Energy management method and system

Abstract

This invention discloses an energy management method and system, relating to the field of new energy vehicle technology. Based on the water tank control principle used in existing technologies, it introduces a battery temperature rise rate coefficient. Different values ​​are calibrated for the temperature rise rate at different times within a set target operating time period, enabling energy distribution management and control of the load. This allows the battery to achieve optimal charging and discharging performance, ensuring vehicle power requirements, while effectively controlling battery temperature rise, improving battery life, avoiding high-temperature battery operation, and enhancing vehicle safety. SOP (Start of Production), which allows for a linear slope smooth decrease when the allowable charging and discharging power limit decreases, can act as a damping mechanism, ensuring smooth vehicle power output. Conversely, it allows for a step increase when the allowable charging and discharging power limit increases, enabling the fastest recovery of power and improving vehicle acceleration performance.

Description

Technical Field

[0001] This invention relates to the field of new energy vehicle technology, and in particular to an energy management method and system. Background Technology

[0002] The root mean square current is one of the indicators for evaluating the lifespan of new energy vehicle batteries. Since batteries have limited heat dissipation capacity, the higher the root mean square current during driving, the more obvious the battery temperature rise. When the temperature reaches the critical point, the allowable charging and discharging power of the battery needs to be reduced to ensure battery safety. However, reducing the charging and discharging power will directly affect the vehicle's power and economy, and affect the driving experience.

[0003] Because energy distribution is affected by factors such as operating conditions, driving behavior, temperature, and SOC, it is difficult to control accurately. Currently, most manufacturers use fixed-time (usually 10s, 30s, and 60s) power meters based on laboratory measurements of allowable charge and discharge power in different SOC, temperature, and individual cell voltage ranges. This simulates the water control principle of a water tank, dynamically switching between continuous allowable charge and discharge power and pulsed allowable charge and discharge power after the limit time is reached. For example, the invention patent with publication number CN115158091A discloses a pulse and continuous power conversion method based on BMS. However, this method has the following problem: This patent only adds accelerator pedal opening to the existing technology. The temperature assessment did not consider the battery temperature rise rate. At the temperature boundary point, the battery power drops significantly, which will cause the vehicle's power performance to be suddenly limited, posing a safety risk. The continuous full use of the pulse power (i.e., the pulse has a usable time, such as 30 seconds, the pulse refers to the peak value. Assuming the pulse current limiter is 30 seconds, the peak value can be used for 30 seconds. At this time, without considering temperature rise control, the peak value will be fully utilized) causes the battery to be in high-rate charging and discharging for a long time. The temperature rise is too fast, which further aggravates the battery power limitation, affecting the vehicle's power performance and economy, and also affecting the battery life. At the same time, the process of switching from continuous power to pulse power uses a slope increase method, and the vehicle's power performance cannot be quickly restored, which limits the acceleration performance to a certain extent.

[0004] In summary, how to enable batteries to achieve optimal charge and discharge performance, ensure vehicle power requirements, effectively control battery temperature rise, improve battery life, avoid high-temperature battery operation, improve vehicle safety, and simultaneously enable the fastest power recovery to enhance vehicle acceleration performance has become an urgent problem to be solved by those skilled in the art. Summary of the Invention

[0005] The purpose of this invention is to provide an energy management method and system that enables the battery to achieve optimal charge and discharge performance, ensures the vehicle's power requirements, effectively controls battery temperature rise, improves battery life, avoids high-temperature battery operation, improves vehicle safety, and enables the fastest recovery of power, thereby enhancing vehicle acceleration performance.

[0006] To achieve the above object, the present invention provides the following solutions:

[0007] An energy management method, wherein the method is executed after the vehicle enters driving mode and stops executing after the vehicle exits driving mode, the method comprising:

[0008] Step S1: Acquire relevant data of the vehicle battery in real time during driving mode; the relevant data includes the current maximum temperature and state of charge;

[0009] Step S2: Based on the relevant data, obtain the initial value of the allowable charge and discharge power limit using the charge and discharge current limit table;

[0010] Step S3: Reset the timer to zero and set the initial value of the temperature rise rate coefficient to 1;

[0011] Step S4: Determine whether the current highest temperature exceeds the set temperature;

[0012] If the output of step S4 is yes, then proceed to step S5: calculate the baseline value of the temperature rise rate;

[0013] Step S6: Increment the timer by 1 and then update the timer;

[0014] Step S7: Determine whether the updated timer is a segment multiple;

[0015] If the output of step S7 is yes, then proceed to step S8: calculate the temperature rise rate and the section temperature rise rate within the target operating time.

[0016] Step S9: Obtain the temperature rise rate coefficient based on the temperature rise rate during the target operating time, the temperature rise rate of the section, and the temperature rise rate reference value;

[0017] Step S10: Obtain the allowable charge / discharge power limit based on the temperature rise rate coefficient, and output the allowable charge / discharge power limit;

[0018] Step S11: Determine whether the allowable charge / discharge power limit is less than the allowable charge / discharge power limit at the previous moment;

[0019] If the output of step S11 is yes, then step S12 is executed: the linear slope of the allowable charge and discharge power limit at the previous moment is smoothly reduced to the allowable charge and discharge power limit.

[0020] If the output of step S11 is negative, then step S13 is executed: the allowable charge and discharge power limit of the previous moment is stepped up to the allowable charge and discharge power limit.

[0021] Step S14: Determine whether the updated timer is less than the target running time;

[0022] If the output of step S14 is yes, then return to step S6;

[0023] If the output of step S14 is negative, then return to step S3;

[0024] If the output of step S7 is negative, the temperature rise rate coefficient value remains the same as the previous temperature rise rate coefficient value, and step S10 is executed.

[0025] If the output of step S4 is negative, then return to step S3.

[0026] Optionally, the reference value for calculating the temperature rise rate specifically includes:

[0027] Using the formula V0=(T up -T0) / Δt target Calculate the baseline value for the temperature rise rate; where V0 represents the baseline value for the temperature rise rate, and T... up This represents the upper limit of temperature that affects the battery's charging and discharging performance. T0 represents the starting value of the battery's highest temperature within a target operating time cycle, and Δt represents the starting value of Δt. target This indicates the longest period during which the vehicle remains in driving mode continuously.

[0028] Optionally, the calculation of the temperature rise rate and the section temperature rise rate within the target operating time specifically includes:

[0029] Using formula V m (k)=(T m (k)-T0) / ak calculates the temperature rise rate during the target operating time; where V m (k) represents the rate of temperature rise during the target operating time, T m (k) represents the highest temperature value at time ak, k represents the kth segment time period within a target running time period, and a represents the segment time period;

[0030] Using formula V n (k)=(T m (k)-T m (k-1)) / a calculates the temperature rise rate of the section; where V n (k) represents the temperature rise rate of the section, T m (k-1) represents the highest temperature value at time a(k-1).

[0031] Optionally, obtaining the temperature rise rate coefficient based on the temperature rise rate during the target operating time, the temperature rise rate of the section, and the temperature rise rate reference value specifically includes:

[0032] When V m When (k)≥V0, use the formula The temperature rise rate coefficient is obtained; where Kp (k) represents the temperature rise rate coefficient, V B (x) represents the tiered baseline value, V B (x) = V0 + cx, where c is a constant and x is an integer;

[0033] When V m When (k) < V0, use the formula The temperature rise rate coefficient is obtained.

[0034] Optionally, the permissible charge / discharge power limit is obtained based on the temperature rise rate coefficient, and the permissible charge / discharge power limit is output, specifically including:

[0035] Using the formula SOP out (k)=K p (k)*SOP table (SOC,T,U) yields the permissible charge / discharge power limit, and outputs the permissible charge / discharge power limit; where SOP out (k) represents the permissible charge / discharge power limit, SOP table (SOC,T,U) represents the allowable charge / discharge current limit obtained by looking up the charge / discharge current limit table based on the real-time battery temperature T and the battery's current state of charge SOC, and then multiplying it by the battery's current voltage U to obtain the allowable charge / discharge power limit without considering temperature rise.

[0036] The present invention also provides the following solutions:

[0037] An energy management system, which is executed after a vehicle enters driving mode and stops executing after the vehicle exits driving mode, the system comprising:

[0038] The battery-related data acquisition module is used to acquire relevant data of the vehicle battery in real time during driving mode; the relevant data includes the current maximum temperature and state of charge.

[0039] An initial value determination module for the allowable charge and discharge power limit is used to obtain the initial value of the allowable charge and discharge power limit based on the relevant data.

[0040] The timer reset module is used to reset the timer, setting the initial value of the temperature rise rate coefficient to 1.

[0041] The current highest temperature determination module is used to determine whether the current highest temperature exceeds the set temperature;

[0042] The temperature rise rate reference value calculation module is used to calculate the temperature rise rate reference value when the output result of the current highest temperature judgment module is yes;

[0043] A timer increment module is used to increment the timer by 1 and then update the timer.

[0044] The first judgment module of the timer is used to determine whether the updated timer is a multiple of the segment;

[0045] The temperature rise rate calculation module is used to calculate the temperature rise rate and the section temperature rise rate within the target running time when the output result of the first judgment module of the timer is yes.

[0046] The temperature rise rate coefficient determination module is used to obtain the temperature rise rate coefficient based on the temperature rise rate and the temperature rise rate of the section within the target operating time and the temperature rise rate reference value.

[0047] The permissible charge / discharge power limit determination module is used to obtain the permissible charge / discharge power limit based on the temperature rise rate coefficient and output the permissible charge / discharge power limit.

[0048] The permissible charge / discharge power limit determination module is used to determine whether the permissible charge / discharge power limit is less than the permissible charge / discharge power limit at the previous moment;

[0049] A linear slope smoothing reduction module is used to smoothly reduce the allowable charge and discharge power limit at the previous moment to the allowable charge and discharge power limit when the output result of the allowable charge and discharge power limit judgment module is yes.

[0050] The step adjustment module is used to step adjust the allowable charge and discharge power limit at the previous moment to the allowable charge and discharge power limit when the output result of the allowable charge and discharge power limit judgment module is negative.

[0051] The second timer judgment module is used to determine whether the updated timer is less than the target running time;

[0052] The first return module is used to return to the timer increment module when the output result of the second judgment module of the timer is yes;

[0053] The second return module is used to return to the timer clearing module when the output result of the second judgment module of the timer is negative;

[0054] The execution module is used to maintain the temperature rise rate coefficient value at the previous moment when the output result of the first judgment module of the timer is negative, and to execute the allowable charge and discharge power limit determination module.

[0055] The third return module is used to return to the timer clearing module when the output result of the current highest temperature judgment module is negative.

[0056] Optionally, the temperature rise rate reference value calculation module specifically includes:

[0057] The temperature rise rate reference value calculation unit is used to calculate the temperature rise rate using the formula V0 = (Tup -T0) / Δt target Calculate the baseline value for the temperature rise rate; where V0 represents the baseline value for the temperature rise rate, and T... up This represents the upper limit of temperature that affects the battery's charging and discharging performance. T0 represents the starting value of the battery's highest temperature within a target operating time cycle, and Δt represents the starting value of Δt. target This indicates the longest period during which the vehicle remains in driving mode continuously.

[0058] Optionally, the temperature rise rate calculation module specifically includes:

[0059] The temperature rise rate calculation unit within the target operating time is used to calculate the temperature rise rate using formula V. m (k)=(T m (k)-T0) / ak calculates the temperature rise rate during the target operating time; where V m (k) represents the rate of temperature rise during the target operating time, T m (k) represents the highest temperature value at time ak, k represents the kth segment time period within a target running time period, and a represents the segment time period;

[0060] The section temperature rise rate calculation unit is used to calculate the temperature rise rate using the formula V. n (k)=(T m (k)-T m (k-1)) / a calculates the temperature rise rate of the section; where V n (k) represents the temperature rise rate of the section, T m (k-1) represents the highest temperature value at time a(k-1).

[0061] Optionally, the temperature rise rate coefficient determination module specifically includes:

[0062] The first temperature rise rate coefficient determination unit is used when V m When (k)≥V0, use the formula The temperature rise rate coefficient is obtained; where K p (k) represents the temperature rise rate coefficient, V B (x) represents the tiered baseline value, V B (x) = V0 + cx, where c is a constant and x is an integer;

[0063] The second temperature rise rate coefficient determination unit is used when V m When (k) < V0, use the formula The temperature rise rate coefficient is obtained.

[0064] Optionally, the permissible charge / discharge power limit determination module specifically includes:

[0065] The permissible charge / discharge power limit determination unit is used to determine the permissible charge / discharge power limit using formula SOP.out (k)=K p (k)*SOP table (SOC,T,U) yields the permissible charge / discharge power limit, and outputs the permissible charge / discharge power limit; where SOP out (k) represents the permissible charge / discharge power limit, SOP table (SOC,T,U) represents the allowable charge / discharge current limit obtained by looking up the charge / discharge current limit table based on the real-time battery temperature T and the battery's current state of charge SOC, and then multiplying it by the battery's current voltage U to obtain the allowable charge / discharge power limit without considering temperature rise.

[0066] According to specific embodiments provided by the present invention, the present invention discloses the following technical effects:

[0067] The energy management method and system disclosed in this invention, based on the water tank control principle used in existing technology, introduces a temperature rise rate coefficient (battery temperature rise rate coefficient). Different values ​​are calibrated for the temperature rise rate at different times within a set target operating time period, enabling energy distribution management and control of the load. This allows the battery to achieve optimal charging and discharging performance, ensuring vehicle power requirements, while effectively controlling battery temperature rise, improving battery life, avoiding high-temperature battery operation, and enhancing vehicle safety. When the SOP (State of Power) decreases, a linear slope is used for smooth adjustment, which can act as a damping mechanism, ensuring smooth vehicle power output. When the SOP increases, a step increase is used, allowing for the fastest recovery of power and improving vehicle acceleration performance. Attached Figure Description

[0068] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0069] Figure 1 This is a flowchart of an embodiment of the energy management method of the present invention;

[0070] Figure 2 This is a flowchart of the energy management method of the present invention. Detailed Implementation

[0071] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0072] The purpose of this invention is to provide an energy management method and system that enables the battery to achieve optimal charge and discharge performance, ensures the vehicle's power requirements, effectively controls battery temperature rise, improves battery life, avoids high-temperature battery operation, improves vehicle safety, and enables the fastest recovery of power, thereby enhancing vehicle acceleration performance.

[0073] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0074] Example 1

[0075] Figure 1 This is a flowchart of an embodiment of the energy management method of the present invention. Figure 1 As shown, the present invention provides an energy management method that is executed after the vehicle enters driving mode and stops executing after the vehicle exits driving mode. The energy management method includes the following steps:

[0076] Step S1: Obtain relevant data about the vehicle battery in real time during driving mode; the relevant data includes the current maximum temperature and state of charge.

[0077] Step S2: Based on the relevant data, obtain the initial value of the allowable charge and discharge power limit using the charge and discharge current limit table.

[0078] Step S3: Reset the timer to zero and set the initial value of the temperature rise rate coefficient to 1.

[0079] Step S4: Determine whether the current highest temperature exceeds the set temperature.

[0080] If the output of step S4 is yes, then proceed to step S5: calculate the baseline value of the temperature rise rate.

[0081] Step S5 specifically includes:

[0082] Using the formula V0=(T up -T0) / Δt target Calculate the baseline value for the temperature rise rate; where V0 represents the baseline value for the temperature rise rate, and T... up This represents the upper limit of temperature that affects the battery's charging and discharging performance. T0 represents the starting value of the battery's highest temperature within a target operating time cycle, and Δt represents the starting value of Δt. target This indicates the longest period during which the vehicle remains in driving mode continuously.

[0083] Step S6: Increment the timer by 1 and then update the timer.

[0084] Step S7: Determine whether the updated timer is a segment multiple.

[0085] If the output of step S7 is yes, then proceed to step S8: calculate the temperature rise rate and the section temperature rise rate within the target operating time.

[0086] Step S8 specifically includes:

[0087] Using formula V m (k)=(T m (k)-T0) / ak Calculate the rate of temperature rise over the target operating time; where V m (k) represents the rate of temperature rise during the target operating time, T m (k) represents the highest temperature value at time ak, k represents the kth segment time period within a target running time period, and a represents the segment time period.

[0088] Using formula V n (k)=(T m (k)-T m (k-1)) / a calculates the temperature rise rate of the section; where V n (k) represents the temperature rise rate of the section, T m (k-1) represents the highest temperature value at time a(k-1).

[0089] Step S9: Obtain the temperature rise rate coefficient based on the temperature rise rate during the target operating time, the temperature rise rate of the section, and the temperature rise rate reference value.

[0090] Step S9 specifically includes:

[0091] When V m When (k)≥V0, use the formula The temperature rise rate coefficient is obtained; where K p (k) represents the temperature rise rate coefficient, V B (x) represents the tiered baseline value, V B (x) = V0 + cx, where c is a constant and x is an integer.

[0092] When V m When (k) < V0, use the formula The temperature rise rate coefficient is obtained.

[0093] Step S10: Obtain the allowable charge and discharge power limit based on the temperature rise rate coefficient, and output the allowable charge and discharge power limit.

[0094] Step S10 specifically includes:

[0095] Using the formula SOP out (k)=K p (k)*SOP table(SOC,T,U) yields the permissible charge / discharge power limit, and outputs the permissible charge / discharge power limit; where SOP out (k) represents the permissible charge / discharge power limit, SOP table (SOC,T,U) represents the allowable charge / discharge current limit obtained by looking up the charge / discharge current limit table based on the real-time battery temperature T and the battery's current state of charge SOC, and then multiplying it by the battery's current voltage U to obtain the allowable charge / discharge power limit without considering temperature rise.

[0096] Step S11: Determine whether the allowable charge / discharge power limit is less than the allowable charge / discharge power limit at the previous moment.

[0097] If the output of step S11 is yes, then step S12 is executed: the linear slope of the allowable charge and discharge power limit at the previous moment is smoothly reduced to the allowable charge and discharge power limit.

[0098] If the output of step S11 is negative, then step S13 is executed: the allowable charge and discharge power limit of the previous moment is stepped up to the allowable charge and discharge power limit.

[0099] Step S14: Determine whether the updated timer is less than the target running time.

[0100] If the output of step S14 is yes, then return to step S6.

[0101] If the output of step S14 is negative, then return to step S3.

[0102] If the output of step S7 is negative, the temperature rise rate coefficient value remains the same as the previous temperature rise rate coefficient value, and step S10 is executed.

[0103] If the output of step S4 is negative, then return to step S3.

[0104] The technical solution of the present invention is illustrated below with a specific embodiment:

[0105] Figure 2 This is a flowchart illustrating the energy management method of the present invention. Figure 2 As shown, the energy management method of this invention is a power distribution SOP control method. Adjusting the SOP is equivalent to adjusting the power, and adjusting the power is equivalent to energy distribution management. The vehicle controller has functions for collecting battery voltage, current, temperature, SOC estimation, timing, and power distribution. The power distribution SOP control method is executed after the vehicle enters driving mode and stops executing after the vehicle exits driving mode. The power distribution SOP control method includes the following steps:

[0106] Step 1: Put the vehicle into driving mode.

[0107] Step 2: Obtain the battery's current highest temperature T, current state of charge (SOC), current cell voltage u, and current i. Look up the MAP table to obtain the initial value of the power state SOP, SOP0.

[0108] In step 2, the battery's current highest temperature is real-time. There are multiple cell temperature points, and the current highest temperature refers to the highest of these multiple points. The current state of charge (SOC), the current cell voltage u, and the current i are all acquired in real-time. The MAP table, or charge / discharge current limit table, contains the allowable charge / discharge current, power, or rate values ​​at different temperatures and SOCs.

[0109] Step 3: Reset timer t to zero, and initialize the temperature rise rate coefficient, i.e., K. p (0) = 1.

[0110] Step 4: Determine if the battery's highest temperature exceeds 20°C. If yes, proceed to Step 5; otherwise, return to Step 3.

[0111] Step 5: Calculate the baseline value V0 for the temperature rise rate.

[0112] Step 6: Increment the timer by 1.

[0113] Step 7: Determine if the t value is a multiple of the segment (a multiple of the segment time period a). If yes, proceed to step 8; otherwise, proceed to K. p The value remains the same as the value at the previous moment (if the program is executed for the first time and the value is not a multiple of the segment, it will not be executed at all, and the value at the previous moment will be the initial value).

[0114] Step 8: Calculate the temperature rise rate V during the target operating time. m (k) and the temperature rise rate of the section V n (k).

[0115] Step 9: Confirm the temperature rise rate coefficient K p (k).

[0116] Step 10: Output the allowable charge / discharge power limit at time K, i.e., SOP. out (k) value.

[0117] Step 11: Determine the SOP out If the value is less than the value at the previous time step, then the linear slope is smoothly reduced, i.e., for SOP... out (k) Perform a linear slope smoothing decrease; otherwise, perform a step increase, i.e., adjust the SOP accordingly. out (k) performs a step adjustment.

[0118] In step 11, SOP out The initial value is SOP. out(0) = SOP0. For SOP... out (k) Perform linear slope smoothing down, that is, adjust the previous time value linearly down to the current target value SOP. out (k). Regarding SOP out (k) Perform a step up adjustment, that is, adjust the previous time value to the current target value SOP. out (k).

[0119] Step 12: Determine if the t value is less than the target running time. If yes, return to step 6; otherwise, return to step 3.

[0120] The aforementioned power distribution SOP control method ceases execution after the vehicle exits driving mode. In principle, the aforementioned power distribution SOP control method can be used (executed) indefinitely after the vehicle enters driving mode, until the process ends due to low battery power, triggering a fault such as excessive battery temperature, or user-operated power-off. Re-entry requires re-initialization from the beginning.

[0121] Specifically, in step 1, the driving mode is when the vehicle is in a state where the high voltage is ready and the motor is drivable.

[0122] In step 4, it is determined whether the battery's highest temperature exceeds 20°C. 20°C is the optimal starting value for the battery's charge and discharge performance. If it is lower than this value, the battery temperature may be increased through active heating or other means, rather than natural heating. If it is lower than this value, no temperature rise rate compensation is performed, which can eliminate the influence of active heating and ensure the battery's optimal performance at low temperatures. This value varies for different battery types.

[0123] In step 5, the reference value for the temperature rise rate is V0 = (T up -T0) / Δt target T up This is the upper limit of temperature that affects the battery's charging and discharging performance; in this embodiment, it is set to 45°C, Δt. target T0 is the longest continuous driving mode period for the vehicle, which is 2 hours in this embodiment. T0 is the starting value of the highest battery temperature within a target (the aforementioned longest driving mode period is the target value) operating time period.

[0124] The timer counts once per second, but other time periods are also possible.

[0125] Temperature rise rate V during the target operating time m (k)=(T m (k)-T0) / ak, where a is the segment time period, which is 3 minutes in this embodiment, and k is the kth segment time period within a target running time period, T m(k) is the highest temperature value at time ak (k represents the period, and time is a*k, which is the end time of each segment). Determining how many segments a target operating time period should be divided into is based on the target operating period Δt. target / a is determined.

[0126] Section temperature rise rate V n (k)=(T m (k)-T m (k-1)) / a.

[0127] Proportional adjustment value K p (k), i.e., the temperature rise rate coefficient K p The value of (k) and V m (k), V n (k) is related to V0, and the relationship among the four is as follows:

[0128] a. Set the tiered baseline value V B (x) = V0 + cx, where c is a constant, and in this embodiment, it is taken as 0.05, and x is an integer.

[0129] b、V m When (k)≥V0,

[0130] c, V m When (k) < V0,

[0131] This section introduces K. p The value of (k) and V m (k), V n The coefficients in the formula relating (k) and V0 can be adjusted, and the optimal solution needs to be obtained through experimental testing to get the specific values.

[0132] SOP out (k) is calculated using SOP. out (k)=K p (k)*SOP table The formula (SOC, T, U) introduces a temperature rise rate coefficient to adjust power distribution, effectively controlling battery temperature rise, improving battery life, and preventing high-temperature operation. Here, SOC is the current state of charge, and T and U are the values ​​mentioned earlier. These are obtained by looking up the current temperature and SOC values ​​in a table to find the current allowable charge / discharge current limit (excluding temperature rise), and then multiplying it by the current voltage U to get SOP. table Value. Standard Operating Procedures (SOPs) in the Existing Technology out (k) is calculated using SOP. out (k)=SOP table (SOC,T,U), based on this, the present invention introduces a temperature rise rate coefficient k.p (k).

[0133] In step 11, a linear slope is used to smoothly reduce the speed, which can help prevent shaking and make the vehicle's power output smooth. A step increase can make the power recover the fastest and improve the vehicle's acceleration performance.

[0134] This invention differs fundamentally from existing technologies in its control method. Building upon the water tank control principle used in existing technologies, this invention introduces a battery temperature rise rate coefficient. Different values ​​are calibrated for the temperature rise rate at different times within a set target operating time period, enabling energy distribution management and control of the load. This allows the battery to achieve optimal charging and discharging performance, ensuring the vehicle's power requirements, while also effectively controlling battery temperature rise, improving battery life, preventing high-temperature battery operation, and enhancing vehicle safety. Furthermore, a step-up adjustment is used when the starting point (SOP) increases, allowing for the fastest recovery of power and improving vehicle acceleration performance.

[0135] Based on the water tank control principle used in existing technologies, this invention introduces a battery temperature rise rate control loop to manage and control the energy distribution of the load. This can effectively control the battery temperature rise, improve battery life, and prevent the battery from operating at high temperatures. At the same time, it can make the vehicle's power performance smoother, improve driving safety and the driving experience.

[0136] Example 2

[0137] In order to execute the method corresponding to Embodiment 1 and achieve the corresponding functions and technical effects, the present invention also provides an energy management system that is executed after the vehicle enters driving mode and stops executing after the vehicle exits driving mode. The system includes the following modules:

[0138] The battery-related data acquisition module is used to acquire relevant data of the vehicle battery in real time during driving mode; the relevant data includes the current maximum temperature and state of charge.

[0139] The module for determining the initial value of the allowable charge and discharge power limit is used to obtain the initial value of the allowable charge and discharge power limit based on relevant data.

[0140] The timer reset module is used to reset the timer, setting the initial value of the temperature rise rate coefficient to 1.

[0141] The current highest temperature judgment module is used to determine whether the current highest temperature exceeds the set temperature.

[0142] The temperature rise rate benchmark calculation module is used to calculate the temperature rise rate benchmark value when the output result of the current highest temperature judgment module is yes.

[0143] The timer increment module is used to increment the timer by 1 and then update the timer.

[0144] The first judgment module of the timer is used to determine whether the updated timer is a multiple of the segment.

[0145] The temperature rise rate calculation module is used to calculate the temperature rise rate and the temperature rise rate of the section within the target running time when the output result of the first judgment module of the timer is yes.

[0146] The temperature rise rate coefficient determination module is used to obtain the temperature rise rate coefficient based on the temperature rise rate during the target operating time, the temperature rise rate of the section, and the temperature rise rate reference value.

[0147] The permissible charge / discharge power limit determination module is used to obtain the permissible charge / discharge power limit based on the temperature rise rate coefficient and output the permissible charge / discharge power limit.

[0148] The permissible charge / discharge power limit determination module is used to determine whether the permissible charge / discharge power limit is less than the permissible charge / discharge power limit at the previous moment.

[0149] The linear slope smoothing reduction module is used to smoothly reduce the allowable charge and discharge power limit of the previous moment to the allowable charge and discharge power limit when the output result of the allowable charge and discharge power limit judgment module is yes.

[0150] The step adjustment module is used to step up the allowable charge and discharge power limit from the previous moment to the allowable charge and discharge power limit when the output result of the allowable charge and discharge power limit judgment module is negative.

[0151] The second timer judgment module is used to determine whether the updated timer is less than the target running time.

[0152] The first return module is used to return to the timer increment module when the output of the second judgment module of the timer is yes.

[0153] The second return module is used to return to the timer clearing module when the output of the second judgment module of the timer is negative.

[0154] The execution module is used to maintain the temperature rise rate coefficient value at the previous moment when the output result of the first judgment module of the timer is negative, and to execute the allowable charge and discharge power limit determination module.

[0155] The third return module is used to return to the timer reset module when the output of the current highest temperature judgment module is negative.

[0156] The temperature rise rate benchmark value calculation module specifically includes:

[0157] The temperature rise rate reference value calculation unit is used to calculate the temperature rise rate using the formula V0 = (T up -T0) / Δt targetCalculate the baseline value for the temperature rise rate; where V0 represents the baseline value for the temperature rise rate, and T... up This represents the upper limit of temperature that affects the battery's charging and discharging performance. T0 represents the starting value of the battery's highest temperature within a target operating time cycle, and Δt represents the starting value of Δt. target This indicates the longest period during which the vehicle remains in driving mode continuously.

[0158] The temperature rise rate calculation module specifically includes:

[0159] The temperature rise rate calculation unit within the target operating time is used to calculate the temperature rise rate using formula V. m (k)=(T m (k)-T0) / ak calculates the temperature rise rate during the target operating time; where V m (k) represents the rate of temperature rise during the target operating time, T m (k) represents the highest temperature value at time ak, k represents the kth segment time period within a target running time period, and a represents the segment time period;

[0160] The section temperature rise rate calculation unit is used to calculate the temperature rise rate using the formula V. n (k)=(T m (k)-T m (k-1)) / a calculates the temperature rise rate of the section; where V n (k) represents the temperature rise rate of the section, T m (k-1) represents the highest temperature value at time a(k-1).

[0161] The module for determining the temperature rise rate coefficient specifically includes:

[0162] The first temperature rise rate coefficient determination unit is used when V m When (k)≥V0, use the formula The temperature rise rate coefficient is obtained; where K p (k) represents the temperature rise rate coefficient, V B (x) represents the tiered baseline value, V B (x) = V0 + cx, where c is a constant and x is an integer;

[0163] The second temperature rise rate coefficient determination unit is used when V m When (k) < V0, use the formula The temperature rise rate coefficient is obtained.

[0164] The module for determining permissible charge and discharge power limits specifically includes:

[0165] The permissible charge / discharge power limit determination unit is used to determine the permissible charge / discharge power limit using formula SOP. out (k)=K p (k)*SOP table(SOC,T,U) yields the permissible charge / discharge power limit, and outputs the permissible charge / discharge power limit; where SOP out (k) represents the permissible charge / discharge power limit, SOP table (SOC,T,U) represents the allowable charge / discharge current limit obtained by looking up the charge / discharge current limit table based on the real-time battery temperature T and the battery's current state of charge SOC, and then multiplying it by the battery's current voltage U to obtain the allowable charge / discharge power limit without considering temperature rise.

[0166] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the systems disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the descriptions are relatively simple; relevant parts can be referred to the method section.

[0167] This document uses specific examples to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of the present invention. Furthermore, those skilled in the art will recognize that, based on the ideas of the present invention, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. An energy management method, characterized in that, The method is executed after the vehicle enters driving mode and stops executing after the vehicle exits driving mode. The method includes: Step S1: Acquire relevant data of the vehicle battery in real time during driving mode; the relevant data includes the current maximum temperature and state of charge; Step S2: Based on the relevant data, obtain the initial value of the allowable charge and discharge power limit using the charge and discharge current limit table; Step S3: Reset the timer to zero and set the initial value of the temperature rise rate coefficient to 1; Step S4: Determine whether the current highest temperature exceeds the set temperature; If the output of step S4 is yes, then proceed to step S5: calculate the baseline value of the temperature rise rate; Step S6: Increment the timer by 1 and then update the timer; Step S7: Determine whether the updated timer is a segment multiple; If the output of step S7 is yes, then proceed to step S8: calculate the temperature rise rate and the section temperature rise rate within the target operating time. Step S9: Obtain the temperature rise rate coefficient based on the temperature rise rate during the target operating time, the temperature rise rate of the section, and the temperature rise rate reference value; Step S10: Obtain the allowable charge / discharge power limit based on the temperature rise rate coefficient, and output the allowable charge / discharge power limit; Step S11: Determine whether the allowable charge / discharge power limit is less than the allowable charge / discharge power limit at the previous moment; If the output of step S11 is yes, then step S12 is executed: the linear slope of the allowable charge and discharge power limit at the previous moment is smoothly reduced to the allowable charge and discharge power limit. If the output of step S11 is negative, then step S13 is executed: the allowable charge and discharge power limit of the previous moment is stepped up to the allowable charge and discharge power limit. Step S14: Determine whether the updated timer is less than the target running time; If the output of step S14 is yes, then return to step S6; If the output of step S14 is negative, then return to step S3; If the output of step S7 is negative, the temperature rise rate coefficient value remains the same as the previous temperature rise rate coefficient value, and step S10 is executed. If the output of step S4 is negative, then return to step S3.

2. The energy management method according to claim 1, characterized in that, The reference value for calculating the temperature rise rate specifically includes: Using the formula V0=(T up -T0) / Δt target Calculate the baseline value for the temperature rise rate; where V0 represents the baseline value for the temperature rise rate, and T... up This represents the upper limit of temperature that affects the battery's charging and discharging performance. T0 represents the starting value of the battery's highest temperature within a target operating time cycle, and Δt represents the starting value of Δt. target This indicates the longest period during which the vehicle remains in driving mode continuously.

3. The energy management method according to claim 2, characterized in that, The calculation of the temperature rise rate and the section temperature rise rate within the target operating time specifically includes: Using formula V m (k)=(T m (k)-T0) / ak calculates the temperature rise rate during the target operating time; where V m (k) represents the rate of temperature rise during the target operating time, T m (k) represents the highest temperature value at time ak, k represents the kth segment time period within a target running time period, and a represents the segment time period; Using formula V n (k)=(T m (k)-T m (k-1)) / a calculates the temperature rise rate of the section; where V n (k) represents the temperature rise rate of the section, T m (k-1) represents the highest temperature value at time a(k-1).

4. The energy management method according to claim 3, characterized in that, The process of obtaining the temperature rise rate coefficient based on the temperature rise rate during the target operating time, the temperature rise rate of the section, and the temperature rise rate reference value specifically includes: When V m When (k)≥V0, use the formula The temperature rise rate coefficient is obtained; where K p (k) represents the temperature rise rate coefficient, V B (x) represents the tiered baseline value, V B (x) = V0 + cx, where c is a constant and x is an integer; When V m When (k) < V0, use the formula The temperature rise rate coefficient is obtained.

5. The energy management method according to claim 4, characterized in that, Based on the temperature rise rate coefficient, the permissible charge / discharge power limit is obtained, and the permissible charge / discharge power limit is output, specifically including: Using the formula SOP out (k)=K p (k)*SOP table (SOC,T,U) yields the permissible charge / discharge power limit, and outputs the permissible charge / discharge power limit; where SOP out (k) represents the permissible charge / discharge power limit, SOP table (SOC,T,U) represents the allowable charge / discharge current limit obtained by looking up the charge / discharge current limit table based on the real-time battery temperature T and the battery's current state of charge SOC, and then multiplying it by the battery's current voltage U to obtain the allowable charge / discharge power limit without considering temperature rise.

6. An energy management system, characterized in that, The system is executed after the vehicle enters driving mode and stops executing after the vehicle exits driving mode. The system includes: The battery-related data acquisition module is used to acquire relevant data of the vehicle battery in real time during driving mode; the relevant data includes the current maximum temperature and state of charge. An initial value determination module for the allowable charge and discharge power limit is used to obtain the initial value of the allowable charge and discharge power limit based on the relevant data. The timer reset module is used to reset the timer, setting the initial value of the temperature rise rate coefficient to 1. The current highest temperature determination module is used to determine whether the current highest temperature exceeds the set temperature; The temperature rise rate reference value calculation module is used to calculate the temperature rise rate reference value when the output result of the current highest temperature judgment module is yes; A timer increment module is used to increment the timer by 1 and then update the timer. The first judgment module of the timer is used to determine whether the updated timer is a multiple of the segment; The temperature rise rate calculation module is used to calculate the temperature rise rate and the section temperature rise rate within the target running time when the output result of the first judgment module of the timer is yes. The temperature rise rate coefficient determination module is used to obtain the temperature rise rate coefficient based on the temperature rise rate and the temperature rise rate of the section within the target operating time and the temperature rise rate reference value. The permissible charge / discharge power limit determination module is used to obtain the permissible charge / discharge power limit based on the temperature rise rate coefficient and output the permissible charge / discharge power limit. The permissible charge / discharge power limit determination module is used to determine whether the permissible charge / discharge power limit is less than the permissible charge / discharge power limit at the previous moment; A linear slope smoothing reduction module is used to smoothly reduce the allowable charge and discharge power limit at the previous moment to the allowable charge and discharge power limit when the output result of the allowable charge and discharge power limit judgment module is yes. The step adjustment module is used to step adjust the allowable charge and discharge power limit at the previous moment to the allowable charge and discharge power limit when the output result of the allowable charge and discharge power limit judgment module is negative. The second timer judgment module is used to determine whether the updated timer is less than the target running time; The first return module is used to return to the timer increment module when the output result of the second judgment module of the timer is yes; The second return module is used to return to the timer clearing module when the output result of the second judgment module of the timer is negative; The execution module is used to maintain the temperature rise rate coefficient value at the previous moment when the output result of the first judgment module of the timer is negative, and to execute the allowable charge and discharge power limit determination module. The third return module is used to return to the timer clearing module when the output result of the current highest temperature judgment module is negative.

7. The energy management system according to claim 6, characterized in that, The temperature rise rate reference value calculation module specifically includes: The temperature rise rate reference value calculation unit is used to calculate the temperature rise rate using the formula V0 = (T up -T0) / Δt target Calculate the baseline value for the temperature rise rate; where V0 represents the baseline value for the temperature rise rate, and T... up This represents the upper limit of temperature that affects the battery's charging and discharging performance. T0 represents the starting value of the battery's highest temperature within a target operating time cycle, and Δt represents the starting value of Δt. target This indicates the longest period during which the vehicle remains in driving mode continuously.

8. The energy management system according to claim 7, characterized in that, The temperature rise rate calculation module specifically includes: The temperature rise rate calculation unit within the target operating time is used to calculate the temperature rise rate using formula V. m (k)=(T m (k)-T0) / ak calculates the temperature rise rate during the target operating time; where V m (k) represents the rate of temperature rise during the target operating time, T m (k) represents the highest temperature value at time ak, k represents the kth segment time period within a target running time period, and a represents the segment time period; The section temperature rise rate calculation unit is used to calculate the temperature rise rate using the formula V. n (k)=(T m (k)-T m (k-1)) / a calculates the temperature rise rate of the section; where V n (k) represents the temperature rise rate of the section, T m (k-1) represents the highest temperature value at time a(k-1).

9. The energy management system according to claim 8, characterized in that, The temperature rise rate coefficient determination module specifically includes: The first temperature rise rate coefficient determination unit is used when V m When (k)≥V0, use the formula The temperature rise rate coefficient is obtained; where K p (k) represents the temperature rise rate coefficient, V B (x) represents the tiered baseline value, V B (x) = V0 + cx, where c is a constant and x is an integer; The second temperature rise rate coefficient determination unit is used when V m When (k) < V0, use the formula The temperature rise rate coefficient is obtained.

10. The energy management system according to claim 9, characterized in that, The module for determining the permissible charge / discharge power limit specifically includes: The permissible charge / discharge power limit determination unit is used to determine the permissible charge / discharge power limit using formula SOP. out (k)=K p (k)*SOP table (SOC,T,U) yields the permissible charge / discharge power limit, and outputs the permissible charge / discharge power limit; where SOP out (k) represents the permissible charge / discharge power limit, SOP table (SOC,T,U) represents the allowable charge / discharge current limit obtained by looking up the charge / discharge current limit table based on the real-time battery temperature T and the battery's current state of charge SOC, and then multiplying it by the battery's current voltage U to obtain the allowable charge / discharge power limit without considering temperature rise.

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