An automotive charging energy management method, device, and electric vehicle

Abstract

The present application relates to the technical field of electric vehicles, and provides a method and device for managing the energy of vehicle charging, and an electric vehicle. The method includes: when the vehicle is in the charging mode and in the stopped state, identifying the type of energy source for vehicle charging; obtaining the real-time energy consumption information fed back by the low-voltage system and the thermal management system on the vehicle; determining the current charging scenario of the vehicle based on the real-time energy consumption information and the type of energy source, where the charging scenario includes an AC charging preheating scenario, an AC charging scenario, a DC charging preheating scenario, and a DC charging scenario, and at least one energy management strategy is preset for each charging scenario; controlling the energy consumption of the low-voltage system and the thermal management system based on the energy management strategy corresponding to the current charging scenario of the vehicle. The present application is used for managing the energy of vehicle charging, ensuring that the battery power does not decrease during low-power charging, and avoiding the doubts and power anxiety of "the more you charge, the less power you get" for users.

Description

Technical Field

[0001] This application relates to the technical field of electric vehicles, and particularly to a method and device for managing vehicle charging energy and an electric vehicle. Background Art

[0002] When the charging power provided by the charging pile is small, such as 1.5kw / 3.5kw / 7kw / 11kw, etc., the user plugs in the charging gun and waits in the vehicle with the occupant compartment thermal management turned on. Usually, the thermal management power is large, and the required power is greater than the power provided by the charging pile. The battery needs to discharge externally to supplement the additional power demand, resulting in a continuous decrease in the battery power when the vehicle is charging, and the more it charges, the less power there is, which brings a bad experience to the user. This situation is particularly prominent in the low-temperature environment in winter in the northern regions. Summary of the Invention

[0003] In view of this, the embodiments of this application provide a method and device for managing vehicle charging energy and an electric vehicle to solve the technical problem that when the charging power at the pile end or provided is less than the power consumption of the vehicle during the charging process of existing electric vehicles, the power battery discharges externally to make up for the power shortage, which will lead to a continuous decrease in the power of the power battery during the charging process.

[0004] In the first aspect of the embodiments of this application, a method for managing vehicle charging energy is provided, which includes: when the vehicle is in the charging mode and in the stopped state, identifying the type of energy source for vehicle charging; obtaining the real-time energy consumption information fed back by the low-voltage system and the thermal management system on the vehicle; based on the real-time energy consumption information and the type of energy source, determining the current charging scenario of the vehicle, where the charging scenarios include the preheating scenario before AC charging, the AC charging scenario, the preheating scenario before DC charging, and the DC charging scenario, and at least one energy management strategy is preset for each charging scenario; and controlling the energy consumption of the low-voltage system and the thermal management system based on the energy management strategy corresponding to the current charging scenario of the vehicle.

[0005] In the second aspect of the embodiments of this application, a device for managing vehicle charging energy is provided, which includes: an identification module configured to identify the type of energy source for vehicle charging when the vehicle is in the charging mode and in the stopped state; an obtaining module configured to obtain the real-time energy consumption information fed back by the low-voltage system and the thermal management system on the vehicle; a determining module configured to determine the current charging scenario of the vehicle based on the real-time energy consumption information and the type of energy source, where the charging scenarios include the preheating scenario before AC charging, the AC charging scenario, the preheating scenario before DC charging, and the DC charging scenario, and at least one energy management strategy is preset for each charging scenario; and a management module configured to control the energy consumption of the low-voltage system and the thermal management system based on the energy management strategy corresponding to the current charging scenario of the vehicle.

[0006] In the third aspect of the embodiments of the present application, an electric vehicle is provided, which at least includes a DC charging port, an on-vehicle charger, a battery management system, a power battery, a low-voltage system, a thermal management system, and a vehicle control device. The on-vehicle charger is provided with an AC charging port. The power battery is respectively connected to the DC charging port, the on-vehicle charger, the low-voltage system, and the thermal management system. The vehicle control device is respectively connected to the DC charging port, the on-vehicle charger, the battery management system, the low-voltage system, and the thermal management system. The vehicle control device includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps of the above method are implemented.

[0007] The beneficial effects of the embodiments of the present application compared with the prior art are as follows: Due to the technical solution of the above-mentioned vehicle charging energy management method, when the vehicle is in the charging mode and in the stopped state, the type of energy source for vehicle charging is identified; the real-time energy consumption information fed back by the low-voltage system and the thermal management system on the vehicle is obtained; based on the real-time energy consumption information and the type of energy source, the charging scenario in which the vehicle is currently located is determined. The charging scenarios include the preheating scenario before AC charging, the AC charging scenario, the preheating scenario before DC charging, and the DC charging scenario. Among them, at least one energy management strategy is preset for each charging scenario; based on the energy management strategy corresponding to the charging scenario in which the vehicle is currently located, the energy consumption of the low-voltage system and the thermal management system is controlled, thereby realizing vehicle charging energy management, ensuring that the battery power will not decrease during low-power charging, and avoiding the doubts and power anxiety of "the more you charge, the less power you get" for users. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0009] Figure 1 It is a flowchart of a vehicle charging energy management method provided by an embodiment of the present application;

[0010] Figure 2 It is a schematic diagram of a partial internal structure of an electric vehicle provided by an embodiment of the present application;

[0011] Figure 3 It is a schematic diagram of the structure of a vehicle charging energy management device provided by an embodiment of the present application;

[0012] Figure 4 It is a schematic diagram of the structure of a vehicle control device provided by an embodiment of the present application. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0013] In the following description, specific details such as specific system architectures and technologies are presented for the purpose of illustration rather than limitation, so as to thoroughly understand the embodiments of the present application. However, those skilled in the art should clearly understand that the present application can also be implemented in other embodiments without these specific details. In other cases, the detailed descriptions of well-known systems, devices, circuits, and methods are omitted to avoid unnecessary details from interfering with the description of the present application.

[0014] Technical Term Explanation:

[0015] 1. DC, the abbreviation of the English direct current, is translated as direct current. In this article, the DC charging port is also referred to as the direct current charging port.

[0016] 2. AC, the abbreviation of the English alternating current, is translated as alternating current. In this article, the AC charging port is also referred to as the alternating current charging port.

[0017] 3. OBC, the abbreviation of the English On Board Charger, is translated as: on-board charger below. When charging an electric vehicle with alternating current, the grid voltage is connected to the on-board charger via the ground AC charging pile and the AC charging port to charge the battery.

[0018] 4. BMS, the abbreviation of the English Battery management system, is translated as: battery management system below.

[0019] 5. DC / DC (the abbreviation of Direct Current to Direct Current. In an electric vehicle, it is necessary to convert the high-voltage direct current of the power battery into low-voltage direct current to supply power to some control components. Therefore, DC / DC is translated as: low-voltage system below.

[0020] 6. TMS, the abbreviation of the English Thermal Management System, is translated as the thermal management system of the vehicle.

[0021] 7. VDC (the abbreviation of the English Vehicle Dynamic Control, is translated as: vehicle control device)

[0022] 8. SOC, the abbreviation of the English State of Charge, is translated as the state of charge of the power battery. In this application, SOC can refer to the charge quantity or battery power of the power battery in an electric vehicle. Specifically, SOC is the state of charge of the battery, which is a percentage ranging from 0 to 100. 0% means the battery is out of power, and 100% means the battery is fully charged. In addition, the battery has a characteristic: when the battery is fully charged, the discharge power of the battery is very large, such as 200 kw. As the discharge SOC decreases, the battery discharge power will decrease, and when SOC is 0%, the discharge power is zero. Therefore, the battery discharge power is relatively small at low SOC, and the same is true at low temperatures. At low temperatures plus low SOC, the battery discharge power is even smaller.

[0023] Next, a method and device for managing the charging energy of an automobile according to an embodiment of the present application will be described in detail with reference to the accompanying drawings.

[0024] Please refer to Figure 1 , a schematic flowchart of a method for managing the charging energy of an automobile provided by an embodiment of the present application is shown as Figure 1 shown, and the method for managing the charging energy of the automobile includes:

[0025] S101, when the automobile is in the charging mode and the automobile is in the stopped state, identify the type of energy source for the automobile charging;

[0026] S102, obtain the real-time energy consumption information fed back by the low-voltage system and the thermal management system on the automobile;

[0027] S103, based on the real-time energy consumption information and the type of energy source, determine the current charging scenario of the automobile. The charging scenarios include the preheating scenario before AC charging, the AC charging scenario, the preheating scenario before DC charging, and the DC charging scenario. Among them, at least one energy management strategy is preset for each charging scenario;

[0028] S104, based on the energy management strategy corresponding to the current charging scenario of the automobile, control the energy consumption of the low-voltage system and the thermal management system.

[0029] The above method for managing the charging energy of an automobile can be applied to an automobile, such as an electric vehicle. For example, please refer to Figure 2 , a schematic diagram of a partial structure inside an automobile provided by an embodiment of the present application. In combination with the above technical name explanation, the automobile includes a DC charging port, an on-board charger, a battery management system, a power battery, a low-voltage system, a thermal management system, and a vehicle control device. The on-board charger is provided with an AC charging port. The power battery is respectively connected to the DC charging port, the on-board charger, the low-voltage system, and the thermal management system. The vehicle control device is respectively connected to the DC charging port, the on-board charger, the battery management system, the low-voltage system, and the thermal management system. Figure 2Among them, the dashed arrow indicates the direction of control signal flow, and the solid arrow indicates the direction of electric energy current flow.

[0030] The working principle of the above-mentioned vehicle charging energy management method is as follows: when charging an electric vehicle using an AC power supply, the AC charging port is connected to the AC power supply, and the voltage of the AC power supply is connected to the on-vehicle charger via the AC charging port to charge the power battery; when charging an electric vehicle using a DC power supply, the DC charging port is connected to the DC power supply, and the DC power supply is directly used to charge the power battery; then, when the vehicle is in the charging mode, the energy source type of vehicle charging can be identified as a DC power supply or an AC power supply. In addition, if the energy source type is an AC power supply, then according to the real-time energy consumption information fed back by the low-voltage system and the thermal management system, the current charging scenario of the vehicle can be determined as the preheating scenario before AC charging or the AC charging scenario; if the energy source type is a DC power supply, then according to the real-time energy consumption information fed back by the low-voltage system and the thermal management system, the current charging scenario of the vehicle can be determined as the preheating scenario before DC charging and the DC charging scenario; since each charging scenario is preset with a corresponding energy management strategy, after determining the target charging scenario, the corresponding energy management strategy is executed to control the energy consumption of the low-voltage system and the thermal management system of the electric vehicle, thereby realizing vehicle charging energy management.

[0031] Thus, according to the technical solution of the above-mentioned vehicle charging energy management method, when the vehicle is in the charging mode and in the stopped state, the energy source type of vehicle charging is identified; the real-time energy consumption information fed back by the low-voltage system and the thermal management system on the vehicle is obtained; based on the real-time energy consumption information and the energy source type, the current charging scenario of the vehicle is determined, and the charging scenarios include the preheating scenario before AC charging, the AC charging scenario, the preheating scenario before DC charging, and the DC charging scenario, where each charging scenario is preset with at least one energy management strategy; based on the energy management strategy corresponding to the current charging scenario of the vehicle, the energy consumption of the low-voltage system and the thermal management system is controlled, thereby realizing vehicle charging energy management, and avoiding the situation that in some electric vehicles, when the charging power is less than the power consumption of the vehicle, the power battery discharges externally to make up for the power shortage, resulting in the continuous decrease of the power battery power during the charging process.

[0032] Specifically, to detect whether the vehicle is in the charging mode, it can be determined whether the power supply is being connected for charging by the vehicle control device detecting the voltage or current of the DC charging port and the AC charging port. For example, when the DC charging port is connected to the DC power supply for charging, the vehicle control device can detect the current value of the DC charging port. If the current value reaches the preset current threshold, it is determined that the vehicle is in the charging mode and the energy source type is the DC power supply; when the AC charging port is connected to the AC power supply for charging, the vehicle control device can detect the voltage value of the AC charging port. If the voltage value reaches the preset voltage threshold, it is determined that the vehicle is in the charging mode and the energy source type is the AC power supply. Alternatively, the vehicle control device can also read the charging mode and the corresponding energy source type from the battery management system.

[0033] Specifically, to detect whether the vehicle is in the stopped state, it can be to detect the gear information of the vehicle. If the gear information is in the parking gear, it is determined that the vehicle is in the stopped state. If the gear is in the driving gear, it is determined that the vehicle is in the driving state. Alternatively, it can also be to detect the speed information of the vehicle. If the speed of the vehicle is zero, it is determined that the vehicle is in the stopped state. If the speed is not zero, it is determined that the vehicle is in the driving state. Since the power recovery system of the vehicle will charge the battery when the vehicle is in the driving state, this situation does not fall within the scope of control of the above method.

[0034] Specifically, the low-voltage system converts DC to DC, that is, the conversion of different DC power values. In an electric vehicle, the converted current is mainly used for the power supply of the control devices in the vehicle. For example, it provides the function for the vehicle control device of the electric vehicle to maintain the normal operation of the vehicle control system.

[0035] Specifically, the thermal management system mainly involves the occupant compartment heating system and the battery heating system in the electric vehicle. Among them, the occupant compartment heating system is various heating devices in the vehicle cockpit, such as steering wheel heating, seat heating, etc.; the battery heating system refers to heating the battery, especially in an environment with a relatively low temperature. Before charging the electric vehicle, it is necessary to preheat the battery first. Because, in the case of a low-temperature environment, preheating the battery causes the viscosity of the electrolyte inside the battery to decrease as the temperature rises, thereby improving the charge and discharge performance of the battery.

[0036] Among them, when the low-voltage system and the thermal management system are working, they can record their own energy consumption in real time. Therefore, the vehicle control device can respectively read the corresponding real-time energy consumption information from the low-voltage system and the thermal management system.

[0037] Specifically, the implementation method of determining the current charging scenario of the vehicle through the real-time energy consumption information and the energy source type can refer to the working principle part of the above method, and its specific implementation method is not unique.

[0038] For example, to detect whether the vehicle is in a charging mode, when it is detected that the electric vehicle is in a charging mode, if the energy source type is identified as an AC power source, then check whether the energy consumption of the battery heating system in the real-time energy consumption information of the thermal management system is greater than zero. If so, determine that the charging scenario of the vehicle is the preheating scenario before AC charging; if not, determine that the charging scenario of the vehicle is the AC charging scenario. If the energy source type is identified as a DC power source, then check whether the energy consumption of the battery heating system in the real-time energy consumption information of the thermal management system is greater than zero. If so, determine that the charging scenario of the vehicle is the preheating scenario before DC charging; if not, determine that the charging scenario of the vehicle is the DC charging scenario. Of course, in actual use, other technical means can also be used to determine the current charging scenario of the vehicle, and this application does not limit this.

[0039] In addition, the energy management strategies corresponding to different charging scenarios are different.

[0040] In one embodiment, when the current charging scenario of the vehicle is the preheating scenario before AC charging, based on the energy management strategy corresponding to the current charging scenario of the vehicle, control the energy consumption of the low-voltage system and the thermal management system, including:

[0041] Set the energy priority as the low-voltage system > the thermal management system;

[0042] Execute the corresponding energy management strategy for the thermal management system based on the following judgment conditions:

[0043] When the output power of the on-vehicle charger is less than or equal to the first power threshold, adjust the allowable power of the thermal management system to zero;

[0044] When the power difference between the output power of the on-vehicle charger and the power consumed by the low-voltage system is greater than the first power threshold and less than or equal to the second power threshold, limit the allowable power of the thermal management system to the first power value, where the first power value is the smaller of the difference between the output power of the on-vehicle charger and the required power of the low-voltage system and the product of the rated power of the vehicle heater and the first preset ratio, and the second power threshold is greater than the first power threshold;

[0045] When the power difference between the output power of the on-vehicle charger and the power consumed by the low-voltage system is greater than the third power threshold, limit the allowable power of the thermal management system to the second power value, where the second power value is the smaller of the difference between the output power of the on-vehicle charger and the required power of the low-voltage system and the product of the rated power of the vehicle heater and the second preset ratio, where the second preset ratio is greater than the first preset ratio, and the third power threshold is less than the second power threshold.

[0046] Specifically, in the preheating scenario before AC charging, it includes the following three aspects of control:

[0047] First, energy flow analysis: The electrical energy is sourced from the OBC output, and the electrical consumers include the low-voltage system and / or the thermal management system.

[0048] Second, set energy priorities: Low-voltage system consumption > thermal management system consumption (battery heating > passenger compartment heating).

[0049] Third, power limit strategy: There is no upper limit on the power consumption of the low-voltage system (because the power of the low-voltage system is small, and at the same time, the vehicle controller needs to be ensured to work), and an upper limit is placed on the thermal management power.

[0050] For example, the specific energy management strategies for the upper limit of thermal management power include:

[0051] a) When P ≤ 1KW, the OBC preheats itself, and the VDC prohibits the thermal management from working, P2 = 0KW;

[0052] b) When 1KW < (P - DC / DC power consumption) ≤ 3.3kW, P2 = min{P - P1, P3 * 20%};

[0053] c) When 3KW < (P - DC / DC power consumption), P2 = min{P - P1, P3 * 60%}.

[0054] Among them, P represents the output power of the on-board charger; P1 represents the required power of the low-voltage system, P2 represents the allowable power of the thermal management system (which is divided into the allowable power of the passenger compartment thermal management and the power battery thermal management system), P3 represents the rated power of the vehicle heater, P4 represents the discharge power of the battery, and P5 represents the charging power of the battery.

[0055] Preferably, in this embodiment, the first power threshold is 1KW, the second power threshold is 3.3kW, the third power threshold is 3KW, the first preset ratio is 20%, and the second preset ratio is 60%.

[0056] It can be understood that the preferred values of the above first power threshold, second power threshold, third power threshold, first preset ratio, and second preset ratio are based on some experimental and test data, and each preferred value is designed from the perspective of the entire system. Specifically, combined with Figure 2For example, the beneficial effect of the first power threshold being 1 kW is as follows: The low-voltage system is basically between several hundred watts and 1 kW. During preheating, the battery does not discharge, and the energy comes from the on-board charger OBC. At this time, if the external discharge power of the OBC itself is low, and if the power of the DC / DC is higher than the output power of the OBC, it will cause a charging failure. The second power threshold is 3.3 kW, which is basically half of the upper limit of the output power of an OBC. In this way, a segmented energy management of different output powers of the OBC is achieved, ensuring that the battery charge does not decrease during charging with different OBC output powers, and at the same time, the thermal management performance is not compromised. Of course, in actual use, the first power threshold, the second power threshold, the third power threshold, the first preset ratio, and the second preset ratio can also be set as a combination of other preferred values, and this application does not limit this.

[0057] In one embodiment, when the current charging scenario of the vehicle is an AC charging scenario, based on the energy management strategy corresponding to the current charging scenario of the vehicle, the energy consumption of the low-voltage system and the thermal management system is controlled, including:

[0058] Set the energy priority as the low-voltage system > the thermal management system, and the thermal management system > the power battery charging;

[0059] Based on the following judgment conditions, execute the corresponding energy management strategy for the thermal management system:

[0060] When the state of charge of the power battery of the battery is greater than the first charge threshold, if it is detected that there is a demand for occupant compartment thermal management, set the discharge power of the battery to be greater than zero, and limit the allowable power of the thermal management system to the third power value, where the third power value is the sum of the discharge power of the battery and the output power of the on-board charger minus the demand power of the low-voltage system, or the fourth power threshold, and select the smaller of the two; if it is detected that there is no demand for occupant compartment thermal management, set the discharge power of the battery to zero, and limit the allowable power of the thermal management system to the fourth power value, where the fourth power value is the difference between the discharge power of the battery and the output power of the on-board charger, or the fourth power threshold, and select the smaller of the two;

[0061] When the state of charge of the power battery of the battery is less than or equal to the first charge threshold, set the discharge power of the battery to zero, and limit the allowable power of the thermal management system to the fifth power value, where the fifth power value is the difference between the discharge power of the battery and the output power of the on-board charger, or the first power threshold, and select the smaller of the two.

[0062] Specifically, in the AC charging scenario, it also includes the following three aspects of control:

[0063] First, energy flow analysis: The electrical energy comes from the output power of the OBC or the power battery. The electrical appliances include DC / DC / thermal management system / power battery charging.

[0064] Second, set energy priorities: DC / DC consumption > thermal management (battery heating > occupant compartment heating) > power battery charging.

[0065] Third, power limit strategy: There is no upper limit on the power consumed by DC / DC. At this time, according to whether there is a thermal management requirement in the occupant compartment and the level of the power battery's state of charge, the allowable power of the thermal management system is limited as described above.

[0066] For example, a) When the battery SOC is higher than the first charge threshold SOC1, it is considered that the battery has a high state of charge. If there is a thermal management requirement in the occupant compartment and the OBC output power cannot meet the electrical power demand, the power battery is allowed to discharge to meet the thermal management requirement, that is, it is allowed that the SOC drops by P4>0KW, and P2 is limited to Min((P4 + P) - P1, 20KW). Preferably, at this time, a first prompt can be issued. The first prompt includes but is not limited to texts such as turning on the thermal management in the occupant compartment during charging may cause the SOC of the power battery to drop.

[0067] b) When the battery SOC is higher than the first charge threshold SOC1, at this time, the battery has a high state of charge. If there is no thermal management requirement in the occupant compartment, only the OBC output power is used to meet the thermal management requirement, and the SOC of the power battery is not allowed to drop: that is, P4 is limited to 0KW; and P2 = Min((P - P1), 20kW);

[0068] c) When the battery SOC is lower than or equal to the first charge threshold SOC1, at this time, the battery has a low state of charge, and the user is sensitive to the decrease in SOC. The SOC of the power battery is not allowed to drop, that is, P4 is limited to 0KW, and P2 = Min(P - P1, 1KW).

[0069] Preferably, in this example, in order to avoid the actual SOC of the power battery from fluctuating repeatedly near SOC1, that is, bouncing back and forth between the two control states of a) and c), a judgment condition for exiting the energy management state c) can be set. For example, when the actual SOC≥SOC1 + 5%, the condition of c) is exited and a) is entered.

[0070] It can be seen that the fourth power threshold in this embodiment can be preferably 20kW. In addition, the first charge threshold can be a threshold obtained based on experimental data or test experience, or a new threshold obtained by adjusting the already set threshold according to the actual usage situation. This application does not make any restrictions on this.

[0071] Furthermore, generally, the power supply capacity of DC charging piles is relatively large and can basically meet the thermal management requirements of new energy vehicles. However, exceptions cannot be excluded. For example, when the output power of the DC charging pile is small, the power request for thermal management in low-temperature situations is also set, and the control strategy for preventing the charging power of the low-power battery from decreasing is adopted.

[0072] In one embodiment, when the current charging scenario of the vehicle is the preheating scenario before DC charging, based on the energy management strategy corresponding to the current charging scenario of the vehicle, the energy consumption of the low-voltage system and the thermal management system is controlled, including:

[0073] Set the energy priority as the low-voltage system > the thermal management system;

[0074] Do not limit the required power of the low-voltage system, and limit the allowed power of the thermal management system to the sixth power value. The minimum value of the sixth power value is the difference between the discharge power of the battery and the output power of the on-board charger, or the product of the rated power of the vehicle heater and the second preset ratio, and the smaller of the two is selected.

[0075] Specifically, the rated power of the vehicle heater includes the rated power of the heating devices required for the thermal management of the passenger compartment and the power battery in the thermal management system. In the prior art, the vehicle heater is also simply referred to as the PTC heater, and PTC is the abbreviation of Positive Temperature Coefficient. For example, the rated power of the heating device for seat heating, or the rated power of the heating device for battery heating.

[0076] In the preheating scenario before DC charging, the following three aspects of control are also included:

[0077] First, energy flow analysis: The power comes from the output of the DC charging pile, and the electrical appliances are the DCDC / thermal management system.

[0078] Second, set the energy priority: DC / DC consumption > thermal management (battery heating > passenger compartment heating).

[0079] Third, power limit strategy: Do not limit the upper limit of the power consumed by DC / DC, and perform the above-mentioned limit on the thermal management power.

[0080] For example, limit the allowed power of the thermal management system to P2 = Min(P - P1, P3 * 60%).

[0081] In one embodiment, when the current charging scenario of the vehicle is the DC charging scenario, based on the energy management strategy corresponding to the current charging scenario of the vehicle, the energy consumption of the low-voltage system and the thermal management system is controlled, including:

[0082] Set the energy priority as the low-voltage system > the thermal management system > the power battery charging;

[0083] Execute corresponding energy management strategies for the thermal management system based on the following judgment conditions:

[0084] When the battery SOC is greater than or equal to the first proportional threshold, limit the allowable power of the thermal management to the seventh power value, where the seventh power value is the smaller of the sum of the battery's discharge power and the charging request power of the power battery minus the demand power of the low-voltage system, or the fourth power threshold;

[0085] When the battery SOC is less than the second proportional threshold, limit the power decline of the battery SOC and limit the allowable power of the thermal management system to the eighth power value, where the eighth power value is the smaller of the difference between the charging request power of the power battery and the demand power of the low-voltage system, or the fourth power threshold; wherein, the second proportional threshold is less than the first proportional threshold.

[0086] In the DC charging scenario, the control also includes the following three aspects:

[0087] First, energy flow analysis: The power source is from the DC charging pile or the output of the power battery pack, and the power-consuming devices are DCDC / thermal management system / power battery charging.

[0088] Second, set the energy priority: DC / DC consumption > thermal management (battery heating > occupant compartment heating) > power battery charging.

[0089] Third, power limit strategy: There is no upper limit on the DC / DC consumption power. At this time, according to whether there is a thermal management demand in the occupant compartment and the battery power level of the power battery, the above restrictions are imposed on the thermal management power.

[0090] For example, the allowable power of the thermal management system is restricted as follows: When SOC≥6% (TBC), P2 = Min(P5 + P4 - P1, 20kW); when SOC < 5%, it is required that SOC cannot decrease, and P2 = Min(P5 - P1, 20kW).

[0091] Among them, the above fourth power threshold is data to be calibrated, and here it is preferably 20KW as the upper limit value of the allowable power of the thermal management system, because 20KW can basically meet the energy management requirements of the whole vehicle, which is equivalent to not restricting the upper limit power value of the thermal management's electricity consumption during normal charging.

[0092] Preferably, in this embodiment, the first proportional threshold is 6%, and the second proportional threshold is 5%. Of course, in actual use, the first proportional threshold and the second proportional threshold can also be other preferred values, and this application does not limit this.

[0093] Any combination of the above optional technical solutions can form an optional embodiment of the present application, which will not be elaborated one by one here.

[0094] The following is an apparatus embodiment of the present application, which can be used to execute the method embodiment of the present application. For details not disclosed in the apparatus embodiment of the present application, please refer to the method embodiment of the present application.

[0095] Figure 3 It is a schematic diagram of an automotive charging energy management device provided by an embodiment of the present application. As Figure 3 shown, the automotive charging energy management device includes:

[0096] An identification module 301, configured to identify the type of energy source for vehicle charging when the vehicle is in a charging mode and in a stopped state;

[0097] An acquisition module 302, configured to acquire real-time energy consumption information fed back by the low-voltage system and the thermal management system on the vehicle;

[0098] A determination module 303, configured to determine the current charging scenario of the vehicle based on the real-time energy consumption information and the type of energy source. The charging scenarios include an AC charging preheating scenario, an AC charging scenario, a DC charging preheating scenario, and a DC charging scenario. Among them, at least one energy management strategy is preset for each charging scenario;

[0099] A management module 304, configured to control the energy consumption of the low-voltage system and the thermal management system based on the energy management strategy corresponding to the current charging scenario of the vehicle.

[0100] According to the technical solution provided by the embodiment of the present application, by identifying the type of energy source for vehicle charging when the vehicle is in a charging mode and in a stopped state; acquiring real-time energy consumption information fed back by the low-voltage system and the thermal management system on the vehicle; determining the current charging scenario of the vehicle based on the real-time energy consumption information and the type of energy source. The charging scenarios include an AC charging preheating scenario, an AC charging scenario, a DC charging preheating scenario, and a DC charging scenario. Among them, at least one energy management strategy is preset for each charging scenario; controlling the energy consumption of the low-voltage system and the thermal management system based on the energy management strategy corresponding to the current charging scenario of the vehicle, so as to achieve automotive charging energy management and avoid the situation that in some electric vehicles, when the charging power is less than the power consumption of the vehicle, the power battery discharges externally to make up for the power shortage, resulting in the continuous reduction of the power battery power during the charging process.

[0101] In some embodiments, Figure 3The determination module 303 therein is specifically configured to detect whether the vehicle is in a charging mode. When it is detected that the electric vehicle is in a charging mode, if the identified energy source type is an AC power source, it further detects whether the energy consumption of the battery heating system in the real-time energy consumption information of the thermal management system is greater than zero. If so, it determines that the charging scenario of the vehicle is the preheating scenario before AC charging. If not, it determines that the charging scenario of the vehicle is the AC charging scenario. If the identified energy source type is a DC power source, it further detects whether the energy consumption of the battery heating system in the real-time energy consumption information of the thermal management system is greater than zero. If so, it determines that the charging scenario of the vehicle is the preheating scenario before DC charging. If not, it determines that the charging scenario of the vehicle is the DC charging scenario.

[0102] In some embodiments, when the current charging scenario of the vehicle is the preheating scenario before AC charging, Figure 3 the management module 304 therein is specifically configured to set the energy priority as the low-voltage system being greater than the thermal management system; and perform corresponding energy management strategies on the thermal management system based on the following judgment conditions: when the output power of the on-vehicle charger is less than or equal to the first power threshold, adjust the allowable power of the thermal management system to zero; when the power difference between the output power of the on-vehicle charger and the power consumption of the low-voltage system is greater than the first power threshold and less than or equal to the second power threshold, limit the allowable power of the thermal management system to the first power value, where the first power value is the smaller of the difference between the output power of the on-vehicle charger and the required power of the low-voltage system and the product of the rated power of the vehicle heater and the first preset ratio, the second power threshold is greater than the first power threshold, when the power difference between the output power of the on-vehicle charger and the power consumption of the low-voltage system is greater than the third power threshold, limit the allowable power of the thermal management system to the second power value, where the second power value is the smaller of the difference between the output power of the on-vehicle charger and the required power of the low-voltage system and the product of the rated power of the vehicle heater and the second preset ratio, where the second preset ratio is greater than the first preset ratio, and the third power threshold is less than the second power threshold.

[0103] In some embodiments, the first power threshold is 1KW, the second power threshold is 3.3kW, the third power threshold is 3KW, the first preset ratio is 20%, and the second preset ratio is 60%.

[0104] In some embodiments, when the current charging scenario of the vehicle is the AC charging scenario, Figure 3The management module 304 therein is specifically configured to set the energy priority as the low-voltage system > the thermal management system > the power battery charging; execute corresponding energy management strategies for the thermal management system based on the following judgment conditions: when the state of charge of the power battery of the battery is greater than the first charge threshold, if the thermal management requirement of the occupant compartment is detected, set the discharge power of the battery to be greater than zero, and limit the allowable power of the thermal management system to the third power value, where the third power value is the smaller of the sum of the discharge power of the battery and the output power of the on-vehicle charger minus the demand power of the low-voltage system, or the fourth power threshold; if the thermal management requirement of the occupant compartment is not detected, set the discharge power of the battery to zero, and limit the allowable power of the thermal management system to the fourth power value, where the fourth power value is the smaller of the difference between the discharge power of the battery and the output power of the on-vehicle charger, or the fourth power threshold; when the state of charge of the power battery of the battery is less than or equal to the first charge threshold, set the discharge power of the battery to zero, and limit the allowable power of the thermal management system to the fifth power value, where the fifth power value is the smaller of the difference between the discharge power of the battery and the output power of the on-vehicle charger, or the first power threshold.

[0105] In some embodiments, when the current charging scenario of the vehicle is the preheating scenario before DC charging, Figure 3 the management module 304 therein is specifically configured to set the energy priority as the low-voltage system > the thermal management system; not limit the demand power of the low-voltage system, and limit the allowable power of the thermal management system to the sixth power value, and the minimum value of the sixth power value is the smaller of the difference between the discharge power of the battery and the output power of the on-vehicle charger, or the product of the rated power of the vehicle heater and the second preset ratio.

[0106] In some embodiments, when the current charging scenario of the vehicle is the DC charging scenario, Figure 3 the management module 304 therein is specifically configured to set the energy priority as the low-voltage system > the thermal management system > the power battery charging; execute corresponding energy management strategies for the thermal management system based on the following judgment conditions: when the battery SOC is greater than or equal to the first ratio threshold, limit the allowable thermal management power to the seventh power value, and the seventh power value is the smaller of the sum of the discharge power of the battery and the charging request power of the power battery minus the demand power of the low-voltage system, or the fourth power threshold; when the battery SOC is less than the second ratio threshold, limit the power drop of the battery SOC, and limit the allowable power of the thermal management system to the eighth power value, and the eighth power value is the smaller of the difference between the charging request power of the power battery and the demand power of the low-voltage system, or the fourth power threshold; wherein, the second ratio threshold is less than the first ratio threshold.

[0107] In some embodiments, the fourth power threshold is 20 kW, the first proportionality threshold is 6%, and the second proportionality threshold is 5%.

[0108] It should be understood that the magnitudes of the sequence numbers of the steps in the above embodiments do not imply the order of execution. The order of execution of each process should be determined according to its function and internal logic, and should not constitute any limitation to the implementation process of the embodiments of the present application.

[0109] In addition, in combination Figure 3 In terms of this, the present application also provides an electric vehicle, which at least includes a DC charging port, an on-board charger, a battery management system, a power battery, a low-voltage system, a thermal management system, and a vehicle control device. The on-board charger is provided with an AC charging port. The power battery is respectively connected to the DC charging port, the on-board charger, the low-voltage system, and the thermal management system. The vehicle control device is respectively connected to the DC charging port, the on-board charger, the battery management system, the low-voltage system, and the thermal management system.

[0110] Specifically, please refer to Figure 4 , the vehicle control device 4 includes: a processor 401, a memory 402, and a computer program 403 stored in the memory 402 and executable on the processor 401. When the processor 401 executes the computer program 403, the steps in the above method embodiments are implemented. Alternatively, when the processor 401 executes the computer program 403, the functions of the respective modules in the above device embodiments are implemented.

[0111] The vehicle control device 4 may be an in-vehicle computer, a body computer, or other electronic devices. The vehicle control device 4 may include, but is not limited to, the processor 401 and the memory 402. Those skilled in the art can understand that Figure 4 merely examples of the vehicle control device 4, which do not constitute a limitation to the vehicle control device 4, and may include more or fewer components than those shown in the figure, or different components.

[0112] The processor 401 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.

[0113] The memory 402 can be an internal storage unit of the vehicle control device 4. For example, it can be the hard disk or memory of the vehicle control device 4. The memory 402 can also be an external storage device of the vehicle control device 4. For example, it can be a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) card, a Flash Card, etc. equipped on the vehicle control device 4. The memory 402 can also include both the internal storage unit and the external storage device of the vehicle control device 4. The memory 402 is used to store computer programs and other programs and data required by the electronic device.

[0114] Those skilled in the art can clearly understand that, for the convenience and simplicity of description, only the above division of each functional module is used as an example. In actual applications, the above functions can be allocated to different functional modules according to needs, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. Each functional module in the embodiment can be integrated into a processing unit, or each unit can exist physically alone, or two or more units can be integrated into one unit. The above integrated unit can be implemented in the form of hardware or in the form of a software functional unit.

[0115] If the integrated module is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, to implement all or part of the processes in the above method embodiments of the present application, it can also be completed by instructing relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium. When the computer program is executed by a processor, it can implement the steps of the above method embodiments. The computer program can include computer program code, and the computer program code can be in the form of source code, object code, executable file, or some intermediate form, etc. The computer-readable medium can include: any entity or device capable of carrying the computer program code, recording medium, USB flash drive, mobile hard disk, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signal, telecommunication signal, and software distribution medium, etc. It should be noted that the content included in the computer-readable medium can be appropriately increased or decreased according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, the computer-readable medium does not include electrical carrier signals and telecommunication signals.

[0116] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit it; although the present application has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements on some of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the various embodiments of the present application, and should all be included within the protection scope of the present application.

Claims

1. An automotive charging energy management method, characterized in that, Including: When the vehicle is in the charging mode and in a stopped state, identify the type of energy source for vehicle charging; Obtain the real-time energy consumption information fed back by the low-voltage system and the thermal management system on the vehicle; Based on the real-time energy consumption information and the type of energy source, determine the current charging scenario of the vehicle, where the charging scenario includes an AC charging preheating scenario, an AC charging scenario, a DC charging preheating scenario, and a DC charging scenario, and at least one energy management strategy is preset for each charging scenario; Based on the energy management strategy corresponding to the current charging scenario of the vehicle, control the energy consumption of the low-voltage system and the thermal management system; When the current charging scenario of the vehicle is the AC charging scenario, based on the energy management strategy corresponding to the current charging scenario of the vehicle, control the energy consumption of the low-voltage system and the thermal management system, including: Set the energy priority as the low-voltage system > the thermal management system > the power battery charging; Execute the corresponding energy management strategy for the thermal management system based on the following judgment conditions: When the state of charge of the power battery of the battery is greater than the first charge threshold, if it is detected that there is a thermal management requirement in the occupant compartment, set the discharge power of the battery to be greater than zero, and limit the allowable power of the thermal management system to the third power value, where the third power value is the sum of the discharge power of the battery and the output power of the on-vehicle charger minus the required power of the low-voltage system, or the fourth power threshold, and select the smaller of the two; if it is detected that there is no thermal management requirement in the occupant compartment, set the discharge power of the battery to zero, and limit the allowable power of the thermal management system to the fourth power value, where the fourth power value is the difference between the output power of the on-vehicle charger and the required power of the low-voltage system, or the fourth power threshold, and select the smaller of the two; When the state of charge of the power battery of the battery is less than or equal to the first charge threshold, set the discharge power of the battery to zero, and limit the allowable power of the thermal management system to the fifth power value, where the fifth power value is the difference between the output power of the on-vehicle charger and the required power of the low-voltage system, or the first power threshold, and select the smaller of the two; Wherein the fourth power threshold is greater than the first power threshold.

2. The method according to claim 1, wherein Based on the real-time energy consumption information and the type of energy source, determine the current charging scenario of the vehicle, including: Detect whether the vehicle is in the charging mode. When it is detected that the electric vehicle is in the charging mode, if the type of energy source is identified as an AC power source, then detect whether the energy consumption of the battery heating system in the real-time energy consumption information of the thermal management system is greater than zero. If so, determine that the charging scenario of the vehicle is the AC charging preheating scenario; if not, determine that the charging scenario of the vehicle is the AC charging scenario; If the type of energy source is identified as a DC power source, then detect whether the energy consumption of the battery heating system in the real-time energy consumption information of the thermal management system is greater than zero. If so, determine that the charging scenario of the vehicle is the DC charging preheating scenario; if not, determine that the charging scenario of the vehicle is the DC charging scenario.

3. The method according to claim 1, wherein When the current charging scenario of the vehicle is the preheating scenario before DC charging, based on the energy management strategy corresponding to the current charging scenario of the vehicle, the energy consumption of the low-voltage system and the thermal management system is controlled, including: Set the energy priority as the low-voltage system > the thermal management system; Do not limit the required power of the low-voltage system, and limit the allowed power of the thermal management system to the sixth power value, which is the smaller of the difference between the output power of the on-board charger and the required power of the low-voltage system, or the product of the rated power of the vehicle heater and the second preset ratio.

4. The method according to claim 1, wherein When the current charging scenario of the vehicle is the DC charging scenario, based on the energy management strategy corresponding to the current charging scenario of the vehicle, the energy consumption of the low-voltage system and the thermal management system is controlled, including: Set the energy priority as the low-voltage system > the thermal management system, and the thermal management system > the power battery charging; Execute the corresponding energy management strategy for the thermal management system based on the following judgment conditions: When the battery SOC is greater than or equal to the first proportional threshold, limit the thermal management allowed power to the seventh power value, which is the smaller of the sum of the battery discharge power and the charging request power of the power battery minus the required power of the low-voltage system, or the fourth power threshold. When the battery SOC is less than the second proportional threshold, limit the power reduction of the battery SOC, and limit the allowed power of the thermal management system to the eighth power value, which is the smaller of the difference between the charging request power of the power battery and the required power of the low-voltage system, or the fourth power threshold; where the second proportional threshold is less than the first proportional threshold.

5. The method according to claim 4, wherein The fourth power threshold is 20kW, the first proportional threshold is 6%, and the second proportional threshold is 5%.

6. An automotive charging energy management device, characterized in that, Including: An identification module configured to identify the type of energy source for vehicle charging when the vehicle is in the charging mode and the vehicle is in the stopped state; An acquisition module configured to acquire the real-time energy consumption information fed back by the low-voltage system and the thermal management system on the vehicle; A determination module configured to determine the current charging scenario of the vehicle based on the real-time energy consumption information and the type of energy source, where the charging scenario includes the preheating scenario before AC charging, the AC charging scenario, the preheating scenario before DC charging, and the DC charging scenario, and at least one energy management strategy is preset for each charging scenario; A management module configured to control the energy consumption of the low-voltage system and the thermal management system based on the energy management strategy corresponding to the current charging scenario of the vehicle; Wherein, when the current charging scenario of the vehicle is an AC charging scenario, the management module is specifically configured as follows: setting the energy priority as the low-voltage system > the thermal management system > the power battery charging; performing corresponding energy management strategies on the thermal management system based on the following judgment conditions: when the state of charge of the power battery of the battery is greater than the first charge threshold, if it is detected that there is a thermal management requirement in the passenger compartment, setting the discharge power of the battery to be greater than zero, and limiting the allowable power of the thermal management system to the third power value, where the third power value is the sum of the discharge power of the battery and the output power of the on-vehicle charger minus the demand power of the low-voltage system, or the fourth power threshold, and selecting the smaller of the two; if it is detected that there is no thermal management requirement in the passenger compartment, setting the discharge power of the battery to zero, and limiting the allowable power of the thermal management system to the fourth power value, where the fourth power value is the difference between the output power of the on-vehicle charger and the demand power of the low-voltage system, or the fourth power threshold, and selecting the smaller of the two; when the state of charge of the power battery of the battery is less than or equal to the first charge threshold, setting the discharge power of the battery to zero, and limiting the allowable power of the thermal management system to the fifth power value, where the fifth power value is the difference between the output power of the on-vehicle charger and the demand power of the low-voltage system, or the first power threshold, and selecting the smaller of the two; the fourth power threshold is greater than the first power threshold.

7. An electric vehicle, comprising at least a DC charging port, an on-vehicle charger, a battery management system, a power battery, a low-voltage system, a thermal management system and a vehicle control device. The on-vehicle charger is provided with an AC charging port. The power battery is respectively connected to the DC charging port, the on-vehicle charger, the low-voltage system and the thermal management system. The vehicle control device is respectively connected to the DC charging port, the on-vehicle charger, the battery management system, the low-voltage system and the thermal management system. The vehicle control device includes 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 steps of the method according to any one of claims 1 to 5.

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