Vehicle Energy Management Method, Electronic Device and Vehicle

Abstract

The present application provides a vehicle energy management method, an electronic device, and a vehicle. The vehicle energy management method includes: in response to the vehicle being powered on, enabling the power battery to supply power to the vehicle; determining whether to enable a fuel cell according to the total power consumption of the trip obtained in real time, the remaining power of the power battery obtained in real time, and the battery power information; and in response to the need to enable the fuel cell, enabling the fuel cell to supply power to the vehicle. The method provided by the present application reasonably allocates the use of the fuel cell and the power battery during a single trip according to the total power consumption of the trip, so that the fuel cell starts and stops no more than once during a single trip, avoiding frequent start and stop of the fuel cell during driving, and thus ensuring a relatively long service life of the fuel cell.

Description

Technical Field

[0001] The present application relates to the technical field of automobiles, and particularly to a vehicle energy management method, an electronic device and a vehicle. Background Art

[0002] A hybrid vehicle is powered by two power sources, namely a fuel cell and a power battery. The fuel cell generates electricity through internal fuel, and the power battery is charged by an external charging pile or the fuel cell. Both the fuel cell and the power battery can be used to drive the vehicle.

[0003] In the related art, the energy management of a hybrid vehicle only controls the start of the fuel cell according to the current energy mode, a preset power battery threshold for starting the fuel cell, or the vehicle's required power. After the fuel cell is started, the vehicle enters the CS (Charge-Sustainning) stage. While the power battery compensates the power of the fuel cell, the fuel cell also charges the power battery. After the power battery's power reaches the preset threshold, the fuel cell will shut down, and this cycle repeats. This energy management mode will cause the fuel cell to start and stop frequently during driving, thus affecting the service life of the fuel cell. Summary of the Invention

[0004] In view of this, the purpose of the present application is to provide a vehicle energy management method, an electronic device and a vehicle, so as to solve the problem that the fuel cell starts and stops frequently during driving, thus affecting the service life of the fuel cell.

[0005] Based on the above purpose, the present application provides a vehicle energy management method, including: in response to the vehicle being powered on, enabling the power battery to supply power to the vehicle; determining whether to enable the fuel cell according to the total power consumption of the trip obtained in real time, the remaining power of the power battery obtained in real time, and the battery power information; and in response to the need to enable the fuel cell, enabling the fuel cell to supply power to the vehicle.

[0006] Optionally, the total power consumption of the trip obtained in real time includes the power consumption of the trip already obtained in real time and the estimated power consumption of the trip obtained in real time. The determination process of the estimated power consumption of the trip includes: determining the estimated power consumption of the trip according to the preset trip route on the map, the real-time position of the vehicle, and the real-time power consumption state of the vehicle.

[0007] Optionally, the determination of the estimated power consumption for the trip based on a preset trip route in a map, the real-time position of the vehicle, and the real-time power consumption status of the vehicle includes: determining the trip distance, road type, road condition information, and weather information from the real-time position to the end point of the trip route according to the preset trip route in the map; determining the estimated power consumption for the trip based on the trip distance, the road type, the road condition information, the weather information, and the real-time power consumption status.

[0008] Optionally, the battery power information includes the total power of the power battery. The determination of whether to enable the fuel cell based on the real-time obtained total power consumption for the trip, the real-time obtained remaining power of the power battery, and the battery power information includes: in response to the total power consumption for the trip being greater than or equal to a preset first power, and the remaining power of the power battery being less than or equal to a second power, determining that it is necessary to enable the fuel cell; or in response to the total power consumption for the trip being less than the first power, and the remaining power of the power battery being less than or equal to a third power, determining that it is necessary to enable the fuel cell, where: the second power is less than the third power, and both the second power and the third power are determined based on the total power of the power battery.

[0009] Optionally, the battery power information includes the initial power of the power battery and the initial power of the fuel cell. The determination of whether to enable the fuel cell based on the real-time obtained total power consumption for the trip, the real-time obtained remaining power of the power battery, and the battery power information includes: in response to the remaining power of the power battery being less than or equal to a threshold power, determining that it is necessary to enable the fuel cell, where: the threshold power is less than or equal to the difference obtained by subtracting the total power consumption for the trip from the sum of the initial power of the power battery and the initial power of the fuel cell.

[0010] Optionally, the battery power information includes the initial power of the power battery, the initial power of the fuel cell, and the total power of the power battery. Determining whether to enable the fuel cell according to the total power consumption of the trip obtained in real time, the remaining power of the power battery obtained in real time, and the battery power information includes: in response to the total power consumption of the trip being greater than or equal to a preset first power, and the remaining power of the power battery being less than or equal to a second power and greater than a threshold power, determining that the fuel cell needs to be enabled; or in response to the total power consumption of the trip being less than the first power, and the remaining power of the power battery being less than or equal to a third power and greater than the threshold power, determining that the fuel cell needs to be enabled; or in response to the remaining power of the power battery being less than or equal to the threshold power, determining that the fuel cell needs to be enabled, where: the second power is less than the third power, both the second power and the third power are determined according to the total power of the power battery, and the threshold power is less than or equal to the difference obtained by subtracting the total power consumption of the trip from the sum of the initial power of the power battery and the initial power of the fuel cell.

[0011] Optionally, the fuel cell is a hydrogen fuel cell.

[0012] Optionally, after determining that the fuel cell needs to be enabled, it further includes: using the fuel cell to charge the power battery.

[0013] Based on the same inventive concept, the present application further provides a vehicle energy management device, including: a power battery driving module configured to enable the power battery to supply power to the vehicle in response to vehicle power-on; an energy management module configured to determine whether to enable the fuel cell according to the total power consumption of the trip obtained in real time, the remaining power of the power battery obtained in real time, and the battery power information; a fuel cell driving module configured to enable the fuel cell to supply power to the vehicle in response to the need to enable the fuel cell.

[0014] Based on the same inventive concept, the present application further provides an electronic device, including a memory, a processor, and a computer program stored on the memory and executable on the processor, where the processor implements the method according to any one of the above when executing the program.

[0015] Based on the same inventive concept, the present application further provides a non-transitory computer-readable storage medium, where the non-transitory computer-readable storage medium stores computer instructions for causing a computer to execute the method according to any one of the above.

[0016] Based on the same inventive concept, the present application further provides a vehicle, characterized in that the vehicle includes the vehicle energy management device or the electronic device.

[0017] As can be seen from the above, the vehicle energy management method, electronic device, and vehicle provided by the present application, wherein the vehicle energy management method includes: in response to vehicle power-on, enabling the power battery to supply power to the vehicle; determining whether to enable the fuel cell according to the total power consumption of the trip obtained in real time, the remaining power of the power battery obtained in real time, and the battery power information; and in response to the need to enable the fuel cell, enabling the fuel cell to supply power to the vehicle. The method provided by the present application reasonably allocates the use of the fuel cell and the power battery during a single trip according to the total power consumption of the trip, so that the fuel cell starts and stops no more than once during a single trip, avoiding frequent start and stop of the fuel cell during driving, and thus ensuring a relatively long service life of the fuel cell. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the present application or related technologies, the following will briefly introduce the drawings required for use in the embodiments or related technology descriptions. Obviously, the drawings in the following description are only embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0019] Figure 1 It is a schematic flow chart of the vehicle energy management method according to an embodiment of the present application;

[0020] Figure 2 It is a schematic diagram of a vehicle energy management solution in a specific embodiment of the present application;

[0021] Figure 3 It is a schematic structural diagram of the vehicle energy management device according to an embodiment of the present application;

[0022] Figure 4 It is a schematic diagram of the hardware structure of the electronic device according to an embodiment of the present application. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0023] To make the objectives, technical solutions, and advantages of the present application clearer and more understandable, the following further elaborates on the present application in detail with reference to specific embodiments and the accompanying drawings.

[0024] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present application should have the ordinary meanings understood by those of ordinary skill in the field to which the present application belongs. The "first", "second" and similar terms used in the embodiments of the present application do not denote any order, quantity or importance, but are only used to distinguish different components. Words such as "including" or "comprising" mean that the elements or objects appearing before the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Words such as "connected" or "coupled" are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "Up", "down", "left", "right", etc. are only used to represent relative position relationships, and when the absolute position of the object being described changes, the relative position relationship may also change accordingly.

[0025] An embodiment of the present application provides a vehicle energy management method. The execution subject of the embodiments of the present application may be a vehicle VCU (Vehicle Control Unit), and the vehicle VCU is connected to the vehicle's BMS (Battery Management System) and FCU (Fuel-cell Control Unit), and can obtain the information required in the embodiments of the present application and correspondingly execute the method provided by the embodiments of the present application. As Figure 1 shown, the method includes:

[0026] Step S101: In response to the vehicle being powered on, enable the power battery to supply power to the vehicle, specifically, enable the power battery to drive the vehicle.

[0027] Step S102: Determine whether to enable the fuel cell according to the total power consumption of the trip obtained in real time, the remaining power of the power battery obtained in real time, and the battery power information. In a specific embodiment, the total power consumption of the trip is obtained by the vehicle VCU from the cloud in real time.

[0028] In response to the need to enable the fuel cell, execute Step S103: Enable the fuel cell to supply power to the vehicle, specifically, enable the fuel cell to drive the vehicle until the vehicle is powered off.

[0029] The method provided by the present application reasonably allocates the use of the fuel cell and the power battery during a single trip according to the total power consumption of the trip, so that the fuel cell starts and stops no more than once during a single trip, avoiding frequent start and stop of the fuel cell during driving, and thus ensuring a relatively long service life of the fuel cell.

[0030] In a specific embodiment, the fuel cell is a hydrogen fuel cell, which is a power generation device that directly converts the chemical energy of hydrogen and oxygen into electrical energy. Its basic principle is the reverse reaction of electrolyzing water. Hydrogen and oxygen are respectively supplied to the anode and the cathode. After hydrogen diffuses outward through the anode and reacts with the electrolyte, electrons are released and reach the cathode through an external load.

[0031] Hydrogen fuel cells have the advantages of being clean, pollution-free, and efficient. Hydrogen fuel cells generate electrical energy through electrochemical reactions, and the by-product is only water, without releasing harmful substances such as COx, NOx, SOx gases, and dust. Moreover, hydrogen fuel cells directly convert chemical energy into electrical energy without going through intermediate conversions of thermal energy and mechanical energy, and their power generation efficiency can reach more than 50%. With the increasingly scarce global resources and serious environmental pollution, using hydrogen fuel cells can solve the problem of serious vehicle emission pollution.

[0032] In some embodiments, the total power consumption of the journey obtained in real time includes the power consumption already consumed in the journey obtained in real time and the estimated power consumption of the journey obtained in real time. Specifically, when implementing, the driver or other in-vehicle users preset the destination in advance. The journey route can also be set by the driver or other in-vehicle users, or can be automatically generated according to the preset destination. Theoretically speaking, based on the journey route, it is possible to estimate the total power consumption of the entire journey. However, since the actual driving conditions may change at any time, for example, a section that was expected to pass smoothly becomes congested due to a traffic accident, or a section that was expected to be congested starts to clear up, the total power consumption of the journey needs to be updated in real time. Specifically, when implementing, no matter which position the vehicle is at in the journey route, the power consumption already consumed in the journey and the estimated power consumption of the journey can be obtained correspondingly. For example, when the vehicle just starts, its power consumption already consumed in the journey is approximately zero, and the estimated power consumption of the journey at this time is the total power consumption of the journey. As the vehicle moves forward according to the preset journey route, its estimated power consumption of the journey can be regarded as being updated according to the estimated power consumption of the journey at different positions of the vehicle at different times.

[0033] Specifically, when implementing, it is also possible to encounter the situation where the driver changes the journey route midway. At this time, the journey route changed by the driver or in-vehicle users can be obtained, or the journey route can be updated according to the preset destination at the time of departure and the route change situation, and the power consumption already consumed in the journey and the estimated power consumption of the journey obtained in real time according to the updated journey route.

[0034] The above-mentioned power consumption already consumed in the journey can be obtained through the vehicle's BMS. In some embodiments, the determination process of the estimated power consumption of the journey includes:

[0035] Step S201: Determine the estimated power consumption of the journey according to the preset journey route on the map, the real-time position of the vehicle, and the real-time power consumption state of the vehicle.

[0036] In some embodiments, step S201 further includes:

[0037] Step S301: Determine the travel distance, road type, road condition information, and weather information from the real-time position to the end point of the travel route according to the preset travel route in the map.

[0038] Step S302: Determine the estimated power consumption for the travel according to the travel distance, the road type, the road condition information, the weather information, and the real-time power consumption status.

[0039] In specific implementation, the cloud predicts the power consumption required from the current position to the preset destination based on the real-time position of the vehicle in the map navigation, in combination with the travel distance, the road type, the road condition information, the weather information, and the real-time power consumption status of the vehicle. Then, in combination with the power consumption already consumed during the travel obtained through the BMS of the vehicle, the total power consumption for the travel is obtained and forwarded to the VCU, and the total power consumption for the travel sent to the VCU is updated as the real-time position of the vehicle changes.

[0040] In a specific embodiment, the road information includes the type of each road on the travel route, such as main roads, expressways, highways, etc.; the road condition information includes the congestion degree of each road on the travel route, such as smooth, relatively congested, congested, etc.; the weather information includes the weather condition at the real-time position of the vehicle, such as raining, snowing, etc.; the real-time power consumption status includes the current power consumption situation of the vehicle, such as the proportion of the power used to drive the vehicle forward in the total power consumption. By obtaining the travel distance, the approximate range of the estimated power consumption for the travel can be directly determined, and the road type, the road condition information, the weather information, and the real-time power consumption status are used to fine-tune the estimated power consumption for the travel. For example, the power consumption per 100 kilometers of the vehicle traveling on a highway will be lower than that of the vehicle traveling on an ordinary main road. Road congestion, rainy or snowy weather, and a relatively low proportion of the power used to drive the vehicle forward in the total power consumption (such as when the vehicle enables more auxiliary modules such as air conditioners and stereos) will cause the power consumption per 100 kilometers of the vehicle to increase.

[0041] In a specific embodiment, the real-time position is obtained through the cooperation of RTK (Real-time kinematic) carrier phase differential technology and the Global Navigation Satellite System (GNSS).

[0042] The RTK carrier phase differential technology is a differential method for real-time processing of carrier phase observations at two measurement stations. It sends the carrier phase collected at the reference station to the user receiver for differential solution of coordinates. Specifically, the satellite data observed by the GPS receiver at the reference station is sent out in real time through a data communication link (radio station). The mobile station GPS receiver nearby, while observing the satellites, also receives the radio signals from the reference station. By real-time processing of the received signals, the three-dimensional coordinates of the mobile station are given. This satellite positioning measurement method can obtain centimeter-level positioning accuracy measurements in the field in real time.

[0043] The Global Navigation Satellite System (GNSS) is a space-based radio navigation and positioning system that can provide users with all-weather three-dimensional coordinates, speed, and time information at any location on the Earth's surface or in near-Earth space.

[0044] In some embodiments, after the fuel cell needs to be enabled, the method further includes:

[0045] Step S104: Charge the power battery with the fuel cell.

[0046] At the same time, in order to ensure that the power battery has a relatively high power when the vehicle reaches the destination to support the next startup and power-on of the vehicle, the VCU controls the fuel cell to output power to drive the vehicle and also controls the fuel cell reaction to output power to charge the power battery. The above step S104 of charging the power battery with the fuel cell can be considered as preferentially consuming the energy of the fuel cell. This is because, compared with charging the power battery with a charging pile, no matter what fuel drives the fuel cell, injecting fuel into the fuel cell brings a more convenient and fast energy charging process to the user. And when the fuel cell is a hydrogen fuel cell, charging the power battery with the fuel cell is cleaner, more environmentally friendly, and more efficient than charging the power battery with a charging pile.

[0047] It should be noted that although the related technology mentions that the fuel cell will stop when the power of the power battery reaches a preset threshold in the background technology, in order to ensure that the fuel cell starts and stops no more than once during a single trip in the method provided in this application, this application will not follow the above mechanism in the related technology. And the reason for the above setting in the related technology is precisely because the reasonable startup time of the fuel cell cannot be determined. This application can solve this problem through the method in the above embodiments, and naturally there is no need to follow the above mechanism in the related technology.

[0048] For how to determine the timing of starting the fuel cell according to the total power consumption, this application provides three embodiments. The first one is introduced below. In a specific embodiment, the battery power information includes the total power of the power battery, and the step S102 includes:

[0049] Responding to the total travel power consumption being greater than or equal to a preset first power, and the remaining power of the power battery being less than or equal to a second power, it is determined that the fuel cell needs to be enabled; or

[0050] Responding to the total travel power consumption being less than the first power, and the remaining power of the power battery being less than or equal to a third power, it is determined that the fuel cell needs to be enabled, where:

[0051] The second power is less than the third power, and both the second power and the third power are determined according to the total power of the power battery.

[0052] In the above embodiment, a higher power threshold of the power battery for starting the fuel cell is set for a shorter travel (i.e., a lower total travel power consumption), and a lower power threshold of the power battery for starting the fuel cell is set for a longer travel (i.e., a higher total travel power consumption), which can further reasonably allocate the use of the fuel cell and the power battery during a single trip, thereby further ensuring a longer service life of the fuel cell.

[0053] Moreover, if the fuel cell is also used to charge the power battery after starting the fuel cell, for a shorter travel, starting the fuel cell in advance can enable the fuel cell to charge the power battery during each trip. In some cases, most of the trips of the vehicle may be short trips each time. The method provided in the above embodiment of this application can avoid the vehicle continuously consuming the power of the power battery. For a longer travel, delaying the start of the fuel cell can avoid the vehicle stalling due to the exhaustion of the fuel cell power.

[0054] In the above embodiment, the initial power of the power battery and the initial power of the fuel cell are not used to determine the timing of enabling the fuel cell, which is applicable to the case where the initial power of the power battery and the initial power of the fuel cell are relatively high compared to the total travel power consumption.

[0055] In a specific embodiment, the second power and the third power can be percentages of the total battery power. In a more specific embodiment, the second power is 20% to 30% of the total battery power, and the third power is 30% to 50% of the total battery power. The first power needs to be determined according to the specific power consumption of the vehicle and the power consumption per 100 kilometers. Those skilled in the art can determine the first power based on this application, and no further elaboration is provided here.

[0056] In another embodiment where the battery power information includes the total power of the power battery, step S102 may further include:

[0057] In response to the total power consumption of the trip being greater than or equal to a preset fourth power, and the remaining power of the power battery being less than or equal to a sixth power, it is determined that the fuel cell needs to be enabled; or

[0058] In response to the total power consumption of the trip being greater than or equal to a preset fifth power, and less than the fourth power, and the remaining power of the power battery being less than or equal to a seventh power, it is determined that the fuel cell needs to be enabled; or

[0059] In response to the total power consumption of the trip being less than the fifth power, and the remaining power of the power battery being less than or equal to an eighth power, it is determined that the fuel cell needs to be enabled, where:

[0060] The fifth power < the fourth power, the sixth power < the seventh power < the eighth power, and the sixth power, the seventh power, and the eighth power are all determined according to the total power of the power battery.

[0061] The above embodiments divide three intervals of the total power consumption of the trip and the corresponding power battery power thresholds. Similarly, a higher power battery power threshold for starting the fuel cell is set for a shorter trip, and a lower power battery power threshold for starting the fuel cell is set for a longer trip. For specific descriptions, refer to the above embodiments and will not be elaborated here. Similarly, no matter how many intervals of the total power consumption of the trip and the corresponding power battery power thresholds are divided, as long as the principle is the same as that of the above embodiments of the present application, it is within the protection scope of the present application.

[0062] In another specific embodiment, the battery power information includes the initial power of the power battery and the initial power of the fuel cell. The initial power of the power battery and the initial power of the fuel cell are both the power when the vehicle is powered on during this trip. Step S102 includes:

[0063] In response to the remaining power of the power battery being less than or equal to a threshold power, it is determined that the fuel cell needs to be enabled, where:

[0064] The threshold power is less than or equal to the difference obtained by subtracting the total power consumption of the trip from the sum of the initial power of the power battery and the initial power of the fuel cell.

[0065] The above constraint condition of the threshold power can be transformed into formula (1):

[0066] E Power +E Fuel -E Total ≥E TH(1)

[0067] Among them, E Power is the initial power of the power battery, E Furl is the initial power of the fuel cell, E Total is the total power consumption of the journey, E TH is the threshold power.

[0068] The above formula (1) is transformed from formula (2):

[0069] E Power -E TH +E Fuel ≥E Total (2)

[0070] E Power -E TH is all the power that the remaining power of the power battery can provide when reaching the threshold power from the initial power, E Fuel is all the power that the fuel cell can provide. In order for the vehicle to be able to drive to the destination, all the power that the fuel cell and the power battery can provide must be greater than or equal to the total power that needs to be consumed.

[0071] In the above embodiment, the timing of determining to enable the fuel cell mainly uses the initial power of the power battery and the initial power of the fuel cell, and is applicable to the situation where the initial power of the power battery and the initial power of the fuel cell are relatively low compared to the total power consumption of the journey.

[0072] Specifically, when the vehicle is powered on, the FCU of the vehicle calculates the power that the fuel cell can generate according to the current fuel cell state and sends it to the VCU as the initial power of the fuel cell; the BMS of the vehicle calculates the power that the power battery can consume according to the current power battery state and sends it to the VCU as the initial power of the power battery.

[0073] In another embodiment where the battery power information includes the initial power of the power battery and the initial power of the fuel cell, the step S102 may further include:

[0074] Corresponding to the sum of the initial power of the power battery and the initial power of the fuel cell being less than or equal to the total power consumption of the journey, start a low-power warning to prompt the driver or the user in the vehicle to charge the power battery or replenish the fuel of the fuel cell.

[0075] In some embodiments, the above two methods for determining the timing of starting the fuel cell based on the total power consumption can also be combined. In this embodiment, step S102 includes: the battery power information includes the initial power of the power battery, the initial power of the fuel cell, and the total power of the power battery. Determining whether to enable the fuel cell according to the total travel power consumption obtained in real time, the remaining power of the power battery obtained in real time, and the battery power information includes:

[0076] In response to the total travel power consumption being greater than or equal to a preset first power, and the remaining power of the power battery being less than or equal to a second power and greater than a threshold power, it is determined that the fuel cell needs to be enabled; or

[0077] In response to the total travel power consumption being less than the first power, and the remaining power of the power battery being less than or equal to a third power and greater than the threshold power, it is determined that the fuel cell needs to be enabled; or

[0078] In response to the remaining power of the power battery being less than or equal to the threshold power, it is determined that the fuel cell needs to be enabled, where:

[0079] The second power is less than the third power, both the second power and the third power are determined according to the total power of the power battery, and the threshold power is less than or equal to the difference obtained by subtracting the total travel power consumption from the sum of the initial power of the power battery and the initial power of the fuel cell.

[0080] Specifically, the above process further includes:

[0081] First, determine that the power of the power battery for starting the fuel cell is the second power or the third power according to the total power of the power battery and the total travel power consumption, and then calculate the maximum value of the threshold power according to the initial power of the power battery, the initial power of the fuel cell, and the total travel power consumption. If the second power or the third power is less than the maximum value of the threshold power, then determine the timing of starting the fuel cell according to the second power or the third power. If the second power or the third power is greater than the maximum value of the threshold power, then determine the timing of starting the fuel cell according to the threshold power.

[0082] It should be noted that although this application gives an embodiment of combining the two methods for determining the timing of starting the fuel cell based on the total power consumption, based on the applicable situations of the first two embodiments given in this application, those skilled in the art can separately implement the two methods in different cases without creative labor, and all are within the protection scope of this application.

[0083] A specific implementation scenario is provided below to illustrate the embodiments provided above in the present application as a whole.

[0084] For a vehicle with a hydrogen fuel cell as the fuel cell, the driver activates relevant electronic modules through the host and sets the destination. The cloud predicts the total power consumption required for the vehicle during this trip based on map navigation information combined with regional information, trip distance, road type, road conditions information, weather information, and the real-time power consumption status of the current vehicle, and forwards it to the VCU. During the subsequent trip, the total trip power consumption is updated and synchronized to the VCU in real time.

[0085] Before the trip starts, the BMS calculates the initial power of the power battery based on the current state of the power battery and sends it to the VCU. The VCU simultaneously obtains the total power of the power battery from the BMS; the FCU calculates the initial power of the fuel cell based on the current state of the fuel cell and sends it to the VCU.

[0086] The VCU preferentially controls the vehicle to travel purely electrically (i.e., only uses the power battery to drive the vehicle), and performs energy consumption allocation according to the total power consumption of the trip sent by the cloud in real time, and determines the starting time of the fuel cell. Assuming that during a certain period of this trip, the VCU determines that the fuel cell is started when the power battery is consumed to 30% of the remaining power (the remaining 30% of the power of the power battery can be the second power, the third power, or the threshold power in the above embodiments of the present application).

[0087] As Figure 2 shown, if when the remaining power of the power battery reaches 30%, the remaining power of the power battery determined by the VCU for starting the fuel cell remains unchanged, the VCU controls the fuel cell to start and controls the vehicle to be driven purely by hydrogen (i.e., only uses the fuel cell to drive the vehicle) until the vehicle is powered off. At the same time, in order to ensure that the power battery has a relatively high power when the vehicle reaches the destination, the VCU controls the fuel cell to output power to drive the vehicle and also controls the fuel cell reaction to output power to charge the power battery.

[0088] It can be understood that before using the technical solutions of the various embodiments in the present application, the types, usage scopes, usage scenarios, etc. of the personal information involved (such as the location information, trip route, etc. in the above embodiments of the present application) will be informed to the user in an appropriate manner and the user's authorization will be obtained.

[0089] For example, in response to receiving the user's active request, a prompt message is sent to the user to clearly prompt the user that the operation requested by the user will require obtaining and using the user's personal information. Thus, the user can autonomously choose whether to provide personal information to the software or hardware such as an electronic device, application program, server, or storage medium that executes the operations of the present disclosure technical solution according to the prompt message.

[0090] As an optional but non-limiting implementation manner, in response to receiving an active request from a user, the manner of sending a prompt message to the user may be, for example, in the form of a pop-up window, and the prompt message may be presented in text in the pop-up window. In addition, the pop-up window may also carry a selection control for the user to select "agree" or "disagree" to provide personal information to the electronic device.

[0091] It can be understood that the above notification and user authorization acquisition process are only illustrative and do not constitute a limitation on the implementation manner of the present disclosure. Other manners that comply with relevant laws and regulations can also be applied to the implementation manner of the present disclosure.

[0092] It should be noted that the method of the embodiment of the present application can be executed by a single device, such as a computer or a server. The method of this embodiment can also be applied to a distributed scenario and completed by multiple devices cooperating with each other. In such a distributed scenario, one of the multiple devices can only execute one or more steps of the method of the embodiment of the present application, and these multiple devices will interact with each other to complete the described method.

[0093] It should be noted that some embodiments of the present application have been described above. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims can be executed in a different order from that in the above embodiments and still achieve the desired result. Additionally, the processes depicted in the drawings do not necessarily require the specific order or continuous order shown to achieve the desired result. In certain embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0094] Based on the same inventive concept, corresponding to the method of any of the above embodiments, the present application further provides a vehicle energy management device, as Figure 3 shown, including:

[0095] A power battery driving module 10, configured to enable the power battery to supply power to the vehicle in response to the vehicle being powered on.

[0096] An energy management module 20, configured to determine whether to enable a fuel cell according to the total power consumption of the journey obtained in real time, the remaining power of the power battery obtained in real time, and the battery power information.

[0097] A fuel cell driving module 30, configured to enable the fuel cell to supply power to the vehicle in response to the need to enable the fuel cell.

[0098] The device provided by this application reasonably allocates the use of the fuel cell and the power battery during a single trip according to the total power consumption of the trip, so that the fuel cell starts and stops no more than once during a single trip, avoiding frequent start and stop of the fuel cell during driving, and thus ensuring a relatively long service life of the fuel cell.

[0099] In some embodiments, the total power consumption of the trip obtained in real time includes the power consumption already consumed in the trip obtained in real time and the estimated power consumption of the trip obtained in real time. The device further includes a power consumption estimation module, and the power consumption estimation module is configured to determine the estimated power consumption of the trip, specifically:

[0100] Determine the estimated power consumption of the trip according to the preset trip route on the map, the real-time position of the vehicle, and the real-time power consumption state of the vehicle.

[0101] In some embodiments, the power consumption estimation module is further configured to:

[0102] Determine the trip distance, road type, road condition information, and weather information from the real-time position to the end of the trip route according to the preset trip route on the map. Determine the estimated power consumption of the trip according to the trip distance, the road type, the road condition information, the weather information, and the real-time power consumption state.

[0103] In a specific embodiment, the energy management module 20 is further configured to:

[0104] Respond to the total power consumption of the trip being greater than or equal to a preset first power, and the remaining power of the power battery being less than or equal to a second power, and determine that it is necessary to enable the fuel cell; or respond to the total power consumption of the trip being less than the first power, and the remaining power of the power battery being less than or equal to a third power, and determine that it is necessary to enable the fuel cell, where:

[0105] The second power is less than the third power, and both the second power and the third power are determined according to the total power of the power battery.

[0106] In another specific embodiment, the energy management module 20 is further configured to:

[0107] Respond to the remaining power of the power battery being less than or equal to a threshold power, and determine that it is necessary to enable the fuel cell, where: the threshold power is less than or equal to the difference obtained by subtracting the total power consumption of the trip from the sum of the initial power of the power battery and the initial power of the fuel cell.

[0108] In some embodiments, the device further includes a charging module, and the charging module is configured to: after it is necessary to enable the fuel cell, use the fuel cell to charge the power battery.

[0109] For the convenience of description, when describing the above device, it is divided into various modules according to functions and described separately. Of course, when implementing the present application, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0110] The device in the above embodiment is used to implement the corresponding vehicle energy management method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be elaborated here.

[0111] Based on the same inventive concept, corresponding to the method in any of the above embodiments, the present application further provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, it implements the vehicle energy management method described in any of the above embodiments.

[0112] Figure 4 FIG. shows a more specific schematic diagram of the hardware structure of the electronic device provided in this embodiment. The device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. Among them, the processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are communicatively connected to each other inside the device through the bus 1050.

[0113] The processor 1010 may be implemented in a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, etc., and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0114] The memory 1020 may be implemented in the form of a ROM (Read Only Memory), a RAM (Random Access Memory), a static storage device, a dynamic storage device, etc. The memory 1020 may store an operating system and other application programs. When implementing the technical solutions provided in the embodiments of this specification through software or firmware, the relevant program codes are stored in the memory 1020 and called and executed by the processor 1010.

[0115] The input / output interface 1030 is used to connect to the input / output module to achieve information input and output. The input / output module can be configured as a component in the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Among them, the input devices can include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output devices can include a display, a speaker, a vibrator, an indicator light, etc.

[0116] The communication interface 1040 is used to connect to the communication module (not shown in the figure) to achieve communication interaction between this device and other devices. Among them, the communication module can achieve communication through wired means (such as USB, network cable, etc.) or through wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0117] The bus 1050 includes a path for transmitting information between various components of the device (such as the processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040).

[0118] It should be noted that although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040, and the bus 1050, in the specific implementation process, the device may also include other components necessary for normal operation. In addition, those skilled in the art can understand that the above device may also only include the components necessary to implement the solution of the embodiments of this specification, and do not necessarily include all the components shown in the figure.

[0119] The electronic device of the above embodiment is used to implement the corresponding vehicle energy management method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be elaborated here.

[0120] Based on the same inventive concept, corresponding to the method of any of the above embodiments, the present application also provides a non-transitory computer-readable storage medium, and the non-transitory computer-readable storage medium stores computer instructions, and the computer instructions are used to make the computer execute the vehicle energy management method described in any of the foregoing embodiments.

[0121] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. The information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassette tapes, magnetic tape magnetic disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information accessible by a computing device.

[0122] The computer instructions stored in the storage medium of the above embodiment are used to cause the computer to execute the vehicle energy management method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be elaborated here.

[0123] Based on the same inventive concept, corresponding to the method of any of the above embodiments, the present application further provides a vehicle, which includes the above electronic device or the above vehicle energy management device, and has the beneficial effects of the corresponding method embodiments, which will not be elaborated here.

[0124] Those of ordinary skill in the art should understand that the discussion of any of the above embodiments is only exemplary, and is not intended to imply that the scope of the present application (including the claims) is limited to these examples; under the idea of the present application, the technical features in the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations in different aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of brevity.

[0125] Further, for simplicity of explanation and discussion, and so as not to render the embodiments of the present application difficult to understand, well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. In addition, the devices may be shown in block diagram form in order to avoid rendering the embodiments of the present application difficult to understand, and this also takes into account the fact that details regarding the implementation of these block diagram devices are highly dependent on the platform on which the embodiments of the present application are to be implemented (i.e., these details should be fully within the understanding of those skilled in the art). In cases where specific details (such as circuits) are set forth to describe exemplary embodiments of the present application, it will be apparent to those skilled in the art that the embodiments of the present application may be practiced without these specific details or with variations of these specific details. Accordingly, these descriptions should be regarded as illustrative rather than restrictive.

[0126] Although the present application has been described in connection with specific embodiments thereof, many alternatives, modifications, and variations thereof will be apparent to those of ordinary skill in the art based on the foregoing description. For example, other memory architectures (such as dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0127] Embodiments of the present application are intended to cover all such alternatives, modifications, and variations that fall within the broad scope of the appended claims. Accordingly, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principle of the embodiments of the present application shall be included within the protection scope of the present application.

Claims

1. A vehicle energy management method, characterized in that, Including: In response to the vehicle being powered on, enabling the power battery to supply power to the vehicle; Judging whether to enable the fuel cell according to the total power consumption of the trip obtained in real time, the remaining power of the power battery obtained in real time, and the battery power information, including: In response to the total power consumption of the trip being greater than or equal to a preset first power, and the remaining power of the power battery being less than or equal to a second power and greater than a threshold power, determining that it is necessary to enable the fuel cell; or In response to the total power consumption of the trip being less than the first power, and the remaining power of the power battery being less than or equal to a third power and greater than the threshold power, determining that it is necessary to enable the fuel cell; or In response to the remaining power of the power battery being less than or equal to the threshold power, determining that it is necessary to enable the fuel cell, where: The second power is less than the third power, both the second power and the third power are determined according to the total power of the power battery, the threshold power is less than or equal to the difference obtained by subtracting the total power consumption of the trip from the sum of the initial power of the power battery and the initial power of the fuel cell, and the battery power information includes the initial power of the power battery, the initial power of the fuel cell, and the total power of the power battery; In response to the need to enable the fuel cell, enabling the fuel cell to supply power to the vehicle.

2. The method according to claim 1, wherein The total power consumption of the trip obtained in real time includes the power consumption of the trip already traveled obtained in real time and the estimated power consumption of the trip obtained in real time. The determination process of the estimated power consumption of the trip includes: Determining the estimated power consumption of the trip according to the preset trip route in the map, the real-time position of the vehicle, and the real-time power consumption state of the vehicle.

3. The method according to claim 2, wherein The determining the estimated power consumption of the trip according to the preset trip route in the map, the real-time position of the vehicle, and the real-time power consumption state of the vehicle includes: According to the preset trip route in the map, determining the trip distance, road type, road condition information, and weather information from the real-time position to the end of the trip route; Determining the estimated power consumption of the trip according to the trip distance, the road type, the road condition information, the weather information, and the real-time power consumption state.

4. The method according to claim 1, characterized in that, The fuel cell is a hydrogen fuel cell.

5. The method according to claim 1, wherein After responding to the need to enable the fuel cell, it further includes: Using the fuel cell to charge the power battery.

6. An electronic device, comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the method according to any one of claims 1 to 5.

7. A vehicle, characterized in that, The vehicle includes the electronic device according to claim 6.

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