CN116658323A - Energy management method and device, electronic equipment and vehicle - Google Patents
Energy management method and device, electronic equipment and vehicle Download PDFInfo
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- CN116658323A CN116658323A CN202310724866.6A CN202310724866A CN116658323A CN 116658323 A CN116658323 A CN 116658323A CN 202310724866 A CN202310724866 A CN 202310724866A CN 116658323 A CN116658323 A CN 116658323A
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
- F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0404—Throttle position
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Control Of Transmission Device (AREA)
Abstract
The application provides an energy management method, an energy management device, electronic equipment and a vehicle, which comprise the following steps: acquiring current vehicle information, wherein the vehicle information comprises the required power of the vehicle, the current residual electric quantity and an accelerator opening value; the start and stop of the engine are controlled through the required power of the vehicle and a start and stop control line; correcting the target working condition point torque of the engine according to the current residual electric quantity and the first target residual electric quantity; and correcting a gear shift line of the engine according to the accelerator opening value and a target upshift point of engine speed conversion, so as to realize multidimensional energy management balance of the vehicle. The dynamic energy management balance is realized by dynamically adjusting three dimensions, namely starting and stopping the engine, correcting the torque of a target working point of the engine and correcting the gear shift line of the engine, so that the engine achieves the optimal economy.
Description
Technical Field
The present application relates to the field of automotive technologies, and in particular, to an energy management method and apparatus, an electronic device, and a vehicle.
Background
Hybrid vehicles have been the focus of research by various automobile manufacturers due to their low energy consumption, and particularly, the development speed in recent years is fast. Hybrid vehicles are provided with two power sources, one being electric and electric motor driven and the other being fuel and engine driven. There is a great difference in the energy conversion efficiency and the power response speed of the two power sources. For the energy management of the hybrid power and the coordination control of two power sources, the method is always an important point and a difficult point of the hybrid power research.
In the prior art, the energy management and the power source switching of the hybrid vehicle are designed by pre-judging road conditions or according to the current running conditions of the vehicle, so that different power battery SOC and engine start-stop strategies are designed, however, some disadvantages exist: 1. the judgment of road conditions and vehicle operation conditions is too abstract and complex, and is easy to misjudge; 2. less power coordination control is involved with the combined driving of the engine and the motor, resulting in a confusing energy management in the existing hybrid vehicle.
Disclosure of Invention
In view of the above, the present application aims to provide an energy management method, an apparatus, an electronic device and a vehicle, so as to solve the problem that the energy management and the power source switching in the current hybrid vehicle are performed by predicting road conditions or according to the current vehicle operation conditions, and different power battery SOC and engine start-stop strategy designs have some drawbacks, which results in the confusion of the energy management in the current hybrid vehicle.
In order to achieve the above purpose, the technical scheme of the application is realized as follows:
a first aspect of an embodiment of the present application provides an energy management method, the method including:
acquiring current vehicle information, wherein the vehicle information comprises the required power of a vehicle, the current residual electric quantity and an accelerator opening value;
controlling the start and stop of the engine through the required power and the start and stop control line of the vehicle;
correcting the target working condition point torque of the engine according to the current residual electric quantity and the first target residual electric quantity;
and correcting a gear shift line of the engine according to the accelerator opening value and a target upshift point of engine speed conversion, so as to realize multi-dimensional energy management balance of the vehicle.
Further, before the current vehicle information is obtained, the method further includes:
acquiring a battery energy management level;
acquiring a plurality of first difference values of a plurality of different residual electric quantities and a second target residual electric quantity;
and setting a corresponding correction coefficient for each first difference value according to the battery energy management level.
Further, before the engine start-stop is controlled by the vehicle's required power and start-stop control line, the method further includes:
acquiring the lowest power and the highest power for starting the engine at different vehicle speeds;
generating a lowest power line and a highest power line for starting the engine according to the lowest power and the highest power;
and determining the start-stop control line according to the lowest power line, the highest power line and the correction coefficient.
Further, the control of the start and stop of the engine by the power demand and the start and stop control line of the vehicle comprises:
controlling engine start if it is determined that the required power is greater than the start-stop control line;
and under the condition that the required power is smaller than the start-stop control line, controlling the engine to stop starting so as to enable the vehicle to enter a pure electric driving mode.
Further, before the correcting the target working condition point torque of the engine according to the current residual electric quantity and the first target residual electric quantity, the method further includes:
determining a target operating point of the engine;
determining the rotating speed economic zone range of the engine according to the target working condition point of the engine;
calibrating a target torque range of a target working point of the engine according to the rotation speed economic region range table lookup;
and determining an energy consumption interval corresponding to a target working condition point of the engine according to the target torque range and the rotating speed economic region range.
Further, the correcting the target working condition point torque of the engine according to the current residual capacity and the first target residual capacity includes:
under the condition that the current residual electric quantity is smaller than the first target residual electric quantity, correcting the target working condition point torque of the engine according to the lowest torque, the highest torque and the correction coefficient of the target torque range in the energy consumption interval;
and under the condition that the current residual electric quantity is determined to be larger than the first target residual electric quantity, correcting the target working condition point torque of the engine according to the lowest torque of the target torque range in the energy consumption interval.
Further, before the gear shift line of the engine is corrected according to the accelerator opening value and the target upshift point of the engine speed conversion, the method further comprises:
acquiring an initial upshift point of engine speed conversion;
and determining a target upshift point of the engine speed conversion according to the initial upshift point of the engine speed conversion and the correction coefficient and a preset MAP table.
A second aspect of an embodiment of the present application provides an energy management device, the device comprising:
the first acquisition module is used for acquiring current vehicle information, wherein the vehicle information comprises the required power of the vehicle, the current residual electric quantity and an accelerator opening value;
the first correction module is used for controlling the start and stop of the engine through the required power and the start and stop control line of the vehicle;
correcting the target working condition point torque of the engine according to the current residual electric quantity and the first target residual electric quantity;
and correcting a gear shift line of the engine according to the accelerator opening value and a target upshift point of engine speed conversion, so as to realize multi-dimensional energy management balance of the vehicle.
A third aspect of the embodiment of the present application provides an electronic device, including a processor, a communication interface, a memory, and a communication bus, where the processor, the communication interface, and the memory complete communication with each other through the communication bus;
a memory for storing a computer program;
and the processor is used for executing any energy management method when executing the program stored in the memory.
A fourth aspect of the embodiments of the present application provides a readable storage medium having stored thereon a computer program which, when executed by a processor, implements the steps of the method according to the first aspect of the present application.
A fifth aspect of an embodiment of the present application provides a vehicle, including: the energy management device described above.
Compared with the prior art, the energy management method, the device, the electronic equipment and the vehicle have the following advantages:
the application provides an energy management method, an energy management device, electronic equipment and a vehicle, which comprise the following steps: acquiring current vehicle information, wherein the vehicle information comprises the required power of the vehicle, the current residual electric quantity and an accelerator opening value; the starting and stopping of the engine are controlled through the required power and the starting and stopping control line of the vehicle, the engine of the vehicle is prevented from working in a non-economic area, and the target working condition point torque of the engine is corrected according to the current residual electric quantity and the first target residual electric quantity so that the torque of the engine under the target working condition is optimal; and correcting a gear shift line of the engine according to the accelerator opening value and a target upshift point of engine speed conversion, and optimizing the energy consumption of the whole vehicle by introducing correction coefficients from three dimensions of the engine start-stop and engine working condition points and the engine gear shift line, so as to realize multi-dimensional energy management balance of the vehicle.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the application. In the drawings:
FIG. 1 is a flowchart illustrating steps of a method of energy management, according to an exemplary embodiment;
FIG. 2 is a flowchart illustrating steps of another energy management method, according to an exemplary embodiment;
FIG. 3 is a flowchart illustrating steps of another energy management method, according to an exemplary embodiment;
FIG. 4 is a schematic diagram of a start-stop control line in the energy management method shown in FIG. 1 according to an exemplary embodiment;
FIG. 5 is a schematic diagram of battery energy management levels in another energy management method shown in FIG. 2, according to an exemplary embodiment;
FIG. 6 is a schematic diagram of accelerator opening versus rotational speed for another energy management method shown in FIG. 2 according to an exemplary embodiment;
FIG. 7 is a schematic illustration of an engine target operating point energy consumption interval in another energy management method illustrated in FIG. 3, according to an exemplary embodiment;
FIG. 8 is a block diagram of an energy management device, according to an example embodiment;
fig. 9 is a block diagram of an electronic device, according to an example embodiment.
Detailed Description
The technical solutions of the embodiments of the present application will be described below with reference to the drawings in the embodiments of the present application, and although exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application may be implemented in various forms and should not be limited by the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the application to those skilled in the art.
In various embodiments of the present application, it should be understood that the sequence numbers of the following processes do not mean the order of execution, and the order of execution of the processes should be determined by the functions and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.
The energy management method, the device, the electronic equipment and the vehicle provided by the embodiment of the application are described in detail through specific embodiments and application scenes thereof with reference to the accompanying drawings.
Referring to fig. 1, fig. 1 is a flow chart illustrating steps of a method of energy management according to an exemplary embodiment.
Step 101, acquiring current vehicle information, wherein the vehicle information comprises the required power of the vehicle, the current residual electric quantity and an accelerator opening value.
The architecture applied by the embodiment of the application is a single motor P2 oil-electricity hybrid system, which comprises the following parts: an engine, a P2M electric machine, a K0 clutch, a TC torque converter (K1 torque converter lockup clutch), a 9AT transmission, a high voltage battery, and low voltage accessories. The embodiment of the application is based on the engine specific fuel consumption (Brak e Specific Fuel Consumption) BSFC MAP, takes the target battery electric quantity SOC as input, introduces correction coefficients from three dimensions of engine start-stop, engine working condition points and gear shifting time to optimize the whole vehicle energy consumption, so that the acquired vehicle information comprises the required power of the vehicle, the current residual electric quantity and the accelerator opening value. The specific fuel consumption of the whole engine operating range is measured at a certain distance by taking the rotation speed and torque of the engine as the X axis and the Y axis, and the obtained result is called BSFC map, and the specific fuel consumption is used for describing the combustion efficiency of the engine, and the unit is g/(kw×h). I.e. the effective work per output of 1kWh, the fuel mass to be consumed.
In addition, the required power of the embodiment of the application is not directly obtained, but is calculated according to the vehicle speed, and because the power is related to the torque and the wheel speed, the rotating speed can be calculated through the vehicle speed, the vehicle speed is firstly obtained, the wheel speed is calculated according to the vehicle speed, and then the required power of the whole vehicle is calculated according to the wheel speed and the torque; the residual electric quantity SOC is generally the ratio of the charging capacity to the rated capacity, expressed by percentage, and cannot be directly measured, and the size of the residual electric quantity SOC can be estimated only through parameters such as the voltage of a battery terminal, the charging and discharging current, the internal resistance and the like, a user can check the current residual electric quantity through an instrument panel of the vehicle, and the accelerator opening refers to the opening of an accelerator pedal and can be measured through an accelerator position sensor.
102, controlling the start and stop of an engine through a required power and start and stop control line of a vehicle; correcting the target working condition point torque of the engine according to the current residual electric quantity and the first target residual electric quantity; and correcting a gear shift line of the engine according to the accelerator opening value and a target upshift point of engine speed conversion, so as to realize multidimensional energy management balance of the vehicle.
In the embodiment of the application, the power of the whole vehicle is related to the speed of the vehicle, so the minimum power and the maximum power for starting the engine are calibrated in advance based on the speed of the vehicle, and a start-stop control line is determined based on the minimum power and the maximum power, and the specific implementation steps comprise:
acquiring the lowest power and the highest power for starting the engine at different vehicle speeds;
generating a lowest power line and a highest power line for starting the engine according to the lowest power and the highest power;
and determining the start-stop control line according to the lowest power line, the highest power line and the correction coefficient.
It should be noted that, the step of obtaining the start-stop control line may be represented by formula (1):
P_LINE＝K_SS×(P_LINE_2-P_LINE_1) (1)
the p_line_1 is a minimum power LINE of the engine to be started, which is configured by a plurality of minimum powers calibrated at different vehicle speeds, the p_line_2 is a maximum power LINE of the engine to be started, which is configured by a plurality of maximum powers, the k_ss is a correction coefficient, and the p_line is a start/stop control LINE for generating the engine based on the minimum power LINE p_line_1, the maximum power LINE p_line_2, and the correction coefficient k_ss.
In addition, referring to table 1, table 1 is a table of minimum power and maximum power of the engine to be started based on the vehicle speed calibration, and the minimum power and the maximum power of the engine to be started at different vehicle speeds are set by performing experiments in advance, wherein p_line_1 is the minimum power LINE of the engine to be started and p_line_2 is the maximum power LINE of the engine to be started.
Table 1: minimum power and maximum power data table for starting engine based on vehicle speed calibration
| Vehicle speed | 0 | 40 | 60 | 80 | 120 |
| P_LINE_1 | 5 | 5 | 5 | 5 | 5 |
| P_LINE_2 | 25 | 20 | 20 | 20 | 20 |
It should be noted that, control the start and stop of the engine through the power demand and the start and stop control line of the vehicle includes:
controlling engine start if it is determined that the required power is greater than the start-stop control line;
and under the condition that the required power is smaller than the start-stop control line, controlling the engine to stop starting so as to enable the vehicle to enter a pure electric driving mode.
For example, the current vehicle speed is 40km/h, the start-stop control line is 7.5W, if the calculated required power of the current vehicle is 12W, the engine start needs to be controlled at this time because 12 is greater than 7.5, and if the calculated required power of the current vehicle is 7W, the engine start does not need to be controlled at this time because 7 is less than 7.5, and the vehicle is in the pure electric mode at this time.
Further, because the embodiment of the application controls the energy of the vehicle through three dimensions, after the start and stop of the engine are controlled according to the required power of the vehicle and the start and stop control line, the target working condition point torque of the engine is corrected according to the relation between the current residual electric quantity and the first target residual electric quantity, and the gear shifting time of the engine is corrected according to the accelerator opening value and the target upshift point of the engine speed conversion.
The application provides an energy management method, an energy management device, electronic equipment and a vehicle, which comprise the following steps: acquiring current vehicle information, wherein the vehicle information comprises the required power of the vehicle, the current residual electric quantity and an accelerator opening value; the starting and stopping of the engine are controlled through the required power and the starting and stopping control line of the vehicle, the engine of the vehicle is prevented from working in a non-economic area, and the target working condition point torque of the engine is corrected according to the current residual electric quantity and the first target residual electric quantity so that the torque of the engine under the target working condition is optimal; and correcting a gear shift line of the engine according to the accelerator opening value and a target upshift point of engine speed conversion, and introducing correction coefficients from three dimensions of an engine start-stop, an engine working condition point and the engine gear shift line to optimize the energy consumption of the whole vehicle, so that the multi-dimensional energy management balance of the vehicle is realized.
Referring to fig. 2, fig. 2 is a flowchart illustrating steps of a method of energy management, according to an exemplary embodiment.
Step 201, a battery energy management level is obtained.
In the embodiment of the present application, the battery energy management levels include M1 to M6, and the residual amounts corresponding to the different levels are different, and as illustrated in fig. 5, when the residual amount is greater than the threshold 1 (80%), the battery energy management level at this time is M1, when the residual amount is in the range of the threshold 2 (20%) to the threshold 1 (80%), the battery energy management level at this time is M2, when the residual amount is in the range of the threshold 2 to the threshold 3, the battery energy management level at this time is M3, when the residual amount is in the range of the threshold 3 to the threshold 4, the battery energy management level at this time is M4, when the residual amount is in the range of the threshold 4 to the threshold 5, the battery energy management level at this time is M5, and when the residual amount is less than the threshold 5, the battery energy management level at this time is M6, wherein when the battery energy management levels M3 to M5 are all in the range of 15% to 20%, and when the battery energy management level is M6, an extremely feeding phenomenon occurs, and it is required to charge the battery as soon as possible.
Step 202, obtaining a plurality of first differences between a plurality of different residual amounts and a second target residual amount.
In the embodiment of the application, the SOC of the remaining battery is taken as an input, so that a plurality of different remaining capacities are required to be obtained, and then a first difference value with a second target remaining capacity is obtained according to the remaining capacities, wherein the second target remaining capacity is obtained according to a plurality of experiments, and the second target remaining capacity is set to be 10% by way of example, and the obtained plurality of remaining capacities are respectively 9%,8%,10%,11% and 12%, so that the obtained first difference values are respectively: -1%, -2%,0%,1%,2%.
Step 203, setting a corresponding correction coefficient for each first difference according to the battery energy management level.
The correction coefficient range of the embodiment of the application is between 0 and 1, and when the correction coefficient is set, a first difference value corresponds to a correction coefficient, referring to table 2, table 2 is a correction coefficient table calibrated based on the difference value between the residual electric quantity and the target residual electric quantity, wherein soc_diff is the difference value between the residual electric quantity and the target residual electric quantity, and K is the correction coefficient.
Table 2: correction coefficient table based on difference calibration of residual electric quantity and target residual electric quantity
| SOC_Diff | -2 | -1 | 0 | 1 | 2 |
| K | 1 | 0.7 | 0.5 | 0.3 | 0 |
It should be noted that, in the embodiment of the present application, in order to facilitate unifying the correction coefficients, the corresponding correction coefficients are set consistently under different battery energy management levels, but if the correction is to be implemented more accurately, different correction coefficients may be set according to different battery energy management levels, the present application is not limited in detail herein, and since the correction coefficients are introduced based on the remaining power as input in three dimensions in the embodiment of the present application, the correction coefficients set in each dimension are consistent.
Step 204, obtaining current vehicle information, wherein the vehicle information comprises the required power of the vehicle, the current residual electric quantity and the accelerator opening value.
Step 204 is referred to the discussion of the foregoing part of step 101, and redundant description is omitted herein.
Step 205, controlling the start and stop of the engine through the required power and the start and stop control line of the vehicle; correcting the target working condition point torque of the engine according to the current residual electric quantity and the first target residual electric quantity; and correcting a gear shift line of the engine according to the accelerator opening value and a target upshift point of engine speed conversion, so as to realize multidimensional energy management balance of the vehicle.
In step 205, referring to the discussion of the foregoing part of step 102, it should be noted that the correction coefficient set in the embodiment of the present application may be used not only for calculating the start-stop control line of the engine, but also for calculating the engine torque at the target operating point of the engine and calculating the upshift point of the engine speed conversion.
In addition, before correcting the shift line of the engine according to the accelerator opening value and the target upshift point of the engine speed conversion, the method further comprises:
acquiring an initial upshift point of engine speed conversion;
and determining a target upshift point of the engine speed conversion according to the initial upshift point of the engine speed conversion and the correction coefficient and a preset MAP table.
The step of obtaining the target upshift point of the engine speed conversion may be represented by the formula (2):
Shift_Spd ＝ Shift_BaseSpd + K_ShiftLine ×Offset (2)
the shift_basespd refers to an initial upshift point of engine speed conversion, the Offset is a default value set in a preset MAP table, the shift_basespd refers to a correction coefficient, and the shift_spd refers to a target upshift point of engine speed conversion determined according to the initial upshift point of engine speed conversion, the correction coefficient and the preset MAP table, wherein the preset MAP table is set to 500rpm in general. As shown in fig. 6, the engine BSFC map gradually increases with an increase in accelerator opening (from 20% to 40% in accelerator opening, 60% in accelerator opening, 100% in accelerator opening), and the engine speed (X axis).
According to the embodiment of the application, the correction coefficient is set according to the relation between the residual electric quantity and the target residual electric quantity, so that the engine is prevented from working in a non-economic area, and three dimensions of the engine are adjusted according to the set correction coefficient and the information of the vehicle; the starting and stopping of the engine are controlled through the required power and the starting and stopping control line of the vehicle, the engine of the vehicle is prevented from working in a non-economic area, and the target working condition point torque of the engine is corrected according to the current residual electric quantity and the first target residual electric quantity so that the torque of the engine under the target working condition is optimal; and correcting a gear shift line of the engine according to the accelerator opening value and a target upshift point of engine speed conversion, and introducing correction coefficients from three dimensions of an engine start-stop, an engine working condition point and the engine gear shift line to optimize the energy consumption of the whole vehicle, so that the multi-dimensional energy management balance of the vehicle is realized.
Referring to fig. 3, fig. 3 is a flowchart illustrating steps of a method of energy management according to an exemplary embodiment.
Step 301, obtaining current vehicle information, wherein the vehicle information comprises the required power of the vehicle, the current residual electric quantity and the accelerator opening value.
The above step 301 refers to the discussion of the foregoing part of step 101, and the present application is not described herein in detail.
Step 302, a target operating point of the engine is determined.
The embodiment of the application optimizes the energy consumption of the whole vehicle by introducing correction coefficients in three dimensions, and the specific implementation process of start-stop control of the engine and correction of the gear shift line of the engine is described, and correction of the working condition point of the engine is described.
It should be noted that, the engine has a plurality of different operating points, including idle speed, small load, medium load, large load/full load, acceleration operating mode, idle speed operating mode, that is, no-load operating state of the engine, that is, the clutch is in the combined position, the gearbox is in the neutral position, and the small load operating mode, that is, the throttle opening is within 25%. Along with the increase of the quantity of the mixed gas entering the cylinder, the conditions of gasoline atomization and evaporation are improved, the dilution effect of the residual waste gas on the mixed gas is relatively weakened, and the mixed gas is slightly smaller than the mixed gas supplied under the idle working condition, but still is rich mixed gas, so that the stability of the small-load working condition of the gasoline engine is ensured, the middle-load working condition, namely the opening degree of a throttle valve is in the range of 25-85%, and the automobile engine works under the middle load for most of the time, and the mixed gas with economic concentration is supplied at the moment so as to ensure the better fuel economy of the engine. From small load to medium load, as the load increases, the throttle gradually opens to gradually dilute the mixture, and the throttle approaches or reaches a fully open position under heavy load or full load conditions. The engine is required to send out the maximum power to overcome larger external resistance or accelerate running, and the accelerating working condition is mainly that the automobile is used for improving the running speed in a short time, so that the output power of the engine is increased in the process, and the concentration of the mixed gas is changed quickly.
Because the engine speed is in the economy zone at the target operating point, the target operating point may be a medium load operating condition.
Step 303, determining the rotating speed economic zone range of the engine according to the target operating point of the engine.
After the target working condition point of the engine is determined, the rotating speed economic region range of the engine is determined according to the target working condition point, and meanwhile, the X-axis region of the target working condition point in the BSFC map of the engine is also determined.
And step 304, looking up a target torque range of a target working condition point of the calibrated engine according to the rotating speed economic region range.
According to the embodiment of the application, the target torque range of the target working condition point of the engine is calibrated according to the range lookup table of the rotating speed economic zone, and the target working condition point of the engine is limited in the LPSS_2 zone by way of example, the torque dimension Y-axis in the zone can be calibrated by looking up table, and referring to the table 3, the table 3 is the target torque range of the target working condition point of the engine under different rotating speeds, wherein Y_2_0 is the lowest driving torque of the target working condition point, Y_2_1 is the highest driving torque of the target working condition point, and the unit is Nm.
Table 3: target torque range at different speeds for target operating point of engine
| Engine speed | 1500 | 2000 | 2500 | 3000 | 4000 |
| Y_2_0 | 60 | 80 | 100 | 100 | 100 |
| Y_2_1 | 90 | 110 | 250 | 250 | 250 |
And 305, determining an energy consumption interval corresponding to a target working condition point of the engine according to the target torque range and the rotating speed economic zone range.
According to the embodiment of the application, a rotating speed economic zone is determined according to the working condition point of the engine, then the torque range of the engine is calibrated according to the rotating speed zone defined by the rotating speed economic zone, then the energy consumption zone corresponding to the target working condition point is determined according to the rotating speed economic zone range (X axis) and the target torque range (Y axis), the zone can be marked in the BSFC map of the engine, as shown in figure 7, Y_2_0 represents the lowest driving torque of the target working condition point, Y_2_1 represents the highest driving torque of the target working condition point, and LPSS_2 represents the energy consumption zone corresponding to the target working condition point.
Step 306, controlling the start and stop of the engine through the required power and the start and stop control line of the vehicle; correcting the target working condition point torque of the engine according to the current residual electric quantity and the first target residual electric quantity; and correcting a gear shift line of the engine according to the accelerator opening value and a target upshift point of engine speed conversion, so as to realize multidimensional energy management balance of the vehicle.
Step 306 is discussed above with reference to the foregoing part of step 102, and the present application is not described herein in detail.
In addition, since the three dimensions are all input by taking the remaining capacity of the target battery, after the energy consumption interval is calculated, the engine torque of the target operating point is corrected according to the relationship between the current remaining capacity and the first target remaining capacity, so that the engine torque is in a proper range, and specifically, the step of correcting the target operating point torque of the engine according to the current remaining capacity and the first target remaining capacity includes:
under the condition that the current residual electric quantity is smaller than the first target residual electric quantity, correcting the target working condition point torque of the engine according to the lowest torque, the highest torque and the correction coefficient of the target torque range in the energy consumption interval;
and under the condition that the current residual electric quantity is determined to be larger than the first target residual electric quantity, correcting the target working condition point torque of the engine according to the lowest torque of the target torque range in the energy consumption interval.
It should be noted that, when the current remaining power is determined to be less than the first target remaining power, the process of obtaining the target operating point torque of the engine according to the minimum torque, the maximum torque and the correction coefficient of the target torque range in the energy consumption interval may be represented by the formula (3):
EngineTrq ＝ Y_2_0 + (Y_2_1 - Y_2_0) X K_LPSS (3)
wherein Y_2_0 refers to the lowest torque of the target torque range in the energy consumption interval, Y_2_1 refers to the highest torque of the target torque range in the energy consumption interval, K_LPSS refers to the correction coefficient, engineTrq refers to the lowest torque of the target torque range in the energy consumption interval, the highest torque and the correction coefficient are the target operating point torque of the engine, and the torque range of the target operating point of the corrected engine is between the lowest torque and the highest torque of the target torque range because the correction coefficient ranges from [ 0 to 1 ].
In addition, when the series working condition and coverage extended range control are faced, the method for controlling the start and stop of the engine of the automobile and the method for correcting the torque of the target working condition point of the engine can be used, so that energy management balance is maintained, and the engine speed and the target power generation power are required to be acquired. The influence of external environmental factors may also be considered when setting the correction factors, wherein the external environmental factors include, but are not limited to: the gradient, the ambient temperature and the altitude are needed to delay the gear shifting time when the gradient is higher or the altitude is higher, so that the correction coefficient of the target upshift point of the engine rotation speed conversion is adaptively modified according to the information, when the ambient temperature is higher or lower, the equipment such as an air conditioner and the like is needed to be started in the vehicle, the charging power is increased, and at the moment, the correction coefficient for calculating the engine start-stop control line is adaptively modified.
On the basis of the embodiment, the embodiment of the application also provides an energy management device.
Referring to fig. 8, fig. 8 is a block diagram of an energy management device according to an exemplary embodiment, which may include the following modules in particular:
the first obtaining module 401 is configured to obtain current vehicle information, where the vehicle information includes a required power of a vehicle, a current remaining power, and an accelerator opening value.
The first correction module 402 is configured to control start and stop of the engine through a power demand and start and stop control line of the vehicle.
And correcting the target working condition point torque of the engine according to the current residual electric quantity and the first target residual electric quantity.
And correcting a gear shift line of the engine according to the accelerator opening value and a target upshift point of engine speed conversion, so as to realize multidimensional energy management balance of the vehicle.
Further, the energy management device further includes:
and the second acquisition module is used for acquiring the battery energy management level.
And the third acquisition module is used for acquiring a plurality of first difference values of a plurality of different residual electric quantities and a second target residual electric quantity.
And the setting module is used for setting a corresponding correction coefficient for each first difference value according to the battery energy management level.
And the fourth acquisition module is used for acquiring the lowest power and the highest power for starting the engine at different vehicle speeds.
The first generation module is used for generating a lowest power line and a highest power line for starting the engine according to the lowest power and the highest power.
The first determining module is used for determining the start-stop control line according to the lowest power line, the highest power line and the correction coefficient.
Further, the first correction module 402 further includes:
and the first control sub-module is used for controlling the engine to start under the condition that the required power is determined to be larger than the start-stop control line.
And the second control sub-module is used for controlling the engine to stop starting under the condition that the required power is smaller than the start-stop control line so as to enable the vehicle to enter a pure electric driving mode.
Further, the energy management device further includes:
and the second determining module is used for determining a target working condition point of the engine.
And the third determining module is used for determining the rotating speed economic zone range of the engine according to the target operating point of the engine.
And the table lookup calibration module is used for table lookup calibration of a target torque range of a target working condition point of the engine according to the rotating speed economic region range.
And the fourth determining module is used for determining an energy consumption interval corresponding to a target working condition point of the engine according to the target torque range and the rotating speed economic region range.
Further, the first correction module 402 further includes:
and the first correction submodule is used for correcting the target working condition point torque of the engine according to the lowest torque, the highest torque and the correction coefficient of the target torque range in the energy consumption interval under the condition that the current residual electric quantity is smaller than the first target residual electric quantity.
And the second correction submodule is used for correcting the target working condition point torque of the engine according to the lowest torque of the target torque range in the energy consumption interval under the condition that the current residual electric quantity is determined to be larger than the first target residual electric quantity.
Further, the energy management device further includes:
and the fifth acquisition module is used for acquiring an initial upshift point of the engine speed conversion.
And a fifth determining module, configured to determine a target upshift point of the engine speed conversion according to the initial upshift point of the engine speed conversion, the correction coefficient and a preset MAP table.
The application provides an energy management method, an energy management device, electronic equipment and a vehicle, which comprise the following steps: acquiring current vehicle information, wherein the vehicle information comprises the required power of the vehicle, the current residual electric quantity and an accelerator opening value; the starting and stopping of the engine are controlled through the required power and the starting and stopping control line of the vehicle, the engine of the vehicle is prevented from working in a non-economic area, and the target working condition point torque of the engine is corrected according to the current residual electric quantity and the first target residual electric quantity so that the torque of the engine under the target working condition is optimal; and correcting a gear shift line of the engine according to the accelerator opening value and a target upshift point of engine speed conversion, and introducing correction coefficients from three dimensions of an engine start-stop, an engine working condition point and the engine gear shift line to optimize the energy consumption of the whole vehicle, so that the multi-dimensional energy management balance of the vehicle is realized.
The embodiment of the application also provides an electronic device, fig. 9 is a block diagram of the structure of the electronic device provided by the embodiment of the application, as shown in fig. 9, including a processor 501, a communication interface 502, a memory 503 and a communication bus 504, where the processor 501, the communication interface 502 and the memory 503 complete communication with each other through the communication bus 504,
a memory 503 for storing a computer program;
the processor 501 is configured to execute the program stored in the memory 503, and implement the following steps:
acquiring current vehicle information, wherein the vehicle information comprises the required power of a vehicle, the current residual electric quantity and an accelerator opening value;
controlling the start and stop of the engine through the required power and the start and stop control line of the vehicle;
correcting the target working condition point torque of the engine according to the current residual electric quantity and the first target residual electric quantity;
and correcting a gear shift line of the engine according to the accelerator opening value and a target upshift point of engine speed conversion, so as to realize multi-dimensional energy management balance of the vehicle.
Based on the same inventive concept, another embodiment of the present application provides a readable storage medium having stored thereon a computer program which, when executed by a processor, implements the steps of the energy management method according to any of the above embodiments of the present application.
Based on the same inventive concept, another embodiment of the present application provides a vehicle, which may specifically include: the energy management device described above.
For the device embodiments, since they are substantially similar to the method embodiments, the description is relatively simple, and reference is made to the description of the method embodiments for relevant points.
In this specification, each embodiment is described in a progressive manner, and each embodiment is mainly described by differences from other embodiments, and identical and similar parts between the embodiments are all enough to be referred to each other.
It will be apparent to those skilled in the art that embodiments of the present application may be provided as a method, apparatus, or computer program product. Accordingly, embodiments of 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, embodiments of the application may take the form of a computer program product on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) having computer-usable program code embodied therein.
Embodiments of the present application are described with reference to flowchart illustrations and/or block diagrams of methods, apparatus, and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations 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 terminal device to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal device, 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.
While preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. It is therefore intended that the following claims be interpreted as including the preferred embodiment and all such alterations and modifications as fall within the scope of the embodiments of the application.
Finally, it is further noted that relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or terminal 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 terminal. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article or terminal device comprising the element.
The foregoing has described in detail the method, apparatus, electronic device and vehicle for energy management, wherein specific examples are provided herein to illustrate the principles and embodiments of the present application, and the above examples are provided to assist in understanding the method and core idea of the present application; also, as will occur to those of ordinary skill in the art upon reading the teachings of the present application, the present specification should not be construed as limited to the embodiments and applications described herein.
Claims (10)
1. A method of energy management, the method comprising:
acquiring current vehicle information, wherein the vehicle information comprises the required power of a vehicle, the current residual electric quantity and an accelerator opening value;
controlling the start and stop of the engine through the required power and the start and stop control line of the vehicle;
correcting the target working condition point torque of the engine according to the current residual electric quantity and the first target residual electric quantity;
and correcting a gear shift line of the engine according to the accelerator opening value and a target upshift point of engine speed conversion, so as to realize multi-dimensional energy management balance of the vehicle.
2. The method of claim 1, wherein prior to the obtaining the current vehicle information, further comprising:
acquiring a battery energy management level;
acquiring a plurality of first difference values of a plurality of different residual electric quantities and a second target residual electric quantity;
and setting a corresponding correction coefficient for each first difference value according to the battery energy management level.
3. The method of claim 2, wherein prior to controlling start-stop of an engine via the vehicle's demanded power and start-stop control line, the method further comprises:
acquiring the lowest power and the highest power for starting the engine at different vehicle speeds;
generating a lowest power line and a highest power line for starting the engine according to the lowest power and the highest power;
and determining the start-stop control line according to the lowest power line, the highest power line and the correction coefficient.
4. The method of claim 1, wherein the controlling the start-stop of the engine via the vehicle demand power and start-stop control line comprises:
controlling engine start if it is determined that the required power is greater than the start-stop control line;
and under the condition that the required power is smaller than the start-stop control line, controlling the engine to stop starting so as to enable the vehicle to enter a pure electric driving mode.
5. The method of claim 1, wherein before correcting the target operating point torque of the engine based on the current residual capacity and the first target residual capacity, further comprising:
determining a target operating point of the engine;
determining the rotating speed economic zone range of the engine according to the target working condition point of the engine;
calibrating a target torque range of a target working point of the engine according to the rotation speed economic region range table lookup;
and determining an energy consumption interval corresponding to a target working condition point of the engine according to the target torque range and the rotating speed economic region range.
6. The method of claim 5, wherein correcting the target operating point torque of the engine based on the current residual capacity and the first target residual capacity comprises:
under the condition that the current residual electric quantity is smaller than the first target residual electric quantity, correcting the target working condition point torque of the engine according to the lowest torque, the highest torque and the correction coefficient of the target torque range in the energy consumption interval;
and under the condition that the current residual electric quantity is determined to be larger than the first target residual electric quantity, correcting the target working condition point torque of the engine according to the lowest torque of the target torque range in the energy consumption interval.
7. The method according to claim 2, wherein before the correction of the shift line of the engine according to the accelerator opening value and the target upshift point of the engine speed conversion, further comprising:
acquiring an initial upshift point of engine speed conversion;
and determining a target upshift point of the engine speed conversion according to the initial upshift point of the engine speed conversion and the correction coefficient and a preset MAP table.
8. An energy management device, the device comprising:
the first acquisition module is used for acquiring current vehicle information, wherein the vehicle information comprises the required power of the vehicle, the current residual electric quantity and an accelerator opening value;
the first correction module is used for controlling the start and stop of the engine through the required power and the start and stop control line of the vehicle;
correcting the target working condition point torque of the engine according to the current residual electric quantity and the first target residual electric quantity;
and correcting a gear shift line of the engine according to the accelerator opening value and a target upshift point of engine speed conversion, so as to realize multi-dimensional energy management balance of the vehicle.
9. The electronic equipment is characterized by comprising a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory are communicated with each other through the communication bus;
a memory for storing a computer program;
a processor for carrying out the method steps of any one of claims 1-7 when executing a program stored on a memory.
10. A vehicle, characterized by comprising: the energy management device of claim 8.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202310724866.6A CN116658323A (en) | 2023-06-16 | 2023-06-16 | Energy management method and device, electronic equipment and vehicle |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202310724866.6A CN116658323A (en) | 2023-06-16 | 2023-06-16 | Energy management method and device, electronic equipment and vehicle |
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| CN116658323A true CN116658323A (en) | 2023-08-29 |
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