CN113665372B - Vehicle battery power management method, apparatus and computer readable storage medium - Google Patents

Vehicle battery power management method, apparatus and computer readable storage medium Download PDF

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Publication number
CN113665372B
CN113665372B CN202111077408.5A CN202111077408A CN113665372B CN 113665372 B CN113665372 B CN 113665372B CN 202111077408 A CN202111077408 A CN 202111077408A CN 113665372 B CN113665372 B CN 113665372B
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power
battery
current
motor
available
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CN113665372A (en
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黄振富
邵杰
钟日敏
陈显福
杨一琴
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SAIC GM Wuling Automobile Co Ltd
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SAIC GM Wuling Automobile Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/44—Control modes by parameter estimation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Abstract

The invention discloses a vehicle battery power management method, a device and a computer readable storage medium, wherein the vehicle battery power management method comprises the following steps: the method comprises the steps of obtaining available battery power of a power battery of a vehicle, and obtaining current actual discharge power of the power battery; calculating a first difference between the current actual discharge power and the battery available power; calculating and obtaining the available power of the motor according to the first difference; and limiting the torque output of the motor according to the available power of the motor. The invention can solve the technical problem of low battery power management efficiency in the prior art.

Description

Vehicle battery power management method, apparatus and computer readable storage medium
Technical Field
The present invention relates to the field of automotive electronics, and in particular, to a method and an apparatus for managing vehicle battery power, and a computer-readable storage medium.
Background
Under the rapid development of science and technology, new energy automobiles become a new trend of automobile development, and electric automobiles in the new energy automobiles are vehicles which use vehicle-mounted power supplies as power and use motors to drive wheels to run and meet various requirements of road traffic and safety regulations. Because the influence on the environment is smaller than that of the traditional automobile, the prospect is widely seen. Among them, the power battery is an important component in the electric vehicle, and the energy distribution of the power battery directly affects the performance of the electric vehicle.
At present, the conventional distribution mode is to perform energy management according to a rule type energy management strategy, namely, a series of rules are preset according to engineering experience, and a control rule is formulated according to test experiences of the charge state of a power battery, the external characteristics of a motor and the like so as to improve the system efficiency; the strategy depends on the experience of engineers, and under the actual working condition, the energy management in the mode is not accurate enough, so that the problem that the available power of the motor is wasted or the available power of the motor is used beyond the available power is easily caused. Therefore, how to accurately perform power distribution to improve energy management efficiency is a problem that needs to be solved urgently in the industry at present.
The above is only for the purpose of assisting understanding of the technical solution of the present invention, and does not represent an admission that the above is the prior art.
Disclosure of Invention
The invention mainly aims to provide a vehicle battery power management method, a vehicle battery power management device and a computer readable storage medium, and aims to solve the technical problem that the conventional battery power management efficiency is low at present.
To achieve the above object, the present invention provides a vehicle battery power management method including:
the method comprises the steps of obtaining available battery power of a power battery of a vehicle, and obtaining current actual discharge power of the power battery;
calculating a first difference between the current actual discharge power and the battery available power;
calculating and obtaining the available power of the motor according to the first difference;
and limiting the torque output of the motor according to the available power of the motor.
Optionally, the step of obtaining the current actual discharge power of the power battery comprises:
acquiring the current and the current voltage of a power battery;
and calculating the current actual discharge power of the power battery according to the current and the current voltage.
Optionally, the step of calculating the current actual discharge power of the power battery according to the current and the current voltage comprises:
calculating a product between the present current and the present voltage;
and taking the product of the current and the current voltage as the current actual discharge power of the power battery.
Optionally, the step of obtaining the available power of the motor according to the first difference calculation includes:
calculating to obtain a system efficiency correction coefficient according to the first difference;
taking the sum power of the rated peak powers of all the vehicle-mounted accessories as the accessory power;
and determining the available power of the motor according to the system efficiency correction coefficient and the accessory power.
Optionally, the step of determining available power of the motor according to the system efficiency correction factor and the accessory power comprises:
obtaining a second difference between the accessory power and the battery available power;
and calculating the product of the system efficiency correction coefficient and the second difference value, and taking the product of the system efficiency correction coefficient and the second difference value as the available power of the motor.
Optionally, the step of obtaining a system efficiency correction coefficient by calculating according to the first difference includes:
acquiring a relative opening value of an accelerator pedal of the whole vehicle;
and inputting the relative opening value and the first difference value into a first preset formula for calculation to obtain a system efficiency correction coefficient.
Optionally, the first preset formula is:
Figure BDA0003262445480000021
wherein K (t) is a system efficiency correction coefficient; a. The Rate The relative value of the opening degree is obtained;
Figure BDA0003262445480000022
the sum of the relative values of the opening degrees corresponding to the time points from 0 to t is obtained; p diff (t) is the first difference;
Figure BDA0003262445480000023
is an integral value of the first difference;
Figure BDA0003262445480000024
a differential value of the first difference value; g is a correction proportionality coefficient; tt is an integration time constant; td is a differential time constant.
Optionally, the step of limiting the torque output of the motor according to the available power of the motor comprises:
acquiring the current rotating speed of a motor, and converting the available power of the motor into a torque limit value allowed to be output by the motor according to the current rotating speed;
limiting the torque output of the motor to be less than or equal to the torque limit.
In addition, to achieve the above object, the present invention also provides a vehicle battery power management apparatus including a memory, a processor, and a battery power management program stored on the memory and operable on the processor, the battery power management program, when executed by the processor, implementing the steps of the vehicle battery power management method as described above.
Further, to achieve the above object, the present invention also provides a computer-readable storage medium having stored thereon a battery power management program which, when executed by a processor, implements the steps of the vehicle battery power management method as described above.
The invention provides a vehicle battery power management method, a device and a computer readable storage medium, firstly, the current actual discharge power of a power battery of a vehicle is obtained; then calculating a first difference value between the current actual discharge power and the preset available battery power; calculating according to the first difference value to obtain the available power of the motor; and finally, limiting the torque output of the motor according to the available power of the motor. Through the mode, the available power of the motor can be calculated in a self-adaptive manner according to the actual discharge power of the vehicle power battery, namely the actual energy consumption and the difference value between the actual discharge power and the available power, so that the outputtable torque value of the motor is limited, the actual use power and the available power of the electric vehicle are dynamically balanced in a full-load state, the calculation precision of the system efficiency is improved, and the energy management efficiency is improved.
Drawings
FIG. 1 is a schematic diagram of an apparatus in a hardware operating environment according to an embodiment of the present invention;
FIG. 2 is a schematic flow chart diagram illustrating a first embodiment of a method for managing vehicle battery power in accordance with the present invention;
FIG. 3 is a schematic diagram of a control logic of an embodiment of a method for managing vehicle battery power according to the present invention.
The implementation, functional features and advantages of the objects of the present invention will be further explained with reference to the accompanying drawings.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It should be noted that the descriptions relating to "first", "second", etc. in the present invention are for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the feature. In addition, technical solutions between various embodiments may be combined with each other, but must be realized by a person skilled in the art, and when the technical solutions are contradictory or cannot be realized, such a combination should not be considered to exist, and is not within the protection scope of the present invention.
It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
Referring to fig. 1, fig. 1 is a schematic structural diagram of a terminal \ device in a hardware operating environment according to an embodiment of the present invention.
The device of the embodiment of the invention can be a PC (personal computer), a portable computer, a server and other equipment.
As shown in fig. 1, the apparatus may include: a processor 1001, such as a CPU (Central Processing Unit), a communication bus 1002, a network interface 1003, and a memory 1004. Wherein a communication bus 1002 is used to enable connective communication between these components. The network interface 1003 may optionally include a standard wired interface (e.g., a USB interface), a wireless interface (e.g., a WI-FI interface). The memory 1004 may be a high-speed RAM memory or a non-volatile memory (e.g., a disk memory). The memory 1004 may alternatively be a storage device separate from the processor 1001.
Optionally, the device may also include a camera, RF (Radio Frequency) circuitry, sensors, audio circuitry, wiFi modules, and the like. Such as light sensors, motion sensors, accelerator pedal opening sensors, and other sensors. Specifically, the light sensor may include an ambient light sensor that may adjust the brightness of the display screen according to the brightness of ambient light, and a proximity sensor that may turn off the display screen and/or the backlight when the mobile terminal is moved to the ear. As one type of motion sensor, a gravity acceleration sensor can detect the magnitude of acceleration in each direction (generally, three axes), and can detect the magnitude and direction of gravity when the vehicle is stationary; of course, the mobile terminal may also be configured with other sensors such as a gyroscope, a barometer, a hygrometer, a thermometer, and an infrared sensor, which are not described herein again.
Those skilled in the art will appreciate that the configuration of the device illustrated in fig. 1 is not intended to be limiting of the device, and may include more or fewer components than those illustrated, or some components may be combined, or a different arrangement of components.
As shown in fig. 1, memory 1004, which is a type of computer storage medium, may include an operating system, a network communication module, and a battery power management program.
In the terminal shown in fig. 1, the network interface 1003 is mainly used for connecting to a backend server and performing data communication with the backend server; and the processor 1001 may be configured to invoke a battery power management program stored in the memory 1004 and perform the following operations:
the method comprises the steps of obtaining available battery power of a power battery of a vehicle, and obtaining current actual discharge power of the power battery;
calculating a first difference between the current actual discharge power and the battery available power;
calculating and obtaining the available power of the motor according to the first difference;
and limiting the torque output of the motor according to the available power of the motor.
Further, the processor 1001 may call a battery power management program stored in the memory 1004, and also perform the following operations:
acquiring the current and the current voltage of a power battery;
and calculating the current actual discharge power of the power battery according to the current and the current voltage.
Further, the processor 1001 may call a battery power management program stored in the memory 1004, and also perform the following operations:
calculating a product between the present current and the present voltage;
and taking the product of the current and the current voltage as the current actual discharge power of the power battery.
Further, the processor 1001 may call a battery power management program stored in the memory 1004, and also perform the following operations:
calculating to obtain a system efficiency correction coefficient according to the first difference;
taking the sum power of the rated peak powers of all the vehicle-mounted accessories as the accessory power;
and determining the available power of the motor according to the system efficiency correction coefficient and the accessory power.
Further, the processor 1001 may call a battery power management program stored in the memory 1004, and also perform the following operations:
obtaining a second difference between the accessory power and the battery available power;
and calculating the product of the system efficiency correction coefficient and the second difference value, and taking the product of the system efficiency correction coefficient and the second difference value as the available power of the motor.
Further, the processor 1001 may call a battery power management program stored in the memory 1004, and also perform the following operations:
acquiring a relative opening value of an accelerator pedal of the whole vehicle;
and inputting the relative opening value and the first difference value into a first preset formula for calculation to obtain a system efficiency correction coefficient.
The first preset formula is as follows:
Figure BDA0003262445480000061
wherein K (t) is a system efficiency correction coefficient; a. The Rate The opening degree relative value is obtained;
Figure BDA0003262445480000062
the sum of the relative values of the opening degrees corresponding to the time points from 0 to t; p diff (t) is the first difference;
Figure BDA0003262445480000063
is an integral value of the first difference;
Figure BDA0003262445480000064
a differential value of the first difference value; g is a correction proportionality coefficient; tt is an integration time constant; td is a differential time constant.
Further, the processor 1001 may call a battery power management program stored in the memory 1004, and also perform the following operations:
acquiring the current rotating speed of a motor, and converting the available power of the motor into a torque limit value allowed to be output by the motor according to the current rotating speed;
limiting the torque output of the motor to be less than or equal to the torque limit.
Based on the hardware structure, various embodiments of the vehicle battery power management method are provided.
The invention provides a vehicle battery power management method.
Referring to fig. 2, fig. 2 is a flow chart illustrating a first embodiment of a vehicle battery power management method according to the present invention.
In the present embodiment, the vehicle battery power management method includes:
step S10, acquiring available battery power of a power battery of the vehicle, and acquiring current actual discharge power of the power battery;
in this embodiment, first, the battery available power of the power battery of the vehicle may be obtained, and the current actual discharge power of the power battery may be obtained, where the battery available power of the power battery represents the capability of the battery to output or receive power. The battery available power of the power battery can be acquired by the BMS battery management system on the electric automobile, and the battery available power is recorded as P1. The battery management system can monitor and record the operation data and state of the power battery, such as monitoring and acquiring the data of the total current, the total voltage, the charge state and the like of the power battery, and estimating the allowable charge and discharge power of the battery.
Specifically, the step of obtaining the current actual discharge power of the power battery in step S10 includes:
step A, acquiring the current and the current voltage of a power battery;
and B, calculating the current actual discharge power of the power battery according to the current and the current voltage.
In this embodiment, the current I and the current voltage U of the power battery are obtained through the battery management system, the current actual discharge power of the power battery is calculated according to the current I and the current voltage U, and the current actual discharge power is denoted as P2.
Further, in step B, the step of calculating the current actual discharge power of the power battery according to the current and the current voltage includes:
step B1, calculating the product between the current and the current voltage;
and step B2, taking the product of the current and the current voltage as the current actual discharge power of the power battery.
In this embodiment, after the current I and the current U of the power battery are obtained, the current I and the current U are calculatedTaking the product between the current I and the current voltage U as the current actual discharge power P2 of the power battery, that is, the calculation process of the current actual discharge power P2 of the power battery may be: inputting the current value I and the current voltage value U into the calculation formula P of the current actual discharge power of the power battery 2 (t) = I × U, the current actual discharge power P2 of the power battery is obtained. Wherein I is the current of the power battery, U is the current voltage of the power battery, and P 2 And (t) is the current actual discharge power corresponding to the current time t.
In the embodiment, the current actual discharge power of the power battery can be calculated in real time by acquiring the current and the current voltage of the power battery, so that the available power value of the motor can be conveniently acquired through subsequent calculation.
Step S20, calculating a first difference value between the current actual discharge power and the available power of the battery;
step S30, calculating and obtaining the available power of the motor according to the first difference;
in this embodiment, a difference is made between the current actual discharge power of the power battery obtained by calculation and the available power of the battery, and a first difference between the current actual discharge power and the available power of the battery can be obtained, that is, in this embodiment, a specific calculation process of the first difference may be: inputting the current actual discharge power P2 and the available battery power P1 into a difference calculation formula P diff (t) = P1-P2, the first difference is obtained. Wherein, P diff And (t) is a first difference corresponding to the current t moment. The available power of the motor can be calculated according to the obtained first difference, and the specific calculation process of the available power of the motor can refer to the following second embodiment, which is not described herein again.
In this embodiment, whether the actual discharge power of the battery exceeds the available power of the battery can be determined by the first difference, the system efficiency correction coefficient can be calculated by the difference, and the available power of the motor can be calculated more accurately in consideration of the difference between the actual discharge power of the battery and the available power of the battery.
And S40, limiting the torque output of the motor according to the available power of the motor.
In this embodiment, the calculated available power of the motor may be converted into a torque limit value to limit the maximum torque that can be output by the motor, so as to avoid the use of the actual discharge power of the motor exceeding the available power of the motor, and reduce the problems of energy waste and energy transitional use.
Specifically, in step S40, the step of limiting the torque output of the motor according to the available power of the motor includes:
step C, obtaining the current rotating speed of the motor, and converting the available power of the motor into a torque limit value allowed to be output by the motor according to the current rotating speed;
and D, limiting the torque output of the motor to be less than or equal to the torque limit value.
In the embodiment, the current rotation speed n of the motor is obtained, the available power of the motor is converted into a corresponding torque limit value, that is, a maximum driving torque limit value allowed to be output by the motor, according to the current rotation speed n, and the torque output of the motor is controlled to be less than or equal to the maximum driving torque limit value. In particular, the ratio of the available power of the electric machine to the current rotational speed may be used as the maximum drive torque limit.
The embodiment converts the available power of the motor into the maximum torque limit value allowed to be output by the motor, and can limit the maximum torque which can be output by the motor according to the maximum torque limit value, so that the problems of energy waste or excessive use are avoided. The actual use power and the available power of the electric automobile in a full load state reach dynamic balance, and the efficiency calculation accuracy of the system is improved.
It should be noted that, in another embodiment, the energy distribution manner for the power battery may also be that, on the basis of the available power of the power battery, the theoretical peak power sum of the vehicle-mounted high-voltage accessories is deducted to obtain the remaining power, and the remaining power is distributed to the power system for driving the vehicle to run, that is, the remaining power is the theoretical available power of the motor.
In this embodiment, an embodiment of the present invention provides a method for managing power of a vehicle battery, first obtaining a current actual discharge power of a power battery of a vehicle; then calculating a first difference value between the current actual discharge power and the preset available battery power; calculating according to the first difference to obtain the available power of the motor; and finally, limiting the torque output of the motor according to the available power of the motor. Through the mode, the available power of the motor can be calculated in a self-adaptive manner according to the actual discharge power of the vehicle power battery, namely the actual energy consumption and the difference value between the actual discharge power and the available power, so that the outputtable torque value of the motor is limited, the actual use power and the available power of the electric vehicle are dynamically balanced in a full power battery load state, the calculation precision of the system efficiency is improved, the robustness of an energy distribution algorithm is improved, and the energy waste or the excessive use caused by the consistency difference of parts or systems is reduced.
Further, based on the above-described first embodiment, a second embodiment of the vehicle battery power management method of the invention is proposed.
In this embodiment, in step S30, the step of calculating and obtaining the available power of the motor according to the first difference includes:
step E, calculating and obtaining a system efficiency correction coefficient according to the first difference;
in this embodiment, the first difference P is used diff And (t) calculating to obtain a system efficiency correction coefficient, and recording the system efficiency correction coefficient as K (t).
Specifically, in the step E, the step of obtaining the system efficiency correction coefficient by calculating according to the first difference includes:
e1, acquiring a relative opening value of an accelerator pedal of the whole vehicle;
and E2, inputting the relative opening value and the first difference value into a first preset formula for calculation to obtain a system efficiency correction coefficient.
In this embodiment, the relative opening degree value a of the accelerator pedal of the entire vehicle can be obtained Rate The relative opening value can be directly obtained by a sensor which is arranged and can detect the opening degree of the pedal, and after the relative opening value is obtained, the relative opening value and the first difference value P are obtained diff And (t) inputting the system efficiency correction coefficient K (t) into a first preset formula for calculation. Therein, the leadThe relative opening degree value of the accelerator pedal of the whole vehicle can be used for estimating the acceleration intention of the driver, and the numerical value range is 0-100 percent and represents the depth of the stepping on the accelerator pedal, for example, the relative opening degree value A Rate 0% means no step at all; opening degree relative value A Rate 100% indicates that the accelerator pedal is fully depressed, and it may be necessary to use the full output of the motor.
Wherein, the first preset formula is as follows:
Figure BDA0003262445480000101
in the formula, K (t) is a system efficiency correction coefficient; a. The Rate The relative value of the opening degree is obtained;
Figure BDA0003262445480000102
the sum of the relative values of the opening degrees corresponding to the time points from 0 to t; p diff (t) is a first difference value corresponding to the time t;
Figure BDA0003262445480000103
is an integral value of the first difference;
Figure BDA0003262445480000104
a differential value of the first difference value; g is a correction proportionality coefficient; tt is an integration time constant; td is a differential time constant. The determination of the correction proportionality coefficient G, the integral time constant Tt and the differential time constant Td can be determined by computer simulation or a large number of experimental tests according to the system efficiency correction requirement.
In the embodiment, the acceleration intention of the driver can be obtained by obtaining the opening degree relative value of the accelerator pedal of the whole vehicle, so that the output power of the motor required to be used for accelerating the vehicle is estimated, and the more accurate available power of the motor is estimated through calculation.
Step F, taking the sum power of the rated peak powers of all the vehicle-mounted accessories as the accessory power;
and G, determining the available power of the motor according to the system efficiency correction coefficient and the accessory power.
In this embodiment, the respective rated peak powers of all the vehicle-mounted accessories are obtained, the rated peak powers of all the vehicle-mounted accessories are summed, the summed power is taken as the accessory power, and the accessory power is denoted as P3. For example, the rated peak powers of the vehicle-mounted accessories, such as the rated peak power of the air conditioner and the rated peak power of the direct current-direct current converter (DC-DC), are obtained and added up to obtain the sum of the rated peak powers of all the vehicle-mounted accessories (i.e., the accessory power P3). And determining the available power of the motor according to the system efficiency correction coefficient K (t) and the accessory power P3, wherein the available power of the motor is marked as Pmotor (t) in the embodiment.
Further, in the step G, the step of determining the available power of the motor according to the system efficiency correction factor and the accessory power includes:
step G1, acquiring a second difference value between the accessory power and the available battery power;
and G2, calculating the product of the system efficiency correction coefficient and the second difference value, and taking the product of the system efficiency correction coefficient and the second difference value as the available power of the motor.
In this embodiment, a second difference between the accessory power P3 and the battery available power P1 is obtained, a product between the system efficiency correction coefficient K (t) and the second difference is calculated, and the product is taken as the motor available power Pmotor (t), that is, a specific calculation process of the motor available power Pmotor (t) is as follows: inputting the accessory power P3, the available battery power P1 and the system efficiency correction coefficient K (t) into a calculation formula P of the available motor power motor And (t) = K (t) × (P1-P3), and the available power Pmotor (t) of the motor is obtained through calculation.
The vehicle battery power management method of the embodiment can be implemented by first acquiring the relative opening degree value A of the accelerator pedal as shown in FIG. 3 Rate Acquiring the current available battery power P1 of the power battery, acquiring the rated power sum P3 of the high-voltage accessories, and obtaining the current available battery power according to the relative value A of the pedal opening Rate The available power P1 of the battery, the rated power sum P3 of the accessories and the current actual discharge power P2 of the power battery can be calculated to obtain the available power P1 of the motorAnd limiting the power according to the calculated available power of the motor by using the power, namely limiting the output power of the motor to be less than or equal to the available power of the motor, so that the problem of excessive use of energy is avoided, further carrying out torque conversion on the available power of the motor to obtain a maximum torque limit value, and further carrying out torque limitation according to the maximum torque limit value, namely limiting the output torque of the motor to be less than or equal to the maximum torque limit value so as to control the maximum torque output of the motor. The control motor can consume the energy of the battery when doing work, the current and voltage values of the battery are detected in real time, the actual discharge power of the power battery is calculated according to the current and voltage values of the battery, and the available power of the motor is calculated in a closed cycle mode. According to the embodiment, the available power of the motor can be calculated in real time through the method, so that the self-adaptive distribution control of the vehicle battery power is carried out, the actual use power and the available power of the electric automobile are dynamically balanced in a full-load state, the calculation precision of the system efficiency is improved, and the energy management efficiency is improved.
The embodiment provides the self-adaptive distribution control of the vehicle battery power, the whole vehicle control system can carry out energy distribution and estimation according to the mode, the available power of the motor is obtained by calculation under various working conditions of the running of the whole vehicle, and the reasonable distribution of the driving force of the whole vehicle is carried out according to the available power of the motor, so that the actual use power and the available power of the electric vehicle in a full load state reach dynamic balance, and the use safety of the power battery is improved.
The present invention also provides a vehicle battery power management device comprising a memory, a processor, and a battery power management program stored on the memory and operable on the processor, the battery power management program when executed by the processor implementing the steps of the vehicle battery power management method according to any of the embodiments above.
The specific embodiment of the computer readable storage medium of the present invention is substantially the same as the embodiments of the vehicle battery power management method described above, and will not be described herein again.
The present invention further provides a computer-readable storage medium, on which a battery power management program is stored, where the computer-readable storage medium may be the Memory 1004 in the apparatus of fig. 1, and may also be at least one of a ROM (Read-Only Memory)/RAM (Random Access Memory), a magnetic disk, and an optical disk, and the battery power management program, when executed by a processor, implements the steps of the vehicle battery power management method according to any one of the above embodiments.
The specific embodiment of the computer readable storage medium of the present invention is substantially the same as the embodiments of the vehicle battery power management method described above, and will not be described herein again.
It should be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or system. Without further limitation, an element defined by the phrase "comprising a … …" does not exclude the presence of another identical element in a process, method, article, or system that comprises the element.
The above-mentioned serial numbers of the embodiments of the present invention are merely for description and do not represent the merits of the embodiments.
Through the above description of the embodiments, those skilled in the art will clearly understand that the method of the above embodiments can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware, but in many cases, the former is a better implementation manner. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium (e.g., ROM/RAM, magnetic disk, optical disk) as described above and includes instructions for enabling a terminal device (e.g., a mobile phone, a computer, a server, an air conditioner, or a network device) to execute the method according to the embodiments of the present invention.
The above description is only a preferred embodiment of the present invention, and not intended to limit the scope of the present invention, and all modifications of equivalent structures and equivalent processes, which are made by using the contents of the present specification and the accompanying drawings, or directly or indirectly applied to other related technical fields, are included in the scope of the present invention.

Claims (8)

1. A vehicle battery power management method, comprising the steps of:
the method comprises the steps of obtaining available battery power of a power battery of a vehicle, and obtaining current actual discharge power of the power battery;
calculating a first difference between the current actual discharge power and the battery available power;
calculating and obtaining the available power of the motor according to the first difference, wherein the step of calculating and obtaining the available power of the motor according to the first difference comprises the following steps: calculating to obtain a system efficiency correction coefficient according to the first difference; taking the sum power of the rated peak powers of all the vehicle-mounted accessories as accessory power; obtaining a second difference between the accessory power and the battery available power; calculating the product between the system efficiency correction coefficient and the second difference value, and taking the product between the system efficiency correction coefficient and the second difference value as the available power of the motor;
and limiting the torque output of the motor according to the available power of the motor.
2. The vehicle battery power management method according to claim 1, wherein the step of obtaining the current actual discharge power of the power battery comprises:
acquiring the current and the current voltage of a power battery;
and calculating the current actual discharge power of the power battery according to the current and the current voltage.
3. The vehicle battery power management method according to claim 2, wherein the step of calculating the present actual discharge power of the power battery from the present current and the present voltage comprises:
calculating a product between the present current and the present voltage;
and taking the product of the current and the current voltage as the current actual discharge power of the power battery.
4. The vehicle battery power management method according to claim 1, wherein the step of obtaining a system efficiency correction factor by calculation based on the first difference value comprises:
acquiring a relative opening value of an accelerator pedal of the whole vehicle;
and inputting the relative opening value and the first difference value into a first preset formula for calculation to obtain a system efficiency correction coefficient.
5. The vehicle battery power management method according to claim 4, wherein the first preset formula is:
Figure FDA0004003604570000021
wherein K (t) is a system efficiency correction coefficient; a. The Rate The opening degree relative value is obtained;
Figure FDA0004003604570000022
the sum of the relative values of the opening degrees corresponding to the time points from 0 to t is obtained; p diff (t) is the first difference;
Figure FDA0004003604570000023
is an integral value of the first difference;
Figure FDA0004003604570000024
a differential value of the first difference value; g is a correction proportionality coefficient; tt is an integration time constant; td is a differential time constant.
6. The vehicle battery power management method of claim 1, wherein the step of limiting the torque output of the motor based on the power available to the motor comprises:
acquiring the current rotating speed of a motor, and converting the available power of the motor into a torque limit value allowed to be output by the motor according to the current rotating speed;
the torque output of the electric machine is limited to be less than or equal to the torque limit.
7. A vehicle battery power management apparatus comprising a memory, a processor, and a battery power management program stored on the memory and executable on the processor, the battery power management program when executed by the processor implementing the steps of the vehicle battery power management method of any one of claims 1 to 6.
8. A computer readable storage medium, characterized in that the computer readable storage medium has stored thereon a battery power management program which, when executed by a processor, implements the steps of the vehicle battery power management method according to any one of claims 1 to 6.
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