CN116572928B - Control method, device and system of hybrid vehicle and hybrid vehicle - Google Patents

Control method, device and system of hybrid vehicle and hybrid vehicle Download PDF

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Publication number
CN116572928B
CN116572928B CN202310836619.5A CN202310836619A CN116572928B CN 116572928 B CN116572928 B CN 116572928B CN 202310836619 A CN202310836619 A CN 202310836619A CN 116572928 B CN116572928 B CN 116572928B
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hybrid vehicle
value
current
torque
working condition
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CN116572928A (en
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刘博�
王奇
王雨豪
金蕾
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Xuzhou Xugong Automobile Manufacturing Co ltd
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Xuzhou Xugong Automobile Manufacturing Co ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/11—Controlling the power contribution of each of the prime movers to meet required power demand using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0028—Mathematical models, e.g. for simulation
    • B60W2050/0031—Mathematical model of the vehicle

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The disclosure provides a control method, device and system of a hybrid electric vehicle and the hybrid electric vehicle, and relates to the technical field of hybrid electric vehicles. The control method of the hybrid vehicle comprises the following steps: acquiring a setting value of a cooperative variable matched with the current working condition information of the hybrid electric vehicle; determining a current required power of the hybrid vehicle; according to the setting value of the cooperative variable and the required power, determining a power distribution scheme with the minimum total cost of various power sources of the hybrid electric vehicle under the current working condition by utilizing the minimum value principle algorithm; and controlling the hybrid vehicle according to the power distribution scheme. By the method, the real-time performance of vehicle energy management control can be improved while the vehicle energy management control effect is ensured.

Description

Control method, device and system of hybrid vehicle and hybrid vehicle
Technical Field
The disclosure relates to the technical field of hybrid vehicles, and in particular relates to a control method, device and system of a hybrid vehicle and the hybrid vehicle.
Background
A hybrid vehicle is a vehicle equipped with various power sources, for example, a hybrid electric vehicle, and uses an internal combustion engine and an electric motor as power sources.
The energy management control method of the hybrid vehicle is to distribute and control the required power among various power sources. The merits and merits of the energy management control method of the hybrid vehicle are directly related to the economy, drivability, and power performance of the vehicle.
In the related art, the energy management control method of the hybrid vehicle is mainly studied about how to reduce the energy consumption.
Disclosure of Invention
The present disclosure provides a control method, device and system for a hybrid vehicle and the hybrid vehicle.
According to a first aspect of the present disclosure, there is provided a control method of a hybrid vehicle, including: acquiring a set value of a cooperative variable matched with the current working condition information of the hybrid vehicle, wherein the cooperative variable is a variable in a minimum value principle algorithm; determining a current required power of the hybrid vehicle; determining a power distribution scheme with the minimum total cost of various power sources of the hybrid vehicle under the current working condition by utilizing the minimum value principle algorithm according to the set value of the cooperative variable and the required power, wherein the total cost comprises the energy consumption cost of the hybrid vehicle and the life loss cost of a battery in the hybrid vehicle; and controlling the hybrid vehicle according to the power distribution scheme.
In some embodiments, the obtaining the setting value of the cooperative variable matched with the current working condition information of the hybrid vehicle includes: acquiring current working condition information of a hybrid electric vehicle; comparing the current working condition information with various reference working conditions to determine a reference working condition matched with the current working condition information from the various reference working conditions; and acquiring the set value of the cooperative variable stored in association with the reference working condition matched with the current working condition information, and taking the set value as the set value of the cooperative variable matched with the current working condition information of the hybrid vehicle.
In some embodiments, the set value of the covariate stored in association with the reference condition matching the current condition information is the set value of the covariate that minimizes the total cost of the power distribution scheme under the reference condition matching the current condition information.
In some embodiments, further comprising: before a set value of a cooperative variable matched with the current working condition information of the hybrid vehicle is obtained, determining the required power of the hybrid vehicle under various reference working conditions; according to the required power of the hybrid electric vehicle under each reference working condition in the plurality of reference working conditions, determining a setting value of a cooperative variable which minimizes the total cost of a power distribution scheme under each reference working condition by utilizing the minimum value principle algorithm; and storing the multiple reference working conditions and the set values of the cooperative variables which minimize the total cost of the power distribution scheme under each of the multiple reference working conditions in a correlated way.
In some embodiments, the obtaining the current operating condition information of the hybrid vehicle includes: receiving current speed information of the hybrid vehicle, which is acquired by a vehicle speed sensor; receiving current temperature information of a battery of the hybrid vehicle, which is acquired by a battery temperature sensor; and receiving current fault information of a heat dissipation system of a battery of the hybrid vehicle, which is acquired by a fault sensor.
In some embodiments, the determining the current required power of the hybrid vehicle includes: acquiring a current torque measurement value of the hybrid vehicle; determining a current torque calculation value of the hybrid vehicle by using a vehicle dynamics model; and calculating the current required power of the hybrid vehicle by using the torque measured value and the torque calculated value.
In some embodiments, said calculating the current required power of the hybrid vehicle using the torque measurement and the torque calculation comprises: and calculating the current required power of the hybrid vehicle according to the current torque measured value under the condition that the absolute value of the difference between the current torque measured value and the current torque calculated value is smaller than a first threshold value.
In some embodiments, the calculating the current required power of the hybrid vehicle using the torque measurement and the torque calculation further comprises: judging whether the change value of the torque calculation value is smaller than a second threshold value or not under the condition that the absolute value of the difference value between the current torque measurement value and the current torque calculation value is not smaller than the first threshold value, wherein the change value of the torque calculation value is the absolute value of the difference value between the current torque calculation value and the last torque calculation value; and calculating the current required power of the hybrid vehicle according to the current torque calculation value under the condition that the change value of the torque calculation value is smaller than a second threshold value.
In some embodiments, the calculating the current required power of the hybrid vehicle using the torque measurement and the torque calculation further comprises: judging whether the change value of the torque measured value is smaller than a third threshold value or not under the condition that the change value of the torque calculated value is not smaller than the second threshold value, wherein the change value of the torque measured value is the absolute value of the difference value between the current torque measured value and the last torque measured value; and calculating the current required power of the hybrid vehicle according to the current torque measured value under the condition that the change value of the torque measured value is smaller than a third threshold value.
According to a second aspect of the present disclosure, there is provided a control apparatus of a hybrid vehicle, including: the acquisition module is configured to acquire a setting value of a cooperative variable matched with the current working condition information of the hybrid vehicle, wherein the cooperative variable is a variable in a minimum value principle algorithm; a determination module configured to determine a current required power of the hybrid vehicle; a distribution module configured to determine a power distribution scheme with which a total cost of a plurality of power sources of the hybrid vehicle is smallest under a current operating condition, the total cost including an energy consumption cost of the hybrid vehicle and a life loss cost of a battery in the hybrid vehicle, using the minimum principle algorithm according to the set value of the cooperative variable and the required power; a control module configured to control the hybrid vehicle according to the power distribution scheme.
According to a third aspect of the present disclosure, there is provided a control system of a hybrid vehicle, including: the acquisition module is configured to acquire current working condition information of the hybrid electric vehicle; the control device of a hybrid vehicle as described above.
According to a fourth aspect of the present disclosure, there is provided a hybrid vehicle including: the control device of a hybrid vehicle as described above, or the control system of a hybrid vehicle as described above.
According to a fifth aspect of the present disclosure, there is provided an electronic device, comprising: a memory; and a processor coupled to the memory, the processor configured to execute the control method of the hybrid vehicle as described above based on instructions stored in the memory.
According to a sixth aspect of the present disclosure, a computer-readable storage medium having stored thereon computer program instructions which, when executed by a processor, implement a method of controlling a hybrid vehicle is presented.
Other features of the present disclosure and its advantages will become apparent from the following detailed description of exemplary embodiments of the disclosure, which proceeds with reference to the accompanying drawings.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description, serve to explain the principles of the disclosure.
The present disclosure will be more clearly understood from the following detailed description with reference to the accompanying drawings.
Fig. 1 is a flow chart of a control method of a hybrid vehicle according to some embodiments of the present disclosure.
Fig. 2 is a flow diagram of obtaining setting values of covariates according to some embodiments of the present disclosure.
FIG. 3 is a flow chart diagram of determining a current demand power for a hybrid vehicle according to some embodiments of the present disclosure.
Fig. 4 is a flow chart of a control method of a hybrid vehicle according to other embodiments of the present disclosure.
FIG. 5 is a schematic diagram of vehicle speed operating conditions according to some embodiments of the present disclosure.
Fig. 6 is a comparative schematic diagram of a control method of a hybrid vehicle according to some embodiments of the present disclosure and a battery temperature of the related art.
Fig. 7 is a schematic diagram showing control methods of a hybrid vehicle according to some embodiments of the present disclosure in comparison to a related art SOC.
Fig. 8 is a cost comparison schematic diagram of a control method of a hybrid vehicle and related art according to some embodiments of the present disclosure.
Fig. 9 is a comparative schematic diagram of a control method of a hybrid vehicle according to some embodiments of the present disclosure and a decay rate of battery life of the related art.
Fig. 10 is a schematic structural view of a control device of a hybrid vehicle according to some embodiments of the present disclosure.
Fig. 11 is a schematic structural view of a control system of a hybrid vehicle according to some embodiments of the present disclosure.
Fig. 12 is a schematic structural view of a hybrid vehicle according to some embodiments of the present disclosure.
Fig. 13 is a schematic structural view of a control device of a hybrid vehicle according to some embodiments of the present disclosure.
Fig. 14 is a schematic diagram of a computer system according to some embodiments of the present disclosure.
Detailed Description
Various exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. It should be noted that: the relative arrangement of the components and steps, numerical expressions and numerical values set forth in these embodiments do not limit the scope of the present disclosure unless it is specifically stated otherwise.
Meanwhile, it should be understood that the sizes of the respective parts shown in the drawings are not drawn in actual scale for convenience of description.
The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the disclosure, its application, or uses.
Techniques, methods, and apparatus known to one of ordinary skill in the relevant art may not be discussed in detail, but are intended to be part of the specification where appropriate.
In all examples shown and discussed herein, any specific values should be construed as merely illustrative, and not a limitation. Thus, other examples of the exemplary embodiments may have different values.
It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further discussion thereof is necessary in subsequent figures.
For the purposes of promoting an understanding of the principles and advantages of the disclosure, reference will now be made to the embodiments illustrated in the drawings and specific language will be used to describe the same.
The energy management control method of the hybrid electric vehicle in the related art mainly surrounds how to reduce energy consumption, which results in that the obtained power distribution scheme is difficult to consider the service life and the safety of a battery, and the optimization effect of the power distribution scheme is not ideal. In addition, in a practical application scenario, it is often difficult to achieve both the effect of energy management control and the processing efficiency of the hybrid vehicle.
The invention provides a control method, a control device and a control system of a hybrid power vehicle and the hybrid power vehicle, which can improve the real-time performance of vehicle energy management control while guaranteeing the vehicle energy management control effect.
Fig. 1 is a flow chart of a control method of a hybrid vehicle according to some embodiments of the present disclosure. As shown in fig. 1, the control method of the hybrid vehicle includes steps S110 to S140.
In step S110, a setting value of a cooperative variable that matches current operating condition information of the hybrid vehicle is acquired.
In some embodiments, a control method of a hybrid vehicle is performed by a control device of the hybrid vehicle.
In some embodiments, in step S110, current operating condition information of the hybrid vehicle is obtained first, and then associated storage data of the set values of the reference operating condition and the cooperative variables are queried according to the current operating condition information, so as to determine the set value of the cooperative variable matched with the current operating condition information.
In some embodiments, the current operating condition information of the hybrid vehicle includes at least one of a current speed of the hybrid vehicle, a current battery temperature of the hybrid vehicle, or fault information of a heat dissipation system of the current battery. The current cooling system fault information of the battery comprises: the indication information of the failure of the heat dissipation system of the battery or the indication information of the failure of the heat dissipation system of the battery.
In some embodiments, a control device of a hybrid vehicle is communicatively coupled to one or more sensors and receives current operating condition information measured by the sensors via the communication connection.
For example, a control device of a hybrid vehicle receives current speed information of the hybrid vehicle collected by a vehicle speed sensor, current battery temperature information of the hybrid vehicle collected by a battery temperature sensor, and fault information of a current battery cooling system of the hybrid vehicle collected by a fault sensor.
In step S120, the current required power of the hybrid vehicle is determined.
In some embodiments, in step S120, the current driving force of the hybrid vehicle is calculated according to the current vehicle speed and other parameter information of the hybrid vehicle by using the vehicle dynamics model; the current required power of the hybrid vehicle is calculated based on the current driving force of the hybrid vehicle.
For example, the current required power of the hybrid vehicle is calculated according to the following formula:
wherein, the liquid crystal display device comprises a liquid crystal display device,F f (t)indicating the current rolling resistance of the hybrid vehicle,mindicating the mass of the hybrid vehicle,gindicating the acceleration of gravity and,frepresents the rolling resistance coefficient of the hybrid vehicle,F w (t)indicating the currentAir resistance (or windage),C d represents the air resistance coefficient (or windage coefficient),Arepresents the windward area ρ air The air density is indicated as such,v(t)indicating the speed of the hybrid vehicle, F j (t)Indicating the current resistance to acceleration of the vehicle,aindicating acceleration, delta indicating conversion coefficient of automobile rotating mass,F(t)indicating the current driving force of the vehicle,P req (t)represents the current required power of the hybrid vehicle, and η represents the conversion efficiency. When the vehicle is in the driving stage, calculating by adopting a power calculation formula in the driving stageP req (t)When the vehicle is in the recovery stage, calculating by adopting a power calculation formula in the recovery stageP req (t)。
In some embodiments, in step S120, a current driving force of the hybrid vehicle is calculated from a current torque measurement of the hybrid vehicle; the current required power of the hybrid vehicle is calculated based on the current driving force of the hybrid vehicle.
For example, the current required power of the hybrid vehicle is calculated according to the following formula:
wherein, the liquid crystal display device comprises a liquid crystal display device,T q_1 (t)representing a current torque measurement of the hybrid vehicle (e.g. drive motor output torque),ris the rolling radius of the wheel,iis the speed ratio of the two-way clutch,F(t)indicating the current driving force of the vehicle,P req (t)represents the current required power of the hybrid vehicle, and η represents the conversion efficiency.
In some embodiments, in step S120, a current torque measurement of the hybrid vehicle is obtained; determining a current torque calculation value of the hybrid vehicle by using the vehicle dynamics model; and calculating the current required power of the hybrid vehicle according to the current torque measured value and the current torque calculated value.
For example, the current torque measurement of the hybrid vehicle is obtained according to the following manner: a current torque measurement (e.g., a torque signal of a drive motor) of the hybrid vehicle is received from a torque sensor.
For example, the current torque calculation value of the hybrid vehicle is determined according to the following manner: receiving a current speed measurement value of the hybrid vehicle, which is acquired by a vehicle speed sensor; a current torque calculation for the hybrid vehicle is determined using the vehicle dynamics model based on the current speed measurement for the hybrid vehicle.
For example, the current required power of the hybrid vehicle is calculated according to the following manner: calculating an absolute value of a difference between a current torque measurement value and a current torque calculation value of the hybrid vehicle; calculating the current required power of the hybrid vehicle by adopting the current torque measurement value under the condition that the absolute value of the difference is smaller than a first threshold value; and ending the flow of calculating the required power or outputting early warning information under the condition that the absolute value of the difference is not smaller than a first threshold value. In other embodiments, a more reliable torque value is selected from the current torque measurement and the current torque calculation in combination with other means, and the current power demand of the hybrid vehicle is calculated based on the selected more reliable torque value. The first threshold value can be determined according to actual requirements. Whether the absolute value of the difference between the current torque measured value and the current torque calculated value is smaller than a first threshold value or not is checked, and the torque value used for calculating the required power subsequently is selected according to the checking result, so that the redundancy requirement can be met, and further the accuracy and timeliness of the calculated current required power can be improved.
For example, the current required power of the hybrid vehicle is calculated according to the following manner: calculating the absolute value of the difference between the current torque calculation value and the last torque calculation value of the hybrid electric vehicle, and taking the absolute value as the change value of the torque calculation value; calculating the absolute value of the difference between the current torque measured value and the last torque measured value of the hybrid electric vehicle, and taking the absolute value as the change value of the torque measured value; calculating the current required power of the hybrid vehicle according to the current torque calculation value under the condition that the change value of the torque calculation value is smaller than the second threshold value; calculating the current required power of the hybrid vehicle according to the current torque measured value under the condition that the change value of the torque calculated value is not smaller than the second threshold value and the change value of the torque measured value is smaller than the third threshold value; and ending the flow of calculating the required power or outputting early warning information under the condition that the change value of the torque calculation value is not smaller than the second threshold value and the change value of the torque measurement value is not smaller than the third threshold value. The values of the second threshold and the third threshold can be determined according to actual requirements. And judging whether the torque calculation value has mutation or not and judging whether the torque measurement value has mutation or not, and selecting the torque value used for calculating the required power later according to the judgment result, so that the accuracy of the calculated current required power is improved.
For example, the current required power of the hybrid vehicle is calculated according to the following manner: and selecting a reliable torque value from the current torque measured value and the current torque calculated value according to the absolute value of the difference between the current torque measured value and the current torque calculated value of the hybrid vehicle, the change value of the torque measured value and the change value of the torque calculated value, and calculating the current required power of the hybrid vehicle according to the selected reliable torque.
For example, the current required power of the hybrid vehicle is calculated according to the flow shown in fig. 3.
In the embodiment of the disclosure, the current required power of the hybrid vehicle is calculated according to the current torque measured value and the current torque calculated value, so that the accuracy of the determined current required power is improved, and the effect of energy management and control of the following vehicle is further improved.
In step S130, according to the set values of the covariates and the required power, a minimum value principle algorithm is utilized to determine a power distribution scheme with which the total cost of various power sources of the hybrid vehicle is minimum under the current working condition.
In some embodiments, the setting value of the cooperative variable matched with the current operating condition information obtained in step S110 is taken as an initial value, and a minimum value principle (minimum principle) algorithm is utilized to find a power allocation scheme for minimizing the total cost under the current operating condition.
The minimum value principle algorithm is a principle and a method for solving an optimal control problem by enabling a Hamiltonian to take a minimum value under the condition that a control vector u (t) is limited, and is also called a maximum value principle.
In some embodiments, an objective function is constructed that aims at minimizing the total cost, and a hamiltonian is constructed from the objective function. The total cost includes, among other things, the energy consumption cost of the hybrid vehicle, and the life-time loss cost of the battery in the hybrid vehicle.
In some embodiments, the energy consumption cost of the hybrid vehicle is determined based on the fuel cost and the electricity cost of the hybrid vehicle, and the life loss cost of the battery is determined based on the purchase cost of the battery and the percentage of capacity loss of the battery.
In some embodiments, the total cost includes, in addition to the energy consumption cost of the hybrid vehicle and the life loss cost of the battery, a penalty cost when the battery temperature exceeds a temperature threshold.
In the embodiment of the disclosure, by enabling the total cost to include not only the energy consumption cost of the hybrid vehicle but also the life loss cost of the battery in the hybrid vehicle, a better power distribution scheme is facilitated to be found, so that when the energy management is performed based on the power distribution scheme, the durability and the safety of the battery of the hybrid vehicle can be improved while the energy consumption of the hybrid vehicle is reduced.
In some embodiments, the set value of the covariate that matches the current operating condition information is the value of the covariate that minimizes the total cost of the power distribution scheme at the reference operating condition that matches the current operating condition information.
In the embodiment of the disclosure, the obtained setting value of the cooperative variable matched with the current working condition information is used as the initial value of the cooperative variable to perform power distribution optimizing, so that compared with the random initialization of the cooperative variable, the optimizing method is beneficial to finding out a better power distribution scheme while improving the processing efficiency of power distribution optimizing.
In step S140, the hybrid vehicle is controlled according to the power distribution scheme.
In the embodiment of the disclosure, on one hand, by making the total cost include not only the energy consumption cost of the hybrid vehicle but also the life loss cost of the battery in the hybrid vehicle, a better power distribution scheme is found, so that when the energy management is performed based on the power distribution scheme, the durability and the safety of the battery of the hybrid vehicle can be improved while the energy consumption of the hybrid vehicle is reduced; on the other hand, by acquiring the setting value of the cooperative variable matched with the current working condition information of the hybrid vehicle and searching the power distribution scheme with the minimum total cost under the current working condition according to the setting value of the cooperative variable, the power distribution scheme with the minimum total cost is beneficial to finding out a better power distribution scheme while improving the processing efficiency of power distribution optimizing. Further, by the above two aspects, the real-time performance of the vehicle energy management control can be improved while the vehicle energy management control effect is ensured.
Fig. 2 is a flow diagram of obtaining setting values of covariates according to some embodiments of the present disclosure. As shown in fig. 2, the process of acquiring the set value of the covariate includes steps S210 to S230.
In step S210, current operating condition information of the hybrid vehicle is acquired.
In some embodiments, the current operating condition information of the hybrid vehicle includes a current speed of the hybrid vehicle, a current temperature of a battery of the hybrid vehicle, and current fault information of a heat dissipation system of the battery. The current fault information of the heat dissipation system of the battery comprises: the indication information that the heat dissipation system of the battery has a fault at present or the indication information that the heat dissipation system of the battery has no fault at present.
In some embodiments, a control device of a hybrid vehicle is communicatively coupled to one or more sensors and receives current operating condition information measured by the sensors via the communication connection.
For example, a control device of a hybrid vehicle receives current speed information of the hybrid vehicle collected by a vehicle speed sensor, current battery temperature information of the hybrid vehicle collected by a battery temperature sensor, and fault information of a current battery cooling system of the hybrid vehicle collected by a fault sensor.
In step S220, the current operating condition information is compared with a plurality of reference operating conditions to determine a reference operating condition matching the current operating condition information from the plurality of reference operating conditions.
In some embodiments, step S220 includes: comparing the current speed of the hybrid vehicle with a plurality of preset speed value intervals to determine the speed value interval of the hybrid vehicle; comparing the current battery temperature of the hybrid electric vehicle with a plurality of preset temperature value intervals to determine the battery temperature value interval where the hybrid electric vehicle is located; comparing the current fault information of the battery cooling system of the hybrid electric vehicle with preset fault classifications (such as the fault of the battery cooling system and the fault of the battery cooling system are not existed) so as to determine the fault classification of the hybrid electric vehicle; and determining a reference working condition matched with the current working condition information according to the speed value interval, the battery temperature value interval and the fault classification of the hybrid electric vehicle.
Table 1 shows an exemplary speed interval, battery temperature interval, and fault classification partitioning.
TABLE 1
In some embodiments, a total of 18 reference conditions are set according to the speed interval, the battery temperature interval, and the classification of the fault classification shown in table 1. Assume that the current operating condition information of the hybrid vehicle includes: the speed of the vehicle is 50 km/h, the temperature of the battery is 40 ℃, and the heat dissipation system of the battery has no fault, so that the reference working condition matched with the current working condition information is as follows: the speed value interval is 40 km/h-80 km/h, the battery temperature value interval is 30 ℃ to 50 ℃, and the working condition of the cooling system under fault classification is no fault.
In step S230, the set value of the cooperative variable stored in association with the reference condition matching the current condition information is obtained and used as the set value of the cooperative variable matching the current condition information of the hybrid vehicle.
In some embodiments, the set value of the covariate stored in association with the reference condition is the value of the covariate that minimizes the total cost of the power distribution scheme under the reference condition. The total cost includes, among other things, the energy consumption cost of the hybrid vehicle and the life-time loss cost of the battery.
In some embodiments, for each of a plurality of reference conditions, a minimum principle algorithm is pre-utilized to determine a value of a covariate variable that minimizes the total cost of the power distribution scheme for the plurality of power sources of the hybrid vehicle under the reference condition, and the reference condition and the value of the covariate variable that minimizes the total cost of the power distribution scheme under the reference condition are stored in association.
In some embodiments, in addition to storing in advance the reference condition and the value of the covariate variable that minimizes the total cost of the power distribution scheme for that reference condition in association, the power distribution scheme that minimizes the total cost for that reference condition is stored.
In the embodiment of the disclosure, the setting value of the cooperative variable matched with the current working condition information can be quickly obtained through the steps, so that the power distribution scheme with the minimum total cost under the current working condition can be quickly and well found, and the real-time performance of the vehicle energy management control can be improved while the vehicle energy management control effect is ensured.
FIG. 3 is a flow chart diagram of determining a current demand power for a hybrid vehicle according to some embodiments of the present disclosure. As shown in fig. 3, the flow of determining the current required power of the hybrid vehicle includes steps S301 to S311.
In step S301, a torque calculation value is determinedT q1 。
In some embodiments, a current speed measurement of a hybrid vehicle acquired by a vehicle speed sensor is received; then, a current torque calculation of the hybrid vehicle is determined using the vehicle dynamics model based on the current speed measurement of the hybrid vehicle.
For example, the current torque calculation value of the hybrid vehicle is calculated according to the following formula.
Wherein, the liquid crystal display device comprises a liquid crystal display device,F f (t)indicating the current rolling resistance of the hybrid vehicle,mindicating the mass of the hybrid vehicle,gindicating the acceleration of gravity and,frepresents the rolling resistance coefficient of the hybrid vehicle,F w (t)indicating the current air resistance (or windage),C d represents the air resistance coefficient (or windage coefficient),Arepresents the windward area ρ air The air density is indicated as such,v(t)indicating the speed of the hybrid vehicle,F j (t)indicating the current resistance to acceleration of the vehicle,aindicating acceleration, delta indicating conversion coefficient of automobile rotating mass,F(t)representing the current driving force of the vehicle, η represents the conversion efficiency,T q (t)representing the current torque calculation value of the hybrid vehicle, r representing the wheel rolling radius,i represents a speed ratio.
In step S302, a torque measurement is obtainedT q2 。
In some casesIn an embodiment, a torque sensor is utilized to collect current torque measurements of a hybrid vehicleT q2 Torque measurement via a controller area network (Controller Area Network, CAN)T q2 To a control device of the hybrid vehicle.
In step S303, a torque difference absolute value |is calculatedT q1 -T q2 ｜。
In this step, the absolute value of the difference between the current torque measurement value and the current torque calculation value of the hybrid vehicle is calculated.
In step S304, it is determined whether the absolute value of the torque difference is smaller than a first threshold.
The value of the first threshold is flexibly set according to actual requirements. In the case where the absolute value of the torque difference is smaller than the first threshold, step S309 is performed; otherwise, step S305 is performed.
In step S305, a variation value |of the torque calculation value is calculatedT q1 -T q1（t-Δt） ｜。
In this step, the absolute value of the difference between the current torque calculation value and the last torque calculation value of the hybrid vehicle is calculated, and the absolute value of the difference is taken as the variation value of the torque calculation value.
In some embodiments, speed measurements of the hybrid vehicle are periodically collected, and torque calculations are periodically determined from the speed measurements of the hybrid vehicle and stored. In step S305, the last torque calculation value is acquired from the storage module, and a change value of the torque calculation value is calculated according to the current torque calculation value and the last torque calculation value.
In step S306, it is determined whether the variation value of the torque calculation value is smaller than the second threshold value.
The value of the second threshold is flexibly set according to actual requirements.
In the case where the variation value of the torque calculation value is smaller than the second threshold value, step S310 is performed; otherwise, step S307 is performed.
In step S307, a variation value |of the torque measurement value is calculatedT q2 -T q2（t-Δt） ｜。
In this step, the absolute value of the difference between the current torque measurement value and the last torque measurement value of the hybrid vehicle is calculated, and the absolute value of the difference is taken as the variation value of the torque measurement value.
In some embodiments, torque measurements of the hybrid vehicle are periodically collected and stored. In step S307, the last torque measurement value is acquired from the storage module, and a change value of the torque measurement value is calculated according to the current torque measurement value and the last torque measurement value.
In step S308, it is determined whether the variation value of the torque measurement value is smaller than a third threshold value.
In some embodiments, the value of the third threshold is flexibly set according to the actual requirement. In the case where the variation value of the torque measurement value is smaller than the third threshold value, step S309 is performed; otherwise, step S311 is performed.
In some embodiments of the present disclosure, step S304 is performed first, then step S306 is performed, and then step S308 is performed. In specific implementation, the execution sequence of steps S304, S306, and S308 may be adjusted without affecting the implementation of the present invention.
In step S309, the torque measurement is used to calculate the required power.
In some embodiments of the present disclosure, the torque measurement is used to calculate the power demand of the hybrid vehicle under the current operating condition, where the absolute value of the difference between the current torque measurement and the current torque calculation of the hybrid vehicle is less than a first threshold.
In some embodiments of the present disclosure, the torque measurement value is used to calculate the required power of the hybrid vehicle under the current operating condition when the absolute value of the difference between the current torque measurement value and the current torque calculation value of the hybrid vehicle is not less than the first threshold value and the variation value of the current torque measurement value of the hybrid vehicle is less than the third threshold value.
In the embodiment of the disclosure, by judging whether the absolute value of the difference between the current torque measured value and the current torque calculated value of the hybrid vehicle is smaller than the first threshold value and adopting the torque measured value to calculate the required power of the hybrid vehicle under the current working condition under the yes condition, the accuracy of the required power calculation can be improved, and thus the accuracy of the energy management and control of the hybrid vehicle can be improved. By judging whether the current change value of the torque measured value of the hybrid vehicle is smaller than the third threshold value and adopting the torque measured value to calculate the required power of the hybrid vehicle under the current working condition under the condition of yes, the accuracy of the required power calculation can be improved, and the accuracy of the energy management and control of the hybrid vehicle can be improved.
In step S310, failure warning information is output.
In some embodiments of the present disclosure, the fault alert information is output in a case where an absolute value of a difference between a current torque measurement value and a torque calculation value of the hybrid vehicle is not less than a first threshold value, a variation value of the current torque calculation value of the hybrid vehicle is not less than a second threshold value, and a variation value of the current torque measurement value of the hybrid vehicle is not less than a third threshold value.
In step S311, the required power is calculated using the torque calculation value.
In some embodiments of the present disclosure, the torque calculation value is used to calculate the required power of the hybrid vehicle under the current operating condition, in the case where the variation value of the torque calculation value is smaller than the second threshold value.
In the embodiment of the disclosure, by judging whether the change value of the current torque calculation value of the hybrid vehicle is smaller than the second threshold value and adopting the torque calculation value to calculate the required power of the hybrid vehicle under the current working condition under the yes condition, the accuracy of the required power calculation can be improved, thereby being beneficial to improving the accuracy of energy management and control of the hybrid vehicle.
In the embodiment of the disclosure, the measured torque value (namely, the torque measurement value) is compared with the calculated torque value (namely, the torque calculation value), and when the absolute value of the difference value of the measured torque value and the calculated torque value is smaller than the first threshold value, the torque measurement value is adopted to calculate the required power of the whole vehicle, so that the redundancy requirement is met, and the accuracy of the required power calculation is improved; further, by further judging whether the torque calculation value has mutation or not and judging whether the torque measurement value has mutation or not under the condition that the absolute value of the difference value of the torque calculation value and the torque measurement value is not smaller than the first threshold value, whether the obtained torque calculation value is effective or not and whether the obtained torque measurement value is effective or not can be further verified, so that more accurate and reliable torque value can be selected, the accuracy of calculation of the required power can be improved, and the accuracy of energy management and control of the hybrid electric vehicle can be improved.
Fig. 4 is a flow chart of a control method of a hybrid vehicle according to other embodiments of the present disclosure. As shown in fig. 4, the control method of the hybrid vehicle includes steps S410 to S450.
In step S410, the set values of the cooperative variables of the hybrid vehicle under various reference conditions are calculated, and the reference conditions and the cooperative variable values are stored in association.
In some embodiments, for each of a plurality of reference conditions, a required power for the reference condition is determined, and from the required power for the reference condition, a power distribution scheme for the plurality of power sources of the hybrid vehicle that minimizes the total cost for the reference condition, and a value of a covariate variable that minimizes the total cost for the power distribution scheme, are determined using a minimum principle algorithm.
In some embodiments, the objective function targeting the total cost minimization is expressed as:
wherein J representst 0 To the point oft f The total cost of the hybrid vehicle over a period of time,T batt the temperature of the battery is indicated and,P batt representing the power supplied by the battery, t representing time,L 1 （T batt ，P batt ，t）indicating the instantaneous fuel cost of the fuel,L 2 （T batt ，P batt ，t）indicating the cost of the instantaneous electricity usage,L 3 （T batt ，P batt ，t）representing instantaneous battery life loss costs.
In some embodiments, the instantaneous fuel cost is calculated according to the following formula:
In the method, in the process of the invention,L 1 （t）representing instantaneous fuel cost，kRepresenting fuel price conversion coefficients，c f Representing the fuel price and the instantaneous fuel consumption rate of the engine generator set (APU).
In some embodiments, the instantaneous electricity cost is calculated according to the following formula:
in the method, in the process of the invention,L 2 （t）indicating the cost of the instantaneous electricity usage,c e the electricity price is represented by the number of electricity,P batt (t)power provided to the battery.
In some embodiments, the instantaneous battery life loss cost is calculated according to the following formula:
where, phi represents the battery purchase cost,Q loss represents the percent capacity loss of the battery, B represents the front factor,Eathe activation energy, R, the gas constant, T, the absolute temperature of the battery, ah, the throughput, z, the power factor, sigma 1-sigma 6, the model coefficient,I batt representing the current of the battery.
In some embodiments, the hamiltonian (or hamiltonian) constructed from the objective function is expressed as:
where H represents a Hamiltonian, lambda represents a covariate,Tthe temperature of the battery is indicated and,L 1 （t，I batt ，T）indicating the instantaneous fuel cost of the fuel,L 2 （t，I batt ，T）indicating the cost of the instantaneous electricity usage,L 3 （t，I batt ，T）representing instantaneous battery life loss costs.
The relation between the current of the battery and the power provided by the battery is as follows:
in the method, in the process of the invention,I batt indicating the current flow of the battery, U oc Which represents the voltage of the battery,P batt (t)power provided to the battery.
Wherein the temperature change rate of the battery is expressed as:
in the method, in the process of the invention,m b indicating the quality of the battery,C p represents the specific heat capacity of the battery,I batt indicating the current flow of the battery,R j representing the ohmic internal resistance of the battery,R p indicating the internal polarization resistance of the battery,Uindicating the open circuit voltage of the battery,hrepresents the coefficient of convective heat transfer,Athe area of convective heat transfer is shown,T batt indicating the surface temperature of the battery,T air indicating the cooling air temperature.
In some embodiments, the boundary conditions that the set hamiltonian needs to satisfy are:
in the method, in the process of the invention,x(t)representing a state variable, in particular the temperature of the battery, u (t) representing a control variable, in particular the current of the battery, u (t) representing the current value of the battery minimizing H,λ(t)the co-state variables are represented by the values,P APU representing the power provided by an engine generator set (APU),P APU_min representing the minimum value of power supplied by the engine generator set,P APU_min represents the maximum value of the power supplied by the generator set of the engine, P batt Representing the power supplied by the battery, P batt_min Representing the minimum value of the power supplied by the battery, P batt_max Represents the maximum value of the power supplied by the battery, P req Representing the required power of the hybrid vehicle,SoCindicating the state of charge of the battery,SoC min representing the minimum value of the state of charge of the battery, SoC max Representing the maximum value of the state of charge of the battery.
In some embodiments, the process of solving a power distribution scheme for a hybrid vehicle that minimizes the total cost of various power sources under reference conditions using a minimum principle algorithm includes steps (1) through (4).
In step (1), setting the value of the cooperative variable and according to the time period t E [ t ] 0 ,t f ]In the required power P req (t) determining a range of power supplied by the battery based onThe range of power supplied by the battery determines the range of current of the battery [ u ] min (t),u max (t)]。
In step (2), the range of the current of the battery is discretized at Δu=0.1, thereby obtaining a candidate current value set of the battery after discretization.
In the step (3), the Hamiltonian function value H corresponding to each candidate current value is calculated i (u i ) And selecting a candidate current value that minimizes the Hamiltonian function valueu*。
In step (4), repeating steps (1) to (3) until the smallest hamiltonian value is selected from the hamiltonian values corresponding to different cooperative variables, and taking the power distribution scheme (for example, the power distribution scheme includes the power provided by the battery and the power provided by the engine generator set) corresponding to the smallest hamiltonian value as the power distribution scheme with the smallest total cost, and taking the value of the cooperative variable corresponding to the smallest hamiltonian value as the value of the cooperative variable with the smallest total cost.
In some embodiments, an offline database is constructed by determining a power allocation scheme with the minimum total cost for each reference condition and the values of the cooperative variables with the minimum total cost for each reference condition according to the above procedure. For example, the working condition information of the reference working condition is stored in association with the value of the cooperative variable, the power provided by the battery and the power provided by the engine generator set under the reference working condition.
In the embodiment of the disclosure, the power distribution scheme with the minimum total cost under the reference working condition and the cooperative variable corresponding to the power distribution scheme with the minimum total cost can be solved efficiently through the flow. Furthermore, the collaborative variable which minimizes the total cost under the reference working condition is calculated and stored offline, so that preparation is made for a power distribution scheme which dynamically and efficiently solves the minimum total cost according to the real-time working condition.
In step S420, a reference condition matching the current condition information is determined, and the set value of the cooperative variable under the reference condition is used as the set value of the cooperative variable matching the current condition information.
In some embodiments, current operating condition information collected by the sensor is received and compared to a reference operating condition to determine a reference operating condition that matches the current operating condition information.
For example, current speed information of the hybrid vehicle collected by a vehicle speed sensor, current battery temperature information of the hybrid vehicle collected by a battery temperature sensor, and fault information of a current battery cooling system of the hybrid vehicle collected by a fault sensor are received. And then, comparing the current speed, the battery temperature and the fault information of the hybrid electric vehicle with the speed, the battery temperature and the fault information under the reference working condition to determine the reference working condition matched with the current working condition information according to the comparison result.
In step S430, the required power of the hybrid vehicle under the current operating condition is determined.
In some embodiments, the flow illustrated in FIG. 3 is used to determine the power demand of the hybrid vehicle under the current operating conditions.
In step S440, a power allocation scheme with the minimum total cost under the current working condition is determined according to the set value of the cooperative variable and the required power by using a minimum value principle algorithm.
In some embodiments, the set value of the cooperative variable of the reference working condition matched with the current working condition information is used as an initial value of the cooperative variable of the solving power distribution scheme under the current working condition, and the minimum value principle algorithm is utilized to iteratively optimize the power distribution scheme so as to find the power distribution scheme with the minimum total cost under the current working condition. The total cost includes, among other things, the energy consumption cost of the hybrid vehicle, and the life-time loss cost of the battery in the hybrid vehicle.
In step S450, the hybrid vehicle is controlled according to the power distribution scheme.
According to the embodiment of the disclosure, the optimal power distribution scheme under the current working condition can be efficiently and accurately solved by the method, so that the energy management control effect of the hybrid electric vehicle is ensured, and the real-time performance of the energy management control of the hybrid electric vehicle is improved.
Technical effects of the control method of the hybrid vehicle provided by some embodiments of the present disclosure are further described below with reference to fig. 5 to 9.
In some embodiments, the control method of the hybrid vehicle provided by the present disclosure is compared with the control method of the related art under the driving condition shown in fig. 5. Wherein the SOC interval is set to [0.1,1]. In the EMS1, the power distribution scheme is determined using a minimum principle algorithm with the cost of electricity as the total cost. In EMS2, the power distribution scheme is determined using a minimum principle algorithm with the cost of electricity and the cost of battery aging as the total cost: in the EMS3, the cost of electricity and oil, the cost of battery aging, and the penalty cost of temperature exceeding the temperature threshold are taken as the total cost. Simulation analysis results shown in fig. 6 to 9 were obtained by simulating three control methods of EMS1 to EMS 3. Simulation analysis results show that: in the case of faults of the heat dissipation system, the control method provided by some embodiments of the present disclosure can reduce the maximum temperature of the battery by 17.45 ℃, and simultaneously reduce the total cost of the system by 3.9% compared with the total cost before optimization, and simultaneously improve the working state of the battery and reduce the service life decay of the battery by 72.13% due to the control of the temperature. The result shows that the control method provided by the disclosure is beneficial to improving the durability and the safety of the battery while reducing the energy consumption of the hybrid electric vehicle.
Fig. 10 is a schematic structural view of a control device of a hybrid vehicle according to some embodiments of the present disclosure. As shown in fig. 10, the control device 90 of the hybrid vehicle includes an acquisition module 91, a determination module 92, an allocation module 93, and a control module 94.
The obtaining module 91 is configured to obtain a setting value of a cooperative variable matched with current operating condition information of the hybrid vehicle. Wherein, the cooperative variable is a variable in the minimum value principle algorithm.
The determination module 92 is configured to determine a current demanded power of the hybrid vehicle.
The distribution module 93 is configured to determine a power distribution scheme with minimum total cost of various power sources of the hybrid vehicle under the current working condition by using a minimum value principle algorithm according to the set value of the cooperative variable and the required power. The total cost includes, among other things, the energy consumption cost of the hybrid vehicle, and the life-time loss cost of the battery in the hybrid vehicle.
The control module 94 is configured to control the hybrid vehicle according to a power distribution scheme.
According to the embodiment of the disclosure, the optimal power distribution scheme under the current working condition can be efficiently and accurately solved through the device, so that the energy management control effect of the hybrid electric vehicle is ensured, and the real-time performance of the energy management control of the hybrid electric vehicle is improved.
Fig. 11 is a schematic structural view of a control system of a hybrid vehicle according to some embodiments of the present disclosure. As shown in fig. 11, the control system 100 of the hybrid vehicle includes an acquisition module 101, and a control device 90 of the hybrid vehicle.
The acquisition module 101 is used for acquiring current working condition information of the hybrid vehicle.
In some embodiments, the acquisition module 101 includes a vehicle speed sensor, a battery temperature sensor, a heat dissipation system fault sensor. A vehicle speed sensor for acquiring current speed information of the hybrid vehicle; the battery temperature sensor is used for acquiring current battery temperature information of the hybrid electric vehicle; and the fault sensor is used for collecting fault information of a heat dissipation system of a current battery of the hybrid vehicle.
In some embodiments, the acquisition module 101 further includes a torque sensor for acquiring a current torque measurement of the hybrid vehicle.
The control device 90 of the hybrid vehicle is configured to acquire a set value of a cooperative variable that matches current operating condition information of the hybrid vehicle.
The control device 90 of the hybrid vehicle is further configured to determine a current required power of the hybrid vehicle.
The control device 90 of the hybrid vehicle is further configured to determine a power distribution scheme for which the total cost of the various power sources of the hybrid vehicle is minimum under the current operating condition by using a minimum value principle algorithm according to the set values of the cooperative variables and the required power. The total cost includes, among other things, the energy consumption cost of the hybrid vehicle, and the life-time loss cost of the battery in the hybrid vehicle.
The control device 90 of the hybrid vehicle is further configured to control the hybrid vehicle according to the power distribution scheme.
According to the embodiment of the disclosure, the optimal power distribution scheme under the current working condition can be efficiently and accurately solved through the system, so that the energy management control effect of the hybrid electric vehicle is ensured, and the real-time performance of the energy management control of the hybrid electric vehicle is improved.
Fig. 12 is a schematic structural view of a hybrid vehicle according to some embodiments of the present disclosure. As shown in fig. 12, the hybrid vehicle 110 includes a control device 90 of the hybrid vehicle.
In the embodiment of the present disclosure, by the hybrid vehicle 110, an optimal power distribution scheme under the current working condition can be efficiently and accurately solved, so that the real-time performance of the energy management control of the hybrid vehicle is improved while the energy management control effect of the hybrid vehicle is ensured.
Fig. 13 is a schematic structural view of a control device of a hybrid vehicle according to some embodiments of the present disclosure.
As shown in fig. 13, the electronic device 120 includes a memory 121; and a processor 122 coupled to the memory 121. The memory 121 is used to store instructions for executing the corresponding embodiments of the control method of the hybrid vehicle. The processor 122 is configured to execute the control method of the hybrid vehicle in any of the embodiments of the present disclosure based on the instructions stored in the memory 121.
Fig. 14 is a schematic diagram of a computer system according to some embodiments of the present disclosure.
As shown in FIG. 14, computer system 130 may be in the form of a general purpose computing device. Computer system 130 includes a memory 131, a processor 132, and a bus 133 that connects the various system components.
The memory 131 may include, for example, a system memory, a nonvolatile storage medium, and the like. The system memory stores, for example, an operating system, application programs, boot Loader (Boot Loader), and other programs. The system memory may include volatile storage media, such as Random Access Memory (RAM) and/or cache memory. The nonvolatile storage medium stores, for example, instructions of a corresponding embodiment of the method of controlling at least one hybrid vehicle in execution. Non-volatile storage media include, but are not limited to, disk storage, optical storage, flash memory, and the like.
The processor 132 may be implemented as discrete hardware components such as a general purpose processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) or other programmable logic device, discrete gates or transistors, and the like. Accordingly, each module, such as the acquisition module, the determination module, etc., may be implemented by a Central Processing Unit (CPU) executing instructions in a memory to perform the corresponding steps, or may be implemented by dedicated circuitry to perform the corresponding steps.
The bus 133 may use any of a variety of bus architectures. For example, bus structures include, but are not limited to, an Industry Standard Architecture (ISA) bus, a Micro Channel Architecture (MCA) bus, and a Peripheral Component Interconnect (PCI) bus.
Computer system 130 these interfaces 134, 135, 136, and memory 131 and processor 132 may be connected by bus 133. The input output interface 134 may provide a connection interface for input output devices such as a display, mouse, keyboard, etc. The network interface 135 provides a connection interface for various networking devices. The storage interface 136 provides a connection interface for external storage devices such as a floppy disk, a USB flash disk, an SD card, and the like.
Various aspects of the present disclosure are described herein with reference to flowchart illustrations and/or block diagrams of methods, apparatus and computer program products according to embodiments of the disclosure. It will be understood that each block of the flowchart illustrations and/or block diagrams, and combinations of blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer readable program instructions.
These computer-readable program instructions may be provided to a processor of a general purpose computer, special purpose computer, or other programmable apparatus to produce a machine, such that the instructions, which execute via the processor, create means for implementing the functions specified in the flowchart and/or block diagram block or blocks.
These computer readable program instructions may also be stored in a computer readable memory that can direct a computer to function in a particular manner, such that the instructions stored in the computer readable memory produce an article of manufacture including instructions which implement the function specified in the flowchart and/or block diagram block or blocks.
The present disclosure may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects.
By the control method, the device and the system of the hybrid vehicle and the hybrid vehicle, the real-time performance of the vehicle energy management control can be improved while the vehicle energy management control effect is ensured.
Heretofore, a control method of a hybrid vehicle, a device, a system, and a hybrid vehicle according to the present disclosure have been described in detail. In order to avoid obscuring the concepts of the present disclosure, some details known in the art are not described. How to implement the solutions disclosed herein will be fully apparent to those skilled in the art from the above description.

Claims (13)

1. A control method of a hybrid vehicle, comprising:
acquiring a set value of a cooperative variable matched with current working condition information of the hybrid vehicle, wherein the cooperative variable is a variable in a minimum value principle algorithm, and the current working condition information comprises the current battery temperature of the hybrid vehicle and fault information of a current battery cooling system;
Determining a current required power of the hybrid vehicle includes: acquiring a current torque measurement value of the hybrid vehicle; determining a current torque calculation value of the hybrid vehicle by using a vehicle dynamics model; calculating the current required power of the hybrid vehicle by using the torque measured value and the torque calculated value;
determining a power distribution scheme with the minimum total cost of various power sources of the hybrid vehicle under the current working condition by utilizing the minimum value principle algorithm according to the set value of the cooperative variable and the required power, wherein the total cost comprises the energy consumption cost of the hybrid vehicle and the life loss cost of a battery in the hybrid vehicle;
and controlling the hybrid vehicle according to the power distribution scheme.
2. The control method of a hybrid vehicle according to claim 1, wherein the obtaining the set value of the cooperative variable that matches the current operating condition information of the hybrid vehicle includes:
acquiring current working condition information of a hybrid electric vehicle;
comparing the current working condition information with various reference working conditions to determine a reference working condition matched with the current working condition information from the various reference working conditions;
And acquiring the set value of the cooperative variable stored in association with the reference working condition matched with the current working condition information, and taking the set value as the set value of the cooperative variable matched with the current working condition information of the hybrid vehicle.
3. The control method of a hybrid vehicle according to claim 2, wherein the set value of the cooperative variable stored in association with the reference condition matching the current condition information is a value of the cooperative variable that minimizes the total cost of the power distribution scheme under the reference condition matching the current condition information.
4. The control method of a hybrid vehicle according to claim 3, further comprising:
before a set value of a cooperative variable matched with the current working condition information of the hybrid vehicle is obtained, determining the required power of the hybrid vehicle under various reference working conditions;
according to the required power of the hybrid electric vehicle under each reference working condition in the plurality of reference working conditions, determining the value of a cooperative variable which minimizes the total cost of a power distribution scheme under each reference working condition by utilizing the minimum value principle algorithm;
and associating and storing the multiple reference conditions and the values of the cooperative variables which minimize the total cost of the power distribution scheme under each of the multiple reference conditions.
5. The control method of the hybrid vehicle according to claim 2, wherein the acquiring current operating condition information of the hybrid vehicle includes:
receiving current speed information of the hybrid vehicle, which is acquired by a vehicle speed sensor;
receiving current battery temperature information of the hybrid electric vehicle, which is acquired by a battery temperature sensor; and
and receiving fault information of a heat dissipation system of a current battery of the hybrid vehicle, which is acquired by a fault sensor.
6. The control method of a hybrid vehicle according to claim 1, wherein the calculating the current required power of the hybrid vehicle using the torque measurement value and the torque calculation value includes:
and calculating the current required power of the hybrid vehicle according to the current torque measured value under the condition that the absolute value of the difference between the current torque measured value and the current torque calculated value is smaller than a first threshold value.
7. The control method of a hybrid vehicle according to claim 6, wherein the calculating the current required power of the hybrid vehicle using the torque measurement value and the torque calculation value further includes:
judging whether the change value of the torque calculation value is smaller than a second threshold value or not under the condition that the absolute value of the difference value between the current torque measurement value and the current torque calculation value is not smaller than the first threshold value, wherein the change value of the torque calculation value is the absolute value of the difference value between the current torque calculation value and the last torque calculation value;
And calculating the current required power of the hybrid vehicle according to the current torque calculation value under the condition that the change value of the torque calculation value is smaller than a second threshold value.
8. The control method of the hybrid vehicle according to claim 7, wherein the calculating the current required power of the hybrid vehicle using the torque measurement value and the torque calculation value further includes:
judging whether the change value of the torque measured value is smaller than a third threshold value or not under the condition that the change value of the torque calculated value is not smaller than the second threshold value, wherein the change value of the torque measured value is the absolute value of the difference value between the current torque measured value and the last torque measured value;
and calculating the current required power of the hybrid vehicle according to the current torque measured value under the condition that the change value of the torque measured value is smaller than a third threshold value.
9. A control device of a hybrid vehicle, comprising:
the system comprises an acquisition module, a control module and a control module, wherein the acquisition module is configured to acquire a setting value of a cooperative variable matched with current working condition information of the hybrid vehicle, the cooperative variable is a variable in a minimum value principle algorithm, and the current working condition information comprises the current battery temperature of the hybrid vehicle and fault information of a heat dissipation system of a current battery;
A determination module configured to determine a current required power of the hybrid vehicle, comprising: acquiring a current torque measurement value of the hybrid vehicle; determining a current torque calculation value of the hybrid vehicle by using a vehicle dynamics model; calculating the current required power of the hybrid vehicle by using the torque measured value and the torque calculated value;
a distribution module configured to determine a power distribution scheme with which a total cost of a plurality of power sources of the hybrid vehicle is smallest under a current operating condition, the total cost including an energy consumption cost of the hybrid vehicle and a life loss cost of a battery in the hybrid vehicle, using the minimum principle algorithm according to the set value of the cooperative variable and the required power;
a control module configured to control the hybrid vehicle according to the power distribution scheme.
10. A control system of a hybrid vehicle, comprising:
the acquisition module is configured to acquire current working condition information of the hybrid electric vehicle;
the control device of a hybrid vehicle according to claim 9.
11. A hybrid vehicle comprising:
The control device of a hybrid vehicle according to claim 9, or the control system of a hybrid vehicle according to claim 10.
12. An electronic device, comprising:
a memory; and
a processor coupled to the memory, the processor configured to execute the control method of the hybrid vehicle according to any one of claims 1 to 8 based on instructions stored in the memory.
13. A computer-readable storage medium having stored thereon computer program instructions which, when executed by a processor, implement the method of controlling a hybrid vehicle according to any one of claims 1 to 8.
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