CN113942514A

CN113942514A - Energy consumption optimization method and device and storage medium

Info

Publication number: CN113942514A
Application number: CN202010695545.4A
Authority: CN
Inventors: 王民; 李雯; 张鹏君; 张岩; 马雪瑞; 武文科; 徐崇; 庞博; 黄晨
Original assignee: SAIC Motor Corp Ltd
Current assignee: SAIC Motor Corp Ltd
Priority date: 2020-07-16
Filing date: 2020-07-16
Publication date: 2022-01-18
Anticipated expiration: 2040-07-16
Also published as: CN113942514B

Abstract

The embodiment of the application provides an energy consumption optimization method, which comprises the following steps: acquiring road information of a target path; calculating first information of at least one estimated vehicle speed point of a target vehicle on a target path according to the road information and the target vehicle information of the target path; calculating the estimated residual electric quantity of the target vehicle reaching the target path end point according to the vehicle information and the first information; and comparing the estimated residual electric quantity with the preset electric quantity, and changing the working mode of the target vehicle at the estimated vehicle speed point with the maximum system efficiency smaller than the second threshold value into a pure electric working mode according to the comparison result, or improving the charging power of the target vehicle at the preset vehicle speed point with the maximum system efficiency larger than the third threshold value. According to the energy consumption optimization method provided by the embodiment of the application, the working modes of the vehicle at the estimated vehicle speed point are adjusted differently by comparing the estimated residual electric quantity and the preset electric quantity when the target vehicle reaches the target path end point under the condition of the highest system efficiency, so that the energy consumption of the vehicle on the whole path is reduced.

Description

Energy consumption optimization method and device and storage medium

Technical Field

The embodiment of the application relates to the field of hybrid vehicles, in particular to an energy consumption optimization method, an energy consumption optimization device and a storage medium.

Background

With the continuous popularization of hybrid vehicles, the energy consumption problem of the hybrid vehicles is also more and more emphasized by people. The hybrid vehicle has two energy sources of electric energy and fuel oil, generally, the hybrid vehicle can drive the whole vehicle to run through the electric assistance of a motor, so that the working point torque of an engine is improved, or a power storage battery is charged through power generation, so that the working point torque of the engine is reduced, the engine runs at a torque point with higher efficiency at the current rotating speed, and the energy consumption is reduced. However, determining the working mode of the vehicle according to the instantaneous working condition of the entire vehicle also causes high energy consumption of the vehicle, for example, if the vehicle is on a section of route, the power consumption is too much before reaching a congested road section, so that charging is required when reaching the congested road section, in the related art, the vehicle is charged by a method of increasing the torque of the engine to drive the motor to generate power, but under the condition that the demand of the driving torque of the vehicle on the congested road section is small, the engine cannot work at an ideal working point, so that the energy consumption of the vehicle on the entire route is increased.

Disclosure of Invention

In view of this, in a first aspect, an embodiment of the present application provides an energy consumption optimization method, including:

acquiring road information of a target path, wherein the road information comprises an estimated vehicle speed of a target vehicle at least one time point on the target path;

calculating first information of at least one estimated vehicle speed point of a target vehicle on the target path according to the road information and the target vehicle information of the target path, wherein the first information is used for indicating the maximum system efficiency of the target vehicle at the estimated vehicle speed point;

calculating the estimated residual electric quantity of the target vehicle reaching the target path end point according to the vehicle information and the first information;

and calculating a difference value between the estimated residual electric quantity and the preset electric quantity, comparing the difference value with a first threshold interval, changing the working mode of the target vehicle at the estimated vehicle speed point with the maximum system efficiency smaller than a second threshold value into a pure electric working mode when the difference value is larger than the maximum value of the first threshold interval, and improving the charging power of the target vehicle at the preset vehicle speed point with the maximum system efficiency larger than a third threshold value when the difference value is smaller than the minimum value of the first threshold value.

Optionally, in an embodiment of the present application, calculating first information of at least one estimated vehicle speed point of the target vehicle on the target path according to the road information of the target path and the target vehicle information includes:

calculating the estimated rotation speed and the estimated torque of a power source of the target vehicle at an estimated vehicle speed point according to the road information of the target path and the information of the target vehicle;

determining the system efficiency of the target vehicle at the estimated speed point according to the estimated rotating speed, the estimated torque, the efficiency of the power source of the target vehicle and the transmission path efficiency of the power source of the target vehicle;

and comparing the system efficiency of the target vehicle at a preset vehicle speed point, and taking the maximum system efficiency as the maximum system efficiency of the target vehicle at the estimated vehicle speed point.

Optionally, in an embodiment of the present application, calculating an estimated rotation speed and an estimated torque of a power source of a target vehicle at an estimated vehicle speed point according to road information of a target path and target vehicle information includes:

calculating the estimated rotation speed of the power source of the target vehicle at an estimated vehicle speed point according to the tire radius of the target vehicle and the transmission ratios of different gears;

according to the road resistance coefficient, the speed of a predicted speed point adjacent to the predicted speed point and a corresponding time point are predicted, and the mass of the target vehicle calculates the predicted driving force of a power source of the target vehicle at the predicted speed point;

and calculating the estimated torque of the power source of the target vehicle at the estimated vehicle speed point according to the estimated driving force, the tire radius of the target vehicle and the transmission ratio of different gears.

Optionally, in an embodiment of the present application, the predicted rotation speed satisfies a first constraint condition for constraining the predicted rotation speed to be less than a maximum rotation speed of the power source of the target vehicle at the point of the predicted vehicle speed.

Optionally, in an embodiment of the present application, the predicted torque satisfies a second constraint condition, and the second constraint condition is used to ensure that the power source of the target vehicle can work normally under the predicted torque.

Optionally, in an embodiment of the present application, determining the system efficiency of the target vehicle at the estimated vehicle speed point according to the estimated rotation speed, the estimated torque, the efficiency of the power source of the target vehicle and the transmission path efficiency of the power source of the target vehicle includes:

determining the input power and the output power of the power source of the target vehicle according to the estimated rotating speed, the estimated torque, the efficiency of the power source of the target vehicle and the transmission path efficiency of the power source of the target vehicle;

and determining the system efficiency of the target vehicle at the estimated vehicle speed point according to the input power and the output power of the power source of the target vehicle.

Optionally, in an embodiment of the present application, calculating an estimated remaining power of the target vehicle to the target route end point according to the vehicle information and the first information includes:

calculating the electric quantity change rate of the target vehicle at the estimated vehicle speed point according to the maximum system efficiency of the target vehicle at the estimated vehicle speed point;

integrating the electric quantity change rate of the estimated vehicle speed point on the target path to obtain the estimated change electric quantity of the target vehicle reaching the target path end point;

and obtaining the estimated residual electric quantity of the target vehicle reaching the target path end point according to the estimated change electric quantity.

In a second aspect, an embodiment of the present application provides an energy consumption optimization apparatus, where the energy consumption optimization apparatus includes: the system comprises an information acquisition module, a first processing module, a second processing module and a third processing module;

the information acquisition module is used for acquiring road information of the target path, wherein the road information comprises an estimated vehicle speed of the target vehicle at least one time point on the target path;

the first processing module is used for calculating first information of at least one estimated vehicle speed point of the target vehicle on the target path according to the road information and the target vehicle information of the target path, and the first information is used for indicating the maximum system efficiency of the target vehicle at the estimated vehicle speed point;

the second processing module is used for calculating the estimated residual electric quantity of the target vehicle reaching the target path end point according to the vehicle information and the first information;

the third processing module is used for calculating a difference value between the estimated residual electric quantity and the preset electric quantity, comparing the difference value with a first threshold interval, changing a working mode of the target vehicle at an estimated vehicle speed point with the maximum system efficiency smaller than a second threshold into a pure electric working mode when the difference value is larger than the maximum value of the first threshold interval, and improving the charging power of the target vehicle at a preset vehicle speed point with the maximum system efficiency larger than a third threshold when the difference value is smaller than the minimum value of the first threshold.

Optionally, in an embodiment of the present application, the first processing module is configured to calculate first information of at least one predicted vehicle speed point of the target vehicle on the target path according to the road information of the target path and the target vehicle information, where the first information is used to indicate a maximum system efficiency of the target vehicle at the predicted vehicle speed point, and the first processing module includes:

the first processing module calculates the estimated rotation speed and the estimated torque of a power source of a target vehicle at an estimated vehicle speed point according to the road information of the target path and the information of the target vehicle;

the first processing module determines the system efficiency of the target vehicle at the estimated speed point according to the estimated rotating speed, the estimated torque, the efficiency of the power source of the target vehicle and the transmission path efficiency of the power source of the target vehicle;

the first processing module compares the system efficiency of the target vehicle at a preset vehicle speed point, and takes the maximum system efficiency as the maximum system efficiency of the target vehicle at an estimated vehicle speed point.

In a third aspect, an embodiment of the present application provides a storage medium, where a computer program is stored on the storage medium, and when the computer program is executed by a processor, the method according to any one of the first aspect is implemented.

According to the energy consumption optimization method provided by the embodiment of the application, the working modes of the vehicle at the estimated vehicle speed point are adjusted differently by comparing the estimated residual electric quantity and the preset electric quantity when the target vehicle reaches the target path end point under the condition of the highest system efficiency, so that the energy consumption of the vehicle on the whole path is reduced.

Drawings

Some specific embodiments of the present application will be described in detail hereinafter by way of illustration and not limitation with reference to the accompanying drawings. The same reference numbers in the drawings identify the same or similar elements or components. Those skilled in the art will appreciate that the drawings are not necessarily drawn to scale. In the drawings:

fig. 1 is a flowchart of an energy consumption optimization method provided in an embodiment of the present application;

FIG. 2 is a flow chart of a round robin algorithm provided by an embodiment of the present application;

fig. 3 is a schematic diagram of an energy consumption optimization device according to an embodiment of the present application.

Detailed Description

The following further describes specific implementation of the embodiments of the present invention with reference to the drawings of the embodiments of the present application.

Example one

Referring to fig. 1, an embodiment of the present application provides a method for optimizing energy consumption, including:

s101: acquiring road information of a target path, wherein the road information comprises an estimated vehicle speed of a target vehicle at least one time point on the target path;

specifically, the road information of the target route may further include ramp information of the target route, traffic light information, charging pile information, speed limit information, traffic jam information, and the like. The road information of the target route may be obtained through a navigation system, or may also be obtained through an intelligent road system, which is only an exemplary illustration here, and does not represent that the present application is limited thereto.

S102: calculating first information of at least one estimated vehicle speed point of a target vehicle on the target path according to the road information and the target vehicle information of the target path, wherein the first information is used for indicating the maximum system efficiency of the target vehicle at the estimated vehicle speed point;

it is to be noted that the target vehicle information may include the mass of the target vehicle, the radius of the tire, the transmission ratio of the engine and the motor in different gears, the transmission efficiency of the engine and the motor, the transmission path efficiency of the engine and the motor, the average efficiency of the motor when the charge amount is reused for driving, the drag torque and the peak torque corresponding to different rotation speeds of the engine, the peak power generation torque and the peak electric torque corresponding to different rotation speeds of the motor, the rated capacity of the vehicle power battery, and the like. The tire radius of the target vehicle is generally constant. The transmission ratio refers to the ratio of the rotating speeds of the front transmission mechanism and the rear transmission mechanism of the transmission device in the vehicle transmission system, the transmission ratio of the transmission device is different in different gears, and the transmission ratios of the engine and the motor in different gears can be obtained through vehicle specifications or performance data manuals.

The target vehicle runs at least one point on a target path at an estimated vehicle speed, at least one point on the target path corresponds to at least one time point, the estimated vehicle speed point refers to the time point corresponding to the estimated vehicle speed, the system efficiency refers to the ratio of the sum of the output power and the input power of an engine and a motor, and the maximum system efficiency represents the lowest energy consumption of the vehicle. When the target vehicle runs at the estimated vehicle speed, the efficiency of the system is different because the engine and the motor drive the vehicle in different proportions, and the maximum system efficiency when the target vehicle runs at the estimated vehicle speed can be found out by traversing the target vehicle to estimate the efficiency of the system when the engine and the motor drive the vehicle in different proportions at different gears when the target vehicle runs at the estimated vehicle speed. In addition, the corresponding gear of the target vehicle can be found out when the system efficiency is the maximum, the proportion of the engine and the motor participating in driving the vehicle is defined as the working mode of the vehicle at the moment, and the target vehicle is switched to the corresponding working mode when the vehicle speed is estimated, so that the energy consumption of the target vehicle when the target vehicle runs at the estimated vehicle speed is reduced.

specifically, the power source of the target vehicle comprises an engine and a motor, the output power and the input power of the power source of the target vehicle at the estimated vehicle speed point are functions of the estimated rotating speed and the estimated torque of the power source of the target vehicle at the estimated vehicle speed point, and the estimated rotating speed and the estimated torque of the power source of the target vehicle at the estimated vehicle speed point are calculated, so that convenience is provided for calculating the output power and the input power of the power source of the target vehicle at the estimated vehicle speed point.

here, in detail, the tire radius of the target vehicle may be R, and the gear Ratio of the target vehicle in the k gear may be Ratio_kTarget vehicle at t_iThe estimated vehicle speed at the time point is v_iThen the power source of the target vehicle is at t_iRotational speed n at a time_iComprises the following steps:

specifically, the road resistance coefficient may be set to f₀,f₁,f₂With the mass of the target vehicle set to M and the target vehicle at t_iAcceleration at time point is set as a_iTarget vehicle at t_iAcceleration at a point in time defined as the target vehicle from t_i-1Time point to t_iAcceleration at time point, the power source of the target vehicle is at t_iThe estimated driving force at time point is fi:

wherein

Specifically, the power source of the target vehicle is at t_iPredicted torque T of n gears at time point_niComprises the following steps:

specifically, the target vehicle is driven by the engine and the motor at the j ratio, and the target vehicle is startedMachine at t_iInput or output power P at a point in time_ICE,ijMay be expressed as the engine at t_iEstimated rotation speed n of time point_ICE,iEstimate the torque T_ICE,iEfficiency of engine Eff_ICE,ijAnd engine drive path efficiency Eff_ICE,GBijFunction of (c):

P_ICE,ij＝f_ICE(n_ICE,i,T_ICE,ij,Eff_ICE,ij,Eff_ICE,GBij)

let engine and motor drive target vehicle with j proportion, motor of target vehicle at t_iInput or output power P at a point in time_TM,ijCan be expressed as the motor is at t_iEstimated rotation speed n of time point_TM,iEstimate the torque T_ICE,iEfficiency of the motor Eff_TM,ijMotor drive path efficiency Eff_TM,GBijAnd the average efficiency Eff of the motor running when the charged electric quantity is reused for driving_TMD,ijFunction of (c):

P_TM,ij＝f_TM(n_TM,i,T_TM,ij,Eff_TM,ij,Eff_TM,GBij,Eff_TMD,ij)

the average efficiency of the motor operation when the motor charge is reused for driving can be generally obtained by a navigation system of the vehicle.

The system efficiency can be calculated when the target vehicle is driven by the engine and the motor in different proportions in different gears, and a system efficiency set of the target vehicle running at the estimated vehicle speed at the estimated time point is obtained, so that the maximum system efficiency of the target vehicle running at the estimated vehicle speed at the estimated time point can be found out conveniently in the follow-up process.

are described hereinA method for calculating input power of an engine, wherein the engine and a motor are arranged to drive a target vehicle at a ratio of j, and the engine is arranged at t_iInput power P at a point in time_ICE，inijComprises the following steps:

P_ICE,inijinstantaneous fuel consumption of engine

The instantaneous fuel consumption of the engine is the engine at t_iSpecific fuel consumption at time, i.e. engine at t_iThe energy converted from fuel consumed at the time point is used as the energy of the engine at t_iInput power at a point in time.

A method for calculating the output power of an engine is described, where the engine and a motor are driven at a ratio of j, and the engine is driven at t_iPredicted torque at time point is T_ICE,ijEstimated rotation speed is n_ICE,iEngine drive path efficiency Eff_ICE,GBijThen the engine is at t_iOutput power P at time point_ICE，outijComprises the following steps:

P_ICE,outij＝T_ICE,ij×n_ICE,i×Eff_ICE,GBij

a method for calculating the input power and output power of a motor is described, where an engine and the motor are arranged to drive a target vehicle at a ratio of j, and the motor is arranged to drive the target vehicle at t_iPredicted torque at time point is T_TM,ijEstimated rotation speed is n_TM,iEfficiency of the motor is Eff_TM,ijAverage efficiency Eff of motor operation when the charged electric quantity is reused for driving_TMD,ijThe motor drive path efficiency is Eff_ICE,GBijWhen estimating the torque T_TM,ijNot less than 0, motor is at t_iOutput power P at time point_TM，outijComprises the following steps:

P_TM,outij＝T_TM,ij×n_TM,i×Eff_TM,GBij

the input power is:

when the predicted torque T is_TM,ijNot more than 0, motor at t_iOutput power P at time point_TM，outijComprises the following steps:

P_TM,outij＝T_TM,ij×n_TM,i×Eff_TM,ij×Eff_TMD,ij

the input power is:

the average efficiency of the motor operation when the charged electric quantity is reused for driving can be obtained through a navigation system.

Specifically, assuming that the engine and the motor drive the target vehicle at the ratio of j, the target vehicle is at t_iSystem efficiency at time S_ijComprises the following steps:

of course, if the target vehicle has more engines, motors, or other power sources, the efficiency of the system is still such that all power sources are at t_iThe ratio of the sum of the output powers to the sum of the input powers at the time point.

Specifically, in the k gear, the first constraint condition of the engine may be that the engine is at t_iThe rotation speed at the time point is less than the highest rotation speed of the engine under the k gear, and the first constraint condition of the motor can be that the motor is at t_iThe rotation speed at the time point is less than the highest rotation speed of the motor under the k gear. The maximum rotation speed of the engine and the motor in the k gear can be obtained from the factory specifications of the engine and the motor, and the application does not limit the maximum rotation speed.

Optionally, in an embodiment of the present application, the predicted torque satisfies a second constraint condition for enabling a power source of the target vehicle to normally operate at the predicted torque.

The second constraint condition of the engine is explained here, and the second constraint condition of the engine can be that the engine is in the k gear and the engine is in the t gear_iThe torque at the time point is larger than or equal to the torque at the k gear under the condition of t_iAt time point, the drag torque is less than or equal to k gear, and the engine is at t_iThe peak torque at the time point, the drag torque and the peak torque at a certain rotation speed of the engine in the k gear can be obtained from the engine delivery specification, which is not limited in the present application.

The second constraint condition of the motor is explained here, and the second constraint condition of the motor can be that the motor is in t gear under k gear_iThe torque at the time point is larger than or equal to the torque of the motor at the k gear at t_iThe peak generating torque of the time point is less than or equal to the motor at the gear k at t_iThe peak value electrodynamic moment of the time point, the peak value generating torque and the peak value electrodynamic moment of the motor at a certain rotating speed under the k gear can be obtained from the motor delivery specification, and the application does not limit the peak value generating torque and the peak value electrodynamic moment.

Specifically, the target vehicle is at t_iMaximum system efficiency S at a point in time_max，iComprises the following steps:

the target vehicle at t can be found out by traversing all the working points of the target vehicle which meets the first constraint condition and the second constraint condition_iMaximum system efficiency at a point in time and corresponding operating point information for the target vehicle. The information of the working point of the corresponding target vehicle means that the target vehicle is satisfied at t_iAnd (4) estimating the gear position, the estimated rotating speed, the estimated torque and other information of the target vehicle at the time point when the target vehicle works at the maximum system efficiency.

S103: calculating the estimated residual electric quantity of the target vehicle reaching the target path end point according to the vehicle information and the first information;

specifically, the target vehicle operates at the operating point corresponding to the maximum system efficiency at all time points on the target route, and the remaining electric quantity when the target vehicle reaches the destination of the target route can be calculated as the estimated remaining electric quantity according to the information of the target vehicle and the operating point information of the target vehicle at each time point on the target route.

specifically, the target vehicle is at t_iWhen the time point works in the working mode corresponding to the maximum system efficiency, the target vehicle at t can be calculated through the information such as the estimated rotating speed, the estimated torque and the information of the target vehicle, and the like of the engine and the motor which drive the vehicle in the j proportion_iRate of change d of electric quantity at time point_q,i。

In one embodiment, the target vehicle may be designated at t_iTime point to t_i+1The electric quantity change rate at the time point is taken as a target vehicle at t_iRate of change of electric quantity at time point, e.g. when target vehicle is at t_{i point in time}When the vehicle works in the working mode corresponding to the maximum system efficiency, the vehicle can be driven according to the j proportion of the engine and the motor, the estimated rotating speed of the engine and the motor, the estimated torque and the information of the target vehicle are used for obtaining the power battery corresponding to the motor of the target vehicle at t_iOperating current I at time_i,jThen the target vehicle is at t_iRate of change d of electric quantity at time point_q,iComprises the following steps:

of course, this is merely an example and is not intended to represent that the subject vehicle must be calculated by this method in the present applicationt_iRate of change d of electric quantity at time point_q,i。

here, describing the calculation process, in a specific embodiment, n estimated vehicle speed points are provided, and the estimated variation electric quantity Δ q is:

Specifically, the estimated remaining capacity can be obtained by subtracting the estimated variation capacity from the rated capacity of the power battery corresponding to the motor of the target vehicle.

S104: and calculating a difference value between the estimated residual electric quantity and the preset electric quantity, comparing the difference value with a first threshold interval, changing the working mode of the target vehicle at the estimated vehicle speed point with the maximum system efficiency smaller than a second threshold value into a pure electric working mode when the difference value is larger than the maximum value of the first threshold interval, and improving the charging power of the target vehicle at the preset vehicle speed point with the maximum system efficiency larger than a third threshold value when the difference value is smaller than the minimum value of the first threshold interval.

Specifically, the preset electric quantity may be a residual electric quantity when the user desires that the target vehicle reaches the destination of the target route, a value set by the user, or a value set by a system of the vehicle, which is not limited in the present application.

In a specific embodiment, the maximum value and the minimum value of the first threshold interval may be two numbers smaller than the estimated remaining power and the preset power. In addition, when the difference value between the estimated residual capacity and the preset capacity is within the first threshold interval, the estimated residual capacity can be defined as equal to the preset capacity, when the difference value between the estimated residual capacity and the preset capacity is greater than the maximum value of the first threshold interval, the estimated residual capacity can be defined as greater than the preset capacity, and when the difference value between the estimated residual capacity and the preset capacity is less than the minimum value of the first threshold interval, the estimated residual capacity can be defined as less than the preset capacity, so that the relative size between the estimated residual capacity and the preset capacity can be reflected, and the adjustment of the working mode of the vehicle can be more conveniently determined.

The second threshold value may be determined by a difference Δ x between the predicted remaining power and the preset power, and when the target vehicle is at t_iPower consumption Δ q at a time point when operating in a working mode corresponding to maximum system efficiency_iIt is determined that, in one particular embodiment, given that there are n first ranked the power consumption of the target vehicle when operating in the operating mode corresponding to the maximum system efficiency at different points in time, Δ q is obtained₁,Δq₂,Δq₃,...Δq_m,...Δq_nThen, it is calculated to satisfy:

Δx≥Δq₁+Δq₂+Δq₃+…+Δq_m

the maximum value of m, where m is greater than or equal to 1 and less than or equal to n, which is an integer, the second threshold may be Δ q greater than the power consumption amount_m+1Maximum system efficiency at corresponding time point, and less than power consumption amount Δ q_mAny value of maximum system efficiency at the corresponding point in time.

In a specific embodiment, the third threshold may be calculated in a cyclic manner, for example, the third threshold is defined as a value of only one preset vehicle speed point where the maximum system efficiency of the target vehicle is greater than the third threshold, the charging power of the preset vehicle speed point is increased, and recalculates a new estimated remaining capacity of the target vehicle to the destination of the target route, calculates a difference between the new estimated remaining capacity and a preset capacity, and compares the difference with a first threshold interval, when the difference value is still smaller than the minimum value of the first threshold interval, adjusting the third threshold value to enable two preset vehicle speed points with the maximum system efficiency of the target vehicle larger than the third threshold value to exist, and circulating the steps until the difference value between the new estimated residual electric quantity and the preset electric quantity is within a first threshold value interval, and enabling the energy consumption of the target vehicle to be the lowest by the working mode of the target vehicle at each estimated vehicle speed point.

Referring to fig. 2, in a specific embodiment, the difference between the estimated remaining power and the preset power may finally fall within a first threshold interval through a round-robin algorithm, for example, the difference between the estimated remaining power and the preset power is calculated and compared with the first threshold interval, when the difference is greater than the maximum value of the first threshold interval, the operating mode of the target vehicle at the estimated vehicle speed point with the minimum maximum system efficiency is changed to a pure electric operating mode, then a new estimated remaining power at the target route end point of the target vehicle is recalculated, the difference between the new estimated remaining power and the preset power is calculated and compared with the first threshold interval, and if the difference is still greater than the maximum value of the first threshold interval, the operating mode of the target vehicle at the estimated vehicle speed point with the minimum system efficiency is continuously changed to a pure electric operating mode, and recalculating new estimated residual electric quantity when the target vehicle reaches the target path end point, calculating a difference value between the new estimated residual electric quantity and the preset electric quantity, comparing the difference value with the first threshold interval, and repeating the steps until the difference value falls within the first threshold interval, wherein the working mode of the target vehicle at each estimated vehicle speed point can ensure that the energy consumption of the target vehicle reaching the target path is the lowest. If the difference value between the estimated residual electric quantity and the preset electric quantity is smaller than the minimum value of the first threshold interval, the charging efficiency of the target vehicle at the estimated vehicle speed point with the maximum system efficiency is improved, the new estimated residual electric quantity when the target vehicle reaches the target path end point is recalculated, the difference value between the new estimated residual electric quantity and the preset electric quantity is calculated, the difference value is compared with the first threshold interval, the steps are repeated until the difference value falls within the first threshold interval, and at the moment, the energy consumption of the target vehicle when the target vehicle reaches the target path end point can be minimized through the working mode of the target vehicle at each estimated vehicle speed point.

Example two

Referring to fig. 3, an embodiment of the present application provides an energy consumption optimization apparatus 20, where the energy consumption optimization apparatus 20 includes: an information acquisition module 201, a first processing module 202, a second processing module 203 and a third processing module 204;

the information obtaining module 201, the first processing module 202, the second processing module 203 and the third processing module 204 may be integrated into a data processing module, which is divided into four virtual modules according to different functions, and does not represent the actual hardware structure.

The information acquisition module 201 is configured to acquire road information of a target path, where the road information includes an estimated vehicle speed of a target vehicle at least one estimated vehicle speed point on the target path;

The first processing module 202 is configured to calculate first information of at least one estimated vehicle speed point of the target vehicle on the target path according to the road information of the target path and the target vehicle information, where the first information is used to indicate a maximum system efficiency of the target vehicle at the estimated vehicle speed point.

It is to be noted that the target vehicle information may include the mass of the target vehicle, the radius of the tire, the transmission ratio of the engine and the motor in different gears, the efficiency of the engine and the motor, the transmission path efficiency of the engine and the motor, the average efficiency of the motor when the charge amount is reused for driving, the drag torque and the peak torque corresponding to different rotation speeds of the engine, the peak power generation torque and the peak electric torque corresponding to different rotation speeds of the motor, the rated capacity of the vehicle power battery, and the like. The tire radius of the target vehicle is generally constant. The transmission ratio refers to the ratio of the rotating speeds of the front transmission mechanism and the rear transmission mechanism of the transmission device in the vehicle transmission system, the transmission ratio of the transmission device is different in different gears, and the transmission ratios of the engine and the motor in different gears can be obtained through vehicle specifications or performance data manuals.

The target vehicle runs at least one point on a target path at an estimated vehicle speed, at least one point on the target path corresponds to at least one time point, the estimated vehicle speed point refers to the time point corresponding to the estimated vehicle speed, the system efficiency refers to the ratio of the sum of the output power and the input power of an engine and a motor, and the maximum system efficiency represents the lowest energy consumption of the vehicle. When the target vehicle runs at the estimated vehicle speed, the efficiency of the system is different because the engine and the motor drive the vehicle in different proportions, and the maximum system efficiency when the target vehicle runs at the estimated vehicle speed can be found out by traversing the target vehicle to estimate the efficiency of the system when the engine and the motor drive the vehicle in different proportions at different gears when the target vehicle runs at the estimated vehicle speed. In addition, the corresponding gear of the target vehicle and the proportion of the engine and the motor participating in driving the vehicle can be found out when the system efficiency is the maximum, when the target vehicle is at the estimated vehicle speed point, the corresponding gear is switched, and the proportion of the engine and the motor participating in driving the vehicle is also found out, so that the energy consumption of the target vehicle in the estimated vehicle speed driving process can be reduced.

Optionally, in an embodiment of the present application, the first processing module 202 is configured to calculate first information of at least one estimated vehicle speed point of the target vehicle on the target path according to the road information of the target path and the target vehicle information, where the first information is used to indicate a maximum system efficiency of the target vehicle at the estimated vehicle speed point, and includes:

the first processing module 202 calculates the estimated rotation speed and the estimated torque of the power source of the target vehicle at the estimated speed point according to the road information of the target path and the information of the target vehicle;

The first processing module 202 determines the system efficiency of the target vehicle at the estimated speed point according to the estimated rotating speed, the estimated torque, the efficiency of the power source of the target vehicle and the transmission path efficiency of the power source of the target vehicle;

specifically, let the engine and the motor drive the target vehicle at the ratio of j, and the engine of the target vehicle is at t_iInput or output power P at a point in time_ICE,ijMay be expressed as the engine at t_iEstimated rotation speed n of time point_ICE,iEstimate the torque T_ICE,iEfficiency of engine Eff_ICE,ijAnd engine drive path efficiency Eff_ICE,GBijFunction of (c):

P_ICE,ij＝f_ICE(n_ICE,i,T_ICE,ij,Eff_ICE,ij，Eff_ICE,GBij)

P_TM,ij＝f_TM(n_TM,i,T_TM,ij,Eff_TM,ij,Eff_TM,GBij,Eff_TMD,ij)

the average efficiency of the motor operation when the charged amount is reused for driving can be generally obtained by a navigation system of the vehicle.

The first processing module 202 compares the system efficiency of the target vehicle at a preset vehicle speed point, and takes the maximum system efficiency as the maximum system efficiency of the target vehicle at an estimated vehicle speed point.

The second processing module 203 is used for calculating the estimated residual electric quantity of the target vehicle reaching the target path end point according to the vehicle information and the first information;

The third processing module 204 is configured to calculate a difference between the estimated remaining power and a preset power, compare the difference with a first threshold, change a working mode of the target vehicle at an estimated vehicle speed point where the maximum system efficiency is smaller than a second threshold to a pure electric working mode when the difference is larger than the first threshold, and improve the charging power of the target vehicle at a preset vehicle speed point where the maximum system efficiency is larger than a third threshold when the difference is smaller than the first threshold.

In a specific embodiment, the maximum value and the minimum value of the first threshold interval may be two numbers smaller than the estimated remaining power and the preset power, so that the relative size of the estimated remaining power and the preset power can be reflected, and it is more convenient to determine how to adjust the operating mode of the vehicle. In addition, when the difference value between the estimated residual capacity and the preset capacity is within the first threshold interval, it may be defined that the estimated residual capacity is equal to the preset capacity, when the difference value between the estimated residual capacity and the preset capacity is greater than the maximum value of the first threshold interval, it may be defined that the estimated residual capacity is greater than the preset capacity, and when the difference value between the estimated residual capacity and the preset capacity is less than the minimum value of the first threshold interval, it may be defined that the estimated residual capacity is less than the preset capacity.

Δx≥Δq₁+Δq₂+Δq₃+…+Δq_m

Referring to fig. 2, in a specific embodiment, the difference between the estimated remaining power and the preset power may finally fall within a first threshold interval through a round-robin algorithm, for example, calculating the difference between the estimated remaining power and the preset power, comparing the difference with the first threshold interval, when the difference is greater than the maximum value of the first threshold interval, changing the operation mode of the target vehicle at the estimated vehicle speed point with the minimum maximum system efficiency to a pure electric operation mode, then recalculating the new estimated remaining power when the target vehicle reaches the destination path end point, calculating the difference between the new estimated remaining power and the preset power, comparing the difference with the first threshold interval, and if the difference is still greater than the maximum value of the threshold interval, continuing to change the operation mode of the target vehicle at the estimated vehicle speed point with the minimum system efficiency to the pure electric operation mode, and then recalculating new estimated residual electric quantity when the target vehicle reaches the target path end point, calculating a difference value between the new estimated residual electric quantity and the preset electric quantity, comparing the difference value with a first threshold interval, and repeating the steps until the difference value falls within the first threshold interval, wherein the working mode of the target vehicle at each estimated vehicle speed point can ensure that the energy consumption of the target vehicle reaching the target path is the lowest. If the difference value between the estimated residual electric quantity and the preset electric quantity is smaller than the minimum value of the first threshold interval, the charging efficiency of the target vehicle at the estimated vehicle speed point with the highest system efficiency is improved, the new estimated residual electric quantity when the target vehicle reaches the target path end point is recalculated, the difference value between the new estimated residual electric quantity and the preset electric quantity is calculated, the difference value is compared with the first threshold interval, the steps are repeated until the difference value falls within the first threshold interval, and at the moment, the energy consumption of the target vehicle when the target vehicle reaches the target path can be minimized through the working mode of the target vehicle at each estimated vehicle speed point.

EXAMPLE III

The storage medium is characterized in that a computer program is stored on the storage medium, and when the computer program is executed by a processor, the method according to any one of the embodiments is implemented.

The storage medium of the embodiments of the present application exists in various forms, including but not limited to:

(1) a mobile communication device: such devices are characterized by mobile communications capabilities and are primarily targeted at providing voice, data communications. Such terminals include: smart phones (e.g., iphones), multimedia phones, functional phones, and low-end phones, among others.

(2) Ultra mobile personal computer device: the equipment belongs to the category of personal computers, has calculation and processing functions and generally has the characteristic of mobile internet access. Such terminals include: PDA, MID, and UMPC devices, etc., such as ipads.

(3) A portable entertainment device: such devices can display and play multimedia content. This type of device comprises: audio, video players (e.g., ipods), handheld game consoles, electronic books, and smart toys and portable car navigation devices.

(4) And other electronic equipment with data interaction function.

Thus, particular embodiments of the present subject matter have been described. Other embodiments are within the scope of the following claims. In some cases, the actions recited in the claims can be performed in a different order and still achieve desirable results. In addition, the processes depicted in the accompanying figures do not necessarily require the particular order shown, or sequential order, to achieve desirable results. In some embodiments, multitasking and parallel processing may be advantageous.

In the 90 s of the 20 th century, improvements in a technology could clearly distinguish between improvements in hardware (e.g., improvements in circuit structures such as diodes, transistors, switches, etc.) and improvements in software (improvements in process flow). However, as technology advances, many of today's process flow improvements have been seen as direct improvements in hardware circuit architecture. Designers almost always obtain the corresponding hardware circuit structure by programming an improved method flow into the hardware circuit. Thus, it cannot be said that an improvement in the process flow cannot be realized by hardware physical modules. For example, a Programmable Logic Device (PLD), such as a Field Programmable Gate Array (FPGA), is an integrated circuit whose Logic functions are determined by programming the Device by a user. A digital system is "integrated" on a PLD by the designer's own programming without requiring the chip manufacturer to design and fabricate application-specific integrated circuit chips. Furthermore, nowadays, instead of manually making an Integrated Circuit chip, such Programming is often implemented by "logic compiler" software, which is similar to a software compiler used in program development and writing, but the original code before compiling is also written by a specific Programming Language, which is called Hardware Description Language (HDL), and HDL is not only one but many, such as abel (advanced Boolean Expression Language), ahdl (alternate Hardware Description Language), traffic, pl (core universal Programming Language), HDCal (jhdware Description Language), lang, Lola, HDL, laspam, hardward Description Language (vhr Description Language), vhal (Hardware Description Language), and vhigh-Language, which are currently used in most common. It will also be apparent to those skilled in the art that hardware circuitry that implements the logical method flows can be readily obtained by merely slightly programming the method flows into an integrated circuit using the hardware description languages described above.

The controller may be implemented in any suitable manner, for example, the controller may take the form of, for example, a microprocessor or processor and a computer-readable medium storing computer-readable program code (e.g., software or firmware) executable by the (micro) processor, logic gates, switches, an Application Specific Integrated Circuit (ASIC), a programmable logic controller, and an embedded microcontroller, examples of which include, but are not limited to, the following microcontrollers: ARC 625D, Atmel AT91SAM, Microchip PIC18F26K20, and Silicone Labs C8051F320, the memory controller may also be implemented as part of the control logic for the memory. Those skilled in the art will also appreciate that, in addition to implementing the controller as pure computer readable program code, the same functionality can be implemented by logically programming method steps such that the controller is in the form of logic gates, switches, application specific integrated circuits, programmable logic controllers, embedded microcontrollers and the like. Such a controller may thus be considered a hardware component, and the means included therein for performing the various functions may also be considered as a structure within the hardware component. Or even means for performing the functions may be regarded as being both a software module for performing the method and a structure within a hardware component.

The systems, devices, modules or units illustrated in the above embodiments may be implemented by a computer chip or an entity, or by a product with certain functions. One typical implementation device is a computer. In particular, the computer may be, for example, a personal computer, a laptop computer, a cellular telephone, a camera phone, a smartphone, a personal digital assistant, a media player, a navigation device, an email device, a game console, a tablet computer, a wearable device, or a combination of any of these devices.

For convenience of description, the above devices are described as being divided into various units by function, and are described separately. Of course, the functionality of the units may be implemented in one or more software and/or hardware when implementing the present application.

As will be appreciated by one skilled in the art, embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.

The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

In a typical configuration, a computing device includes one or more processors (CPUs), input/output interfaces, network interfaces, and memory.

The memory may include forms of volatile memory in a computer readable medium, Random Access Memory (RAM) and/or non-volatile memory, such as Read Only Memory (ROM) or flash memory (flash RAM). Memory is an example of a computer-readable medium.

Computer-readable media, including both non-transitory and non-transitory, removable and non-removable media, may implement information storage by any method or technology. The information may be computer readable instructions, data structures, modules of a program, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), Static Random Access Memory (SRAM), Dynamic Random Access Memory (DRAM), other types of Random Access Memory (RAM), Read Only Memory (ROM), Electrically Erasable Programmable Read Only Memory (EEPROM), flash memory or other memory technology, compact disc read only memory (CD-ROM), Digital Versatile Discs (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information that can be accessed by a computing device. As defined herein, a computer readable medium does not include a transitory computer readable medium such as a modulated data signal and a carrier wave.

It should also be noted that the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus 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 apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.

The application may be described in the general context of computer-executable instructions, such as program modules, being executed by a computer. Generally, program modules include routines, programs, objects, components, data structures, etc. that perform particular transactions or implement particular abstract data types. The application may also be practiced in distributed computing environments where transactions are performed by remote processing devices that are linked through a communications network. In a distributed computing environment, program modules may be located in both local and remote computer storage media including memory storage devices.

The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, for the system embodiment, since it is substantially similar to the method embodiment, the description is simple, and for the relevant points, reference may be made to the partial description of the method embodiment.

The above description is only an example of the present application and is not intended to limit the present application. Various modifications and changes may occur to those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the scope of the claims of the present application.

Claims

1. A method for optimizing energy consumption, comprising:

calculating first information of at least one estimated vehicle speed point of the target vehicle on the target path according to the road information of the target path and the target vehicle information, wherein the first information is used for indicating the maximum system efficiency of the target vehicle at the estimated vehicle speed point;

calculating the estimated residual electric quantity of the target vehicle reaching the target path terminal according to the vehicle information and the first information;

and calculating a difference value between the estimated residual electric quantity and the preset electric quantity, comparing the difference value with a first threshold interval, changing the working mode of the target vehicle at an estimated vehicle speed point with the maximum system efficiency smaller than a second threshold into a pure electric working mode when the difference value is larger than the maximum value of the first threshold interval, and improving the charging power of the target vehicle at a preset vehicle speed point with the maximum system efficiency larger than a third threshold when the difference value is smaller than the minimum value of the first threshold interval.

2. The method of claim 1, wherein calculating first information of at least one estimated vehicle speed point of the target vehicle on the target path based on the road information of the target path and the target vehicle information comprises:

calculating the estimated rotation speed and the estimated torque of the power source of the target vehicle at the estimated vehicle speed point according to the road information of the target path and the target vehicle information;

determining the system efficiency of the target vehicle at the estimated vehicle speed point according to the estimated rotating speed, the estimated torque, the efficiency of a power source of the target vehicle and the transmission path efficiency of the power source of the target vehicle;

and comparing the system efficiency of the target vehicle at the preset vehicle speed point, and taking the maximum system efficiency as the maximum system efficiency of the target vehicle at the estimated vehicle speed point.

3. The method of claim 2, wherein calculating the estimated rotation speed and the estimated torque of the power source of the target vehicle at the estimated vehicle speed point according to the road information of the target path and the target vehicle information comprises:

calculating the estimated rotation speed of the power source of the target vehicle at the estimated vehicle speed point according to the tire radius of the target vehicle and the transmission ratios of different gears;

according to the road resistance coefficient, the speed of the predicted speed point adjacent to the predicted speed point and the corresponding time point, and the mass of the target vehicle, calculating the predicted driving force of the power source of the target vehicle at the predicted speed point;

4. The method according to claim 2, wherein the estimated rotation speed satisfies a first constraint condition for constraining the estimated rotation speed to be less than a maximum rotation speed of a power source of the target vehicle at the estimated vehicle speed point.

5. The method of claim 2, wherein the predicted torque satisfies a second constraint for ensuring that a power source of the target vehicle is able to operate properly at the predicted torque.

6. The method of claim 2, wherein determining a system efficiency of the target vehicle at the point of the estimated vehicle speed based on the estimated rotational speed, estimated torque, efficiency of a power source of the target vehicle, and driveline efficiency of the power source of the target vehicle comprises:

7. The method of claim 1, wherein calculating the estimated remaining capacity of the target vehicle to reach the target route end based on the vehicle information and the first information comprises:

and obtaining the estimated residual electric quantity of the target vehicle reaching the target path end point according to the estimated variation electric quantity.

8. An energy consumption optimization device, comprising: the system comprises an information acquisition module, a first processing module, a second processing module and a third processing module;

the information acquisition module is used for acquiring road information of a target path, wherein the road information comprises an estimated vehicle speed of a target vehicle at least one time point on the target path;

the first processing module is used for calculating first information of at least one estimated vehicle speed point of the target vehicle on the target path according to the road information of the target path and the information of the target vehicle, and the first information is used for indicating the maximum system efficiency of the target vehicle at the estimated vehicle speed point;

the second processing module is used for calculating the estimated residual electric quantity of the target vehicle reaching the target path terminal according to the vehicle information and the first information;

the third processing module is used for calculating a difference value between the estimated residual electric quantity and the preset electric quantity, comparing the difference value with a first threshold interval, changing a working mode of the target vehicle at an estimated vehicle speed point with the maximum system efficiency smaller than a second threshold into an electric-only working mode when the difference value is larger than the maximum value of the first threshold interval, and improving the charging power of the target vehicle at a preset vehicle speed point with the maximum system efficiency larger than a third threshold when the difference value is smaller than the minimum value of the first threshold.

9. The apparatus of claim 8, wherein the first processing module is configured to calculate first information of at least one estimated vehicle speed point of the target vehicle on the target path according to the road information of the target path and the target vehicle information, the first information being used for indicating a maximum system efficiency of the target vehicle at the estimated vehicle speed point, and the first processing module comprises:

the first processing module calculates the estimated rotation speed and the estimated torque of the power source of the target vehicle at the estimated vehicle speed point according to the road information of the target path and the target vehicle information;

the first processing module determines the system efficiency of the target vehicle at the estimated speed point according to the estimated rotating speed, the estimated torque, the efficiency of a power source of the target vehicle and the transmission path efficiency of the power source of the target vehicle;

the first processing module compares the system efficiency of the target vehicle at the preset vehicle speed point, and takes the maximum system efficiency as the maximum system efficiency of the target vehicle at the estimated vehicle speed point.

10. A storage medium, characterized in that the storage medium has stored thereon a computer program which, when executed by a processor, carries out the method according to any one of claims 1-7.