CN115675177A - Battery electric quantity management system, method and device of hybrid electric vehicle - Google Patents
Battery electric quantity management system, method and device of hybrid electric vehicle Download PDFInfo
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Abstract
The application relates to a battery electric quantity management system, a method and a device of a hybrid electric vehicle, wherein the method comprises the following steps: the device comprises a data acquisition module, an energy prediction module, a power calculation module, an SOC variation calculation module and a target electric quantity value determination module. The data acquisition module acquires the driving information of the vehicle; the energy prediction module predicts the recoverable energy of the vehicle according to the driving information; the power calculation module calculates feedback power of the power battery according to the recoverable energy and obtains feedback target charging power according to the feedback power and the allowable charging power of the battery; the SOC variation calculation module calculates the variation of the SOC according to the target charging power; the target electric quantity value determination module is used for acquiring a target electric quantity value of oil power generation of the vehicle according to the SOC balance point of the battery, the current SOC and the variation of the SOC transmitted by the SOC variation calculation module.
Description
Technical Field
The application relates to the technical field of hybrid electric vehicle batteries, in particular to a battery power management system of a hybrid electric vehicle, a battery power management method of a hybrid electric vehicle and a battery power management device of a hybrid electric vehicle.
Background
The battery State of Charge (SOC) of a power battery is very important for energy management of a hybrid vehicle, and the SOC of the power battery is a State of Charge and mainly reflects the remaining capacity of the battery, and is numerically defined as a ratio of the remaining capacity to the battery capacity. When the battery electric quantity of the current hybrid electric vehicle is lower than a certain value, the running power generation function can be added, the vehicle controller can transmit a power generation instruction and a target power generation position (namely an SOC balance point) to the power generation device, and the power generation is stopped when the engine drives the power generation device to generate power to the target position.
However, the skilled person has found that the above described power generation process leads to increased fuel consumption. For example, during driving, the vehicle must generate electricity to the target electricity generation position to stop generating electricity, at this time, if the vehicle decelerates and stops, the electric drive system recovers energy, mechanical energy is converted into electric energy from the wheel end through the electric drive system, and the electric energy is charged into the battery, so that the SOC rises and exceeds the target electricity generation position, and then the electric quantity is increased after the working condition is finished, and the increased electric quantity is generated by increasing consumed fuel, so that the fuel consumption is increased.
Disclosure of Invention
In view of the above-mentioned deficiencies of the prior art, the present application aims to provide a battery power management system for a hybrid vehicle, which aims to achieve condition electrical balance by dynamically controlling a target power generation position (SOC balance point) during vehicle driving power generation, and avoid the problem of power balance caused by oil power generation.
A battery charge management system for a hybrid vehicle, comprising: the system comprises a data acquisition module, an energy prediction module, a power calculation module, an SOC variation calculation module and a target electric quantity value determination module, wherein: the data acquisition module is used for acquiring running information of a vehicle and transmitting the running information to the energy prediction module, wherein the running information comprises at least one of the speed of the vehicle and the gradient information of the position of the vehicle; the energy prediction module is used for predicting recoverable energy of the vehicle according to the running information and transmitting the recoverable energy to the power calculation module; the power calculation module is used for calculating feedback power of the power battery according to the recoverable energy, obtaining feedback target charging power according to the feedback power and the allowable charging power of the battery, and transmitting the target charging power to the SOC variation calculation module; the SOC variation calculation module is used for calculating the variation of the SOC according to the target charging power and transmitting the obtained variation of the SOC to the target electric quantity value determination module; the target electric quantity value determining module is used for acquiring a target electric quantity value of the oil power generation of the vehicle according to the SOC balance point of the battery, the current SOC and the variation of the SOC transmitted by the SOC variation calculating module. In the battery electric quantity management system of the hybrid electric vehicle, the working condition electric balance is realized by dynamically controlling the target power generation position in the vehicle driving power generation process, so that the electric quantity balance caused by avoiding oil power generation is avoided, and the effects of reducing oil consumption and adjusting the electric balance are achieved.
Optionally, the recoverable energy includes a kinetic energy variation and a potential energy variation, the kinetic energy variation is a difference between the kinetic energy at the current time and the kinetic energy at a preset time point, the potential energy variation is a difference between the kinetic energy at the current time and the potential energy at the preset time point, and the preset time point is a next time when the current time passes through a preset time period.
Optionally, the feedback power is obtained by differentiating the kinetic energy variation and the potential energy variation with respect to the preset time period.
Optionally, the power calculating module further includes a battery allowable charging power calculating unit, and the SOC variation calculating module calculates a variation of the SOC according to the target charging power, including: integrating the target charging power and the preset time period to obtain energy in the preset time period; multiplying the obtained energy by the conversion efficiency of the three-in-one electric drive assembly to obtain the energy charged into the battery; and dividing the obtained energy charged into the battery by the total capacity of the battery to obtain the variation of the SOC.
Optionally, the power calculating module includes a feedback power calculating unit, a power comparing unit and a battery allowable charging power calculating unit, wherein the feedback power calculating unit is configured to calculate feedback power of the power battery according to the recoverable energy and transmit the feedback power to the power comparing unit, the battery allowable charging power calculating unit is configured to calculate the battery allowable charging power according to the current electric quantity and temperature of the battery and transmit the battery allowable charging power to the power comparing unit, and the power comparing unit is configured to obtain the target charging power by comparing the battery allowable charging power with the feedback power and transmit the target charging power to the SOC variation calculating module.
Optionally, the target charging power is obtained by multiplying the feedback power by the conversion efficiency of the three-in-one electric driving assembly and then calculating a small value compared with the allowable charging power of the battery; and the target electric quantity value of the oil power generation of the vehicle is obtained by subtracting the current SOC from the SOC balance point and then subtracting the variation of the SOC.
According to the battery electric quantity management system of the hybrid electric vehicle, the target electric quantity value of the oil power generation of the vehicle can be dynamically controlled, so that the working condition electric balance is realized, the oil power generation is avoided, the electric quantity is balanced, the effects of reducing oil consumption and adjusting the electric balance are achieved, and a user can obtain better experience.
Based on the same inventive concept, the present application further provides a battery power management method for a hybrid electric vehicle, which is executed by the battery power management system for the hybrid electric vehicle, and includes: acquiring running information of a vehicle, wherein the running information comprises at least one of the speed of the vehicle and gradient information of the position of the vehicle; predicting recoverable energy of the vehicle from the driving information; calculating feedback power of the power battery according to the recoverable energy, and obtaining feedback target charging power according to the feedback power and the allowable charging power of the battery; calculating the variation of the SOC according to the target charging power; and acquiring a target electric quantity value of the oil power generation of the vehicle according to the SOC balance point of the battery, the current SOC and the variation of the SOC.
According to the method for managing the battery electric quantity of the hybrid electric vehicle, the working condition electric balance is realized by dynamically controlling the target power generation position in the running power generation process of the vehicle, so that the electric quantity balance caused by avoiding oil power generation is avoided, and the effects of reducing oil consumption and adjusting the electric balance are achieved.
Optionally, the calculating to obtain feedback power of the power battery according to the recoverable energy, and obtaining a feedback target charging power according to the feedback power and the allowable charging power of the battery includes: calculating corresponding feedback power according to the recoverable energy of the vehicle; calculating to obtain the allowable charging power of the battery according to the current electric quantity and the temperature of the battery; and obtaining target charging power by comparing the allowable charging power of the battery with the feedback power.
Optionally, the obtaining a target charging power by comparing the allowable charging power of the battery with the feedback power includes: multiplying the feedback power by the conversion efficiency of the three-in-one electric drive assembly to obtain a temporary power value; and comparing the temporary power value with the battery allowable charging power to take the smaller value of the temporary power value and the battery allowable charging power as the target charging power.
To sum up, the battery electric quantity management method of the hybrid electric vehicle can realize working condition electric balance by dynamically controlling the target electric quantity value of the oil consumption power generation of the vehicle, avoid the oil consumption power generation to balance the electric quantity, thereby reducing the oil consumption, adjusting the electric balance and ensuring that a user can obtain better experience.
Based on the same inventive concept, the present application further provides a battery power management device for a hybrid vehicle, which includes: the battery power management system comprises at least one processor and a memory, wherein the at least one processor executes computer execution instructions stored in the memory, and the at least one processor executes the battery power management method of the hybrid electric vehicle.
To sum up, the hybrid vehicle's of this application battery power management device through controlling dynamically the target electric quantity value of the power generation with oil of vehicle has realized operating mode electric balance, avoids the power generation with oil to make the electric quantity balanced to play the oil consumption reduction, adjust the effect of electric balance, make the user can obtain better experience.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.
Fig. 1 is a schematic structural diagram of a battery power management system of a hybrid electric vehicle according to an embodiment of the present disclosure;
FIG. 2 is a schematic diagram of a power calculation module of the battery power management system of the hybrid electric vehicle shown in FIG. 1;
fig. 3 is a schematic flowchart of a method for managing battery power of a hybrid electric vehicle according to an embodiment of the present disclosure;
FIG. 4 is a flowchart illustrating the sub-steps of step S330 shown in FIG. 3;
fig. 5 is a schematic diagram of a hardware structure of a battery power management apparatus of a hybrid electric vehicle according to an embodiment of the present application.
Detailed Description
To facilitate an understanding of the present application, the present application will now be described more fully with reference to the accompanying drawings. Preferred embodiments of the present application are given in the accompanying drawings. This application may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.
The following description of the various embodiments refers to the accompanying drawings, which are included to illustrate specific embodiments that can be implemented by the application. The numbering of the components as such, e.g., "first", "second", etc., is used herein only to distinguish the objects as described, and does not have any sequential or technical meaning. The term "connected" and "coupled" when used in this application, unless otherwise indicated, includes both direct and indirect connections (couplings). Directional phrases used in this application, such as, for example, "upper," "lower," "front," "rear," "left," "right," "inner," "outer," "side," and the like, refer only to the orientation of the appended drawings and are, therefore, used herein for better and clearer illustration and understanding of the application and are not intended to indicate or imply that the device or element so referred to must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered limiting of the application.
In the description of the present application, it should be noted that, unless otherwise explicitly stated or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as being fixedly connected, detachably connected, or integrally connected; may be a mechanical connection; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present application can be understood in a specific case by those of ordinary skill in the art. It should be noted that the terms "first", "second", and the like in the description and claims of the present application and in the drawings are used for distinguishing different objects and not for describing a particular order.
Furthermore, the terms "comprises," "comprising," "includes," "including," or "can include" when used in this application, specify the presence of stated features, operations, elements, and the like, and do not limit one or more other features, operations, elements, and the like. Furthermore, the terms "comprises" or "comprising" mean that there are corresponding features, numbers, steps, operations, elements, components or combinations thereof disclosed in the specification, but do not preclude the presence or addition of one or more other features, numbers, steps, operations, elements, components or combinations thereof, and are intended to cover non-exclusive inclusion. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein in the description of the present application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application.
The battery residual capacity (SOC) of the power battery is very important for energy management of the hybrid electric vehicle, and the SOC of the power battery is a State of Charge and mainly reflects the residual capacity of the battery, and is defined numerically as the ratio of the residual capacity to the battery capacity. When the battery electric quantity of the current hybrid electric vehicle is lower than a certain value, the running power generation function can be added, the vehicle controller can transmit a power generation instruction and a target power generation position (namely an SOC balance point) to the power generation device, and the power generation is stopped when the engine drives the power generation device to generate power to the target position. However, the skilled person has found that the above described power generation process results in increased fuel consumption. For example, during driving, the vehicle must generate electricity to the target electricity generation position to stop generating electricity, at this time, if the vehicle decelerates and stops, the electric drive system recovers energy, mechanical energy is converted into electric energy from the wheel end through the electric drive system, and the electric energy is charged into the battery, so that the SOC rises and exceeds the target electricity generation position, and then the electric quantity is increased after the working condition is finished, and the increased electric quantity is generated by increasing consumed fuel, so that the fuel consumption is increased. Therefore, how to realize the working condition electric balance by dynamically controlling the target power generation position in the running power generation process of the vehicle, thereby avoiding the electric quantity balance caused by oil power generation, and becoming the problem that technical personnel urgently need to solve.
The present application hopes to provide a scheme capable of solving the above technical problem, which can realize working condition electric balance by dynamically controlling a target power generation position (SOC balance point) in a vehicle driving power generation process, and avoid balancing electric quantity by oil power generation. The details of which will be set forth in the examples that follow. The scheme of the application elaborates a battery power management system of a hybrid electric vehicle, and a related specific method and device.
Please refer to fig. 1, which is a schematic structural diagram of a battery power management system of a hybrid electric vehicle according to an embodiment of the present disclosure. As shown in fig. 1, the present application provides a battery power management system 100 for a hybrid vehicle, which includes a data collection module 110, an energy prediction module 120, a power calculation module 130, an SOC variation calculation module 140, and a target power value determination module 150. The data acquisition module 110, the energy prediction module 120, the power calculation module 130, the SOC variation calculation module 140, and the target electric quantity value determination module 150 are electrically connected in sequence.
In the embodiment of the present application, the data collection module 110 is configured to collect the running speed of the vehicle and the gradient of the location of the vehicle in real time, so as to obtain the corresponding running information of the vehicle in real time, and transmit the running information to the energy prediction module 120. Wherein the travel information includes at least one of a vehicle speed of the vehicle and gradient information of a location where the vehicle is located.
The energy prediction module 120 is configured to predict the recoverable energy of the vehicle according to the driving information corresponding to the vehicle transmitted by the data collection module 110, and transmit the recoverable energy of the vehicle to the power calculation module 130. The recoverable energy comprises a kinetic energy variation and a potential energy variation, the kinetic energy variation is the difference between the kinetic energy at the current moment and the kinetic energy at a preset time point, the potential energy variation is the difference between the kinetic energy at the current moment and the potential energy at the preset time point, and the preset time point is the next moment when the current moment passes through a preset time period.
In the embodiment of the application, the prediction of the vehicle speed and the potential energy at the next moment is based on a Back Propagation (BP) neural network method, model training is performed on the data of the vehicle which has already run in the front section time of the vehicle type, the model is input into the vehicle speed and the gradient at the moment, and the model is output into the vehicle speed and the gradient at the next moment; and substituting the vehicle speed and the gradient at the moment into the model to predict the vehicle speed and the gradient at the next moment so as to obtain the variable quantity of the kinetic energy and the potential energy.
It is understood that, in the embodiment of the present application, the vehicle speed of the vehicle represents the kinetic energy Ep of the vehicle, wherein the kinetic energy Ep is calculated by the formula: ep =1/2 × m × v 2 When the vehicle is decelerated for energy recovery, the greater the speed, the more energy can be recovered. The gradient of the position of the vehicle represents potential energy Eg of the vehicle, wherein the potential energy Eg is calculated by the following formula: eg = m g h.
The power calculating module 130 is configured to calculate a corresponding feedback power P1 according to the recoverable energy of the vehicle transmitted by the energy predicting module 120, calculate a battery allowable charging power Pbatt according to the current electric quantity and the temperature of the battery, obtain a target charging power P2 by comparing the battery allowable charging power Pbatt with the feedback power P1, and transmit the obtained target charging power P2 to the SOC variation calculating module 140. Specifically, the power calculating module 130 calculates the recoverable energy transmitted by the energy predicting module 120 to obtain corresponding feedback power P1, obtains the allowable charging power Pbatt of the battery by a two-dimensional table look-up method according to the current electric quantity and temperature of the battery, multiplies the feedback power P1 by the conversion efficiency eff _ edge of the three-in-one electric driving assembly, compares the multiplied feedback power with the allowable charging power Pbatt of the battery, and then obtains a smaller value of the two values as a target charging power P2, and transmits the calculated target charging power P2 to the SOC variation calculating module 140. In the embodiment of the present application, the three-in-one electric drive assembly may refer to three-in-one electric drive assembly (motor, motor controller, speed reducer), for example, a controller specially developed for a new energy bus, a hybrid electric vehicle, and the like.
The SOC variation calculation module 140 is configured to calculate a variation (Delta State Of Charge, δ SOC) Of the SOC according to the target charging power P2 transmitted by the power calculation module 130, and transmit the obtained variation (δ SOC) Of the SOC to the target electric quantity value determination module 150. The SOC variation calculation module 140 calculates the variation of the SOC according to the target charging power, and includes: integrating the target charging power and the preset time period to obtain energy in the preset time period; multiplying the obtained energy by the conversion efficiency of the three-in-one electric drive assembly to obtain the energy charged into the battery; and dividing the obtained energy charged into the battery by the total capacity of the battery to obtain the variation of the SOC.
The target electric quantity value determination module 150 is configured to obtain a target electric quantity value of the oil power generation of the vehicle according to the SOC balance point of the battery, the current SOC, and the δ SOC transmitted by the SOC variation calculation module 140. Specifically, the target electric quantity value determining module 150 receives the SOC variation (i.e., δ SOC) transmitted by the SOC variation calculating module 140, and subtracts the current SOC of the battery from the SOC balance point of the battery and then subtracts the δ SOC transmitted by the SOC variation calculating module 140, so as to obtain the target electric quantity value for the oil power generation of the vehicle. That is, the target quantity value of the vehicle for generating electricity by using oil is obtained by subtracting the current SOC from the SOC balance point and then subtracting the variation of the SOC.
In order to better understand the operation of the battery power management system 100 of the hybrid vehicle of the present application, the following description is given by way of example. For example, the present SOC of the battery is 50%, the vehicle speed is 100km/h, the vehicle speed is expected to decelerate to 60km/h, at which the kinetic energy change Ek (kwh) =1/2 × m = [ (100/3.6) 2- (60/3.6) 2]/3600000, and the gradient is 4 degrees downhill, at which the potential energy change Ep (kwh) = m = g = 0.04//3600000, (Ep + Ek) is differentiated with respect to time to obtain a feedback power P1, and the battery capacity Eb =10 (kwh), and the charging power of the battery is a function of the present electric quantity and temperature, and specifically, the allowable charging power Pbatt of the battery is obtained by a two-dimensional look-up table, and the smaller value of the feedback power P1 multiplied by the conversion efficiency eff _ edrive of the electric drive assembly is compared with the allowable charging power Pbatt of the battery is taken as the target charging power P2, and the target charging power P2 is obtained, and the three-in-one SOC δ is integrated with the target charging power P2/10%. Therefore, the target electric quantity value of the oil power generation can be determined by using the difference value of subtracting the current SOC from the SOC balance point of the battery and subtracting the delta SOC, so that the electric quantity balance capability can be reasonably controlled, and the oil consumption is reduced.
It should be understood that the data or parameters listed in the above embodiments are only for the purpose of illustrating and describing the operation process of the battery power management system 100 of the hybrid vehicle in order to better and more clearly illustrate and understand the present application, the application of the present application is not limited to the above examples, but rather should not be construed as limiting the present application, and it will be apparent to those skilled in the art that modifications and variations can be made in the light of the above description, and all such modifications and variations should fall within the scope of the appended claims of the present application.
In the embodiment of the present application, the battery power management system 100 of the hybrid electric vehicle of the present application can realize the operating condition power balance by dynamically controlling the target power generation position (SOC balance point) in the vehicle driving power generation process, thereby avoiding the oil power generation to balance the power, and playing the role of reducing the oil consumption and adjusting the power balance.
Please refer to fig. 2, which is a schematic structural diagram of the power calculating module 130 of the battery power management system 100 of the hybrid electric vehicle shown in fig. 1. As shown in fig. 2, the power calculation module 130 includes a feedback power calculation unit 131, a battery allowable charging power calculation unit 132, and a power comparison unit 133. The feedback power calculating unit 131 and the battery allowable charging power calculating unit 132 are electrically connected to the power comparing unit 133.
In this embodiment, the feedback power calculating unit 131 is configured to calculate a feedback power P1 of the power battery according to the recoverable energy, and transmit the feedback power P1 to the power comparing unit 133. And the feedback power is obtained by differentiating the kinetic energy variable quantity and the potential energy variable quantity on the preset time period.
The battery allowable charging power calculating unit 132 is configured to calculate a battery allowable charging power Pbatt according to the current power and temperature of the battery, and transmit the battery allowable charging power Pbatt to the power comparing unit 133. Specifically, the battery allowable charging power calculating unit 132 obtains the battery allowable charging power Pbatt through a two-dimensional table look-up according to the current electric quantity and temperature of the battery.
The power comparing unit 133 is configured to obtain a target charging power P2 by comparing the battery allowable charging power Pbatt with the feedback power P1, and transmit the obtained target charging power P2 to the SOC variation calculating module 140. Specifically, the power comparing unit 133 multiplies the feedback power P1 by the conversion efficiency eff _ edge of the three-in-one electric drive assembly, compares the multiplied feedback power with the allowable battery charging power Pbatt, and then takes the smaller value of the multiplied feedback power and the allowable battery charging power as a target charging power P2, and transmits the calculated target charging power P2 to the SOC variation calculating module 140.
Please refer to fig. 3, which is a flowchart illustrating a method for managing battery power of a hybrid electric vehicle according to an embodiment of the present application. The method for managing battery power of a hybrid electric vehicle shown in fig. 3 is applied to the battery power management system of the hybrid electric vehicle shown in fig. 1-2, and is used for dynamically controlling the target power generation position during the vehicle driving process to achieve operating condition power balance, thereby avoiding power balance caused by oil power generation, and achieving the effects of reducing oil consumption and adjusting power balance. The method for managing the amount of battery charge of the hybrid vehicle according to the embodiment of the present invention is not limited to the steps and the sequence in the flowchart shown in fig. 3. Steps in the illustrated flowcharts may be added, removed, or changed in order according to various needs. In the embodiment of the application, the battery power management method of the hybrid electric vehicle comprises the following steps:
step S310, acquiring running information of a vehicle, wherein the running information comprises at least one of the speed of the vehicle and gradient information of the position of the vehicle.
Specifically, in this embodiment, the data collection module 110 collects the running speed of the vehicle and the gradient of the location of the vehicle in real time to obtain the corresponding running information of the vehicle, and transmits the running information to the energy prediction module 120. Wherein the travel information includes at least one of a vehicle speed of the vehicle and gradient information of a location where the vehicle is located.
And step S320, predicting the recoverable energy of the vehicle according to the running information.
Specifically, in this embodiment, the energy prediction module 120 calculates the recoverable energy of the vehicle according to the driving information corresponding to the vehicle transmitted by the data collection module 110, and transmits the calculated recoverable energy of the vehicle to the power calculation module 130. The recoverable energy comprises kinetic energy variation and potential energy variation, the kinetic energy variation is the difference between the kinetic energy at the current moment and the kinetic energy at a preset time point, the potential energy variation is the difference between the kinetic energy at the current moment and the potential energy at the preset time point, and the preset time point is the next moment when the current moment passes through a preset time period.
In the embodiment of the application, the prediction of the vehicle speed and the potential energy at the next moment is based on a Back Propagation (BP) neural network method, model training is performed on the data of the vehicle which has already run in the front section time of the vehicle type, the model is input into the vehicle speed and the gradient at the moment, and the model is output into the vehicle speed and the gradient at the next moment; and substituting the vehicle speed and the gradient at the moment into the model to predict the vehicle speed and the gradient at the next moment so as to obtain the variable quantity of the kinetic energy and the potential energy.
It is understood that, in the embodiment of the present application, the vehicle speed of the vehicle represents the kinetic energy Ep of the vehicle, wherein the kinetic energy Ep is calculated by the formula: ep =1/2 m v 2 When the vehicle is decelerated for energy recovery, the greater the speed, the more energy can be recovered. The gradient of the position of the vehicle represents potential energy Eg of the vehicle, wherein the potential energy Eg is calculated by the following formula: eg = m g h.
Step S330, calculating the feedback power of the power battery according to the recoverable energy, and obtaining the feedback target charging power according to the feedback power and the allowable charging power of the battery.
Specifically, in this embodiment, the power calculating module 130 calculates a corresponding feedback power P1 according to the recoverable energy of the vehicle transmitted by the energy predicting module 120, calculates a battery allowable charging power Pbatt according to the current electric quantity and the temperature of the battery, obtains a target charging power P2 by comparing the battery allowable charging power Pbatt with the feedback power P1, and transmits the obtained target charging power P2 to the SOC variation calculating module 140. Specifically, the power calculation module 130 calculates the recoverable energy transmitted by the energy prediction module 120 to obtain a corresponding feedback power P1, obtains the allowed charging power Pbatt of the battery by a two-dimensional table look-up method according to the current electric quantity and temperature of the battery, multiplies the feedback power P1 by the conversion efficiency eff _ edge of the three-in-one electric drive assembly, compares the multiplied feedback power with the allowed charging power Pbatt of the battery, and then obtains a smaller value of the two as a target charging power P2, and transmits the calculated target charging power P2 to the SOC variation calculation module 140. In the embodiment of the present application, the three-in-one electric drive assembly may refer to three-in-one electric drive assembly (motor, motor controller, speed reducer), for example, a controller specially developed for a new energy bus, a hybrid electric vehicle, and the like.
And step S340, calculating the variation of the SOC according to the target charging power.
Specifically, in this embodiment, the SOC variation calculation module 140 calculates a variation Of SOC (Delta State Of Charge, δ SOC) according to the target charging power P2 transmitted by the power calculation module 130, and transmits the obtained variation Of SOC (that is, δ SOC) to the target power value determination module 150. Wherein the calculating the variation of the SOC according to the target charging power includes: integrating the target charging power and the preset time period to obtain energy in the preset time period; multiplying the obtained energy by the conversion efficiency of the three-in-one electric drive assembly to obtain the energy charged into the battery; and dividing the obtained energy charged into the battery by the total capacity of the battery to obtain the variation of the SOC.
And step S350, acquiring a target electric quantity value of the oil power generation of the vehicle according to the SOC balance point of the battery, the current SOC and the variation of the SOC.
Specifically, in the present embodiment, the target electric quantity value determination module 150 obtains the target electric quantity value for the oil power generation of the vehicle from the SOC balance point of the battery, the current SOC, and the δ SOC transmitted by the SOC variation calculation module 140. Specifically, the target electric quantity value determining module 150 receives the SOC variation (i.e., δ SOC) transmitted from the SOC variation calculating module 140, and subtracts the current SOC of the battery from the SOC balance point of the battery and then subtracts the δ SOC transmitted from the SOC variation calculating module 140, so as to obtain the target electric quantity value for the oil-used power generation of the vehicle. That is, the target electric quantity value of the vehicle for generating electricity by using oil is obtained by subtracting the current SOC from the SOC balance point and then subtracting the variation of the SOC.
As shown in fig. 4, in this embodiment, the step S330 "calculating the feedback power of the power battery according to the recoverable energy, and obtaining the feedback target charging power according to the feedback power and the allowable charging power of the battery" in fig. 3 at least includes the following steps:
step S331, calculating corresponding feedback power according to the recoverable energy of the vehicle;
specifically, in this embodiment, the feedback power calculating unit 131 calculates the feedback power P1 of the power battery according to the recoverable energy, and transmits the feedback power P1 to the power comparing unit 133. And the feedback power is obtained by differentiating the kinetic energy variation and the potential energy variation for the preset time period.
Step S332, calculating the allowable charging power of the battery according to the current electric quantity and the temperature of the battery;
specifically, in the present embodiment, the battery allowable charging power calculation unit 132 calculates a battery allowable charging power Pbatt according to the current charge and temperature of the battery, and transmits the battery allowable charging power Pbatt to the power comparison unit 133. Specifically, the battery allowable charging power calculation unit 132 obtains the battery allowable charging power Pbatt through a two-dimensional table look-up manner according to the current electric quantity and temperature of the battery.
Step S333, obtaining target charging power by comparing the allowed charging power of the battery with the feedback power;
specifically, in this embodiment, the power comparing unit 133 obtains a target charging power P2 by comparing the battery allowable charging power Pbatt with the feedback power P1, and transmits the obtained target charging power P2 to the SOC variation calculating module 140. Specifically, the power comparing unit 133 multiplies the feedback power P1 by the conversion efficiency eff _ edge of the three-in-one electric drive assembly, compares the multiplied feedback power with the allowable battery charging power Pbatt, and then takes the smaller value of the multiplied feedback power and the allowable battery charging power as a target charging power P2, and transmits the calculated target charging power P2 to the SOC variation calculating module 140.
In this embodiment, the step S333 of obtaining the target charging power by comparing the allowed charging power of the battery with the feedback power may include:
multiplying the feedback power by the conversion efficiency of the three-in-one electric drive assembly to obtain a temporary power value;
and comparing the temporary power value with the battery allowable charging power to take the smaller value of the temporary power value and the battery allowable charging power as the target charging power.
To sum up, the hybrid electric vehicle's of this application battery electric quantity management method can be through controlling dynamically the target electric quantity value of the oil power generation of vehicle has realized operating mode electric balance, avoids oil power generation to make the electric quantity balanced to play the effect that reduces oil consumption, adjust electric balance, make the user can obtain better experience.
Please refer to fig. 5, which is a schematic diagram of a hardware structure of a battery power management apparatus of a hybrid electric vehicle according to an embodiment of the present application. As shown in fig. 5, a battery charge management apparatus 200 of a hybrid electric vehicle according to an embodiment of the present disclosure includes at least one processor 201 and a memory 202. The battery power management apparatus 200 of the hybrid vehicle further includes at least one bus 203. Wherein, at least one of the processor 201 and the memory 202 are electrically connected through the bus 203. The battery charge management device 200 of the hybrid vehicle may be a computer or a processor, and the present application is not limited thereto.
The battery charge management apparatus 200 of the hybrid vehicle may further include a battery charge management system of the hybrid vehicle as in the embodiments shown in fig. 1 to 2. In a specific implementation process, the at least one processor 201 executes computer-executable instructions stored in the memory 202, so that the at least one processor 201 executes a battery charge management method of a hybrid electric vehicle according to the embodiment shown in fig. 3 to 4 through the battery charge management system of the hybrid electric vehicle.
For a specific implementation process of the processor 201 provided in the embodiment of the present application, reference may be made to the embodiment of the method for managing battery power of a hybrid electric vehicle in the embodiments described in fig. 3 to fig. 4, which has similar implementation principles and technical effects, and details are not repeated here.
It is understood that the Processor 201 may be a Central Processing Unit (CPU), other general purpose processors, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), etc. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like. The steps of a method provided in connection with the present application may be embodied directly in a hardware processor, or in a combination of the hardware and software modules included in the processor.
The Memory 202 may be a Random Access Memory (RAM) or a Non-Volatile Memory (NVM).
The bus 203 may be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, an Extended ISA (enhanced Industry Standard Architecture) bus, or the like. For ease of illustration, the bus 203 in the figures of the present application is not limited to only one bus or one type of bus.
The flow chart described in the present invention is only an example, and various modifications can be made to the chart or the steps in the present invention without departing from the spirit of the present invention. For instance, the steps may be performed in a differing order, or steps may be added, deleted or modified. It will be understood by those skilled in the art that all or a portion of the above-described embodiments may be practiced and equivalents thereof may be resorted to as falling within the scope of the invention as claimed.
It should be understood that the application of the present application is not limited to the above examples, and that modifications or changes may be made by those skilled in the art based on the above description, and all such modifications and changes are intended to fall within the scope of the appended claims.
Claims (10)
1. A battery power management system for a hybrid vehicle, comprising: data acquisition module, energy prediction module, power calculation module, SOC variation calculation module and target electric quantity value determine module, wherein:
the data acquisition module is used for acquiring running information of a vehicle and transmitting the running information to the energy prediction module, wherein the running information comprises at least one of the speed of the vehicle and the gradient information of the position of the vehicle;
the energy prediction module is used for predicting recoverable energy of the vehicle according to the running information and transmitting the recoverable energy to the power calculation module;
the power calculation module is used for calculating feedback power of the power battery according to the recoverable energy, obtaining feedback target charging power according to the feedback power and the allowable charging power of the battery, and transmitting the target charging power to the SOC variation calculation module;
the SOC variation calculation module is used for calculating the variation of the SOC according to the target charging power and transmitting the obtained variation of the SOC to the target electric quantity value determination module;
the target electric quantity value determining module is used for acquiring a target electric quantity value of the oil power generation of the vehicle according to the SOC balance point of the battery, the current SOC and the variation of the SOC transmitted by the SOC variation calculating module.
2. The battery power management system of claim 1, wherein the recoverable energy comprises a kinetic energy change amount and a potential energy change amount, the kinetic energy change amount is a difference between kinetic energy at a current time and kinetic energy at a preset time point, the potential energy change amount is a difference between kinetic energy at the current time and potential energy at the preset time point, and the preset time point is a next time point after a preset time period elapses from the current time point.
3. The battery power management system of claim 2, wherein the feedback power is obtained by differentiating the kinetic energy variation and the potential energy variation with respect to the predetermined time period.
4. The system for managing battery power according to claim 2, wherein the SOC variation calculating module calculates the variation of the SOC according to the target charging power, and comprises: integrating the target charging power and the preset time period to obtain energy in the preset time period; multiplying the obtained energy by the conversion efficiency of the three-in-one electric drive assembly to obtain the energy charged into the battery; and dividing the obtained energy charged into the battery by the total capacity of the battery to obtain the variation of the SOC.
5. The system for managing electric quantity of battery as claimed in claim 1, wherein the power calculating module comprises a feedback power calculating unit, a power comparing unit and a battery allowable charging power calculating unit, wherein the feedback power calculating unit is configured to calculate feedback power of a power battery according to the recoverable energy and transmit the feedback power to the power comparing unit, the battery allowable charging power calculating unit is configured to calculate allowable charging power of the battery according to the current electric quantity and temperature of the battery and transmit the allowable charging power of the battery to the power comparing unit, and the power comparing unit is configured to obtain the target charging power by comparing the allowable charging power of the battery with the feedback power and transmit the target charging power to the SOC variation calculating module.
6. The system for battery level management as set forth in any of claims 1-5, wherein said target charging power is calculated by multiplying said feedback power by a conversion efficiency of a three-in-one electric drive assembly and then calculating a smaller value than said battery allowable charging power;
and the target electric quantity value of the oil power generation of the vehicle is obtained by subtracting the current SOC from the SOC balance point and then subtracting the variation of the SOC.
7. A battery charge management method of a hybrid vehicle, which is executed by the battery charge management system of the hybrid vehicle according to any one of claims 1 to 6, wherein the battery charge management method comprises:
acquiring running information of a vehicle, wherein the running information comprises at least one of the speed of the vehicle and gradient information of the position of the vehicle;
predicting a recoverable energy of the vehicle from the driving information;
calculating feedback power of the power battery according to the recoverable energy, and obtaining feedback target charging power according to the feedback power and the allowable charging power of the battery;
calculating the variation of the SOC according to the target charging power;
and acquiring a target electric quantity value of the oil power generation of the vehicle according to the SOC balance point of the battery, the current SOC and the variation of the SOC.
8. The method for managing battery power of claim 7, wherein the calculating a feedback power of the power battery according to the recoverable energy and obtaining a feedback target charging power according to the feedback power and the allowable charging power of the battery comprise:
calculating corresponding feedback power according to the recoverable energy of the vehicle;
calculating to obtain the allowable charging power of the battery according to the current electric quantity and the temperature of the battery;
and obtaining target charging power by comparing the allowable charging power of the battery with the feedback power.
9. The method of claim 8, wherein the obtaining a target charging power by comparing the allowed charging power and the feedback power of the battery comprises:
multiplying the feedback power by the conversion efficiency of the three-in-one electric drive assembly to obtain a temporary power value;
and comparing the temporary power value with the battery allowable charging power to take the smaller value of the temporary power value and the battery allowable charging power as the target charging power.
10. A battery power management device for a hybrid vehicle, comprising: at least one processor and a memory, at least one of the processors executing computer-executable instructions stored by the memory, at least one of the processors performing the method for battery charge management of a hybrid vehicle as claimed in any one of claims 7 to 9.
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