5% -1%), the energy management module requests to enter an engine direct drive mode or an optimal power generation mode, and the whole vehicle is in a CS stage (electric quantity keeping stage);

3) and when the delta SOC is 1-5 percent, the energy management module requests to enter an optimal power generation mode, and the whole vehicle is in a power generation stage at the moment.

2. Energy management under congested road segments:

when the road is in a congested road section, the road enters a pure electric driving mode, when the SOC is reduced to the state that the SOC is not enough to maintain pure electric driving, a power source is started to drive the vehicle to run, meanwhile, the power battery is charged, and when a preset power generation threshold value is reached and the running time of the power source is greater than the minimum running time of the power source, the power source is stopped.

The method comprises the following specific steps: and in a congested road section (the state of a road issued by a cloud end is congested), the energy management module requests to enter a pure electric driving mode, if the SOC is reduced to be insufficient to maintain pure electric driving due to the lengthening of the congested road section or other factors, the VCU does not execute the target SOC, starts the engine to drive while generating power, and stops the engine when a preset power generation threshold is reached and the running time of the engine is greater than the minimum running time of the engine until energy storage is restarted in the next smooth road section.

Having described embodiments of the present disclosure, the foregoing description is intended to be exemplary, not exhaustive, and not limited to the disclosed embodiments. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments.

Claims (10)

1. An energy management method of a hybrid vehicle, the hybrid vehicle including a power source and a power battery, a power generation device of the power source charging the power battery, the energy management method comprising:

acquiring a target SOC of a starting point of a charging road section and time required for a vehicle to pass through the charging road section, wherein the charging road section is a road section for charging the power battery by the power generation device;

dividing the charging section into a plurality of sections, and setting a target SOC threshold value when the terminal point of each section is reached;

calculating the predicted SOC reaching the terminal point of each section based on the target SOC, the obtained current power generation power and the required time;

comparing the predicted SOC to the target SOC threshold;

and correcting the predicted SOC of the current section according to the comparison result.

2. The energy management method of a hybrid vehicle according to claim 1, further comprising:

comparing the corrected predicted SOC of the current section with the target SOC threshold value;

if the corrected estimated SOC of the current section is smaller than the target SOC threshold value;

the difference value of the target SOC threshold value and the corrected estimated SOC of the current section is put into the next section for correction;

and/or

The dividing of the charging section into a plurality of sections is:

dividing the charging road section into at least three sections, namely a first road section, a second road section and a third road section;

the first road section and the third road section have priority on power generation amount, and the second road section has priority on fuel economy.

3. The energy management method of a hybrid vehicle according to claim 1, further comprising:

obtaining a target SOC and a change value of required time;

and correcting the predicted SOC based on the change value.

4. The energy management method of a hybrid vehicle according to claim 3, wherein the current generated power harvesting comprises:

judging whether the current power is driving power or generating power;

if the driving power is the driving power, converting the converted power into the power of the motor end as the current generating power, wherein the converted power is obtained by subtracting the driving power from the power on the optimal line of the engine;

and if the power generation power is the power generation power, taking the power generation power as the current power generation power.

5. The energy management method of a hybrid vehicle according to claim 3, wherein the correcting the predicted SOC based on the variation value includes:

comparing the predicted SOC for each segment to a calibrated value for a target SOC for each segment;

and if the estimated SOC is smaller than the calibrated value of the target SOC, increasing the generated power.

6. The energy management method for a hybrid vehicle according to claim 5, wherein if the predicted SOC is less than a calibrated value of a target SOC, the generated power is increased,

the sum of the generated power of the starting point of the section and the generated power of the section does not exceed the maximum generated power of the engine after the generated power is increased;

and/or

If the estimated SOC is larger than the calibration value of the target SOC, a first compensation function is added on the basis of the current generated power;

and/or

Before comparing the predicted SOC of each segment with the calibrated value of the target SOC of each segment, the method comprises the following steps:

judging whether the target SOC of the starting point of each segment is smaller than the calibration value of the target SOC of the previous segment;

if so, a second compensation function is added to the predicted SOC of the current segment.

And/or

If the estimated SOC is smaller than the calibrated value of the target SOC, the generated power is increased,

if the predicted SOC of the final segment of the charging route is less than the calibrated value of the target SOC,

determining that the current generating power does not meet the requirement; at P_ElM1、P_ElM2Taking the large value, and mixing the large value with P_ElM3Taking Min as the generated power of the final section of the charging section,

P_ElM1adding the additional generated power needed to be added in the final section according to the generated power of the initial point of the final section, P_ElM2According to the generated power of the starting point of the charging section and the additionally increased generated power of the charging section, P_ElM3Is the maximum power P of the engine_EngMaxMinus the power demand P of the whole vehicle_Veh。

7. The energy management method of a hybrid vehicle according to claim 3, wherein the correcting the predicted SOC based on the change value and the change value of the required time includes:

responding to the trigger of the vehicle entering the starting point of the charging road section, acquiring the value of the difference value delta SOC obtained by subtracting the current actual SOC from the target SOC and multiplying the total electric quantity, and passing the predicted time T of the charging road section₁And the average generated power P of the engine₁；

Obtaining vehicle passing chargeThe driving time T after the starting point of the road section is obtained in real time, and the predicted time T of the vehicle driving the rest road sections of the charging road section is obtained in real time₂；

Acquiring generating capacity W corresponding to delta SOC in real time₂；

Using average generated power P₁*(T₁T) obtaining the original power generation W still required after the time t_T1-t；

Using average generated power P₁*T₂Obtaining the generated energy W_T2；

W_T1-tMinus W_T2A difference Δ W is obtained, and the predicted SOC is corrected based on the difference Δ W.

8. The energy management method of a hybrid vehicle according to claim 7, further comprising:

judging the position of the vehicle on the charging section based on the time T1 and the time coefficient k;

when Δ W > 0, correction amount P₂＝ΔW/T_X，T_XFor each remaining generation time after correction, if T_XIf the correction quantity is less than or equal to 0, the correction quantity P₂＝0；

When Δ W is less than 0, correction amount P₂＝0。

9. The energy management method of a hybrid vehicle according to claim 8, further comprising:

let the time coefficient of the first segment of the charging section be k_AThe time coefficient of the last segment of the charging section is k_DThe time ratio calibration coefficient of the first section of the charging section is k₁The time ratio calibration coefficient of the last section of the charging section is k₂Based on said time coefficient k_ATime coefficient k_DA calibration coefficient k₁And a calibration factor k₂Adjusting the positions of a terminal point of a first section and a starting point of a last end of the charging section;

the adjusting of the positions of the end point A of the first section and the end point D of the last section of the charging section comprises the following steps:

judging that the vehicle is positioned at a first section of a charging section;

if T₂≥T₁-t and k_A＝k₁，k_D＝k₂The positions of the point B and the point D are not required to be adjusted;

if T₂＜T₁T and (P)_EngMax-P₁)*(T₂-(T₁*(1-k₂)-t))>＝(P₁*(T₁-t-T₂)+(W₂-W_AE))，P_EngMaxIs the maximum generated power of the engine, and k_A＝k₁，k_D＝k₂，W₂Power generation amount required for target SOC, W₂-W_AEThe generating capacity corresponding to the delta SOC is represented without adjusting the point B;

if T₂＜T₁T and (P)_EngMax-P₁)*(T₂-(T₁*(1-k₁-k₂)))＜(P₁*(T₁-t-T₂)+(W₂-W_AE) And k) and k_A＝k₁+((P₁*(T₁-t-T₂)+(W₂-W_AE))-(P_EngMax-P₁)*(T₂-(T₁*(1-k₁-k₂))))/P₁/T₁And k is₁<＝k_A<(1-k₂)，k_D＝k₂Moving the point B backward and keeping the point D still;

and/or

Judging that the vehicle is in the middle section of the charging section;

if T₂≥T₁-t and k_A＝k₁，k_D＝k₂The positions of the point B and the point D are not required to be adjusted;

if T₂＜T₁T and (P)_EngMax-P₁)*(T₂-(T₁*(1-k₂)-t))>＝(P₁*(T₁-t-T₂)+(W₂-W_AE))，P_EngMaxIs the maximum generated power of the engine, and k_A＝k₁，k_D＝k₂，W₂Power generation amount required for target SOC, W₂-W_AEExpressing the amount of power generation corresponding to the Δ SOC without adjustmentPoints B and D;

if T₂＜T₁T and (P)_EngMax-P₁)*(T₂-(T₁*(1-k₁-k₂)))＜(P₁*(T₁-t-T₂)+(W₂-W_AE) And k) and k_A＝k₁+((P₁*(T₁-t-T₂)+(W₂-W_AE))-(P_EngMax-P₁)*(T₂-(T₁*(1-k₁-k₂))))/P₁/T₁And k is₁<＝k_A<(1-k₂)，k_D＝k₂The point B is not moved, and the point D moves forward;

and/or

And when the vehicle is judged to be in the last section of the charging section, the positions of the point B and the point D do not need to be adjusted.

10. A method of energy management for a hybrid vehicle, comprising:

judging the smoothness of the road;

when the road is in the unblocked section, the difference value_ΔThe SOC is the value obtained by subtracting the current actual SOC from the target SOC, and the difference value_ΔThe SOC control includes:

when the delta SOC is less than (-5% -1%), entering a pure electric driving mode;

when the delta SOC is less than or equal to (1% -5%) from (-5% -1%), entering a power source direct drive mode or an optimal power generation mode;

when the delta SOC > (1-5 percent), entering an optimal power generation mode, wherein the whole vehicle is in a power generation stage, and when the whole vehicle is in the optimal power generation mode, adopting the management method of any one of claims 1-13;

when the road is in a congested road section, the road enters a pure electric driving mode, when the SOC is reduced to the state that the SOC is not enough to maintain pure electric driving, a power source is started to drive the vehicle to run, meanwhile, the power battery is charged, and when a preset power generation threshold value is reached and the running time of the power source is greater than the minimum running time of the power source, the power source is stopped.

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