Vehicle energy management methods, related equipment and vehicles

Abstract

This application provides a vehicle energy management method, related equipment, and vehicle. The method acquires the vehicle's current driving data, determines the vehicle's current operating condition based on the driving data, and, in response to the current operating condition being one of multiple preset operating conditions, determines the corresponding target voltage in a preset calibration table based on the current driving data. The vehicle's operating conditions are divided into multiple fine-grained preset operating conditions, including at least low-speed driving, coasting energy recovery, and engine start-up conditions. Different target voltages are determined based on driving data under different preset operating conditions. A voltage regulation command is generated based on the target voltage to control the DC-DC converter's low-voltage side output of the target voltage. The output voltage of the DC-DC converter's low-voltage side is managed, and the voltage allocated to the vehicle's low-voltage side is adjusted in real time according to the current operating condition and driving data. This provides rational energy management of the battery, improving the vehicle's driving range while ensuring vehicle power performance.

Description

Technical Field

[0001] This application relates to the field of hybrid vehicle technology, and more particularly to a vehicle energy management method, related equipment, and vehicle. Background Technology

[0002] Hybrid vehicles use batteries to provide power to low-voltage loads, while DC-DC converters (DCDC) enable continuous battery operation, converting the high voltage of the battery to a usable low voltage. However, during vehicle operation, the operating state of the low-voltage load and the overall vehicle operating conditions change, leading to variations in energy consumption on the low-voltage side and power consumption on the high-voltage side of the DC-DC converter. Failure to adjust the power supplied from the battery to the DC-DC converter will significantly impact the vehicle's driving range. Currently, energy management of the battery under different operating conditions uses coarse-grained classifications, failing to adequately consider fine-grained conditions that significantly affect vehicle range and performance. Consequently, energy flow management on the low-voltage side has limited effectiveness in improving vehicle range. Summary of the Invention

[0003] In view of this, the purpose of this application is to propose a vehicle energy management method, related equipment and vehicle to solve the problem that the energy flow management on the low-pressure side has little effect on improving the vehicle's range.

[0004] To achieve the above objectives, the first aspect of this application provides a vehicle energy management method, comprising:

[0005] Obtain the vehicle's current driving data;

[0006] The current operating condition of the vehicle is determined based on the current driving data;

[0007] In response to the current operating condition being one of a plurality of preset operating conditions, the corresponding target voltage is determined in a preset calibration table based on the current driving data, wherein the plurality of preset operating conditions include at least a low-speed driving condition, a coasting energy recovery condition, and an engine start condition.

[0008] Based on the target voltage, a voltage regulation command is generated to control the DC-DC converter (DCDC) to output the target voltage on the low-voltage side.

[0009] Optionally, the current driving data includes the current vehicle speed, pedal opening, state of charge of the power battery, state of charge of the storage battery, and temperature of the storage battery.

[0010] Determining the current operating condition of the vehicle based on the current driving data includes:

[0011] In response to the current vehicle speed being lower than a first speed threshold and the state of charge of the power battery being less than a first charge threshold, the current operating condition is the low-speed driving condition.

[0012] In response to the pedal opening being less than a first opening threshold, the current vehicle speed being higher than a second speed threshold, and the battery state of charge being less than a second charge threshold, the current operating condition is the coasting energy recovery operating condition.

[0013] In response to the detection of engine start, the current operating condition is the engine start operating condition.

[0014] Optionally, in response to the current operating condition being the low-speed driving condition, determining the corresponding target voltage in a preset calibration table based on the current driving data includes:

[0015] The target voltage is determined in the calibration table based on the state of charge and temperature of the battery, wherein the target voltage is negatively correlated with the state of charge and the temperature of the battery.

[0016] Optionally, in response to the current operating condition being the coasting energy recovery operating condition, determining the corresponding target voltage in a preset calibration table based on the current driving data includes:

[0017] The target voltage is determined in the calibration table based on the temperature of the battery, wherein the target voltage is negatively correlated with the temperature of the battery.

[0018] Optionally, in response to the current operating condition being the engine starting condition, determining the corresponding target voltage in a preset calibration table based on the current driving data includes:

[0019] The target voltage is determined in the calibration table based on the voltage of the battery, wherein the target voltage is less than the voltage of the battery.

[0020] Optionally, in response to the battery voltage being less than a preset voltage threshold, a preset voltage value is determined as the target voltage, wherein the preset voltage threshold is a critical voltage value at which the vehicle can operate normally under low-voltage load, and the preset voltage value is greater than the preset voltage threshold.

[0021] A second aspect of this application provides an energy management device for a vehicle, comprising:

[0022] The acquisition module is configured to acquire the vehicle's current driving data;

[0023] The judgment module is configured to determine the current operating condition of the vehicle based on the current driving data;

[0024] The determination module is configured to determine the corresponding target voltage in a preset calibration table based on the current driving data in response to the current driving condition being one of a plurality of preset driving conditions, wherein the plurality of preset driving conditions include at least a low-speed driving condition, a coasting energy recovery condition, and an engine start condition.

[0025] The control module is configured to generate a voltage regulation command based on the target voltage to control the DC-DC converter's low-voltage side to output the target voltage.

[0026] A third aspect of this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method described above when executing the computer program.

[0027] A fourth aspect of this application also provides a non-transitory computer-readable storage medium storing computer instructions for causing a computer to perform the methods described above.

[0028] The fifth aspect of this application also provides a vehicle including electronic equipment as described in the third aspect.

[0029] As can be seen from the above, the vehicle energy management method, related equipment, and vehicle provided in this application acquire the vehicle's current driving data, determine the vehicle's current operating condition based on the current driving data, and in response to the current operating condition being one of multiple preset operating conditions, determine the corresponding target voltage in a preset calibration table based on the current driving data. The vehicle's operating conditions are divided into multiple fine-grained preset operating conditions, including at least low-speed driving, coasting energy recovery, and engine start-up conditions. Different target voltages are determined based on driving data under different preset operating conditions. A voltage adjustment command is generated based on the target voltage to control the DC-DC converter's low-voltage side to output the target voltage, managing the output voltage of the DC-DC converter's low-voltage side. The voltage allocated to the vehicle's low-voltage side is adjusted in real time according to the current operating condition and driving data, thereby rationally managing the energy flow of the battery and improving the vehicle's range while ensuring vehicle power performance. Attached Figure Description

[0030] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0031] Figure 1 This is a flowchart illustrating the energy management method for a vehicle according to an embodiment of this application.

[0032] Figure 2 This is a schematic diagram illustrating the process of determining the current operating condition of a vehicle according to an embodiment of this application;

[0033] Figure 3 This is a schematic diagram of the energy management device for a vehicle according to an embodiment of this application;

[0034] Figure 4 This is a schematic diagram of the hardware structure of an electronic device according to an embodiment of this application. Detailed Implementation

[0035] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0036] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0037] A hybrid vehicle's drive system consists of two or more individual drive systems that can operate simultaneously. The vehicle's driving power is provided individually or jointly by each drive system, depending on the actual driving conditions. The drive system may include an engine, a generator, and a drive motor. Typical operating modes include pure electric mode, engine direct drive mode, and hybrid mode. In pure electric or hybrid mode, the battery provides high-voltage electrical energy to the generator or drive motor to drive the vehicle, while simultaneously providing low-voltage electrical energy to the battery via a DC-DC converter (DCDC). The battery's role is to provide electrical support for the vehicle's low-voltage loads, which may include the blower, windshield wipers, seat massage and ventilation systems, vehicle lights and instrument displays, and all control units. During vehicle operation, changes in operating conditions cause variations in the energy consumption of these low-voltage loads. If the energy consumption of these low-voltage loads decreases while the requested output voltage at the DCDC output remains high, unnecessary energy consumption occurs. If, while ensuring the normal operation of some low-voltage loads, the output voltage of the low-voltage side of the DC-DC converter is appropriately reduced, the energy consumption on the high-voltage side of the DC-DC converter is reduced, thereby reducing the electrical energy allocated from the power battery to the high-voltage side of the DC-DC converter. This allows the power battery to provide more support for the vehicle's power performance and improve the vehicle's driving range. Therefore, this application proposes a vehicle energy management method that can effectively improve the vehicle's driving range and ensure its power performance.

[0038] The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0039] This application provides a vehicle energy management method, referencing... Figure 1 The method includes the following steps:

[0040] Step 102: Obtain the vehicle's current driving data.

[0041] Specifically, the vehicle's current driving data can include information related to vehicle energy management, such as engine start status, current vehicle speed, state of charge (SOC) and temperature of the power battery and storage battery. This current driving data can be collected by various onboard sensors and sent to the vehicle control unit (VCU). Based on this data, the VCU can further determine the vehicle's current operating condition and whether energy management on the low-voltage side of the DC-DC converter is necessary. By acquiring real-time driving data, the vehicle's operating condition can be detected promptly, allowing for timely energy management and conserving high-voltage energy from the power battery.

[0042] Step 104: Determine the current operating condition of the vehicle based on the current driving data. Different operating conditions correspond to different driving data; therefore, the current operating condition of the vehicle can be determined based on the current driving data.

[0043] Step 106: In response to the current operating condition being one of a plurality of preset operating conditions, determine the corresponding target voltage in a preset calibration table based on the current driving data, wherein the plurality of preset operating conditions include at least a low-speed driving condition, a coasting energy recovery condition, and an engine start condition.

[0044] Based on the different energy consumption of the vehicle's low-voltage load under different operating conditions, different preset operating conditions are set. Unlike the coarse-grained division of vehicle operating conditions, such as normal driving conditions and vehicle dormancy conditions, the preset operating conditions in this embodiment are fine-grained operating conditions that can have a significant impact on the energy flow of the battery, including low-speed driving conditions, coasting energy recovery conditions, and engine starting conditions.

[0045] Furthermore, low-speed driving conditions typically occur on speed-limited roads or roads with high traffic volume. Specifically, low-speed driving conditions refer to situations where the vehicle speed is low and the state of charge (SOC) of the power battery is also low. In this case, in order to improve the vehicle's range, the energy consumed by other low-voltage loads can be appropriately reduced while ensuring that some low-voltage loads operate normally. This reduces the energy consumption on the high-voltage side of the DC-DC converter, which means reducing the energy allocated by the power battery to the DC-DC converter.

[0046] Coasting energy recovery typically occurs before stopping or before reaching a traffic light. Specifically, coasting energy recovery occurs when the vehicle releases the pedal at a certain speed and the battery's state of charge (SOC) is lower than its normal operating SOC. Although the battery needs to be recharged at this time, energy consumption is reduced because some low-voltage loads stop working. Therefore, the output voltage on the low-voltage side of the DC-DC converter can be appropriately reduced to provide a smaller voltage to the battery for slow charging. This ensures that some low-voltage loads can work normally while reducing energy consumption on the low-voltage side of the DC-DC converter.

[0047] Engine start-up occurs frequently during hybrid vehicle operation. Hybrid vehicles are powered by either an engine or a battery. The engine may start and then stop at any time, relying solely on the battery for power. Therefore, multiple engine start-stop cycles are involved during vehicle operation. The engine start-up scenario in this embodiment applies to the P2 architecture in a parallel hybrid system. Parallel hybrid systems mainly consist of an engine and a motor, and are classified into five architectures (P0-P4) based on the motor's position within the system. In the P2 architecture, the motor is located between the clutch and the gearbox, allowing the vehicle to operate in pure electric, hybrid, and pure gasoline modes. The battery provides high-voltage power to the P2 motor. The P2 motor can drive the vehicle independently or be used to start the engine. Therefore, engine start-up necessarily requires the P2 motor to start, meaning the battery must provide power. To ensure normal engine start-up, it is essential to ensure the battery can provide sufficient power to the P2 motor. The power battery also needs to provide power to other on-board equipment, such as the storage battery. Therefore, at this time, the power consumption of other on-board equipment, such as the storage battery, can be reduced so that the power battery can provide more power to the P2 motor to ensure the normal starting of the engine and ensure that the vehicle's power performance is not affected.

[0048] If the current operating condition is one of the preset operating conditions, the corresponding target voltage is determined from the preset calibration table based on the current driving data. The target voltage is the expected output voltage on the low-voltage side of the DC-DC converter, which is also the input voltage provided to the battery. If the battery's input voltage is higher than its current voltage value, the resulting voltage difference is positive, and the battery is charged. If the battery's input voltage is lower than its current voltage value, the resulting voltage difference is negative, and the battery is discharged. When charging the battery, if the voltage difference is small, it is slow charging; if the voltage difference is large, it is fast charging.

[0049] The calibration table is developed by analyzing historical driving data. Different driving data points in the calibration table correspond to different target voltages. For example, a voltage value is uniquely calibrated by the battery's state of charge (SOC) or temperature. If the current battery SOC or temperature matches the SOC or temperature in the calibration table, then the corresponding voltage in the calibration table is the current target voltage. Based on the collected current driving data, the VCU can find the matching target voltage in the calibration table and quickly determine the target voltage without additional calculations or judgments.

[0050] Step 108: Generate a voltage regulation command based on the target voltage to control the DC-DC converter (DCDC) to output the target voltage on the low-voltage side.

[0051] Once the target voltage is determined, the VCU generates a voltage regulation command based on the target voltage. The voltage regulation command is used to adjust the output voltage on the low-voltage side of the DC-DC converter to the target voltage, thereby reducing battery power consumption.

[0052] Based on steps 102 to 108 above, the vehicle energy management method provided in this embodiment includes acquiring the vehicle's current driving data, determining the vehicle's current operating condition based on the current driving data, responding to the current operating condition being one of multiple preset operating conditions, determining the corresponding target voltage in a preset calibration table based on the current driving data, dividing the vehicle's operating conditions into multiple fine-grained preset operating conditions, the preset operating conditions including at least low-speed driving condition, coasting energy recovery condition, and engine start condition, determining different target voltages based on driving data under different preset operating conditions, generating a voltage adjustment command based on the target voltage to control the DC-DC converter's low-voltage side to output the target voltage, managing the output voltage of the DC-DC converter's low-voltage side, adjusting the voltage allocated to the vehicle's low-voltage side in real time according to the current operating condition and driving data, thereby rationally managing the energy flow of the battery and improving the vehicle's range while ensuring the vehicle's power performance.

[0053] In some embodiments, the current driving data includes current vehicle speed, pedal opening, state of charge of the power battery, state of charge of the storage battery, and battery temperature; such as Figure 2 As shown, step 104 includes:

[0054] Step 1041: In response to the current vehicle speed being lower than a first speed threshold and the state of charge of the power battery being lower than a first charge threshold, the current operating condition is the low-speed driving condition.

[0055] Step 1042: In response to the pedal opening being less than a first opening threshold, the current vehicle speed being higher than a second speed threshold, and the battery state of charge being less than a second charge threshold, the current operating condition is the coasting energy recovery operating condition.

[0056] Step 1043: In response to the detection of engine start, the current operating condition is the engine start operating condition.

[0057] In this embodiment, specific driving data corresponding to preset operating conditions are defined in detail. Under low-speed driving conditions, the vehicle's current speed is below a first speed threshold, exemplarily 35 km / h, and the battery's state of charge (SOC) is below a first charge threshold, exemplarily 20%. Under coasting energy recovery conditions, the pedal opening is less than a first opening threshold, exemplarily 1%. When the pedal opening is less than 1%, it can be considered as releasing the pedal. Simultaneously, the vehicle's current speed is above a second speed threshold, and the battery's SOC is less than a second charge threshold, exemplarily 13 km / h, and the second charge threshold is 80%. The second speed threshold is the minimum speed required to enter the coasting energy recovery condition. Specifying this minimum speed ensures that the vehicle can coast a certain distance after releasing the pedal, allowing for energy management during coasting. If the second speed threshold is set too low, the vehicle will stop quickly due to friction after releasing the pedal, resulting in insignificant energy management. When the battery is operating normally, its State of Charge (SOC) is between 75% and 90%. To prevent the battery from running out of power, setting the second charge threshold to 80% is reasonable. Once the battery SOC drops below 80%, the battery is charged. For engine starting conditions, once engine starting is detected, the system is considered to be in engine starting mode.

[0058] In some embodiments, in response to the current operating condition being the low-speed driving condition, step 106 includes:

[0059] The target voltage is determined in the calibration table based on the state of charge and temperature of the battery, wherein the target voltage is negatively correlated with the state of charge and the temperature of the battery.

[0060] Under low-speed driving conditions, the target voltage is related to the battery's state of charge (SOC) and temperature. When the battery SOC is constant, the target voltage decreases as the battery temperature increases. This is because in low-temperature environments, the battery consumes power faster, requiring a faster charging speed, thus necessitating a higher input voltage. Conversely, when the battery temperature is constant, the target voltage decreases as the battery SOC increases. This is because a lower SOC requires rapid charging, while a higher SOC allows for relatively slower charging. Table 1 shows the calibration table for low-speed driving conditions. As shown in Table 1, the battery calibration temperatures are -30℃, 0℃, and 30℃, and the battery calibration SOCs are 50%, 70%, and 90%. If the battery temperature in the currently collected driving data is 0℃ and the battery SOC is 70%, then the target voltage in the calibration table is 14.4V. It should be noted that the calibration values ​​in Table 1 are for illustrative purposes only and are not limiting. Those skilled in the art can add or adjust the calibration values ​​according to actual needs.

[0061] Table 2 Calibration Table for Low-Speed ​​Driving Conditions

[0062]

[0063] In some embodiments, in response to the current operating condition being the coasting energy recovery operating condition, step 106 includes: determining a corresponding target voltage in the calibration table based on the temperature of the battery, wherein the target voltage is negatively correlated with the temperature of the battery.

[0064] If the current operating condition is coasting energy recovery, the target voltage is determined based on the battery temperature. In the calibration table, the target voltage decreases as the battery temperature increases. This is because in low-temperature environments, the battery consumes power more quickly, requiring a faster charging rate to prevent battery depletion. Table 2 shows the calibration table for coasting energy recovery. As shown in Table 2, the battery calibration temperatures are -30℃, 0℃, and 30℃. If the battery temperature in the currently collected driving data is 0℃, the corresponding target voltage in the calibration table is 14.5V. It should be noted that the calibration values ​​in Table 2 are for illustrative purposes only and are not limiting. Those skilled in the art can add or adjust the calibration values ​​according to actual needs.

[0065] Table 2 Calibration Table for Gliding Energy Recovery Operating Conditions

[0066]

[0067]

[0068] In some embodiments, in response to the current operating condition being the engine start-up condition, step 106 includes:

[0069] The target voltage is determined in the calibration table based on the voltage of the battery, wherein the target voltage is less than the voltage of the battery.

[0070] As analyzed above, energy management of the battery during engine start-up is to ensure that the power battery provides sufficient electrical energy to the P2 motor. At this time, the battery is in a discharging state, meaning the voltage difference is negative, and the battery input voltage is lower than the current battery voltage, thereby further reducing energy consumption on the low-voltage side of the DC-DC converter. Therefore, when determining the target voltage value, it is necessary to ensure that the target voltage is lower than the current battery voltage. In the calibration table, the target voltage is determined based on the current battery voltage. Typically, the voltage difference between the current battery voltage and the target voltage is set to 0.5V to 1V. Table 3 shows the calibration table for engine start-up. As shown in Table 3, the voltage difference between the battery voltage and the target voltage is 1V. If the current battery voltage is 14.5V, the corresponding target voltage can be 13.5V. It should be noted that the calibration values ​​in Table 3 are only illustrative examples and are not limiting. Those skilled in the art can add or adjust the calibration values ​​according to actual needs.

[0071] Table 3 Engine Start-up Condition Calibration Table

[0072] Battery voltage 14.6 14.5 14.4 Target voltage 13.6 13.5 13.4

[0073] In some embodiments, in response to the battery voltage being less than a preset voltage threshold, a preset voltage value is determined as the target voltage, wherein the preset voltage threshold is a critical voltage value at which the vehicle can operate normally under low-voltage load, and the preset voltage value is greater than the preset voltage threshold.

[0074] In the engine starting condition of the aforementioned embodiment, the target voltage is set to be lower than the battery voltage. However, if the current battery voltage is already at a critical value, further reducing the battery input voltage may cause the low-voltage load to malfunction, thereby affecting the overall operation of the vehicle. Therefore, this embodiment pre-sets a voltage threshold. The voltage threshold represents the minimum voltage value at which the vehicle's low-voltage load can operate normally. For example, the voltage threshold can be 10V. If the current battery voltage is detected to be 9.5V, which is lower than the voltage threshold of 10V, the target voltage is set to 10V to ensure that the low-voltage load can operate normally, while avoiding battery depletion that could damage performance. It should be noted that the normal operating voltage of low-voltage electrical equipment is typically 8V to 16V. If the battery voltage is increased to 10V during charging, the voltage will decrease during normal operation, possibly dropping to around 8V. This is already the minimum voltage at which the low-voltage load can operate normally. Therefore, in this embodiment, the preset voltage threshold is set to 10V to ensure that the operating state of the low-voltage load is not affected.

[0075] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described.

[0076] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0077] Based on the same inventive concept, this application also provides an energy management device for a vehicle.

[0078] refer to Figure 3 The energy management device of the vehicle includes:

[0079] The acquisition module 302 is configured to acquire the vehicle's current driving data;

[0080] The judgment module 304 is configured to determine the current operating condition of the vehicle based on the current driving data;

[0081] The determination module 306 is configured to determine the corresponding target voltage in a preset calibration table based on the current driving data in response to the current driving condition being one of a plurality of preset driving conditions. The plurality of preset driving conditions include at least a low-speed driving condition, a coasting energy recovery condition, and an engine start condition.

[0082] The control module 308 is configured to generate a voltage regulation command based on the target voltage to control the DC-DC converter to output the target voltage on the low-voltage side.

[0083] In some embodiments, the current driving data includes the current vehicle speed, pedal opening, state of charge of the power battery, state of charge of the storage battery, and temperature of the storage battery; the judgment module 304 is further configured to respond to the current driving condition being the low-speed driving condition when the current vehicle speed is lower than a first speed threshold and the state of charge of the power battery is lower than the first charge threshold.

[0084] In response to the pedal opening being less than a first opening threshold, the current vehicle speed being higher than a second speed threshold, and the battery state of charge being less than a second charge threshold, the current operating condition is the coasting energy recovery operating condition.

[0085] In response to the detection of engine start, the current operating condition is the engine start operating condition.

[0086] In some embodiments, in response to the current operating condition being the low-speed driving condition, the determining module 306 is further configured to determine a corresponding target voltage in the calibration table based on the state of charge of the battery and the temperature of the battery, wherein the target voltage is negatively correlated with the state of charge of the battery and the target voltage is negatively correlated with the temperature of the battery.

[0087] In some embodiments, in response to the current operating condition being the coasting energy recovery operating condition, the determining module 306 is further configured to determine a corresponding target voltage in the calibration table based on the temperature of the battery, wherein the target voltage is negatively correlated with the temperature of the battery.

[0088] In some embodiments, in response to the current operating condition being the engine starting condition, the determining module 306 is further configured to determine a corresponding target voltage in the calibration table based on the voltage of the battery, wherein the target voltage is less than the voltage of the battery.

[0089] In some embodiments, the determining module 306 is further configured to determine a preset voltage value as the target voltage in response to the battery voltage being less than a preset voltage threshold, wherein the preset voltage threshold is a critical voltage value at which the vehicle can operate normally under low-voltage load, and the preset voltage value is greater than the preset voltage threshold.

[0090] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

[0091] The apparatus of the above embodiments is used to implement the energy management method of the corresponding vehicle in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0092] This application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the energy management method for a vehicle as described in any of the preceding embodiments.

[0093] Figure 4 This embodiment illustrates a more specific hardware structure of an electronic device, which may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0094] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0095] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0096] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0097] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0098] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0099] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0100] The electronic devices described above are used to implement the energy management method of the corresponding vehicle in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0101] This application also provides a non-transitory computer-readable storage medium storing computer instructions for causing the computer to perform the energy management method for a vehicle as described in any of the above embodiments.

[0102] 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. 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, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0103] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the energy management method of the vehicle as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0104] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application (including the claims) is limited to these examples; within the framework of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in the details for the sake of brevity.

[0105] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0106] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0107] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. An energy management method of a vehicle, characterized by, The method comprises: acquiring current driving data of a vehicle; determining a current working condition of the vehicle according to the current driving data, including: in response to a current vehicle speed being lower than a first speed threshold and a state of charge of a power battery being less than a first charge threshold, the current working condition being a low-speed driving working condition; wherein the current driving data comprises the current vehicle speed, a pedal opening degree, the state of charge of the power battery, a state of charge of a storage battery, and a temperature of the storage battery; in response to the current working condition being one of a plurality of preset working conditions, determining a corresponding target voltage in a preset calibration table according to the current driving data, including: in response to the current working condition being the low-speed driving working condition, determining the corresponding target voltage in the calibration table according to the state of charge of the storage battery and the temperature of the storage battery, wherein the target voltage is negatively correlated with the state of charge of the storage battery, and the target voltage is negatively correlated with the temperature of the storage battery, the plurality of preset working conditions at least including the low-speed driving working condition, a coasting energy recovery working condition, and an engine starting working condition, energy consumption of a low-voltage load of the vehicle being different in different preset working conditions; in response to the current working condition being the coasting energy recovery working condition, the determining of the corresponding target voltage in the preset calibration table according to the current driving data comprising: determining the corresponding target voltage in the calibration table according to the temperature of the storage battery, wherein the target voltage is negatively correlated with the temperature of the storage battery; generating a voltage adjustment instruction based on the target voltage to control a direct-current converter DCDC to output the target voltage on a low-voltage side.

2. The method of claim 1, wherein the determining of the current working condition of the vehicle according to the current driving data comprises: in response to the pedal opening degree being less than a first opening degree threshold, the current vehicle speed being higher than a second speed threshold, and the state of charge of the storage battery being less than a second charge threshold, the current working condition being the coasting energy recovery working condition; in response to detection of engine starting, the current working condition being the engine starting working condition.

3. The method of claim 2, wherein, in response to the current working condition being the engine starting working condition, the determining of the corresponding target voltage in the preset calibration table according to the current driving data comprising: determining the corresponding target voltage in the calibration table according to a voltage of the storage battery, wherein the target voltage is less than the voltage of the storage battery.

4. The method of claim 3, wherein, The method further comprises: in response to the voltage of the storage battery being less than a preset voltage threshold, determining a preset voltage value as the target voltage, wherein the preset voltage threshold is a critical voltage value at which the low-voltage load of the vehicle can normally work, and the preset voltage value is greater than the preset voltage threshold.

5. An energy management apparatus for a vehicle, characterized by comprising: The method comprises: an acquiring module configured to acquire current driving data of a vehicle; a determining module configured to determine a current working condition of the vehicle according to the current driving data, including: in response to a current vehicle speed being lower than a first speed threshold and a state of charge of a power battery being less than a first charge threshold, the current working condition being a low-speed driving working condition; wherein the current driving data comprises the current vehicle speed, a pedal opening degree, the state of charge of the power battery, a state of charge of a storage battery, and a temperature of the storage battery. The determining module is configured to determine a corresponding target voltage in a preset calibration table according to the current driving data in response to the current working condition being one of a plurality of preset working conditions, including: in response to the current working condition being the low-speed driving working condition, determining a corresponding target voltage in the calibration table according to the state of charge of the battery and the temperature of the battery, wherein the target voltage is negatively correlated with the state of charge of the battery, and the target voltage is negatively correlated with the temperature of the battery, wherein the plurality of preset working conditions at least include a low-speed driving working condition, a coasting energy recovery working condition, and an engine starting working condition, and energy consumption of a low-voltage load of the vehicle is different under different preset working conditions; in response to the current working condition being the coasting energy recovery working condition, the determining a corresponding target voltage in a preset calibration table according to the current driving data includes: determining a corresponding target voltage in the calibration table according to the temperature of the battery, wherein the target voltage is negatively correlated with the temperature of the battery; The control module is configured to generate a voltage adjustment instruction based on the target voltage to control the direct-current converter DCDC to output the target voltage on the low-voltage side.

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, The processor implements the method of any one of claims 1-4 when executing the program.

7. A non-transitory computer-readable storage medium storing computer instructions, wherein, The computer instructions are used to make the computer execute the method of any one of claims 1-4.

8. A vehicle characterized by comprising: The electronic device of claim 6 is included. The electronic device of claim 6 is included.

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