CN113335264A

CN113335264A - Hybrid vehicle battery energy control method and device

Info

Publication number: CN113335264A
Application number: CN202110799035.6A
Authority: CN
Inventors: 伍庆龙; 张天强; 杨钫; 王燕
Original assignee: FAW Group Corp
Current assignee: FAW Group Corp
Priority date: 2021-07-15
Filing date: 2021-07-15
Publication date: 2021-09-03
Anticipated expiration: 2041-07-15
Also published as: CN113335264B; WO2023284662A1

Abstract

The invention belongs to the technical field of automobile battery energy control, and discloses a method and a device for controlling battery energy of a hybrid vehicle, wherein the method comprises the following steps: constructing a battery SOC-battery power two-dimensional graph of energy management; dividing a corresponding energy management area for a system working mode in a battery SOC-battery power two-dimensional graph; determining a system working mode according to vehicle conditions; determining a corresponding energy management area according to a system working mode; determining a battery SOC and a battery power in an energy management region according to the target torque; the energy output is controlled based on the battery SOC and the battery power. The energy management area is set according to different system working modes, the energy management of the battery system of the hybrid electric vehicle is completed, the use energy of the battery is effectively controlled, the battery is ensured to work in a reasonable range, the energy utilization rate and the vehicle performance of the whole vehicle are improved, and the service life of the battery is effectively prolonged.

Description

Hybrid vehicle battery energy control method and device

Technical Field

The invention relates to the technical field of automobile battery energy control, in particular to a method and a device for controlling battery energy of a hybrid vehicle.

Background

The hybrid power system mainly comprises an engine, a motor, a clutch C0, a clutch C1, a power battery, a gearbox, a driving shaft and the like. One side of the motor is connected with the engine through a clutch C0, and the other side of the motor is connected with the gearbox through a clutch C1. Each part is controlled by a respective controller, for example, a Motor Controller (MCU) controls a motor, an engine controller (EMS) controls an engine, a Battery Management System (BMS) controls a power battery, and a vehicle control unit (HCU) cooperatively controls each power source to realize torque output and energy management, wherein the torque output energy source of the motor is the power battery, and the torque output energy source of the engine is fuel.

The prior art obtains the available SOC range of the battery according to the temperature and the internal resistance curve based on the characteristics of the battery, and then controls the output of the battery to be in the specified SOC range during the driving running of the vehicle. However, the control method cannot perform adaptive control for different working states, resulting in lower control efficiency and lower accuracy.

Disclosure of Invention

The invention aims to provide a method and a device for controlling the battery energy of a hybrid vehicle.

In order to achieve the purpose, the invention adopts the following technical scheme:

in a first aspect, a hybrid vehicle battery energy control method is provided, including:

constructing a battery SOC-battery power two-dimensional graph of energy management;

dividing a corresponding energy management area for a system working mode in the battery SOC-battery power two-dimensional graph, wherein the system working mode comprises a Boost mode, an Assist mode, a pure electric mode, an idle speed power generation mode, a driving power generation mode and a braking energy recovery mode;

determining a system working mode according to vehicle conditions;

determining the corresponding energy management area according to the system working mode;

determining a battery SOC and a battery power in the energy management region according to a target torque;

and controlling energy output according to the battery SOC and the battery power.

Preferably, the step of dividing the system operation mode into corresponding energy management regions in the battery SOC-battery power two-dimensional map includes:

acquiring a reserve energy management area of a Boost mode, a reserve energy management area of an Assist mode and a reserve energy management area of a pure electric mode;

sequentially superposing the reserved energy management area of the Boost mode, the reserved energy management area of the Assist mode and the reserved energy management area of the pure electric mode in the battery SOC-battery power two-dimensional graph, and reserving the uncovered areas;

and obtaining an energy management area of the Boost mode, an energy management area of the Assist mode and an energy management area of the pure electric mode.

Preferably, the step of obtaining the reserve energy management region in Boost mode, the reserve energy management region in Assist mode, and the reserve energy management region in electric-only mode includes:

determining a minimum value and a maximum value of the battery SOC in the Boost mode;

determining a maximum value and a minimum value of battery power in the Boost mode;

and dividing a reserve energy management area of a Boost mode in the battery SOC-battery power two-dimensional graph.

determining a minimum battery SOC value and a maximum battery SOC value in the Assist mode;

determining driving modes in the Assist mode, wherein the driving modes comprise an economy driving mode, a sport driving mode and a common driving mode;

determining a maximum value and a minimum value of battery power according to the driving mode;

and dividing a preparatory energy management area of the Assist mode in the battery SOC-battery power two-dimensional graph.

determining a battery SOC minimum value, an SOC boundary value and a battery SOC maximum value of the pure electric mode;

determining a maximum battery power value and a minimum battery power value when the battery SOC is between the minimum battery SOC value and the boundary SOC value and a maximum battery power value and a minimum battery power value when the battery SOC is between the boundary SOC value and the maximum battery SOC value in the pure electric mode;

and dividing a reserve energy management area of the pure electric mode in the battery SOC-battery power two-dimensional graph.

acquiring a reserve energy management area of an idle power generation mode, a reserve energy management area of a driving power generation mode and a reserve energy management area of a braking energy recovery mode;

sequentially superposing the reserve energy management area of the idle power generation mode, the reserve energy management area of the driving power generation mode and the reserve energy management area of the braking energy recovery mode in the battery SOC-battery power two-dimensional graph, and reserving the respective uncovered areas;

and acquiring an energy management area of the idle power generation mode, an energy management area of the driving power generation mode and an energy management area of the braking energy recovery mode.

Preferably, the step of obtaining the preliminary energy management region for the idle power generation mode, the preliminary energy management region for the drive power generation mode, and the preliminary energy management region for the braking energy recovery mode includes:

determining a minimum battery SOC value and a maximum battery SOC value in the idle power generation mode;

determining a maximum battery power value and a minimum battery power value in the idle power generation mode;

and dividing a reserve energy management area of the idle power generation mode in the battery SOC-battery power two-dimensional graph.

determining a minimum value and a maximum value of the SOC of the battery in the driving power generation mode;

determining a whole vehicle energy use management mode in the driving power generation mode, wherein the whole vehicle energy use management mode comprises a charging mode and other modes;

determining a maximum value of battery power and a minimum value of battery power according to the whole vehicle energy use management mode;

and dividing a preliminary energy management area of the driving power generation mode in the battery SOC-battery power two-dimensional graph.

determining a minimum battery SOC value and a maximum battery SOC value in the braking energy recovery mode;

determining a maximum battery power value and a minimum battery power value in the braking energy recovery mode;

and dividing a reserve energy management area of a braking energy recovery mode in the battery SOC-battery power two-dimensional graph.

In a second aspect, a hybrid vehicle battery energy control apparatus is provided, comprising:

the two-dimensional map building module is used for building a battery SOC-battery power two-dimensional map of energy management;

the energy management region dividing module is used for dividing a system working mode into corresponding energy management regions in the battery SOC-battery power two-dimensional graph, wherein the system working mode comprises a Boost mode, an Assist mode, a pure electric mode, an idle speed power generation mode, a driving power generation mode and a braking energy recovery mode;

the working mode determining module is used for determining the working mode of the system according to the vehicle condition;

the energy management area determining module is used for determining the corresponding energy management area according to the system working mode;

a battery SOC and battery power determination module; the battery SOC and the battery power are determined according to the energy management area;

and the energy output module is used for controlling energy output according to the battery SOC and the battery power.

The invention has the beneficial effects that:

the energy management area is set according to different system working modes, the energy management of the battery system of the hybrid electric vehicle is completed, the use energy of the battery is effectively controlled, the battery is ensured to work in a reasonable range, the energy utilization rate and the vehicle performance of the whole vehicle are improved, and the service life of the battery is effectively prolonged.

The hybrid vehicle battery energy control device sets an energy management area aiming at different system working modes, completes energy management of a hybrid vehicle battery system, effectively controls the use energy of the battery, ensures that the battery works in a reasonable range, improves the energy utilization rate and the vehicle performance of the whole vehicle, and effectively prolongs the service life of the battery.

Drawings

Fig. 1 is a schematic flow chart of a hybrid vehicle battery energy control method according to a first embodiment of the present application;

fig. 2 is a schematic diagram of energy management regions partitioned for system operation modes in a battery SOC-battery power two-dimensional diagram according to a first embodiment of the present application.

Detailed Description

The present invention will be described in further detail with reference to the accompanying drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.

In the description of the present invention, unless expressly stated or limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, e.g., as meaning permanently connected, removably connected, or integral to one another; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.

In the present invention, unless otherwise expressly stated or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.

In the description of the present embodiment, the terms "upper", "lower", "right", etc. are used in an orientation or positional relationship based on that shown in the drawings only for convenience of description and simplicity of operation, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used only for descriptive purposes and are not intended to have a special meaning.

The terms referred to in this application will first be introduced and explained:

battery SOC: state of charge, which reflects the remaining capacity of the battery, is numerically defined as the ratio of the remaining capacity to the battery capacity, expressed as a percentage. The value range is 0-1, which indicates that the battery is completely discharged when the battery SOC is 0 and indicates that the battery is completely charged when the battery SOC is 1.

Specific Fuel Consumption (BSFC), is the mass of fuel (in g) consumed in 1h per 1kW of available power delivered by the engine, expressed in ge, in g/(kw.h). It is clear that the lower the specific fuel consumption, the better the economy.

The first embodiment is as follows:

the invention provides a hybrid vehicle battery energy control method, as shown in fig. 1, the method comprises the following steps:

and S100, constructing a battery SOC-battery power two-dimensional map of energy management. In the two-dimensional graph, the abscissa represents the battery SOC (in%) and the ordinate represents the battery power (in kW).

S200, dividing a corresponding energy management area for a system working mode in a battery SOC-battery power two-dimensional graph, wherein the system working mode comprises a Boost mode, an Assist mode, a pure electric mode, an idle speed power generation mode, a driving power generation mode and a braking energy recovery mode.

It is understood that for the energy management region of any system operating mode, the battery SOC-battery power two-dimensional map is defined by the abscissa battery SOC and the ordinate battery power.

The upper limit and the lower limit of the SOC of the battery are set to ensure the normal service life of the battery and prevent the overcharge or the over-discharge of the battery. The discharging and forced charging are prohibited when the battery SOC is lower than the lower limit, and the charging and forced discharging are prohibited when the battery SOC is higher than the upper limit. In the embodiment of the present application, the lower limit of the battery SOC is 20% and the upper limit of the battery SOC is 90%. The SOC of the battery is controlled to return to a normal range as soon as possible, energy is accumulated for the subsequent running working condition, the battery power and the SOC of the battery are maintained in a proper range, and the service life of the battery is prolonged.

S200 comprises the following steps:

sequentially superposing a reserve energy management area of a Boost mode, a reserve energy management area of an Assist mode and a reserve energy management area of a pure electric mode in a battery SOC-battery power two-dimensional graph, and reserving the respective uncovered areas;

an energy management region in a Boost mode, an energy management region in an Assist mode, and an energy management region in a pure electric mode are obtained.

Specifically, obtaining the reserve energy management region of the Boost mode, the reserve energy management region of the Assist mode, and the reserve energy management region of the electric-only mode includes:

a reserve energy management region of a Boost mode, a reserve energy management region of an Assist mode, and a reserve energy management region of an electric-only mode are obtained.

And sequentially superposing a reserve energy management area of a Boost mode, a reserve energy management area of an Assist mode and a reserve energy management area of a pure electric mode in a battery SOC-battery power two-dimensional graph, and reserving the respective uncovered areas.

After the prepared energy management area of the Boost mode and the prepared energy management area of the Assist mode are superposed, the area, which is not covered by the prepared energy management area of the Boost mode, is used as the energy management area of the Boost mode, and after the prepared energy management area of the Assist mode and the prepared energy management area of the pure electric mode are superposed, the area, which is not covered by the prepared energy management area of the Assist mode, is used as the energy management area of the Assist mode.

Specifically, the step of obtaining the reserve energy management area in Boost mode includes:

a minimum battery SOC value and a maximum battery SOC value in the Boost mode are determined.

A maximum battery power value and a minimum battery power value in Boost mode are determined.

And dividing a reserve energy management area of a Boost mode in a battery SOC-battery power two-dimensional graph.

The motor Boost mode is to support a drive torque that provides characteristics other than engine-out characteristics with the electric machine when the vehicle is in greater demand or is required to exhibit maximum power performance. When the vehicle condition is satisfied and the vehicle enters a Boost mode, the HCU calls the control module to switch to the energy management control of the mode (wherein the vehicle condition is that if a driver steps on an accelerator pedal suddenly, a motor and an engine work normally, the battery energy and the fuel quantity are both larger than preset values, and excessive precondition description is not carried out).

In the Boost mode, when the SOC of the battery is close to the forced charging SOC, the function of the Boost mode is stopped, and in order to prevent the over-discharge of the battery, the SOC minimum value in the Boost mode is obtained by utilizing the micro-floating of the forced charging SOC.

Setting: in the Boost mode, the minimum value of the SOC of the battery is Boost _ SOC _ LowLmt; the maximum value of the SOC of the battery is Boost _ SOC _ HighLmt; the battery SOC target balance value is SOC _ Mid; the maximum value of the battery power is Boost _ P _ HighLmt; the minimum value of the battery power is Boost _ P _ LowLmt.

The calculation method is as follows:

Boost_SOC_LowLmt＝SOC_LowLmt+2％；

Boost_SOC_HighLmt＝SOC_Mid；

SOC _ Mid is 1/2(SOC _ HighLmt-SOC _ LowLmt) + x, where x is calibratable. In the embodiment of the present application, x is set to 10%.

In order to ensure the continuous change of the Boost power, starting from the target balance value SOC _ Mid of the battery to the lowest SOC, the maximum power of the Boost is continuously reduced until the maximum power is reduced to 0, namely the minimum value of the battery power in the Boost mode (set as Boost _ P _ LowLmt) is 0. The maximum value of the battery power in the Boost mode, Boost _ P _ HighLmt, is equal to the maximum electromotive output power of the Motor (set as Pmax _ Motor).

The calculation method is as follows:

Boost_P_LowLmt＝0；

Boost_P_HighLmt＝Pmax_Motor。

and dividing a rectangular Boost mode prepared energy management area in a battery SOC-battery power two-dimensional graph by using the Boost _ SOC _ HighLmt, the Boost _ SOC _ LowLmt, the Boost _ P _ HighLmt and the Boost _ P _ LowLmt.

The step of obtaining the preparatory energy management area of the Assist mode includes:

the minimum and maximum battery SOC values in the Assist mode are determined.

Determining a driving mode in the Assist mode, wherein the driving mode comprises an economy driving mode, a sport driving mode and a common driving mode.

The maximum value of the battery power and the minimum value of the battery power are determined according to the driving mode.

A preparatory energy management area of the Assist mode is divided in a battery SOC-battery power two-dimensional graph.

The Assist mode is a motor auxiliary power-assisted mode and is used for improving and promoting the dynamic torque response of the whole vehicle and meeting the requirement of dynamic property; meanwhile, the motor Assist mode can ensure that the load of the engine is reduced when the whole vehicle has a high-power output requirement, so that the engine works in an economic area and the requirement of economy is met.

Setting: in the Assist mode, the minimum value of the battery SOC is Assist _ SOC _ LowLmt; the maximum value of the SOC of the battery is Assist _ SOC _ HighLmt, and the target balance value of the SOC of the battery is SOC _ Mid; the maximum value of the battery power is Assist _ P _ HighLmt, and the minimum value of the battery power is Assist _ P _ LowLmt. Since the area where the Assist mode occurs is much larger than the Boost mode, in order to maintain the balance of the battery SOC, the battery SOC threshold in the Assist mode needs to be adjusted according to the battery SOC target balance value.

The calculation method is as follows:

assist _ SOC _ LowLmt is SOC _ Mid-y; y is calibratable, and in the embodiment of the application, y is set to be 8%.

Assist_SOC_HighLmt＝SOC_HighLmt。

It should be noted that the power limit in the Assist mode also takes into account the driving mode.

In the embodiment of the application, three driving modes are developed, including an Economy (ECO) driving mode, a Normal (Normal) driving mode and a Sport (Sport) driving mode, in the ECO driving mode, the maximum power limit of the Assist is 0, in the Normal driving mode, the maximum power limit of the Assist is 10kW (the numerical value can be calibrated), and in the Sport driving mode, the maximum power of the Assist is the maximum electric output power (set as Pmax _ Motor) of the Motor.

The calculation method is as follows:

Assist_P_LowLmt＝0。

Assist_P_HighLmt＝Pmax_Motor。

and constructing a prepared energy management area in the Assist mode on a two-dimensional graph of energy management by utilizing the Assist _ SOC _ HighLmt, the Assist _ SOC _ LowLmt, the Assist _ P _ HighLmt and the Assist _ P _ LowLmt.

The step of obtaining a reserve energy management area for electric-only mode comprises:

and determining the minimum value of the SOC of the battery, the boundary value of the SOC and the maximum value of the SOC of the battery in the pure electric mode.

And determining the maximum value and the minimum value of the battery power when the battery SOC is between the minimum value and the boundary value of the battery SOC and the maximum value and the minimum value of the battery power when the battery SOC is between the boundary value and the maximum value of the battery SOC in the pure electric mode.

A reserve energy management area of the electric-only mode is divided in a battery SOC-battery power two-dimensional graph.

The purpose of the electric-only mode energy management is to prevent the battery SOC from being continuously reduced due to continuous power consumption. If the battery is over-discharged in the electric-only mode, and then the driver stops the vehicle for a period of time (for example, half a month), the battery may be fed when the next key operation triggers the vehicle to be powered on at high voltage or to start the engine, and the vehicle cannot be powered on at high voltage or the engine cannot be started by the motor to be charged due to the over-discharge of the battery.

Setting: in the pure electric mode, the minimum value of the SOC of the battery is EV _ SOC _ LowLmt; the maximum value of the SOC of the battery is EV _ SOC _ HighLmt; the battery SOC target balance value is SOC _ Mid; the maximum value of the battery power is EV _ P _ HighLmt; the minimum value of battery power is EV _ P _ LowLmt.

The calculation method is as follows:

EV _ SOC _ LowLmt — SOC _ Mid-z; z is calibratable, and in the examples of this application z is 6%.

EV_SOC_HighLmt＝SOC_HighLmt；

EV_P_LowLmt＝0；

SOC2 is SOC _ Mid + a, which is calibratable and in the present embodiment is 2%.

When the battery SOC range is relatively low, in the range (SOC _ Mid-6%, SOC2), the battery discharge power is limited to P1_ Batt, i.e., EV _ P _ HighLmt — P1_ Batt.

When the battery SOC range is relatively high, at the range (SOC2, SOC _ HighLmt), the battery discharge power is limited to P2_ Batt, i.e., EV _ P _ HighLmt — P2_ Batt.

A reserve energy management area in the electric-only mode is constructed on a two-dimensional map of energy management using EV _ SOC _ HighLmt, EV _ SOC _ LowLmt, EV _ P _ HighLmt, and EV _ P _ LowLmt.

Step 200 further comprises:

a reserve energy management area for an idle power generation mode, a reserve energy management area for a drive power generation mode, and a reserve energy management area for a braking energy recovery mode are obtained.

A reserve energy management area for an idle power generation mode, a reserve energy management area for a drive power generation mode, and a reserve energy management area for a braking energy recovery mode are sequentially superimposed on a battery SOC-battery power two-dimensional map, and the areas that are not covered are reserved.

An energy management region in an idle power generation mode, an energy management region in a drive power generation mode, and an energy management region in a braking energy recovery mode are obtained.

The step of obtaining a reserve energy management area for the idle power generation mode includes:

the minimum and maximum battery SOC values in the idle power generation mode are determined.

The maximum value of the battery power and the minimum value of the battery power in the idle power generation mode are determined.

A reserve energy management area for the idle power generation mode is defined on a battery SOC-battery power two-dimensional map.

The purpose of idle power generation energy management is to prevent a situation in which the battery SOC continues to decrease due to continued power consumption during parking. In order to consider NVH problem during idle power generation, the battery power cannot be set too large and should be limited within a certain value, in the embodiment of the application, 5kW, which can be calibrated.

Setting: in the idle mode, the minimum value of the battery SOC is IdleCrg _ SOC _ LowLmt; the maximum value of the SOC of the battery is IdleCrg _ SOC _ HighLmt; the battery SOC target balance value is SOC _ Mid; the maximum value of the battery power is IdleCrg _ P _ HighLmt; the minimum value of the battery power is IdleCrg _ P _ LowLmt.

The calculation method is as follows:

IdleCrg_SOC_LowLmt＝SOC_LowLmt；

IdleCrg _ SOC _ HighLmt — SOC _ Mid-b; b is calibratable, in the examples of the application, b is 3%.

IdleCrg_P_LowLmt＝0；

Idlecrg _ P _ HighLmt ═ 5kW, which can be scaled.

And constructing a reserve energy management area in the idle power generation mode on a two-dimensional graph of energy management by using IdleCrg _ SOC _ HighLmt, IdleCrg _ SOC _ LowLmt, IdleCrg _ P _ HighLmt and IdleCrg _ P _ LowLmt.

The step of obtaining a preliminary energy management area for the driving power generation mode includes:

the minimum value of the battery SOC and the maximum value of the battery SOC in the driving power generation mode are determined.

And determining a whole vehicle energy use management mode in a driving power generation mode, wherein the whole vehicle energy use management mode comprises a charging mode and other modes.

And determining the maximum value and the minimum value of the battery power according to the energy use management mode of the whole vehicle.

A preliminary energy management region for the drive power generation mode is defined on a battery SOC-battery power two-dimensional map.

Setting: in the driving power generation mode, the minimum value of the battery SOC is DriveCrg _ SOC _ LowLmt; the maximum value of the SOC of the battery is DriveCrg _ SOC _ HighLmt; the battery SOC target balance value is SOC _ Mid; the maximum value of the battery power is DriveCrg _ P _ HighLmt; the minimum value of the battery power is DriveCrg _ P _ LowLmt.

The calculation method is as follows:

DriveCrg_SOC_LowLmt＝SOC_LowLmt；

DriveCrg _ SOC _ HighLmt ═ SOC _ Mid + c; c is calibratable, and in the embodiment of the application, c is 2%;

DriveCrg_P_LowLmt＝0；

DriveCrg _ P _ HighLmt is a maximum value related to the way the vehicle energy usage is managed.

Three overall vehicle energy use management modes are designed on the vehicle, including a charging mode (Charge) and other modes (Save and EV), and the vehicle can be manually pressed and selected by a driver.

When the whole vehicle energy use management mode is Charge, the maximum value of the battery power in the driving power generation mode is the maximum power generation power of the motor (the maximum power generation power is Pmax _ M _ Genor), and then the driveCrg _ P _ HighLmt is Pmax _ M _ Genor;

when the vehicle energy utilization management mode is the other mode, the DriveCrg _ P _ HighLmt is 15kW, and the value can be calibrated.

And constructing a preliminary energy management area in the driving power generation mode on a two-dimensional graph of energy management by using the DriveCrg _ SOC _ HighLmt, the DriveCrg _ SOC _ LowLmt, the DriveCrg _ P _ HighLmt and the DriveCrg _ P _ LowLmt.

The step of obtaining a preliminary energy management area for a braking energy recovery mode includes:

a minimum battery SOC value and a maximum battery SOC value in the braking energy recovery mode are determined.

A maximum battery power value and a minimum battery power value in the braking energy recovery mode are determined.

And dividing a reserve energy management area of the braking energy recovery mode in a battery SOC-battery power two-dimensional graph.

The braking energy recovery energy management aims to recover and store energy in a power battery pack during the process of sliding and braking of the vehicle, and store the energy for other subsequent working conditions.

Setting: in the energy recovery mode, the minimum value of the SOC of the battery is Regen _ SOC _ LowLmt, and the maximum value of the SOC of the battery is Regen _ SOC _ HighLmt; the battery SOC target balance value is SOC _ Mid; the maximum value of the battery power is Regen _ P _ HighLmt; the minimum value of the battery power is Regen _ P _ LowLmt.

Regen _ SOC _ HighLmt, and the highest braking energy recovery SOC is a forced discharge SOC.

Regen _ SOC _ LowLmt, and the lowest braking energy recovery SOC is a forced charging SOC.

Regen _ P _ HighLmt, and the maximum power recovered by braking energy is the peak value generating power of the motor.

The calculation method is as follows:

Regen_SOC_HighLmt＝SOC_HighLmt；

Regen_SOC_LowLmt＝SOC_LowLmt；

Regen_P_HighLmt＝Pmax_M_Genor；

Regen_P_LowLmt＝0。

and constructing a prepared energy management area in the braking energy recovery mode on a two-dimensional map of energy management by utilizing the Regen _ SOC _ HighLmt, the Regen _ SOC _ LowLmt, the Regen _ P _ HighLmt and the Regen _ P _ LowLmt.

The energy management area obtained after step S200 is shown in fig. 2.

After step S200, step S300 is executed to determine the system operation mode according to the vehicle condition.

For example, if the vehicle condition is that the driver steps on an accelerator pedal suddenly, the motor and the engine work normally, and the battery energy and the fuel quantity are both greater than preset values, the system working mode is the Boost mode.

After step S300, step S400 is executed to determine the corresponding energy management area according to the system operating mode.

I.e. determining the energy management area for Boost mode.

Following step S400, S500 is performed, determining battery SOC and battery power in the energy management region based on the target torque.

Step S500 includes:

and obtaining wheel end torque, obtaining the corresponding torque of the engine and the motor by checking a first Map of the corresponding torque of the engine and the motor, and obtaining corresponding battery power and battery SOC by checking a second Map of the corresponding torque of the engine and the motor, battery power and battery SOC.

It should be noted that both the first Map and the second Map are pre-stored in the vehicle control unit (HCU).

After step S500, step S600 is performed to control energy output according to the battery SOC and the battery power.

The energy management area is set for different system working modes, the energy management of the hybrid electric vehicle battery system is completed, the use energy of the battery is effectively controlled, the battery is ensured to work in a reasonable range, the energy utilization rate and the vehicle performance of the whole vehicle are improved, and the service life of the battery is effectively prolonged.

Example two:

the embodiment provides a hybrid vehicle battery energy control device which comprises a two-dimensional map building module, an energy management area dividing module, a working mode determining module, an energy management area determining module, a battery SOC and battery power determining module and an energy output module.

Specifically, the two-dimensional map building module is used for building a battery SOC-battery power two-dimensional map for energy management, the energy management region dividing module is used for dividing a system working mode into corresponding energy management regions in the battery SOC-battery power two-dimensional map, the system working mode includes a Boost mode, an Assist mode, a pure electric mode, an idle speed power generation mode, a driving power generation mode and a braking energy recovery mode, the working mode determining module is used for determining the system working mode according to vehicle conditions, the energy management region determining module is used for determining the corresponding energy management region according to the system working mode, and the battery SOC and battery power determining module is used for determining the battery SOC and the battery power; the energy output module is used for controlling energy output according to the battery SOC and the battery power.

The hybrid vehicle battery energy control device of the embodiment sets an energy management area aiming at different system working modes, completes energy management of a hybrid vehicle battery system, effectively controls the use energy of the battery, ensures that the battery works in a reasonable range, improves the energy utilization rate and the vehicle performance of the whole vehicle, and effectively prolongs the service life of the battery.

It should be understood that the above-described embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Numerous obvious variations, adaptations and substitutions will occur to those skilled in the art without departing from the scope of the invention. And are neither required nor exhaustive of all embodiments. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the claims of the present invention.

Claims

1. A hybrid vehicle battery energy control method is characterized by comprising the following steps:

determining a system working mode according to vehicle conditions;

2. The hybrid vehicle battery energy control method according to claim 1, wherein the step of dividing the system operation mode into corresponding energy management areas in the battery SOC-battery power two-dimensional map comprises:

3. The hybrid vehicle battery energy control method according to claim 2, wherein the step of obtaining the reserve energy management region for Boost mode, the reserve energy management region for Assist mode, and the reserve energy management region for electric-only mode includes:

4. The hybrid vehicle battery energy control method according to claim 2, wherein the step of obtaining the reserve energy management region for Boost mode, the reserve energy management region for Assist mode, and the reserve energy management region for electric-only mode includes:

5. The hybrid vehicle battery energy control method according to claim 2, wherein the step of dividing the system operation mode into corresponding energy management areas in the battery SOC-battery power two-dimensional map comprises:

6. The hybrid vehicle battery energy control method according to claim 1, wherein the step of dividing the system operation mode into corresponding energy management areas in the battery SOC-battery power two-dimensional map comprises:

7. The hybrid vehicle battery energy control method according to claim 6, wherein the step of obtaining the preliminary energy management area for the idle power generation mode, the preliminary energy management area for the drive power generation mode, and the preliminary energy management area for the braking energy recovery mode includes:

8. The hybrid vehicle battery energy control method according to claim 6, wherein the step of obtaining the preliminary energy management area for the idle power generation mode, the preliminary energy management area for the drive power generation mode, and the preliminary energy management area for the braking energy recovery mode includes:

9. The hybrid vehicle battery energy control method according to claim 6, wherein the step of obtaining the preliminary energy management area for the idle power generation mode, the preliminary energy management area for the drive power generation mode, and the preliminary energy management area for the braking energy recovery mode includes:

10. A hybrid vehicle battery energy control apparatus, comprising: