[go: up one dir, main page]

CN108116243B - Method and device for adjusting electric quantity balance point of hybrid electric vehicle and vehicle - Google Patents

Method and device for adjusting electric quantity balance point of hybrid electric vehicle and vehicle Download PDF

Info

Publication number
CN108116243B
CN108116243B CN201611067115.8A CN201611067115A CN108116243B CN 108116243 B CN108116243 B CN 108116243B CN 201611067115 A CN201611067115 A CN 201611067115A CN 108116243 B CN108116243 B CN 108116243B
Authority
CN
China
Prior art keywords
driving parameter
parameter value
driving
value
preset
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
CN201611067115.8A
Other languages
Chinese (zh)
Other versions
CN108116243A (en
Inventor
孙俊
胡瑾瑜
张霏霏
谷靖
王连旭
杜建
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
SAIC Motor Corp Ltd
Original Assignee
SAIC Motor Corp Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by SAIC Motor Corp Ltd filed Critical SAIC Motor Corp Ltd
Priority to CN201611067115.8A priority Critical patent/CN108116243B/en
Publication of CN108116243A publication Critical patent/CN108116243A/en
Application granted granted Critical
Publication of CN108116243B publication Critical patent/CN108116243B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Landscapes

  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

A method and a device for adjusting an electric quantity balance point of a hybrid electric vehicle and the vehicle are provided, wherein the method comprises the following steps: collecting various driving parameter values; determining the driving severity grade according to the various driving parameter values; and adjusting an electric quantity balance point according to the driving intensity grade, wherein the higher the driving intensity grade indicated by the driving intensity grade is, the higher the electric quantity balance point is. The scheme of the invention can change the main power source of the automobile according to the driving severity of the user, thereby obtaining the automobile dynamic property with different degrees.

Description

Method and device for adjusting electric quantity balance point of hybrid electric vehicle and vehicle
Technical Field
The invention relates to the field of automobile energy management, in particular to a method and a device for adjusting an electric quantity balance point of a hybrid electric vehicle and the vehicle.
Background
With the progress of society and the enhancement of awareness of environmental protection, new energy vehicles are being developed, and hybrid vehicles are an important branch thereof. The hybrid electric vehicle provides driving force for the vehicle by two power sources, namely an engine and a motor. Compared with the traditional automobile, the energy utilization rate can be effectively improved when the motor is adopted for driving, and better economical efficiency is brought. Compared with a pure electric vehicle, the electric vehicle can provide stronger power for the vehicle when being driven by the engine, and better meets the requirement of a user on driving control feeling.
When the hybrid electric vehicle is started and runs at a slow speed, the power conversion efficiency of the electric motor is higher than that of the engine, and at the moment, the energy can be more effectively utilized by mainly providing the driving force by the electric motor. And in the high-speed driving stage of the vehicle, the power conversion efficiency of the engine is higher than that of the motor, and the engine is mainly driven at the moment, so that the energy utilization rate can be better improved.
In the prior art, a method for adjusting the electric quantity balance point of a hybrid electric vehicle through a driving parameter of average vehicle speed so as to change a main power source is provided, namely, a lower electric quantity balance point is adopted during low-speed driving, more electric motors are used for providing driving force, and a higher electric quantity balance point is adopted during medium-high speed driving, and the driving of an engine is taken as the main driving.
The Charge balance point is also called a State of Charge (SOC) balance point, which is a ratio of the remaining battery Charge to the battery capacity. In the specific implementation, when the residual battery capacity is higher than the capacity balance point, the vehicle can use the motor more often so as to achieve the purpose of saving fuel; when the residual battery electric quantity is lower than the electric quantity balance point, the engine is easier to intervene to drive the automobile to run, and the motor is driven to generate electricity to charge the battery until the residual battery electric quantity is recovered to the electric quantity balance point.
Compared with the traditional automobile, the hybrid electric vehicle has the advantages that the electric quantity balance point of the hybrid electric vehicle is adjusted in the prior art, so that higher energy utilization rate is obtained, and the economical efficiency is optimized. However, the prior art fails to satisfy the different demands of users having different driving habits on the dynamic property.
Disclosure of Invention
The invention aims to provide a method and a device for adjusting an electric quantity balance point of a hybrid electric vehicle and the vehicle, which can adjust the electric quantity balance point according to the driving intensity of a user to change a main power source of the vehicle, thereby obtaining vehicle dynamic properties of different degrees.
In order to solve the above technical problem, an embodiment of the present invention provides a method for adjusting an electric quantity balance point of a hybrid electric vehicle, including the following steps: collecting various driving parameter values; determining the driving severity grade according to the various driving parameter values; and adjusting an electric quantity balance point according to the driving intensity grade, wherein the higher the driving intensity grade indicated by the driving intensity grade is, the higher the electric quantity balance point is.
Optionally, the plurality of driving parameter values are selected from: the vehicle speed parameter, the accelerator opening degree parameter and the brake opening degree parameter.
Optionally, the determining the driving severity level according to the plurality of driving parameter values comprises: calculating the average value of various driving parameters; and determining the driving severity grade according to the average value of the various driving parameters.
Optionally, the calculating the respective average values of the plurality of driving parameters includes: the multiple driving parameter values are acquired according to a preset sampling interval, and for each driving parameter value, when the current driving parameter value is acquired each time, the current average driving parameter value is calculated and determined; if the current driving parameter value meets a preset maintaining condition, the current average driving parameter value is equal to a previous average driving parameter value, and the previous average driving parameter value is an average driving parameter value determined before the current average driving parameter value; if the current driving parameter value is larger than the previous average driving parameter value, the current average driving parameter value is equal to the previous average driving parameter value and is increased by a preset accumulated value and does not exceed a preset driving parameter upper limit value; and if the current driving parameter value is smaller than the previous average driving, the current average driving parameter value is equal to the previous average driving parameter value, is reduced by a preset decrement value and is not smaller than a preset driving parameter lower limit value.
Optionally, when the driving parameter is a vehicle speed, the preset maintaining condition includes: and the current driving parameter value is equal to the previous average driving parameter value, or the current driving parameter value is smaller than a preset vehicle speed threshold value.
Optionally, when the driving parameter is an accelerator opening degree parameter, the preset maintaining condition includes: and the current driving parameter value is equal to the previous average driving parameter value, or the current driving parameter value is smaller than a preset accelerator opening threshold value, or the vehicle gear is a neutral gear.
Optionally, when the driving parameter is a brake opening degree parameter, the preset maintaining condition includes: and the current driving parameter value is equal to the previous average driving parameter value, or the current driving parameter value is smaller than a preset brake opening lower limit value or larger than a preset brake opening upper limit value, or the vehicle gear is a neutral gear.
In order to solve the above technical problem, an embodiment of the present invention further provides a device for adjusting an electric quantity balance point of a hybrid electric vehicle, where the device includes: the acquisition unit is suitable for acquiring various driving parameter values; the determining unit is suitable for determining the driving severity grade according to the various driving parameter values; and the adjusting unit is suitable for adjusting the electric quantity balance point according to the driving severity grade, wherein the higher the driving severity indicated by the driving severity grade is, the higher the electric quantity balance point is.
Optionally, the acquisition unit is adapted to acquire a plurality of driving parameter values selected from a vehicle speed parameter, an accelerator opening parameter and a brake opening parameter.
Optionally, the determining unit includes: the calculating subunit is suitable for calculating the average value of each of the plurality of driving parameters; and the determining subunit is suitable for determining the driving severity grade according to the average value of the various driving parameters.
Optionally, the calculation subunit includes: the first calculation subunit is suitable for calculating and determining a current average driving parameter value when each driving parameter value is acquired every time, wherein the driving parameter values are acquired according to a preset sampling interval; if the current driving parameter value meets a preset maintaining condition, the current average driving parameter value is equal to a previous average driving parameter value, and the previous average driving parameter value is an average driving parameter value determined before the current average driving parameter value; if the current driving parameter value is larger than the previous average driving parameter value, the current average driving parameter value is equal to the previous average driving parameter value and is increased by a preset accumulated value and does not exceed a preset driving parameter upper limit value; and if the current driving parameter value is smaller than the previous average driving, the current average driving parameter value is equal to the previous average driving parameter value, is reduced by a preset decrement value and is not smaller than a preset driving parameter lower limit value.
Optionally, when the driving parameter is a vehicle speed, the preset maintaining condition includes: and the current driving parameter value is equal to the previous average driving parameter value, or the current driving parameter value is smaller than a preset vehicle speed threshold value.
Optionally, when the driving parameter is an accelerator opening degree parameter, the preset maintaining condition includes: and the current driving parameter value is equal to the previous average driving parameter value, or the current driving parameter value is smaller than a preset accelerator opening threshold value, or the vehicle gear is a neutral gear.
Optionally, when the driving parameter is a brake opening degree parameter, the preset maintaining condition includes: and the current driving parameter value is equal to the previous average driving parameter value, or the current driving parameter value is smaller than a preset brake opening lower limit value or larger than a preset brake opening upper limit value, or the vehicle gear is a neutral gear.
In order to solve the technical problem, an embodiment of the invention further provides an automobile, which includes the adjusting device for the electric quantity balance point of the hybrid electric vehicle.
Compared with the prior art, the technical scheme of the embodiment of the invention has the following beneficial effects:
the embodiment of the invention aims at a hybrid electric vehicle, determines the driving severity grade according to various driving parameter values, and adjusts the electric quantity balance point according to the driving severity grade. By adopting the scheme of the embodiment of the invention, the electric quantity balance point can be adjusted according to the driving severity of the user to change the main power source of the automobile, so that the automobile dynamic property with different degrees can be obtained, and different requirements of the users with different driving severity on the dynamic property can be met.
Further, compared with the prior art that the average vehicle speed is only used as a single driving parameter to adjust the electric quantity balance point, the embodiment of the invention divides the driving intensity grade of the user by using various driving parameters (such as the vehicle speed parameter, the accelerator opening degree parameter, the brake opening degree parameter and the like), and the division is more detailed and accurate, so that the setting of the electric quantity balance point of the hybrid electric vehicle corresponding to the driving intensity grade is more complicated, a more detailed adjusting effect is obtained, and different requirements of different users on the dynamic property are better met.
Further, compared with the prior art that an average value or median algorithm is adopted to calculate the average value or median value of a plurality of driving parameter values acquired in a past period of time to obtain the average driving parameter value, the average driving parameter value algorithm of the embodiment of the invention is not easily influenced by extreme data, does not need to wait for a longer acquisition time, can reflect the driving condition more truly and in real time, and thus achieves the purpose of more accurately and more quickly adjusting the electric quantity balance point of the hybrid electric vehicle.
Drawings
Fig. 1 is a flowchart of a method for adjusting an electric quantity balance point of a hybrid electric vehicle according to an embodiment of the present invention.
Fig. 2 is a flowchart of a method for calculating an average driving parameter value according to an embodiment of the present invention.
Fig. 3 is a schematic structural diagram of an adjusting device for an electric quantity balance point of a hybrid electric vehicle in an embodiment of the invention.
Detailed Description
As mentioned above, in order to optimize the energy management of the whole vehicle, some measures are usually taken in the prior art. For example, one measure is: and predicting the future driving state according to the current road condition information, and controlling the SOC according to the future driving state.
Specifically, in the first specific example, the change in the gradient of the vehicle and the parking condition in a future period of time are predicted from the vehicle speed signal and the longitudinal and latitudinal position signals of the vehicle, and the target SOC trajectory curve is determined based thereon. In a second specific example, a future driving state is predicted according to current driving information represented by an average speed and idle time ratio, and a driving mode is actively selected to optimize vehicle energy management. In a third specific example, the optimal control parameters corresponding to the current running condition of the vehicle are called and updated in real time by online identification of the road condition so as to optimize the power distribution of the engine and the motor in real time. In a fourth specific example, a multi-working-condition self-adaptive whole vehicle energy management algorithm is adopted, and the SOC balance of the battery is maintained through the working condition information processing and the conversion of corresponding control strategies for different driving environments.
However, the actual vehicle driving road condition information is used as a basis for adjusting the electric quantity balance point, the influence of different driving habits is not considered, and the requirement of a driver on the vehicle dynamic property cannot be fully reflected. The future traveling state is predicted from the traveling information, the information needs to be summarized for a certain traveling time, and the condition of mode switching cannot reflect the intention of the driver. The power distribution of the engine and the motor is optimized in real time by calling control parameters, and the power distribution is only aimed at road working conditions and does not contain subjective information of a driver on actions of an acceleration pedal and a brake pedal, so that the requirement of the driver on dynamic property under special working conditions cannot be met. Through the processing of the working condition information and the conversion of the corresponding control strategies for different driving environments, the influence of different driving habits is not considered, and only the road condition is still aimed at.
In the measures in the prior art, the running state of a future vehicle is predicted according to the current road working condition information, the current battery SOC value is considered, the power or the torque of an engine and a motor is distributed, and the energy management of the whole vehicle is optimized. For special conditions, the driver's requirements for dynamics and economy are not taken into consideration, nor are control strategies related to the adjustment of the charge balance point involved. The above technique adjusts torque distribution based on SOC target determination, with efficiency optimization as the control target. The above prior art is substantially different from the technical problems to be solved in the embodiments of the present invention.
In the prior art, another measure adopted for optimizing the energy management of the whole vehicle is as follows: the driving mode is identified by utilizing the vehicle speed and the road gradient information, and the SOC value of the battery is divided into a high interval, a middle interval and a low interval, so that different power distribution modes are formulated. Specifically, when the vehicle speed is higher or lower than a preset range of a normal driving mode (i.e., a high-speed or low-speed mode), the lower limit value of the middle and low SOC interval is increased to enable the vehicle to enter a charging mode in advance; when the vehicle goes up a slope, the lower limit value of the low SOC interval is increased, and the engine is prevented from overspeed or frequently flameout.
The method adjusts the electric quantity balance point of the hybrid electric vehicle through the driving parameter of the average speed, so as to change the main power source, namely, when the hybrid electric vehicle is driven at low speed, a lower electric quantity balance point is adopted, more electric motors are used for providing driving force, and when the hybrid electric vehicle is driven at medium and high speed, a higher electric quantity balance point is adopted, and the driving of the engine is taken as the main power source. However, the above method also does not satisfy the user's demands in terms of vehicle dynamics. The driving styles of different drivers are necessarily different, so that even the same road section and the same energy distribution method are not all suitable for different drivers. When a user is accustomed to driving intensely, it may be desirable to give the vehicle a predominantly engine-driven one, even in low-speed driving phases, in order to obtain a stronger dynamic behavior. When the user is accustomed to gentle driving, it may be desirable that the automobile be mainly driven by the motor even in a high-speed driving stage, so that a smooth manipulation feeling is obtained.
The inventor of the present invention has found through research that the key of the above problem is that the prior art only uses the average vehicle speed as a single driving parameter to adjust the electric quantity balance point, but only one driving parameter cannot divide a detailed driving severity level, so as to correspondingly adjust the electric quantity balance point.
The embodiment of the invention aims at the hybrid electric vehicle, divides the driving severity grade of a user by utilizing various driving parameters (such as a vehicle speed parameter, an accelerator opening degree parameter, a brake opening degree parameter and the like), and sets a corresponding electric quantity balance point according to the driving severity grade, thereby obtaining a finer adjusting effect, and accordingly obtaining the dynamic performance of the vehicle with different degrees correspondingly so as to meet different requirements of the users with different driving severity degrees on the dynamic performance.
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below.
Referring to fig. 1, fig. 1 is a flowchart illustrating a method for adjusting a balance point of a hybrid electric vehicle according to an embodiment of the present invention, where the method for adjusting the balance point of the hybrid electric vehicle may include steps S101 to S103.
Step S101: and collecting various driving parameter values.
Step S102: and determining the driving severity grade according to the various driving parameter values.
Step S103: and adjusting an electric quantity balance point according to the driving intensity grade, wherein the higher the driving intensity grade indicated by the driving intensity grade is, the higher the electric quantity balance point is.
The following describes a specific embodiment of the method for adjusting the electric quantity balance point of the hybrid electric vehicle in detail with reference to fig. 1.
In the implementation of step S101, the driving parameter values may be selected from: the vehicle speed parameter, the accelerator opening degree parameter and the brake opening degree parameter.
Specifically, the vehicle speed parameter is used to define the driving speed. The accelerator opening is used for defining the stepping depth of an accelerator pedal, and for example, the accelerator opening can be expressed by a signal of 0-100%, wherein 0 represents that the accelerator is not stepped, and 100% represents that the accelerator is stepped to the maximum opening. The brake opening is used for defining the stepping depth of the brake pedal, for example, the brake opening can be expressed by a signal of 0-100%, 0 represents no stepping on the brake, and 100% represents the maximum stepping on the brake.
Further, the collection of the plurality of driving parameter values is obtained according to the collection of the preset sampling interval. It can be understood that the smaller the sampling interval is, the more the number of driving parameter values obtained in unit time is, and the better the real working condition can be reflected. As a non-limiting example, the preset sampling interval may be set to 0.1 s.
The driving parameter value CAN be acquired in a vehicle body CAN signal form through a vehicle Controller Area Network (CAN).
In a specific implementation of step S102, determining the driving severity level according to the driving parameter values includes: and calculating the average value of various driving parameters.
Specifically, for each driving parameter value, when the current driving parameter value is acquired every time, the current average driving parameter value is calculated and determined.
Referring to fig. 2, fig. 2 is a flowchart of a method for calculating an average driving parameter value according to an embodiment of the present invention. The method for calculating the average driving parameter value may include the following steps S201 to S206:
step S201: and collecting various driving parameter values according to a preset sampling interval.
In a specific implementation, the execution of step S201 is performed with reference to the descriptions of steps S101 and S102 in fig. 1, and details are not repeated here.
Step S202: judging whether the current driving parameter value meets a preset maintaining condition or not; when the judgment result is yes, step S203 may be performed; otherwise, step S204 may be performed.
Step S203: the current average driving parameter value is equal to the previous average driving parameter value.
Specifically, different preset maintenance conditions are provided for different driving parameters.
In a specific implementation, when the driving parameter is a vehicle speed parameter, the preset maintaining condition includes: and the current driving parameter value is equal to the previous average driving parameter value, or the current driving parameter value is smaller than a preset vehicle speed threshold value.
It should be understood by those skilled in the art that, in practice, when the current driving parameter value is equal to the previous average driving parameter value, and when the corresponding current average driving parameter value is calculated according to the current driving parameter value, that is, the current driving parameter value and the previous average driving parameter value are subjected to average calculation, the current average driving parameter value obtained thereby is equal to the previous average driving parameter value.
And when the current driving parameter value is smaller than the preset vehicle speed threshold value, the current average driving parameter value is equal to the previous average driving parameter value. That is, when the collected vehicle speed parameter is a low speed, it does not necessarily represent that the driving intensity of the user turns to a gentle level, and it is determined that the current average driving parameter value is equal to the previous average driving parameter value. Because sometimes the vehicle has to be in a low-speed driving state for objective reasons, for example, the vehicle encounters a congested road condition, or the vehicle is creeping to wait for a red light, or the vehicle is backing up to enter a garage. As a non-limiting example, the preset vehicle speed threshold may be set to 2 kph.
Still further, the previous average driving parameter value is an average driving parameter value determined previous to the current average driving parameter value. That is, in the driving parameter values acquired by the preset sampling interval, the driving parameter value acquired by the previous sampling adjacent to the current sampling in terms of time is called as the previous driving parameter value.
In a specific implementation, when the driving parameter is an accelerator opening degree parameter, the preset maintaining condition includes: and the current driving parameter value is equal to the previous average driving parameter value, or the current driving parameter value is smaller than a preset accelerator opening threshold value, or the vehicle gear is a neutral gear.
In the case that the current driving parameter value is equal to the previous average driving parameter value, please refer to the description about the driving parameter as the vehicle speed parameter, which is not described herein again.
And when the current driving parameter value is smaller than the preset accelerator opening threshold value, the current average driving parameter value is equal to the previous average driving parameter value. That is, when the acquired accelerator opening parameter is a low opening, it does not necessarily represent that the driving intensity of the user turns to a gentle level, and it is determined that the current average driving parameter value is equal to the previous average driving parameter value. Because sometimes the vehicle has to be in a state of lightly stepping on the accelerator for objective reasons, for example, the vehicle encounters a congested road condition, or the vehicle is creeping to wait for a red light, or the vehicle is backing up and entering a garage. As a non-limiting example, the preset accelerator opening threshold may be set to 5%.
And when the vehicle gear is in a neutral position, the current average driving parameter value is equal to the previous average driving parameter value. That is, when the vehicle gear is neutral, no matter the accelerator opening degree, the driving intensity of the user is not represented to turn to a gentle level or an intense level, and it is determined here that the current average driving parameter value is equal to the previous average driving parameter value. Because the transmission is completely disengaged from the drive wheels when the vehicle is in neutral, vehicle power is not delivered to the drive wheels and is therefore not representative of the actual driving severity of the user.
In a specific implementation, when the driving parameter is a brake opening parameter, the preset maintaining condition includes: and the current driving parameter value is equal to the previous average driving parameter value, or the current driving parameter value is smaller than a preset brake opening lower limit value or larger than a preset brake opening upper limit value, or the vehicle gear is a neutral gear.
In the case that the current driving parameter value is equal to the previous average driving parameter value, the current driving parameter value is smaller than the preset brake opening lower limit value, and the vehicle gear is neutral, please refer to the relevant description that the corresponding driving parameter is the vehicle speed parameter and the driving parameter is the brake opening parameter, which is not described herein again. As a non-limiting example, the preset brake opening lower limit value may be set to 5%.
And when the current driving parameter value is larger than the preset brake opening upper limit value, the current average driving parameter value is equal to the previous average driving parameter value. That is, when the collected brake opening degree parameter is a high opening degree, it does not necessarily represent the driving severity of the user to turn to a severity level, and it is determined here that the current average driving parameter value is equal to the previous average driving parameter value. Because sometimes the vehicle has to be in a state of pressing the brake pedal for objective reasons, for example, the vehicle stops by pressing the brake pedal in a state of not turning off the fire, or the vehicle encounters an accident to cause sudden braking. As a non-limiting example, the preset brake opening upper limit value may be set to 70%.
Step S204: judging whether the current driving parameter value is larger than the previous average driving parameter value, and if so, executing the step S205; otherwise, step S206 may be performed.
Step S205: and the current average driving parameter value is equal to the previous average driving parameter value and is increased by a preset accumulated value and does not exceed a preset driving parameter upper limit value.
Specifically, when the current driving parameter value is greater than the previous average driving parameter value, a preset accumulated value may be added as the current average driving parameter value on the basis of the previous average driving parameter value, and the current average driving parameter value does not exceed the preset driving parameter upper limit value.
The preset accumulated value of the vehicle speed parameter can be obtained by multiplying the sampling time interval by a preset accumulated slope, wherein the preset accumulated slope can be set as a fixed slope value. As a non-limiting example, the preset accumulated value of the vehicle speed parameter may be set to 0.5kph, and the preset accumulated slope of the vehicle speed parameter may be set to 5 kph/s.
The preset accumulated value of the accelerator opening parameter and the brake opening parameter can also be obtained by multiplying the sampling time interval by a preset accumulated slope, wherein the preset accumulated slope can be set as a fixed slope value. As a non-limiting example, the preset accumulated value of the accelerator opening parameter and the brake opening parameter may be set to 5 ‰ of the previous average driving parameter value, and the preset accumulated slope of the accelerator opening parameter and the brake opening parameter may be set to 5%/s.
The preset driving parameter upper limit value of the vehicle speed parameter can be set to 300kph, and the preset driving parameter upper limit values of the accelerator opening parameter and the brake opening parameter can be set to 100%.
In terms of average vehicle speed calculation, the existing average vehicle speed statistical analysis methods include a probability average vehicle speed statistical method, a time average vehicle speed statistical method, and a weighted average vehicle speed statistical method.
Specifically, the probability average vehicle speed statistical method may be to obtain the use probability distribution of each vehicle speed section through statistical calculation, and calculate the probability average vehicle speed by taking the median of each vehicle speed section as a calculation reference. The time average vehicle speed statistical method may be to take a time period as a measurement reference, count the average vehicle speed of the same time period of several days, and average the vehicle speed of each time period. The weighted average vehicle speed statistical method may be to measure only one of the similar time periods, and the other time periods define a weighting coefficient according to the degree of similarity.
For some vehicles, the driving conditions are more certain and consistent, for example, vehicles of the bus type, the above prior art average speed statistical method is suitable. However, for a general vehicle with uncertain running conditions, the calculation amount is large due to the consideration of a multi-period vehicle speed average re-summation method, and therefore the applicability is low.
Compared with the prior art in which an average value or median algorithm is adopted, the average driving parameter value algorithm of the embodiment of the invention only increases the preset accumulated value each time, and does not greatly and correspondingly increase the current average driving parameter value because the currently acquired driving parameter value is very high, so that the influence of extreme data is not easily caused, and the driving condition can be reflected more truly and in real time. Moreover, the acquired information is only slightly corrected on each time of historical information, and the corresponding electric quantity balance point does not suddenly change for many times in a short time, so that frequent adjustment of the electric quantity balance point due to large variation amplitude of the obtained average driving parameter value is avoided.
On the other hand, the average driving parameter value algorithm of the embodiment of the invention calculates the average driving parameter value according to the currently acquired driving parameter value without waiting for longer acquisition time, and can reflect the driving condition in real time.
Step S206: and when the current driving parameter value is smaller than the previous average driving parameter value, the current average driving parameter value is equal to the previous average driving parameter value, is reduced by a preset decrement value and is not smaller than a preset driving parameter lower limit value.
Specifically, when the current driving parameter value is smaller than the previous average driving parameter value, the preset decrement value may be reduced as the current average driving parameter value on the basis of the previous average driving parameter value, and the current average driving parameter value is not smaller than the preset driving parameter lower limit value.
As a non-limiting example, the preset decrement value of the vehicle speed parameter may be set to 0.5kph, and the preset decrement slope of the vehicle speed parameter may be set to 5 kph/s. The reduction preset decreasing value of the accelerator opening parameter and the brake opening parameter can be set to be 5 per mill of the previous average driving parameter value, and the preset decreasing slope of the accelerator opening parameter and the brake opening parameter can be set to be 5%/s. The lower limit value of the preset driving parameter of the vehicle speed parameter can be set to-300 kph, and the lower limit values of the preset driving parameter of the accelerator opening parameter and the brake opening parameter can be set to 0.
For other descriptions of the driving parameter predetermined decrement value and the predetermined upper and lower limit values, please refer to the related description corresponding to step S205, which is not repeated herein.
With continued reference to fig. 1, in an implementation of step S102, determining the driving severity level according to the plurality of driving parameter values further includes: and determining the driving severity grade according to the average value of the various driving parameters.
Wherein the driving severity level can be determined by using an intelligent algorithm conventional in the prior art, such as a fuzzy algorithm, a probability rule and a neural network algorithm. In general, the greater the average value of the vehicle speed parameter, the greater the average value of the accelerator opening degree parameter, and the greater the average value of the brake opening degree parameter, the greater the determined driving severity level indicates the higher the driving severity.
Further, the driving parameters may include an average accelerator change rate, an accelerator-brake switching frequency, an average maximum accelerator opening, an average maximum brake opening, a gear shifting frequency, and a high-low vehicle speed distribution parameter, in addition to the vehicle speed parameter, the accelerator opening parameter, and the brake opening parameter. One or more driving parameters can be selected from the multiple driving parameters to be used as input conditions of an intelligent algorithm, and the driving severity grade is obtained through analysis. The average accelerator change rate, the accelerator-brake switching frequency, the average maximum accelerator opening, the average maximum brake opening, the gear shifting frequency and the high-low vehicle speed distribution parameter CAN be calculated according to the vehicle speed parameter, the accelerator opening parameter and the brake opening parameter, or CAN be directly obtained, for example, from a CAN bus.
In a specific implementation of step S103, an electric quantity balance point is adjusted according to the driving severity level, and the electric quantity balance point is higher as the driving severity level indicates higher driving severity.
If the driving severity is more intense, the electric quantity balance point can be improved, more engines are used for providing driving force, stronger dynamic performance is obtained, and the requirement of a user for higher driving control performance is met. If the driving severity is gentle, the electric quantity balance point can be timely reduced, the motor drive is taken as the main point, a user can obtain stable operation and control feeling, and meanwhile, the energy utilization rate of the vehicle is improved.
According to the embodiment of the invention, the electric quantity balance point can be adjusted according to the driving severity of the user to change the main power source of the automobile, so that the dynamic performance of the automobile with different degrees can be obtained, and different requirements of the users with different driving severity on the dynamic performance can be met.
As a non-limiting example, the driving severity level may be divided into three categories: mild, normal and violent. When the driving severity level is mild, a low charge balance point may be used, and the SOC may be set to 23% SOC, for example. When the driving severity level is normal, a middle charge balance point may be used, and may be set to 30% SOC, for example. When the driving severity level is severe, a higher charge balance point may be used, and the SOC may be set to 40% SOC, for example.
Compared with the prior art that the electric quantity balance point is adjusted only by using the vehicle speed parameter as a single vehicle driving parameter, the embodiment of the invention divides the driving intensity grade of the user by using various vehicle driving parameters (such as the vehicle speed parameter, the accelerator opening degree parameter, the brake opening degree parameter and the like), and the division is more detailed and accurate, so that the setting of the electric quantity balance point of the hybrid electric vehicle corresponding to the driving intensity grade is more complicated, a more detailed adjusting effect is obtained, and different requirements of different users on the dynamic property are better met.
Fig. 3 is a schematic structural diagram of an adjusting device for an electric quantity balance point of a hybrid electric vehicle in an embodiment of the invention. As shown in fig. 3, the adjusting device 30 for opening the balance point of electric charge of the hybrid vehicle may include: an acquisition unit 301, a determination unit 302 and an adjustment unit 303.
Further, the acquisition unit 301 is adapted to acquire a plurality of driving parameter values. The determination unit 302 is adapted to determine a driving severity level based on the plurality of driving parameter values. The adjusting unit 303 is adapted to adjust the electric quantity balance point according to the driving severity level, wherein the higher the driving severity level indicates, the higher the electric quantity balance point.
The determining unit 302 may include a calculating subunit 304 and a determining subunit 305. The calculating subunit 304 is adapted to calculate a mean value of each of the plurality of driving parameters, and the determining subunit 305 is adapted to determine the driving severity level based on the mean value of each of the plurality of driving parameters.
The calculating subunit 304 may include a first calculating subunit 306, adapted to calculate and determine, for each driving parameter value, a current average driving parameter value when the current driving parameter value is obtained each time, where the plurality of driving parameter values are obtained by collecting according to a preset sampling interval. If the current driving parameter value meets a preset maintaining condition, the current average driving parameter value is equal to a previous average driving parameter value, and the previous average driving parameter value is an average driving parameter value determined before the current average driving parameter value; if the current driving parameter value is larger than the previous average driving parameter value, the current average driving parameter value is equal to the previous average driving parameter value and is increased by a preset accumulated value and does not exceed a preset driving parameter upper limit value; and if the current driving parameter value is smaller than the previous average driving, the current average driving parameter value is equal to the previous average driving parameter value, is reduced by a preset decrement value and is not smaller than a preset driving parameter lower limit value.
For more details of the adjusting device 30 for adjusting the electric quantity balance point of the hybrid electric vehicle, please refer to the above description related to the adjusting method for the electric quantity balance point of the hybrid electric vehicle, and will not be described herein again.
Those skilled in the art will appreciate that all or part of the steps in the methods of the above embodiments may be implemented by hardware related to instructions of a program, which may be stored in a computer-readable storage medium, and the storage medium may include: ROM, RAM, magnetic or optical disks, and the like.
Although the present invention is disclosed above, the present invention is not limited thereto. Various changes and modifications may be effected therein by one skilled in the art without departing from the spirit and scope of the invention as defined in the appended claims.

Claims (9)

1. A method for adjusting an electric quantity balance point of a hybrid electric vehicle is characterized by comprising the following steps:
collecting various driving parameter values; the plurality of driving parameter values are selected from: the method comprises the following steps of (1) vehicle speed parameters, accelerator opening degree parameters and brake opening degree parameters;
determining the driving severity grade according to the various driving parameter values, wherein the driving severity grade comprises the following steps:
calculating the average value of various driving parameters, including:
the multiple driving parameter values are acquired according to a preset sampling interval, and for each driving parameter value, when the current driving parameter value is acquired each time, the current average driving parameter value is calculated and determined;
if the current driving parameter value meets a preset maintaining condition, the current average driving parameter value is equal to a previous average driving parameter value, and the previous average driving parameter value is an average driving parameter value determined before the current average driving parameter value; if the current driving parameter value is larger than the previous average driving parameter value, the current average driving parameter value is equal to the previous average driving parameter value and is increased by a preset accumulated value and does not exceed a preset driving parameter upper limit value; if the current driving parameter value is smaller than the previous average driving, the current average driving parameter value is equal to the previous average driving parameter value, is reduced by a preset decrement value and is not smaller than a preset driving parameter lower limit value;
determining the driving severity grade according to the average value of the various driving parameters;
and adjusting an electric quantity balance point according to the driving intensity grade, wherein the higher the driving intensity grade indicated by the driving intensity grade is, the higher the electric quantity balance point is.
2. The method for adjusting the electric quantity balance point of the hybrid electric vehicle according to claim 1, wherein when the driving parameter is the vehicle speed, the preset maintaining condition comprises: and the current driving parameter value is equal to the previous average driving parameter value, or the current driving parameter value is smaller than a preset vehicle speed threshold value.
3. The method for adjusting the electric quantity balance point of the hybrid electric vehicle according to claim 1, wherein when the driving parameter is an accelerator opening degree parameter, the preset maintaining condition comprises: and the current driving parameter value is equal to the previous average driving parameter value, or the current driving parameter value is smaller than a preset accelerator opening threshold value, or the vehicle gear is a neutral gear.
4. The method for adjusting the electric quantity balance point of the hybrid electric vehicle according to claim 1, wherein when the driving parameter is a brake opening degree parameter, the preset maintaining condition comprises: and the current driving parameter value is equal to the previous average driving parameter value, or the current driving parameter value is smaller than a preset brake opening lower limit value or larger than a preset brake opening upper limit value, or the vehicle gear is a neutral gear.
5. The utility model provides a hybrid vehicle electric quantity balance point's adjusting device which characterized in that includes:
the acquisition unit is suitable for acquiring various driving parameter values; the system is suitable for collecting various driving parameter values selected from a vehicle speed parameter, an accelerator opening parameter and a brake opening parameter;
the determining unit is suitable for determining the driving severity grade according to the various driving parameter values;
the determination unit includes:
the calculating subunit is suitable for calculating the average value of each of the plurality of driving parameters;
the calculation subunit includes:
the first calculation subunit is suitable for calculating and determining a current average driving parameter value when each driving parameter value is acquired every time, wherein the driving parameter values are acquired according to a preset sampling interval;
if the current driving parameter value meets a preset maintaining condition, the current average driving parameter value is equal to a previous average driving parameter value, and the previous average driving parameter value is an average driving parameter value determined before the current average driving parameter value; if the current driving parameter value is larger than the previous average driving parameter value, the current average driving parameter value is equal to the previous average driving parameter value and is increased by a preset accumulated value and does not exceed a preset driving parameter upper limit value; if the current driving parameter value is smaller than the previous average driving, the current average driving parameter value is equal to the previous average driving parameter value, is reduced by a preset decrement value and is not smaller than a preset driving parameter lower limit value;
the determining subunit is suitable for determining the driving severity grade according to the average value of the various driving parameters;
and the adjusting unit is suitable for adjusting the electric quantity balance point according to the driving severity grade, wherein the higher the driving severity indicated by the driving severity grade is, the higher the electric quantity balance point is.
6. The device for adjusting the electric quantity balance point of the hybrid electric vehicle according to claim 5, wherein when the driving parameter is the vehicle speed, the preset maintaining condition comprises: and the current driving parameter value is equal to the previous average driving parameter value, or the current driving parameter value is smaller than a preset vehicle speed threshold value.
7. The device for adjusting the electric quantity balance point of the hybrid electric vehicle according to claim 5, wherein when the driving parameter is an accelerator opening degree parameter, the preset maintaining condition comprises: and the current driving parameter value is equal to the previous average driving parameter value, or the current driving parameter value is smaller than a preset accelerator opening threshold value, or the vehicle gear is a neutral gear.
8. The device for adjusting the electric quantity balance point of the hybrid electric vehicle according to claim 5, wherein when the driving parameter is a brake opening degree parameter, the preset maintaining condition comprises: and the current driving parameter value is equal to the previous average driving parameter value, or the current driving parameter value is smaller than a preset brake opening lower limit value or larger than a preset brake opening upper limit value, or the vehicle gear is a neutral gear.
9. An automobile characterized by comprising the hybrid vehicle electricity balance point adjusting device of any one of claims 5 to 8.
CN201611067115.8A 2016-11-28 2016-11-28 Method and device for adjusting electric quantity balance point of hybrid electric vehicle and vehicle Active CN108116243B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201611067115.8A CN108116243B (en) 2016-11-28 2016-11-28 Method and device for adjusting electric quantity balance point of hybrid electric vehicle and vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN201611067115.8A CN108116243B (en) 2016-11-28 2016-11-28 Method and device for adjusting electric quantity balance point of hybrid electric vehicle and vehicle

Publications (2)

Publication Number Publication Date
CN108116243A CN108116243A (en) 2018-06-05
CN108116243B true CN108116243B (en) 2021-06-08

Family

ID=62224693

Family Applications (1)

Application Number Title Priority Date Filing Date
CN201611067115.8A Active CN108116243B (en) 2016-11-28 2016-11-28 Method and device for adjusting electric quantity balance point of hybrid electric vehicle and vehicle

Country Status (1)

Country Link
CN (1) CN108116243B (en)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109177977B (en) * 2018-11-02 2021-04-30 盛瑞传动股份有限公司 Gear shifting strategy correction method and system based on driving intention
CN115030849A (en) * 2021-03-05 2022-09-09 北京汽车股份有限公司 Vehicle low-temperature cold start method and device and vehicle
CN114312327B (en) * 2021-12-31 2024-08-27 上海洛轲智能科技有限公司 Method for setting SOC balance point of power battery, vehicle, medium and program product
CN115891767B (en) * 2022-10-29 2024-06-14 重庆长安汽车股份有限公司 Method and device for setting SOC balance point of power battery of hybrid electric vehicle and vehicle

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0744314A1 (en) * 1995-05-24 1996-11-27 Toyota Jidosha Kabushiki Kaisha Hybrid vehicle and its control method
CN102019843A (en) * 2009-09-15 2011-04-20 上海华普国润汽车有限公司 Hybrid output power balancing device and control method thereof
CN102729991A (en) * 2012-06-20 2012-10-17 浙江大学 Hybrid bus energy distribution method
CN104071161A (en) * 2014-04-29 2014-10-01 福州大学 Method for distinguishing working conditions and managing and controlling energy of plug-in hybrid electric vehicle
CN104890669A (en) * 2015-06-10 2015-09-09 安徽工业大学 Hybrid power vehicle power assembly control method
CN105752084A (en) * 2014-12-17 2016-07-13 上汽通用五菱汽车股份有限公司 Energy optimization method for new energy vehicle
CN111016873A (en) * 2019-12-05 2020-04-17 浙江吉利汽车研究院有限公司 Energy management method and system based on steady-state engine strategy

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
TWI447039B (en) * 2011-11-25 2014-08-01 Driving behavior analysis and warning system and method thereof
CN103818384B (en) * 2014-03-17 2016-02-24 安徽江淮汽车股份有限公司 A kind of automobile fuel saving based reminding method and system
CN104599347B (en) * 2014-12-26 2016-11-02 广州通易科技有限公司 A kind of method representing driving behavior on map

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0744314A1 (en) * 1995-05-24 1996-11-27 Toyota Jidosha Kabushiki Kaisha Hybrid vehicle and its control method
CN102019843A (en) * 2009-09-15 2011-04-20 上海华普国润汽车有限公司 Hybrid output power balancing device and control method thereof
CN102729991A (en) * 2012-06-20 2012-10-17 浙江大学 Hybrid bus energy distribution method
CN104071161A (en) * 2014-04-29 2014-10-01 福州大学 Method for distinguishing working conditions and managing and controlling energy of plug-in hybrid electric vehicle
CN105752084A (en) * 2014-12-17 2016-07-13 上汽通用五菱汽车股份有限公司 Energy optimization method for new energy vehicle
CN104890669A (en) * 2015-06-10 2015-09-09 安徽工业大学 Hybrid power vehicle power assembly control method
CN111016873A (en) * 2019-12-05 2020-04-17 浙江吉利汽车研究院有限公司 Energy management method and system based on steady-state engine strategy

Also Published As

Publication number Publication date
CN108116243A (en) 2018-06-05

Similar Documents

Publication Publication Date Title
CN108116241B (en) Method and device for adjusting electric quantity balance point of hybrid electric vehicle and vehicle
CN112092797B (en) Gear shifting control method and device based on multiple dimensions, vehicle and medium
CN111379633B (en) Engine torque control method and device
CN108116243B (en) Method and device for adjusting electric quantity balance point of hybrid electric vehicle and vehicle
CN113320394B (en) Adaptive multi-mode energy recovery method and system based on road condition identification
KR101807618B1 (en) Apparatus and method for controlling transmission in vehicle
CN108001453B (en) Method and system for identifying high-energy-consumption driving behaviors
CN108790835B (en) Single-pedal sliding control method for pure electric logistics vehicle
CN104192023B (en) Power demand coupling and the method for optimization during the starting of a kind of pure electric automobile
CN103359116A (en) Method and system for controlling dynamic gear and economical gear of pure electric automobile
DE102014208758B4 (en) Method for operating a hybrid drive of a vehicle
CN110877535A (en) Single-pedal control method for urban low-speed following road condition of pure electric vehicle
CN115140046A (en) Vehicle control method and system, vehicle controller and cloud server
US20240017712A1 (en) Dynamic control system and method for power of vehicle
KR20180051273A (en) Method for controlling driving of vehicle using driving information of vehicle and vehicle using the same
KR101114383B1 (en) Hybrid Vehicle Control Method
CN105599772A (en) Intelligent driving assistance system and intelligent driving assistance control method for vehicle
CN114312330B (en) Electric automobile braking gear shifting control method and system
CN113602252A (en) A hybrid electric vehicle control method and device
CN117207789A (en) Method and device for controlling coasting recovery torque based on working condition self-adaption
CN117341670A (en) Energy management method, device, storage medium and apparatus
CN107869579B (en) Fuzzy logic-based gear shifting rule control method and device and vehicle
CN116923400A (en) Limit energy consumption intelligent cruise control method and device for pure electric vehicle
CN113815609A (en) Constant-speed cruise system and oil-saving control method and device thereof
CN115837844A (en) Control method of single-pedal electric direct-drive vehicle

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant