Energy control method of vehicle, electronic device and vehicle
By acquiring vehicle driving data and temperature information to adjust the power battery charge, the problem of high total energy consumption in hybrid vehicles is solved, meeting the needs of low-speed electric use and high-speed fuel use, thus reducing the vehicle's total energy consumption.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- GREAT WALL MOTOR CO LTD
- Filing Date
- 2023-06-26
- Publication Date
- 2026-06-05
AI Technical Summary
Existing energy control strategies for hybrid vehicles cannot effectively meet the demand for low-speed electric use and high-speed fuel use, resulting in the inability to effectively reduce the total energy consumption of the vehicle throughout the entire driving process, especially the increased fuel consumption due to engine starting at low speeds.
By acquiring vehicle driving data and combining it with ambient temperature and engine coolant temperature to determine correction values, the remaining charge of the power battery is adjusted to ensure that the power battery provides kinetic energy under low-speed conditions and the engine provides kinetic energy under high-speed conditions, thus avoiding unnecessary fuel consumption.
It achieves a reduction in total energy consumption of fuel and electricity during vehicle operation, meeting the needs of low-speed electric use and high-speed fuel use, and improving user experience.
Smart Images
Figure CN116605207B_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of hybrid vehicle technology, and more particularly to a vehicle energy control method, electronic equipment, and vehicle. Background Technology
[0002] Hybrid vehicles, due to their low energy consumption, have long been a research focus for automakers, especially with their rapid development in recent years. To reduce energy consumption during driving, the battery typically provides the vehicle's power first. Once the battery's charge drops to a certain level, the engine is then started to provide power to the vehicle and recharge the battery. However, current energy control strategies for hybrid vehicles do not effectively meet the demand for low-speed electric operation and high-speed gasoline operation. The engine often starts at low speeds, increasing fuel consumption and failing to effectively reduce the vehicle's overall energy consumption throughout the driving process. Summary of the Invention
[0003] In view of this, the purpose of this application is to propose a vehicle energy control method, electronic equipment and vehicle to solve the problem that the total energy consumption of a vehicle during the entire driving process cannot be effectively reduced.
[0004] To achieve the above objectives, the first aspect of this application provides a vehicle energy control method, comprising:
[0005] Obtain the vehicle's current driving data;
[0006] In response to the current driving data meeting preset conditions, a correction value is determined based on the current ambient temperature, the current engine coolant temperature of the vehicle, and a preset correspondence.
[0007] The current corrected remaining power is determined based on the correction value and the current remaining power of the power battery;
[0008] The larger of the current corrected remaining power and the pre-calculated current standard remaining power is taken as the current target remaining power, and the charging or discharging of the power battery is controlled based on the current target remaining power.
[0009] Optionally, the preset conditions include a first correction condition and a second correction condition, the preset correspondence includes a first correspondence, and the correction value includes a first correction value;
[0010] The response to current driving data meeting preset conditions determines a correction value based on the current ambient temperature, the vehicle's current engine coolant temperature, and a preset correspondence, including:
[0011] In response to the current driving data satisfying the first correction condition but not the second correction condition, the first correction value is determined based on the current ambient temperature, the current engine coolant temperature of the vehicle, and the first correspondence.
[0012] Optionally, the preset conditions include a first correction condition and a second correction condition, the preset correspondence includes a second correspondence, and the correction value includes a second correction value;
[0013] The response to current driving data meeting preset conditions determines a correction value based on the current ambient temperature, the vehicle's current engine coolant temperature, and a preset correspondence, including:
[0014] In response to the current driving data satisfying both the first and second correction conditions, the second correction value is determined based on the current ambient temperature, the current engine coolant temperature of the vehicle, and the second correspondence.
[0015] Optionally, the current driving data includes the current vehicle speed, the current remaining charge of the power battery, the current driving mode, and the current driving gradient percentage; the first correction condition includes:
[0016] The current vehicle speed is greater than a preset first vehicle speed, the current remaining battery power is less than a preset first battery power but greater than the current standard remaining battery power, the current driving mode is hybrid mode, and the current driving gradient is greater than a preset first gradient.
[0017] Optionally, the second correction condition includes:
[0018] The difference between the current remaining battery power and the pre-stored reference remaining battery power is greater than a third correction value, wherein the third correction value is determined based on the current ambient temperature, the current engine coolant temperature, and a preset third correspondence.
[0019] Optionally, the method further includes:
[0020] In response to the current driving data satisfying the first correction condition, the reference remaining battery value is replaced with the current remaining battery value; or,
[0021] After the current driving data satisfies both the first and second correction conditions, new current driving data is acquired. If the new current driving data does not satisfy the second correction condition, the reference remaining battery value is replaced with the current remaining battery value in the new current driving data.
[0022] Optionally, the method further includes: the ratio of the difference between the current remaining power and the remaining power at the previous moment to the current remaining power is less than a preset rate.
[0023] A second aspect of this application provides an energy control device for a vehicle, comprising:
[0024] The acquisition module is configured to acquire the vehicle's current driving data;
[0025] The first determining module is configured to determine a correction value based on the current ambient temperature, the current engine coolant temperature of the vehicle, and a preset correspondence in response to the current driving data meeting preset conditions.
[0026] The first determining module is configured to determine the current corrected remaining power based on the correction value and the current remaining power of the power battery;
[0027] The correction module is configured to take the larger value between the current corrected remaining power and the pre-calculated current standard remaining power as the current target remaining power, and control the charging or discharging of the power battery based on the current target remaining power.
[0028] A third aspect of this application 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, when executing the computer program, implements the method as described in the first aspect.
[0029] The fourth aspect of this application provides a vehicle including electronic devices as described in the third aspect.
[0030] As can be seen from the above, the energy control method, electronic device, and vehicle provided in this application include: acquiring the current driving data of the vehicle; responding to the current driving data meeting preset conditions, indicating that the minimum required charge of the power battery can be corrected; determining a correction value based on the current ambient temperature, the current engine coolant temperature of the vehicle, and a preset correspondence, wherein the correction value is different under different temperature conditions; determining the current corrected remaining charge based on the correction value and the current remaining charge of the power battery, so as to achieve flexible adjustment of the current corrected remaining charge at different temperatures; taking the larger value between the current corrected remaining charge and the pre-calculated current standard remaining charge as the current target remaining charge; controlling the charging or discharging of the power battery based on the current target remaining charge to ensure that the current target remaining charge obtained after correction is always greater than or equal to the current standard remaining charge before correction, that is, appropriately increasing the minimum required charge of the power battery; and starting the engine to charge the power battery when the actual SOC of the power battery drops to the current target remaining charge, at which time the power battery's electrical energy is no longer consumed, reducing power consumption and increasing fuel consumption to meet the fuel needs of high-speed driving. Meanwhile, sufficient remaining charge in the power battery ensures that the power battery can provide power to the vehicle under low-speed conditions, avoiding the large amount of fuel consumption that occurs when starting the engine to provide power to the vehicle under low-speed conditions, thus meeting the needs of low-speed electricity use and reducing the total energy consumption of fuel and electricity throughout the vehicle's entire driving process. Attached Figure Description
[0031] 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.
[0032] Figure 1 This is a schematic flowchart of a vehicle energy control method according to an embodiment of this application;
[0033] Figure 2 This is a flowchart illustrating the correction value determination method according to an embodiment of this application;
[0034] Figure 3 This is a schematic diagram of the structure of the energy control device for a vehicle according to an embodiment of this application;
[0035] Figure 4 This is a schematic diagram of the hardware structure of an electronic device according to an embodiment of this application. Detailed Implementation
[0036] 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.
[0037] 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.
[0038] As described in the background section, the preferred energy strategy for hybrid vehicles is to utilize electricity at low speeds and fuel at high speeds. This means that the vehicle uses the battery as much as possible to provide power at low speeds and the engine as much as possible to provide power at high speeds. Since the fuel in the engine cannot burn completely at low speeds, resulting in greater fuel consumption compared to high speeds, the strategy of using electricity at low speeds and fuel at high speeds avoids starting the engine at low speeds, thus preventing unnecessary fuel consumption.
[0039] In related technologies, the energy management strategy for hybrid vehicles specifically involves controlling the charging and discharging of the power battery through real-time calculation of the target State of Charge (SOC). This ensures that the power battery provides kinetic energy to the vehicle at appropriate times, reducing fuel consumption while preventing battery depletion. However, this energy control strategy does not effectively meet the vehicle's need for low-speed electric operation and high-speed fuel operation. At high speeds, the vehicle prioritizes the kinetic energy provided by the power battery. When the power battery SOC is insufficient (i.e., when the power battery SOC drops to the target SOC), the generator is activated. Throughout the vehicle's operation, there are multiple transitions between operating conditions, such as from high-speed to low-speed, or vice versa. If transitioning from high-speed to low-speed, the insufficient power battery SOC prevents it from providing kinetic energy, inevitably requiring the generator to activate, resulting in significant fuel consumption. This prevents the overall energy consumption of the hybrid vehicle from being effectively reduced, leading to a decline in the user experience.
[0040] In view of this, this application proposes a vehicle energy control method to address the issue that the total energy consumption of hybrid vehicles cannot be effectively reduced. By correcting the existing target SOC, the method aims to meet the demand for low-speed electric use and high-speed fuel use, thereby reducing the total energy consumption during vehicle operation.
[0041] The embodiments of this application will be described in detail below with reference to the accompanying drawings.
[0042] This application provides a vehicle energy control method, referencing... Figure 1 The method includes the following steps:
[0043] Step 102: Obtain the vehicle's current driving data. The current driving data refers to the vehicle's driving data at the current moment, which may include vehicle speed, battery SOC, driving mode, etc. The driving data in this step can be obtained in real-time through the vehicle's hybrid system controller (HCU). This real-time driving data allows for real-time detection of whether the vehicle needs to adjust the target SOC of the battery to ensure timely adjustment.
[0044] Step 104: In response to the current driving data meeting the preset conditions, determine the correction value based on the current ambient temperature, the current engine coolant temperature of the vehicle, and the preset correspondence.
[0045] If the driving data meets the preset conditions, it indicates that the target SOC can be corrected. At this point, the vehicle-mounted HCU can directly execute the target SOC correction operation, or execute it according to user instructions. For example, the vehicle-mounted HCU determines whether the vehicle currently meets the above conditions. If it does, it displays a prompt to the user on the vehicle's human-machine interface screen asking whether to enable the target SOC correction function. If the user selects to enable it, the subsequent correction steps are executed. After the target SOC correction function is enabled, the vehicle-mounted HCU can obtain the current ambient temperature and the current engine coolant temperature, and look up the corresponding correction value in a preset correspondence based on these temperatures. This preset correspondence describes the relationship between ambient temperature, engine coolant temperature, and the correction value. A unique correction value can be determined using the ambient temperature and engine coolant temperature. Since ambient temperature and engine coolant temperature can affect the performance of the power battery and engine, determining the calibration value based on ambient temperature and engine coolant temperature, compared to a fixed calibration value, can ensure a higher degree of matching between the current calibration value and the vehicle's current operating conditions. This allows for the determination of a more suitable current calibration remaining charge, providing a basis for determining a suitable current target remaining charge.
[0046] Step 106: Determine the current corrected remaining power based on the correction value and the current remaining power of the power battery. Adjust the current remaining power using the correction value to obtain the current corrected remaining power. When the correction value is positive, the current corrected remaining power is greater than the current remaining power. When the correction value is negative, the current corrected remaining power is less than the current remaining power.
[0047] Step 108: Take the larger value between the current corrected remaining power and the pre-calculated current standard remaining power as the current target remaining power, and control the charging or discharging of the power battery based on the current target remaining power.
[0048] Specifically, if the current corrected remaining charge is less than the current standard remaining charge, the current standard remaining charge is taken as the current target remaining charge; if the current corrected remaining charge is greater than the current standard remaining charge, the current corrected remaining charge is taken as the current target remaining charge. The current standard remaining charge is the target SOC of the power battery calculated in related technologies. The target SOC of the power battery is calculated based on information such as vehicle battery requirements and driver requirements. Those skilled in the art can understand the calculation method of the target SOC of the power battery through existing public information, and will not be elaborated here. The vehicle-side HCU controls the engine start-stop in a timely manner according to the current target remaining charge to maintain the actual SOC of the power battery near the current target remaining charge.
[0049] Based on steps 102 to 108 above, this embodiment provides a vehicle energy control method, specifically including: acquiring the vehicle's current driving data; responding to the current driving data meeting preset conditions, indicating that the minimum required charge of the power battery needs to be corrected; determining a correction value based on the current ambient temperature, the vehicle's current engine coolant temperature, and a preset correspondence, wherein the correction value is different under different temperature conditions; determining the current corrected remaining charge based on the correction value and the current remaining charge of the power battery, so as to achieve flexible adjustment of the current corrected remaining charge at different temperatures; taking the larger value between the current corrected remaining charge and the pre-calculated current standard remaining charge as the current target remaining charge, to ensure that the current target remaining charge obtained after correction is always greater than or equal to the current standard remaining charge before correction, that is, appropriately increasing the minimum required charge of the power battery; starting the engine when the actual SOC of the power battery reaches the current standard remaining charge, no longer consuming the power battery's electrical energy, reducing power consumption, increasing fuel consumption, and meeting the fuel demand at high speeds. Meanwhile, sufficient remaining charge in the power battery ensures that the power battery can provide power to the vehicle under low-speed conditions, avoiding the large amount of fuel consumption that occurs when starting the engine to provide power to the vehicle under low-speed conditions, thus meeting the needs of low-speed electricity use and reducing the total energy consumption of fuel and electricity throughout the vehicle's entire driving process.
[0050] The preset conditions described in this application include a first correction condition and a second correction condition. In order to more clearly illustrate the technical solution of this embodiment, the first correction condition and the second correction condition will be explained first.
[0051] In some embodiments, the current driving data includes the current vehicle speed, the current remaining charge of the power battery, the current driving mode, and the current driving gradient percentage. The first correction conditions include: the current vehicle speed is greater than a preset first vehicle speed, the current remaining charge is less than a preset first charge but greater than the current standard remaining charge, the current driving mode is a hybrid mode, and the current driving gradient is greater than a preset first gradient.
[0052] For example, the preset first vehicle speed is 50 kph, the preset first battery level is 77%, and the preset first gradient is -15°. The current driving data meets the first correction condition when the current vehicle speed is greater than 50 kph, the current remaining battery level is less than 77% but greater than the current standard remaining battery level (when the vehicle is discharging), the driving mode is hybrid mode, and the current driving gradient is greater than -15°. It should be noted that if the current vehicle speed is greater than the preset first vehicle speed, the vehicle is considered to be in a high-speed condition. A driving gradient less than 0° indicates that the vehicle is currently going downhill; a driving gradient of 0° indicates that the vehicle is currently traveling on a level without a gradient; and a driving gradient greater than 0° indicates that the vehicle is going uphill. The driving gradient in the preset conditions can also be replaced with a driving gradient percentage. When the driving gradient percentage is greater than the preset first gradient percentage, the vehicle meets the preset conditions. For example, the preset first gradient percentage can be -20%. It should be noted that the current remaining battery power can also be greater than the sum of the current standard remaining battery power and the fixed threshold. The fixed threshold can be 3%, that is, the current remaining battery power > the current standard remaining battery power + 3%. Increasing the fixed threshold can avoid jumps in the process of the vehicle-side HCU determining whether the driving data meets the first correction condition, that is, avoid frequent changes between meeting and not meeting the first correction condition.
[0053] Furthermore, if the current vehicle speed is less than or equal to a preset first vehicle speed, the current remaining battery power is greater than or equal to a preset first battery power, the current remaining battery power is less than or equal to the current standard remaining battery power plus a fixed threshold, the current driving mode is not hybrid mode, or the current driving gradient percentage is less than or equal to a preset first gradient percentage, then the current driving data does not meet the first correction condition. It should be noted that when determining that the first correction condition is not met, it may also include situations where the current vehicle speed is less than a preset second vehicle speed, the current remaining battery power is greater than a preset second battery power, the current remaining battery power is less than the current standard remaining battery power plus a fixed threshold, the current driving mode is not hybrid mode, or the current driving gradient is less than a preset second gradient. For example, the preset second vehicle speed is 48 kph, the preset second battery power is 80%, and the preset second gradient percentage is -20°. Setting the preset second vehicle speed to be less than the preset first vehicle speed is to prevent jumps during the determination process, i.e., to avoid frequent changes between meeting and not meeting the first correction condition. Similarly, the preset second battery power is set to be higher than the preset first battery power, and the preset second gradient is set to be less than the preset first gradient.
[0054] When the driving data meets the first correction condition, the target SOC correction function can be considered activated; when the driving data does not meet the first correction condition, the target SOC correction function is not activated.
[0055] In some embodiments, the second correction condition includes:
[0056] The difference between the current remaining battery power and the pre-stored reference remaining battery power is greater than a third correction value, wherein the third correction value is determined based on the current ambient temperature, the current engine coolant temperature, and a preset third correspondence.
[0057] Specifically, the reference remaining charge is pre-stored by the vehicle-side HCU for comparison with the actual SOC of the power battery at the next moment. When the difference between the current remaining charge and the pre-stored reference remaining charge is greater than a third correction value, the second correction condition is met. The vehicle-side HCU obtains the current ambient temperature and the current engine coolant temperature, and searches for the corresponding third correction value in a third correspondence relationship based on these temperatures. This third correspondence relationship describes the relationship between the current ambient temperature, the current engine coolant temperature, and the third correction value. The third correction value can be uniquely determined based on the current ambient temperature and the current engine coolant temperature. Since ambient temperature and engine coolant temperature can affect the performance of the power battery and engine, determining the correction value through ambient temperature and engine coolant temperature ensures a higher degree of matching between the current correction value and the vehicle's current operating conditions compared to a fixed correction value.
[0058] When the driving data meets the second correction condition, the intermittent mode is considered activated; when the driving data does not meet the second correction condition, the intermittent mode is not activated. The intermittent mode is a pre-set intermediate state used to assist in correcting the target SOC. Based on the aforementioned first and second correction conditions, the specific correction method for the target SOC in this application is explained, which is divided into two cases: the first case is that the current driving data meets the first correction condition but not the second correction condition; the second case is that the current driving data meets both the first and second correction conditions. Specific embodiments are used to illustrate these two cases below.
[0059] In some embodiments, the preset conditions include a first correction condition and a second correction condition, the preset correspondence includes a first correspondence, and the correction value includes a first correction value;
[0060] The response is that the current driving data meets preset conditions, and a correction value is determined based on the current ambient temperature, the vehicle's current engine coolant temperature, and a preset correspondence, with reference to... Figure 2 ,include:
[0061] Step 1041: In response to the current driving data satisfying the first correction condition but not the second correction condition, determine the first correction value based on the current ambient temperature, the current engine coolant temperature of the vehicle, and the first correspondence.
[0062] Specifically, if the current driving data meets the first correction condition but not the second correction condition, that is, when the target SOC correction function is activated and the intermittent mode is not activated, the vehicle-side HCU obtains the current ambient temperature and the current engine coolant temperature, and looks up the corresponding first correction value in the first correspondence relationship based on the current ambient temperature and the current engine coolant temperature. The first correspondence relationship describes the relationship between the current ambient temperature, the current engine coolant temperature, and the first correction value, and is pre-calibrated according to the actual situation. Since ambient temperature and engine coolant temperature can affect the performance of the power battery and the engine, determining the first correction value through ambient temperature and engine coolant temperature can ensure a higher degree of matching between the current correction value and the current operating conditions of the vehicle, compared to a fixed correction value. After determining the first correction value, the current remaining charge = current remaining charge + first correction value. At the same time, the current remaining charge needs to be limited to a certain reasonable range, for example, 10% < current remaining charge < 80%.
[0063] In some embodiments, the preset conditions include a first correction condition and a second correction condition, the preset correspondence includes a second correspondence, and the correction value includes a second correction value;
[0064] The response is that the current driving data meets preset conditions, and a correction value is determined based on the current ambient temperature, the vehicle's current engine coolant temperature, and a preset correspondence, with reference to... Figure 2 ,include:
[0065] Step 1042: In response to the current driving data satisfying both the first correction condition and the second correction condition, determine the second correction value based on the current ambient temperature, the current engine coolant temperature of the vehicle, and the second correspondence.
[0066] Specifically, if the current driving data meets both the first and second correction conditions—that is, when the target SOC correction function is activated and the intermittent mode is also activated—the vehicle-side HCU acquires the current ambient temperature and the current engine coolant temperature. Based on these temperatures, it looks up the corresponding second correction value in a second correspondence. This second correspondence describes the relationship between the current ambient temperature, the current engine coolant temperature, and the second correction value, and is pre-calibrated according to actual conditions. Since ambient temperature and engine coolant temperature can affect the performance of the power battery and engine, determining the second correction value using ambient temperature and engine coolant temperature ensures a higher degree of matching between the current correction value and the vehicle's current operating conditions compared to a fixed correction value. After determining the second correction value, the current remaining charge = current remaining charge - second correction value. Simultaneously, the current remaining charge needs to be limited to a reasonable range, for example, 10% < current remaining charge < 80%.
[0067] As can be seen from the foregoing embodiments, the vehicle driving data in steps 1041 and 1042 both meet the first correction condition. The first correction condition includes a limit on the current vehicle speed, which needs to exceed a preset first vehicle speed. In other words, the energy control method provided in this application embodiment is a control method for vehicles operating at high speeds. By correcting the target SOC of the power battery under high-speed conditions, the power battery can continue to provide kinetic energy to the vehicle when the vehicle transitions from high-speed to low-speed conditions.
[0068] In some embodiments, the method for updating the reference remaining battery power includes:
[0069] In response to the current driving data satisfying the first correction condition, the reference remaining battery value is replaced with the current remaining battery value; or,
[0070] After the current driving data satisfies both the first and second correction conditions, new current driving data is acquired. If the new current driving data does not satisfy the second correction condition, the reference remaining battery value is replaced with the current remaining battery value in the new current driving data.
[0071] Specifically, if the current driving data is determined to meet the first correction condition, the reference remaining battery level stored in the vehicle-side HCU is replaced with the current remaining battery level. For example, if the stored reference remaining battery level is 70% and the current remaining battery level is 75%, the reference remaining battery level is updated to 75% when the current driving data meets the first correction condition. It should be noted that meeting the first correction condition means the target SOC correction function is activated. When the target SOC correction function changes from inactive to active, the reference remaining battery level is replaced with the current remaining battery level. After the target SOC correction function is activated, there is no need to update the reference remaining battery level.
[0072] Alternatively, after the current driving data meets both the first and second correction conditions, the vehicle drives for a period of time and then acquires new current driving data. If the new current driving data does not meet the second correction condition, the reference remaining battery level also needs to be updated, replacing its value with the current remaining battery level in the new current driving data. In other words, after the target SOC correction function and intermittent mode are activated simultaneously, by acquiring new current driving data, it is determined that the intermittent mode activation conditions are not met, and the intermittent mode is set to inactive. At this time, the reference remaining battery level needs to be updated. Afterwards, if the intermittent mode remains inactive or transitions from inactive to active (while the target SOC correction function remains active during this period), the reference remaining battery level does not need to be updated.
[0073] In some embodiments, the ratio of the difference between the current corrected remaining battery power and the corrected remaining battery power at the previous moment to the current corrected remaining battery power is less than a preset rate. To prevent abrupt changes in the final determined target remaining battery power, which could affect the normal operation of the vehicle, a certain limit needs to be placed on the rate of change of the corrected remaining battery power. That is, the change in the current corrected remaining battery power compared to the previous moment cannot exceed a certain preset value to ensure the continuity of the change in the corrected remaining battery power. This preset value can be set according to actual needs and is not specifically limited here.
[0074] In some embodiments, if the current driving data does not meet the preset conditions, the current remaining battery power is set to a fixed value, such as 0%, that is, the target SOC is not corrected.
[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] This application also provides an energy control device for a vehicle.
[0078] refer to Figure 3 The vehicle's energy control device includes:
[0079] The acquisition module 302 is configured to acquire the current driving data of the vehicle;
[0080] The first determining module 304 is configured to determine a correction value based on the current ambient temperature, the current engine coolant temperature of the vehicle, and a preset correspondence in response to the current driving data meeting preset conditions.
[0081] The second determining module 306 is configured to determine the current corrected remaining power based on the correction value and the current remaining power of the power battery;
[0082] The correction module 308 is configured to take the larger value between the current corrected remaining power and the pre-calculated current standard remaining power as the current target remaining power, and control the charging or discharging of the power battery based on the current target remaining power.
[0083] In some embodiments, the preset conditions include a first correction condition and a second correction condition, the preset correspondence includes a first correspondence, and the correction value includes a first correction value; the first determining module 304 is further configured to determine the first correction value based on the current ambient temperature, the current engine coolant temperature of the vehicle, and the first correspondence in response to the current driving data satisfying the first correction condition but not satisfying the second correction condition.
[0084] In some embodiments, the preset conditions include a first correction condition and a second correction condition, the preset correspondence includes a second correspondence, and the correction value includes a second correction value; the first determining module 304 is further configured to determine the second correction value based on the current ambient temperature, the current engine coolant temperature of the vehicle, and the second correspondence in response to the current driving data satisfying both the first and second correction conditions.
[0085] In some embodiments, the current driving data includes the current vehicle speed, the current remaining charge of the power battery, the current driving mode, and the current driving gradient percentage; the first correction condition includes:
[0086] The current vehicle speed is greater than a preset first vehicle speed, the current remaining battery power is less than a preset first battery power but greater than the current standard remaining battery power, the current driving mode is hybrid mode, and the current driving gradient is greater than a preset first gradient.
[0087] In some embodiments, the second correction condition includes:
[0088] The difference between the current remaining battery power and the pre-stored reference remaining battery power is greater than a third correction value, wherein the third correction value is determined based on the current ambient temperature, the current engine coolant temperature, and a preset third correspondence.
[0089] In some embodiments, an update module is further included, configured to replace the reference remaining battery value with the current remaining battery value in response to the current driving data satisfying the first correction condition; or...
[0090] After the current driving data satisfies both the first and second correction conditions, new current driving data is acquired. If the new current driving data does not satisfy the second correction condition, the reference remaining battery value is replaced with the current remaining battery value in the new current driving data.
[0091] In some embodiments, the ratio of the difference between the current remaining power and the remaining power at the previous moment to the current remaining power is less than a preset rate.
[0092] 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.
[0093] The apparatus of the above embodiments is used to implement the energy control 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.
[0094] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, 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 control method of the vehicle described in any of the above embodiments.
[0095] 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.
[0096] 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.
[0097] 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.
[0098] 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.
[0099] 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.).
[0100] 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.
[0101] 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.
[0102] The electronic devices described above are used to implement the energy control 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.
[0103] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a non-transitory computer-readable storage medium storing computer instructions for causing the computer to execute the energy control method of the vehicle as described in any of the above embodiments.
[0104] 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.
[0105] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the energy control 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.
[0106] 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.
[0107] 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.
[0108] 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.
[0109] 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. A method for controlling the energy of a vehicle, characterized in that, include: Obtain the vehicle's current driving data; the current driving data includes the current vehicle speed, the current remaining charge of the power battery, the current driving mode, and the current driving gradient percentage; In response to the current driving data meeting preset conditions, a correction value is determined based on the current ambient temperature, the current engine coolant temperature of the vehicle, and a preset correspondence. The current corrected remaining power is determined based on the correction value and the current remaining power of the power battery; The larger of the current corrected remaining power and the pre-calculated current standard remaining power is taken as the current target remaining power, and the charging or discharging of the power battery is controlled based on the current target remaining power. The current driving data meets preset conditions, including: the current driving data meets the first correction condition but does not meet the second correction condition, or the current driving data meets the first correction condition and meets the second correction condition. The first correction condition includes: The current vehicle speed is greater than a preset first vehicle speed, the current remaining battery power is less than a preset first battery power but greater than the current standard remaining battery power, the current driving mode is hybrid mode, and the current driving gradient is greater than a preset first gradient; Among them, if the current vehicle speed is greater than the preset first vehicle speed, it means that the vehicle is currently in a high-speed condition; The second correction condition includes: The difference between the current remaining battery power and the pre-stored reference remaining battery power is greater than a third correction value, wherein the third correction value is determined based on the current ambient temperature, the current engine coolant temperature, and a preset third correspondence.
2. The method according to claim 1, characterized in that, The preset conditions include a first correction condition and a second correction condition; the preset correspondence includes a first correspondence; and the correction value includes a first correction value. The response to current driving data meeting preset conditions determines a correction value based on the current ambient temperature, the vehicle's current engine coolant temperature, and a preset correspondence, including: In response to the current driving data satisfying the first correction condition but not the second correction condition, the first correction value is determined based on the current ambient temperature, the current engine coolant temperature of the vehicle, and the first correspondence.
3. The method according to claim 1, characterized in that, The preset conditions include a first correction condition and a second correction condition, the preset correspondence includes a second correspondence, and the correction value includes a second correction value; The response to current driving data meeting preset conditions determines a correction value based on the current ambient temperature, the vehicle's current engine coolant temperature, and a preset correspondence, including: In response to the current driving data satisfying both the first and second correction conditions, the second correction value is determined based on the current ambient temperature, the current engine coolant temperature of the vehicle, and the second correspondence.
4. The method according to claim 1, characterized in that, The method further includes: In response to the current driving data satisfying the first correction condition, the reference remaining battery value is replaced with the current remaining battery value; or, After the current driving data satisfies both the first and second correction conditions, new current driving data is acquired. If the new current driving data does not satisfy the second correction condition, the reference remaining battery value is replaced with the current remaining battery value in the new current driving data.
5. The method according to claim 1, characterized in that, The method further includes: the ratio of the difference between the current remaining power and the remaining power at the previous moment to the current remaining power is less than a preset rate.
6. An energy control device for a vehicle, characterized in that, include: The acquisition module is configured to acquire the vehicle's current driving data; The current driving data includes the current vehicle speed, the current remaining charge of the power battery, the current driving mode, and the current driving gradient percentage; The first determining module is configured to determine a correction value based on the current ambient temperature, the current engine coolant temperature of the vehicle, and a preset correspondence in response to the current driving data meeting preset conditions. The first determining module is configured to determine the current corrected remaining power based on the correction value and the current remaining power of the power battery; The correction module is configured to take the larger value between the current corrected remaining power and the pre-calculated current standard remaining power as the current target remaining power, and control the charging or discharging of the power battery based on the current target remaining power. The current driving data meets preset conditions, including: the current driving data meets the first correction condition but does not meet the second correction condition, or the current driving data meets the first correction condition and meets the second correction condition. The first correction condition includes: The current vehicle speed is greater than a preset first vehicle speed, the current remaining battery power is less than a preset first battery power but greater than the current standard remaining battery power, the current driving mode is hybrid mode, and the current driving gradient is greater than a preset first gradient; Among them, if the current vehicle speed is greater than the preset first vehicle speed, it means that the vehicle is currently in a high-speed condition; The second correction condition includes: The difference between the current remaining battery power and the pre-stored reference remaining battery power is greater than a third correction value, wherein the third correction value is determined based on the current ambient temperature, the current engine coolant temperature, and a preset third correspondence.
7. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the method as described in any one of claims 1 to 5.
8. A vehicle, characterized in that, Includes the electronic device as described in claim 7.