Vehicle energy management method, related device and vehicle

Abstract

The application provides a vehicle energy management method, related equipment and a vehicle. The method comprises the following steps: in response to receiving a heating instruction of a catalytic converter, obtaining driving information of the vehicle, determining whether the current vehicle meets a preset energy management condition through the driving information, and if yes, performing energy management on the heating process of the catalytic converter. The target idle speed and the target load adjustment torque are determined based on the driving information. The idle speed of the current engine is increased to the target idle speed, the engine intake amount can be quickly increased, a large amount of heat generated when the engine is discharged is given to the catalytic converter, and the purpose of quickly increasing the temperature of the catalytic converter is achieved. The driving motor is controlled to output the target load adjustment torque, so that the motor torque and the engine speed can be matched, vehicle shaking is avoided, NVH problems are avoided, and the experience of users is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a vehicle energy management method, related equipment and a vehicle. BACKGROUND

[0002] The three-way catalyst is the most important off-purification device installed in the exhaust system of the automobile. It can convert CO, HC and NOx harmful gases discharged by the automobile exhaust into harmless carbon dioxide, water and nitrogen through oxidation and reduction. The catalyst in the catalyst converter reacts at a minimum temperature of 350 degrees Celsius. If the temperature of the three-way catalyst cannot be quickly raised, the emission will not meet the standard. Especially in P2 motor architecture hybrid vehicles, the temperature of the three-way catalyst increases with the increase of engine speed. At this time, if the motor torque cannot match the engine speed, noise, vibration and harshness (NVH, Noise, Vibration, Harshness) problems will occur, and the driving comfort will decrease. SUMMARY

[0003] Therefore, the purpose of the present application is to provide a vehicle energy management method, related equipment and a vehicle to solve the problems of slow temperature rise and NVH in the catalyst heating process.

[0004] To achieve the above purpose, the first aspect of the present application provides a vehicle energy management method, which comprises:

[0005] In response to receiving a heating instruction of a catalyst, obtaining driving information of the vehicle;

[0006] Determining whether the vehicle meets a preset energy management condition based on the driving information;

[0007] In response to the vehicle meeting the energy management condition, determining a target idle speed and a target load adjustment torque based on the driving information, controlling an engine to output the target idle speed, and controlling a drive motor to output the target load adjustment torque.

[0008] Optionally, the driving information comprises vehicle speed, remaining power of a power battery and pedal opening degree; and the determining whether the vehicle meets the preset energy management condition based on the driving information comprises:

[0009] In response to the vehicle speed being less than a preset speed threshold, the remaining power of the power battery being less than a preset power threshold, and the pedal opening degree being less than a preset opening degree threshold, determining that the vehicle meets the energy management condition.

[0010] Optionally, the determining the target idle speed based on the driving information comprises:

[0011] receiving a first idle speed sent by the automatic transmission control unit;

[0012] determining an initial target idle speed based on the first idle speed and a second idle speed corresponding to the power domain control unit;

[0013] sending the initial target idle speed to an electronic control unit, so that the electronic control unit determines the target idle speed based on the initial target idle speed and a third idle speed corresponding to the electronic control unit.

[0014] Optionally, the determining the initial target idle speed based on the first idle speed and the second idle speed corresponding to the power domain control unit comprises:

[0015] taking a larger value between the first idle speed and the second idle speed as the initial target idle speed;

[0016] the electronic control unit determines the target idle speed based on the initial target idle speed and the third idle speed corresponding to the electronic control unit, comprising:

[0017] taking a larger value between the initial target idle speed and the third idle speed as the target idle speed.

[0018] Optionally, the driving information comprises a vehicle torque and a vehicle speed; and the determining the target load adjustment torque based on the driving information comprises:

[0019] querying a corresponding target load adjustment torque in a pre-constructed calibration table according to the vehicle torque and the vehicle speed, wherein the calibration table is used to represent a corresponding relationship among the vehicle torque, the vehicle speed and the target load adjustment torque.

[0020] Optionally, the corresponding relationship comprises:

[0021] if the vehicle speed is unchanged, the vehicle torque is negatively correlated with the target load adjustment torque;

[0022] if the vehicle torque is unchanged and less than or equal to a preset torque threshold, the vehicle speed is positively correlated with the target load adjustment torque.

[0023] A second aspect of the present application provides a vehicle energy management device, comprising:

[0024] an acquisition module configured to acquire driving information of the vehicle in response to receiving a heating instruction of a catalytic converter;

[0025] a determination module configured to determine whether the vehicle satisfies a preset energy management condition based on the driving information.

[0026] The control module is configured to, in response to the vehicle satisfying the energy management condition, determine a target idle speed and a target load adjustment torque based on the driving information, control the engine to output the target idle speed, and control the drive motor to output the target load adjustment torque.

[0027] The third aspect of the present 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 according to the first aspect when executing the computer program.

[0028] The fourth aspect of the present application also provides a non-transitory computer readable storage medium storing computer instructions for causing a computer to execute the method according to the first aspect.

[0029] The fifth aspect of the present application also provides a vehicle including the electronic device according to the third aspect.

[0030] As can be seen from the above, the vehicle energy management method, related device and vehicle provided by the present application include: in response to receiving a heating instruction of a catalytic converter, obtaining driving information of the vehicle, determining whether the current vehicle satisfies a preset energy management condition through the driving information, and if so, performing energy management on the heating process of the catalytic converter. The target idle speed and the target load adjustment torque are determined based on the driving information, respectively, to ensure that the target idle speed and the target load adjustment torque match the current state of the vehicle and provide a data basis for subsequent energy management. Increasing the idle speed of the current engine to the target idle speed can quickly increase the engine intake, and the large amount of heat generated during engine exhaust is given to the catalytic converter to quickly raise the temperature of the catalytic converter. The drive motor is controlled to output the target load adjustment torque, so that the motor torque can match the engine speed, avoiding the NVH problem of vehicle shaking and improving the comfort of users driving the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0031] In order to more clearly illustrate the technical solutions in the present application or related art, the following will briefly introduce the drawings needed to be used in the embodiments or related art description. Obviously, the drawings in the following description are only embodiments of the present application, and for those skilled in the art, other drawings can also be obtained without creative labor.

[0032] Figure 1 Flowchart of the vehicle energy management method of the embodiments of the present application;

[0033] Figure 2A flowchart of a target idle speed determination method of an embodiment of the present application;

[0034] Figure 3 A structure diagram of a vehicle energy management device of an embodiment of the present application;

[0035] Figure 4 An electronic device hardware structure diagram of an embodiment of the present application. DETAILED DESCRIPTION

[0036] To make the objectives, technical solutions, and advantages of the present application clearer, the present application is further described in detail below with reference to the embodiments and the accompanying drawings.

[0037] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present application should be understood as the common meanings understood by those with ordinary skills in the art to which the present application belongs. The terms "first", "second", and similar terms used in the embodiments of the present application do not represent any order, number, or importance, but are only used to distinguish different components. The terms "include", "contain", and similar terms mean that the elements or objects before the terms encompass the elements or objects listed after the terms and their equivalents, without excluding other elements or objects. The terms "connect" or "connected" and similar terms do not mean only physical or mechanical connections, but can also include electrical connections, whether direct or indirect. The terms "upper", "lower", "left", "right", and the like only represent relative positional relationships, which can change when the absolute positions of the described objects change.

[0038] As described in the background, in a three-way catalyst, when high-temperature automobile exhaust passes through the purification device, the purification agent in the three-way catalyst enhances the activity of CO, HC, and NOx gases, and promotes certain oxidation-reduction chemical reactions, in which CO is oxidized into colorless, non-toxic carbon dioxide gas at high temperatures; HC compounds are oxidized into water and carbon dioxide at high temperatures; and NOx is reduced into nitrogen and oxygen. The three harmful gases become harmless gases, allowing the automobile exhaust to be purified. The three-way catalyst reacts at a minimum of 350 degrees Celsius, and the conversion efficiency drops sharply when the temperature is too low; and the active temperature (optimal working temperature) of the catalyst is about 400-800 degrees Celsius, and too high a temperature will also accelerate the aging of the catalyst. Under the ideal air-fuel ratio (14.7:1), the catalytic conversion effect is also the best. If the three-way catalyst is heated, it cannot quickly raise its temperature to the optimal working temperature, and the exhaust gas produced by the engine fuel cannot be purified in time, which will cause the problem of non-compliance with emission standards.

[0039] The hybrid system of the hybrid vehicle includes a parallel hybrid system, and the parallel hybrid system mainly includes an engine and a motor. According to the position of the motor in the system, there are five architectures P0-P4. The motor in the P2 architecture is located between the clutch and the gearbox, and the vehicle can form three working modes of pure electricity, hybrid and pure oil. The power battery provides high-voltage power for the P2 motor. The P2 motor can not only drive the vehicle alone, but also be used to start the engine. When the vehicle starts, the power battery and the high-voltage system are ready to wake up the P2 motor to supply power to the P2 motor. After the vehicle starts, the power battery supplies power to the P2 motor, and the P2 motor drives the gear in the gearbox to rotate and output power, which drives the wheels to rotate through the transmission mechanism. When a large torque or rapid acceleration is needed, the engine intervenes and is connected in series with the P2 motor to output power together, at the same time, the power battery also supplies power to the P2 motor to release all the power of the power assembly. After sliding or stepping on the brake, the regenerative braking system works, and the wheels drive the P2 motor to generate electricity to charge the power battery. When the power battery feeds power and the vehicle starts and stops repeatedly, the engine switches between the two modes of driving the vehicle and driving the P2 motor to generate electricity, which is poor in smoothness and easy to cause NVH problems. The generation of NVH problems is due to the vibration of the automobile structure, which produces noise and affects comfort. When the comfort is a problem, there must be corresponding vibration and noise problems. During the heating process of the catalyst, the engine speed increases, and the NVH requirement of speed and torque needs to be matched. If not matched, the vehicle will appear shaking phenomenon, which affects the user experience. Therefore, under the P2 architecture, the energy management during the heating process of the catalyst is particularly important, otherwise it is easy to cause NVH problems and emission problems.

[0040] Therefore, the application provides a vehicle energy management method, which manages the energy of the vehicle during the heating process of the catalyst to solve the problems of slow temperature rising rate of the catalyst and NVH.

[0041] The embodiments of the application are described in detail below with reference to the drawings.

[0042] Figure 1 A vehicle energy management method is shown. The method is applied to a power domain control unit, referring to Figure 1 , the method comprises the following steps:

[0043] Step 102, in response to receiving the heating instruction of the catalyst, acquiring the driving information of the vehicle.

[0044] Specifically, when the vehicle controller determines that the catalytic converter needs to be heated, the heating instruction of the catalytic converter will be sent to the power domain control unit (PDCU) accordingly. For example, when the vehicle starts, the catalytic converter needs to be activated as soon as possible to purify the exhaust gas, so the heating instruction of the catalytic converter needs to be sent. After receiving the heating instruction of the catalytic converter, the PDCU obtains the driving information of the vehicle. The driving information can include vehicle speed, pedal opening degree, and remaining power battery capacity, and other vehicle driving related information. The driving information can be obtained directly by sensors installed at different positions of the vehicle or calculated.

[0045] Step 104, determining whether the vehicle meets the preset energy management condition based on the driving information.

[0046] Specifically, after obtaining the driving information, it is necessary to determine whether the energy management condition is met. If the energy management condition is not met, it means that the catalytic converter heating process does not need to be managed at present. For example, under the current vehicle condition, the catalytic converter temperature can reach the normal working temperature, and no additional adjustment strategy is needed, so energy management is not needed. If the energy management condition is met, it means that the catalytic converter heating process needs to be managed at present. Generally, during the catalytic converter heating process, the engine speed increases. If the current engine speed is low, the heating rate of the catalytic converter will be affected and cannot be quickly increased to the normal working temperature. Therefore, additional energy management is needed to quickly raise the temperature of the catalytic converter.

[0047] Step 106, in response to the vehicle meeting the energy management condition, determining a target idle speed and a target load adjustment torque based on the driving information, controlling the engine to output the target idle speed, and controlling the drive motor to output the target load adjustment torque.

[0048] Specifically, if it is determined that energy management is needed for the catalytic converter heating process at this time, that is, the vehicle meets the energy management condition, a target idle speed and a target load adjustment torque are determined based on the obtained driving information. The target idle speed is the idle speed that the engine needs to reach after a period of time based on the current idle speed. The target idle speed is higher than the current idle speed of the vehicle to ensure that the temperature of the catalytic converter is raised as soon as possible. The higher the engine speed, the higher the intake air volume. Increasing the idle speed of the engine can increase the intake air volume of the engine, and the engine will then emit a large amount of high-temperature exhaust gas. When these high-temperature exhaust gases reach the catalytic converter, the temperature of the catalytic converter will be quickly raised to the normal working temperature, and the exhaust gas can be effectively purified after the catalytic converter reaches the normal working temperature. At the same time, the PDCU also determines a target load adjustment torque, which is the load adjustment torque that the motor needs to output after a period of time. Due to the increase in engine speed during the catalytic converter heating process, if the motor output torque cannot match the engine speed at this time, NVH problems will occur, affecting the user's driving experience. The load adjustment torque is the torque output by the motor when driving the load, which is used to provide power to the load. Therefore, by adjusting the load adjustment torque, the output torque of the motor can be adjusted to match the engine speed, avoiding NVH problems.

[0049] In addition, in order to ensure the smooth completion of the catalytic converter heating process, the power consumption of the load is not limited during this process. Since the load adjustment torque is used to drive the load, adjusting the load adjustment torque can also ensure the power demand of the vehicle load during the catalytic converter heating process, avoiding insufficient power consumption of the load. When the power consumption of the load is insufficient, the power battery power will be continuously consumed, and if the power consumption of the load is too large, the power battery will be fed. Adjusting the load adjustment torque can not only ensure the power demand of the vehicle load, but also avoid the power battery from being fed.

[0050] Based on the above steps 102 to 106, the vehicle energy management method provided by the embodiment includes: in response to receiving the heating instruction of the catalytic converter, obtaining the driving information of the vehicle to determine whether the current vehicle meets the preset energy management condition through the driving information, and if so, performing energy management on the heating process of the catalytic converter. The target idle speed and the target load adjustment torque are determined based on the driving information to ensure that the target idle speed and the target load adjustment torque match the current state of the vehicle, providing a data basis for subsequent energy management. Increasing the idle speed of the current engine to the target idle speed can quickly increase the intake air volume of the engine, and the large amount of heat generated when the engine is discharged can be given to the catalytic converter to quickly raise the temperature of the catalytic converter. Controlling the driving motor to output the target load adjustment torque so that the motor torque can match the engine speed, avoiding the NVH problem of vehicle shaking and improving the user's driving experience.

[0051] In some embodiments, the driving information comprises a vehicle speed, a remaining power amount of the power battery, and a pedal opening degree; and the determining whether the vehicle satisfies the preset energy management condition based on the driving information comprises:

[0052] In response to the vehicle speed being less than a preset vehicle speed threshold, the remaining power amount of the power battery being less than a preset power amount threshold, and the pedal opening degree being less than a preset opening degree threshold, it is determined that the vehicle satisfies the energy management condition.

[0053] In this embodiment, for example, the preset vehicle speed threshold can be 30 km / h, the preset power amount threshold can be 15%, and the preset opening degree threshold can be 2%. When the gear is unchanged, the engine speed is positively correlated with the vehicle speed, that is, the faster the engine speed, the faster the vehicle speed. When the vehicle speed is lower than 30 km / h, the engine speed is correspondingly low. After the power battery is forced to be charged, the engine speed is increased to drive the motor to generate electricity and charge the power battery. When the power amount of the power battery is higher than 15%, it indicates that the power amount of the power battery is not too low, and the power battery does not need to be forced to be charged, and therefore, the engine speed does not need to be increased. When the pedal opening degree is less than 2%, it indicates that the current vehicle has no power demand and is in a state of lightly stepping on the pedal or releasing the pedal, and at this time, the engine speed is low. When the above conditions are simultaneously satisfied, the current engine speed is low, and the engine speed required to increase the temperature of the catalyst is large, and therefore, the engine speed needs to be quickly increased, that is, the energy management condition is satisfied. When any of the above conditions is not satisfied, the engine speed is correspondingly increased, and the temperature of the catalyst can be increased, that is, the energy management method of this embodiment does not need to be implemented.

[0054] Figure 2 A flowchart of a target idle speed determination method is shown.

[0055] In some embodiments, with reference to Figure 2 , the determining the target idle speed based on the driving information comprises the following steps:

[0056] Step 202, receiving a first idle speed sent by an automatic transmission control unit.

[0057] Step 204, determining an initial target idle speed based on the first idle speed and a second idle speed corresponding to the power domain control unit.

[0058] Step 206, sending the initial target idle speed to an electronic control unit, so that the electronic control unit determines the target idle speed based on the initial target idle speed and a third idle speed corresponding to the electronic control unit.

[0059] In determining the idle speed of the vehicle, different vehicle end devices generate different idle speed expectations according to their own operating conditions, and the vehicle end electronic control unit ECM (Engine Control Module) needs to arbitrate to determine the final idle speed of the vehicle. Specifically, the automatic transmission control unit TCU (Transmission Control Unit) generates an idle speed request and sends it to the PDCU, which carries a specific value of the first idle speed. After receiving the first idle speed, the PDCU arbitrates with its own expected second idle speed to determine the initial target idle speed and sends it to the ECM. After receiving the initial target idle speed, the ECM arbitrates with its own expected idle speed to obtain the target idle speed. The target idle speed is sent to the engine to make the engine output the target idle speed and provide enough heat for the catalyst.

[0060] In some embodiments, the initial target idle speed is determined based on the first idle speed and the second idle speed corresponding to the power domain control unit, comprising:

[0061] The larger value of the first idle speed and the second idle speed is taken as the initial target idle speed;

[0062] The electronic control unit determines the target idle speed based on the initial target idle speed and the third idle speed corresponding to the electronic control unit, comprising:

[0063] The larger value of the initial target idle speed and the third idle speed is taken as the target idle speed.

[0064] Specifically, when arbitrating the idle speed expected by each system, the larger value is usually taken. For example, the PDCU takes the larger value of the first idle speed and the second idle speed as the initial target idle speed and sends it to the ECM. The ECM takes the larger value of the initial target idle speed and the third idle speed as the target idle speed, that is, takes the maximum value of the first idle speed, the second idle speed and the third idle speed as the final target idle speed. For example, the first idle speed is 800 r / min, the second idle speed is 750 r / min, and the third idle speed is 1000 r / min. The third idle speed is determined as the target idle speed. In this way, the demand of each device for the idle speed of the vehicle can be met, and as much heat as possible can be provided for the catalyst.

[0065] It should be noted that in order to quickly increase the engine speed to provide sufficient heat for the catalytic converter, the third idle speed corresponding to the ECM can be a higher preset value, for example, the third idle speed is 1300r / min. After the ECM completes the arbitration of the idle speed, the target idle speed can be at least increased to 1300r / min, further ensuring that sufficient heat is provided for the catalytic converter to increase the temperature of the catalytic converter to the normal working temperature in a short time, and effectively purifying the tail gas.

[0066] In some embodiments, the driving information includes a vehicle torque and a vehicle speed; and the target load adjustment torque is determined based on the driving information, including:

[0067] The corresponding target load adjustment torque is determined by querying a pre-constructed calibration table according to the vehicle torque and the vehicle speed, wherein the calibration table is used to represent the corresponding relationship among the vehicle torque, the vehicle speed and the target load adjustment torque.

[0068] Specifically, the vehicle torque represents the power demand of the vehicle. If the user steps on the pedal during driving, it indicates that there is a power demand at this time, and the pedal torque corresponding to the pedal opening degree is the vehicle torque. In order to determine the appropriate load adjustment torque, a calibration table is pre-constructed, which calibrates the corresponding relationship among the vehicle torque, the vehicle speed and the load adjustment torque according to the real driving data. After obtaining the vehicle torque and the vehicle speed, a unique load adjustment torque can be determined as the target load adjustment torque in the calibration table. The target load adjustment torque can be quickly determined by querying the pre-constructed calibration table, and the timely adjustment of the load adjustment torque is realized, thereby ensuring the comfort of the vehicle.

[0069] In addition, when the temperature of the catalytic converter increases, the fuel consumption usually increases. Adjusting the load adjustment torque is beneficial to adjusting the working point of the engine to the optimal curve of the engine fuel consumption, and the working point on the optimal curve is the point at which the fuel consumption and the power performance are balanced. The engine is in a good working state, and the consumption of fuel can be controlled to save fuel.

[0070] In some embodiments, the corresponding relationship includes:

[0071] If the vehicle speed is constant, the vehicle torque is negatively related to the target load adjustment torque;

[0072] If the vehicle torque is constant and less than or equal to a preset torque threshold, the vehicle speed is positively related to the target load adjustment torque.

[0073] Specifically, the correspondence in the calibration table is described in detail in the embodiment. In the case of the same vehicle speed, the greater the vehicle torque, the smaller the target load adjustment torque, so as to ensure the power performance of the vehicle in the case of power demand. In the case of the same vehicle torque, the higher the vehicle speed, the greater the target load adjustment torque. However, if the vehicle torque exceeds the preset torque threshold, the target load adjustment torque no longer changes with the vehicle speed. When the vehicle torque increases to exceed the preset vehicle speed threshold, the condition that the vehicle speed is lower than the preset vehicle speed threshold is not met, and the energy management method in the application is no longer used to adjust the target load adjustment torque.

[0074] It should be noted that the method of the embodiment of the application can be executed by a single device, such as a computer or a server. The method of the embodiment can also be applied to a distributed scenario, and completed by multiple devices cooperating with each other. In the case of such a distributed scenario, one of the multiple devices can only execute one or more steps in the method of the embodiment of the application, and the multiple devices can interact with each other to complete the method.

[0075] It should be noted that some embodiments of the application are described above. Other embodiments are within the scope of the appended claims. In some cases, the acts or steps recited in the claims can be performed in a different order than those described above and still achieve desirable results. Also, the processes depicted in the figures do not necessarily require the particular order shown or sequential order to achieve desirable results. In certain implementations, multitasking and parallel processing can be advantageous.

[0076] Based on the same inventive concept, the application also provides a vehicle energy management device corresponding to the method of any of the above embodiments.

[0077] Reference Figure 3 The vehicle energy management device comprises:

[0078] The acquisition module 302 is configured to acquire driving information of the vehicle in response to receiving a heating instruction of the catalytic converter.

[0079] The determination module 304 is configured to determine whether the vehicle satisfies a preset energy management condition based on the driving information.

[0080] The control module 306 is configured to determine a target idle speed and a target load adjustment torque based on the driving information in response to the vehicle satisfying the energy management condition, control the engine to output the target idle speed, and control the drive motor to output the target load adjustment torque.

[0081] In some embodiments, the driving information comprises a vehicle speed, a remaining power amount of the power battery, and a pedal opening degree; the determining module 304 is further configured to determine that the vehicle satisfies the energy management condition in response to the vehicle speed being less than a preset vehicle speed threshold, the remaining power amount of the power battery being less than a preset power amount threshold, and the pedal opening degree being less than a preset opening degree threshold.

[0082] In some embodiments, the control module 306 is further configured to receive a first idle speed sent by the automatic transmission control unit;

[0083] determine an initial target idle speed based on the first idle speed and a second idle speed corresponding to the power domain control unit;

[0084] send the initial target idle speed to an electronic control unit, so that the electronic control unit determines the target idle speed based on the initial target idle speed and a third idle speed corresponding to the electronic control unit.

[0085] In some embodiments, the control module 306 is further configured to take a larger value between the first idle speed and the second idle speed as the initial target idle speed, and take a larger value between the initial target idle speed and the third idle speed as the target idle speed.

[0086] In some embodiments, the driving information comprises a vehicle speed and a vehicle torque; the control module 306 is further configured to query a corresponding target load adjustment torque in a pre-constructed calibration table according to the vehicle torque and the vehicle speed, wherein the calibration table is used to represent a corresponding relationship among the vehicle torque, the vehicle speed, and the target load adjustment torque.

[0087] In some embodiments, the corresponding relationship comprises:

[0088] if the vehicle speed is unchanged, the vehicle torque is negatively related to the target load adjustment torque;

[0089] if the vehicle torque is unchanged and less than or equal to a preset torque threshold, the vehicle speed is positively related to the target load adjustment torque.

[0090] For the convenience of description, the above device is described in various modules in terms of functions. Of course, the functions of each module can be implemented in one or more software and / or hardware in the implementation of the present application.

[0091] The device of the above embodiments is used to implement the corresponding vehicle energy management method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiments, which are not described here again.

[0092] Based on the same inventive concept, the application also provides an electronic device corresponding to the vehicle energy management method of any of the above embodiments, comprising 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 vehicle energy management method of any of the above embodiments.

[0093] Figure 4 A more specific hardware structure of an electronic device provided by the embodiment is shown, which can include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 for internal communication within the device.

[0094] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits, etc., for executing related programs to implement the technical solutions provided by the embodiments of the present specification.

[0095] The memory 1020 can be implemented by a ROM (Read Only Memory), a RAM (Random Access Memory), a static storage device, a dynamic storage device, etc. The memory 1020 can store an operating system and other application programs, and when the technical solutions provided by the embodiments of the present specification are implemented by software or firmware, the related program codes are stored in the memory 1020 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. The input / output modules can be configured as components in the device (not shown in the figure) or externally connected to the device to provide corresponding functions. The input device can include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device can include a display, a speaker, a vibrator, an indicator light, etc.

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

[0098] Bus 1050 includes a path for transferring information between the various components (e.g., processor 1010, memory 1020, input / output interface 1030, and communication interface 1040) of the device.

[0099] It should be noted that although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040 and the bus 1050, in the specific implementation process, the device can also include other components necessary for normal operation. In addition, those skilled in the art can understand that the above device can also only contain the components necessary to implement the embodiments of the present application, and does not necessarily contain all the components shown in the figure.

[0100] The electronic device of the above embodiment is used to implement the corresponding vehicle energy management method in any of the preceding embodiments, and has the beneficial effects of the corresponding method embodiments, which are not repeated here.

[0101] Based on the same inventive concept, corresponding to the method of any of the above embodiments, the present application also provides a non-transitory computer readable storage medium, which stores computer instructions for causing the computer to execute the vehicle energy management method according to any of the above embodiments.

[0102] The computer readable medium of the present embodiment includes permanent and non-permanent, removable and non-removable media, which can be realized by any method or technology to store information. The information can be computer readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassette, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information accessible by a computing device.

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

[0104] Those of ordinary skill in the art will realize that the foregoing discussion of any of the embodiments has been presented for the purpose of illustration and description and is not intended to be exhaustive or to limit the application to the precise forms described, and that various adaptations and modifications are possible within the scope and spirit of the application. For example, while the embodiments discussed above have been described in the context of a memory device, other memory architectures (e.g., dynamic RAM (DRAM)) can use the embodiments discussed.

[0105] In addition, to simplify the description and discussion, and so as not to make the embodiments of the application difficult to understand, the well-known power / ground connections to integrated circuit (IC) chips and other components can or can not be shown in the provided drawings. Further, devices can be shown in block diagram form so as not to make the embodiments of the application difficult to understand, and this also takes into account the fact that the details regarding the implementation of these block diagram devices are highly dependent on the platform in which the embodiments of the application are to be implemented (i.e., these details should be well within the understanding of one of ordinary skill in the art). Where specific details (e.g., circuitry) are set forth in order to describe an illustrative embodiment of the application, it should be apparent to one of ordinary skill in the art that the embodiments of the application can be practiced without or with variations of these specific details. Thus, the description should not be viewed as limiting the application, but rather as merely describing illustrative embodiments.

[0106] While the application has been described in connection with specific embodiments thereof, it will be understood that many modifications, variations and alternatives will be apparent to those skilled in the art as a result of the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) can use the embodiments discussed.

[0107] It is therefore intended that the embodiments of the application embrace all such alternatives, modifications and variations as falling within the broad scope of the appended claims. Accordingly, any and all departures from the above described embodiments are intended to be included within the scope of the application as defined by the following claims.

Claims

1. A vehicle energy management method, characterized by, The method comprises: obtaining driving information of the vehicle in response to receiving a heating instruction of the catalytic converter; the driving information comprises vehicle torque and vehicle speed; determining whether the vehicle meets a preset energy management condition based on the driving information; in response to the vehicle meeting the energy management condition, determining a target idle speed and a target load adjustment torque based on the driving information, comprising: receiving a first idle speed sent by an automatic transmission control unit; determining an initial target idle speed based on the first idle speed and a second idle speed corresponding to the power domain control unit, comprising: taking the larger value between the first idle speed and the second idle speed as the initial target idle speed; sending the initial target idle speed to an electronic control unit, so that the electronic control unit determines the target idle speed based on the initial target idle speed and a third idle speed corresponding to the electronic control unit, comprising: taking the larger value between the initial target idle speed and the third idle speed as the target idle speed; determining a corresponding target load adjustment torque in a pre-constructed calibration table according to the vehicle torque and the vehicle speed, wherein the calibration table is used to represent the corresponding relationship between the vehicle torque, the vehicle speed and the target load adjustment torque; controlling the engine to output the target idle speed and controlling the drive motor to output the target load adjustment torque.

2. The method of claim 1, wherein, The driving information comprises vehicle speed, remaining power of the power battery and pedal opening degree; the determination of whether the vehicle meets the preset energy management condition based on the driving information comprises: in response to the vehicle speed being less than a preset vehicle speed threshold, the remaining power of the power battery being less than a preset power threshold and the pedal opening degree being less than a preset opening degree threshold, determining that the vehicle meets the energy management condition.

3. The method of claim 1, wherein, The corresponding relationship comprises: if the vehicle speed is constant, the vehicle torque is negatively correlated with the target load adjustment torque; if the vehicle torque is constant and less than or equal to a preset torque threshold, the vehicle speed is positively correlated with the target load adjustment torque.

4. A vehicle energy management apparatus, characterized by, comprise: an acquisition module configured to obtain driving information of the vehicle in response to receiving a heating instruction of the catalytic converter; the driving information comprises vehicle torque and vehicle speed; a determination module configured to determine whether the vehicle meets a preset energy management condition based on the driving information; a control module configured to determine a target idle speed and a target load adjustment torque based on the driving information in response to the vehicle meeting the energy management condition, comprising: receiving a first idle speed sent by an automatic transmission control unit; determining an initial target idle speed based on the first idle speed and a second idle speed corresponding to the power domain control unit, comprising: taking the larger value between the first idle speed and the second idle speed as the initial target idle speed; sending the initial target idle speed to an electronic control unit, so that the electronic control unit determines the target idle speed based on the initial target idle speed and a third idle speed corresponding to the electronic control unit, comprising: taking the greater value between the initial target idle speed and the third idle speed as the target idle speed; determining a corresponding target load adjustment torque according to the vehicle torque and the vehicle speed in a pre-constructed calibration table, wherein the calibration table is used to represent a corresponding relationship among the vehicle torque, the vehicle speed and the target load adjustment torque; controlling the engine to output the target idle speed and controlling the driving motor to output the target load adjustment torque.

5. 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 to 3 when executing the program.

6. 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 to 3.

7. A vehicle characterized by comprising: The electronic device of claim 5 is included.

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