A vehicle energy control method and device, vehicle and storage medium

Abstract

The application discloses a kind of vehicle energy control method, device, vehicle and storage medium, belong to vehicle control technical field.The method comprises: in the case where DC converter DCDC and low-voltage battery satisfy energy control condition simultaneously, start the energy control function of vehicle, and identify the vehicle mode where vehicle is located;If the vehicle mode is normal high-voltage power-on mode, then according to the battery operating state of the low-voltage battery, the real-time high-voltage SOC value of high-voltage battery and the lower limit value of high-voltage SOC, determine the target low-voltage SOC value of the low-voltage battery;According to the target low-voltage SOC value and the real-time battery temperature of the low-voltage battery, determine the target output voltage of the DCDC;Control high-voltage battery to output the target output voltage to the low-voltage battery through the DCDC, to charge the low-voltage battery.Through the above technical scheme, the intelligent control of vehicle energy can be realized.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a vehicle energy control method, device, vehicle, and storage medium. Background Technology

[0002] With increasing pressure from both energy shortages and environmental pollution, the development of new energy vehicles has become a priority for major automakers, and various types of hybrid vehicles have emerged on the market. The power system of a hybrid vehicle mainly consists of an engine, a drive motor, and a power battery. Through vehicle control and intelligent energy management technologies, the overall vehicle performance can be further improved. Because hybrid vehicles have both high-voltage and low-voltage batteries—a high-voltage power battery and a low-voltage 12V battery—and because their driving modes are more diverse than those of traditional vehicles, ineffective power output management will inevitably affect the vehicle's drivability, power, and fuel economy. Therefore, how to intelligently and effectively manage power output is one of the key issues that needs to be addressed. Summary of the Invention

[0003] This invention provides a vehicle energy control method, device, vehicle, and storage medium for intelligent and efficient power output energy management.

[0004] According to one aspect of the present invention, a vehicle energy control method is provided, integrated into an HCU controller, comprising:

[0005] When it is recognized that the DC-DC converter and the low-voltage battery simultaneously meet the energy control conditions, the vehicle's energy control function is activated, and the vehicle mode is identified.

[0006] If the vehicle mode is the normal high-voltage power-on mode, then the target low-voltage SOC value of the low-voltage battery is determined based on the battery operating status of the low-voltage battery, the real-time high-voltage SOC value of the high-voltage battery, and the high-voltage SOC lower limit value.

[0007] The target output voltage of the DC-DC converter is determined based on the target low-voltage SOC value and the real-time battery temperature of the low-voltage battery.

[0008] The high-voltage battery is controlled to output the target output voltage to the low-voltage battery through the DC-DC converter, so as to charge the low-voltage battery.

[0009] According to another aspect of the present invention, a vehicle energy control device is provided, integrated into an HCU controller, comprising:

[0010] The vehicle mode determination module is used to activate the vehicle's energy control function and identify the vehicle mode when the DC-DC converter and low-voltage battery simultaneously meet the energy control conditions.

[0011] The target low-voltage SOC value determination module is used to determine the target low-voltage SOC value of the low-voltage battery based on the battery operating status of the low-voltage battery, the real-time high-voltage SOC value of the high-voltage battery, and the high-voltage SOC lower limit value if the vehicle mode is normal high-voltage power-on mode.

[0012] The target output voltage determination module is used to determine the target output voltage of the DC-DC converter based on the target low-voltage SOC value and the real-time battery temperature of the low-voltage battery.

[0013] A battery charging module is used to control the high-voltage battery to output the target output voltage to the low-voltage battery through the DC-DC converter, so as to charge the low-voltage battery.

[0014] According to another aspect of the present invention, a vehicle is provided, the vehicle comprising:

[0015] At least one processor; and

[0016] A memory communicatively connected to the at least one processor; wherein,

[0017] The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the vehicle energy control method according to any embodiment of the present invention.

[0018] According to another aspect of the present invention, a computer-readable storage medium is provided, the computer-readable storage medium storing computer instructions for causing a processor to execute and implement the vehicle energy control method according to any embodiment of the present invention.

[0019] The technical solution of this invention activates the vehicle's energy control function when both the DC-DC converter (DCDC) and the low-voltage battery simultaneously meet energy control conditions. It then identifies the vehicle's current mode. If the vehicle mode is normal high-voltage power-on mode, the target low-voltage SOC value of the low-voltage battery is determined based on the battery's operating status, the real-time high-voltage SOC value of the high-voltage battery, and the lower limit of the high-voltage SOC. Subsequently, the target output voltage of the DC-DC converter is determined based on the target low-voltage SOC value and the real-time battery temperature of the low-voltage battery. This allows the high-voltage battery to output the target output voltage to the low-voltage battery via the DC-DC converter, thereby charging the low-voltage battery. This technical solution implements different energy management controls for different vehicle operating modes, developing different energy control methods and achieving effective control of the vehicle's low-voltage power output. This significantly improves the vehicle's energy efficiency, resulting in better drivability and fuel economy.

[0020] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a flowchart of a vehicle energy control method according to Embodiment 1 of the present invention;

[0023] Figure 2 This is a hybrid vehicle powertrain configuration provided in Embodiment 1 of the present invention;

[0024] Figure 3 This is a structural schematic diagram of a vehicle mode provided according to Embodiment 1 of the present invention;

[0025] Figure 4 This is a structural schematic diagram of another vehicle mode provided according to Embodiment 1 of the present invention;

[0026] Figure 5 This is a structural schematic diagram of another vehicle mode provided according to Embodiment 1 of the present invention;

[0027] Figure 6 This is a structural schematic diagram of another vehicle mode provided according to Embodiment 1 of the present invention;

[0028] Figure 7 This is a structural schematic diagram of another vehicle mode provided according to Embodiment 1 of the present invention;

[0029] Figure 8 This is a structural schematic diagram of another vehicle mode provided according to Embodiment 1 of the present invention;

[0030] Figure 9 This is a structural schematic diagram of another vehicle mode provided according to Embodiment 1 of the present invention;

[0031] Figure 10 This is a structural schematic diagram of another vehicle mode provided according to Embodiment 1 of the present invention;

[0032] Figure 11 This is a flowchart of a vehicle energy control method according to Embodiment 2 of the present invention;

[0033] Figure 12 This is a schematic diagram of the structure of a vehicle energy control device according to Embodiment 3 of the present invention;

[0034] Figure 13 This is a schematic diagram of the structure of a vehicle implementing the vehicle energy control method of this invention. Detailed Implementation

[0035] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0036] It should be noted that the terms "first," "second," "target," etc., used in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0037] Furthermore, it should be noted that the collection, storage, use, processing, transmission, provision, and disclosure of vehicle-related data, such as low-voltage battery-related data and DC-DC-related data, involved in the technical solution of this invention all comply with the provisions of relevant laws and regulations and do not violate public order and good morals.

[0038] Example 1

[0039] Figure 1 This is a flowchart of a vehicle energy control method according to Embodiment 1 of the present invention; Figure 2 This is a hybrid vehicle powertrain configuration provided in Embodiment 1 of the present invention; Figure 3 This is a structural schematic diagram of a vehicle mode provided according to Embodiment 1 of the present invention; Figure 4 This is a structural schematic diagram of another vehicle mode provided according to Embodiment 1 of the present invention; Figure 5 This is a structural schematic diagram of another vehicle mode provided according to Embodiment 1 of the present invention; Figure 6 This is a structural schematic diagram of another vehicle mode provided according to Embodiment 1 of the present invention; Figure 7 This is a structural schematic diagram of another vehicle mode provided according to Embodiment 1 of the present invention; Figure 8 This is a structural schematic diagram of another vehicle mode provided according to Embodiment 1 of the present invention; Figure 9 This is a structural schematic diagram of another vehicle mode provided according to Embodiment 1 of the present invention; Figure 10 This is a structural schematic diagram of another vehicle mode provided according to Embodiment 1 of the present invention. This embodiment is applicable to situations regarding how hybrid vehicles perform energy management and control; optionally, such as... Figure 2The diagram illustrates a plug-in hybrid electric vehicle (PHEV) powertrain configuration. The powertrain primarily consists of an engine, motor, high-voltage battery, low-voltage battery, external charger, clutch, and coupling mechanism. It also includes controllers corresponding to each component, which communicate via a CAN network. The controllers are described below: HCU: Hybrid Control Unit; MCU: Motor Control Unit; BMS: Battery Management System; EBU: Electric Battery Control Unit; EMS: Engine Management System; DCDC: Direct Current Converter; C1 and C2 represent clutches 1 and 2, respectively. When disengaged, power cannot be transmitted; when engaged, power can be transmitted. C3 represents the connection mechanism between the high-voltage battery and the component (e.g., the motor). When disengaged, energy cannot be transmitted; when engaged, energy can be transmitted.

[0040] This method can be executed by a vehicle energy control device, which can be implemented in hardware and / or software and integrated into an electronic device that carries the vehicle energy control function, such as a vehicle, specifically in the vehicle's hybrid control unit (HCU).

[0041] like Figure 1 As shown, the method includes:

[0042] S110. When it is recognized that the DC-DC converter and the low-voltage battery simultaneously meet the energy control conditions, the vehicle's energy control function is activated, and the vehicle mode is identified.

[0043] In this embodiment, the low-voltage battery can be a 12V low-voltage battery. The energy control conditions refer to the conditions for activating the vehicle's energy control function; optionally, the energy control conditions include the following: 1) DC-DC converter malfunction; 2) DC-DC converter temperature exceeds the specified value; 3) Low-voltage battery SOC estimation accuracy is inaccurate; 4) Low-voltage battery SOH estimation accuracy is inaccurate; 5) Low-voltage battery current detection status signal is erroneous; 6) Low-voltage 12V battery voltage detection status signal is erroneous; 7) Low-voltage 12V battery temperature detection status signal is erroneous; 8) Low-voltage 12V battery EBU calibration status signal is erroneous; 9) Low-voltage 12V battery EBU LIN response status signal is erroneous; 10) Low-voltage 12V battery EBU operating status signal is erroneous.

[0044] Vehicle modes refer to the different operating conditions of the vehicle. These include low-voltage power-on mode, starter motor starting engine mode, vehicle driving mode, vehicle plugged into charging gun mode, high-voltage power-off mode, regenerative braking mode, and normal high-voltage power-on mode. In low-voltage power-on mode, the vehicle is stopped and not powered. In this mode, the key is in the key-on position, the vehicle is stationary, C1, C2, and C3 are all disconnected, and the high-voltage battery is not charged. Figure 3 As shown. In the starter motor starting mode, i.e., the engine starting process, the key is in the Key-Start position, the engine starts, and the engine is in a state where it is driven by the starter motor. C1 is closed, and C2 and C3 are open, as shown. Figure 4 As shown. In one vehicle driving mode, the vehicle is in motion, driven by the motor, and the battery is discharging. In this mode, the vehicle is in driving mode, C2 and C3 are engaged, C1 is disengaged or engaged, and the high-voltage battery is discharging. Figure 5 As shown; or, another scenario is when the vehicle is moving, the engine is driving, and the battery is charging: When the vehicle is in motion, C1 and C3 are engaged, C2 is disengaged or engaged, the engine is running, and the high-voltage battery is charging, as shown. Figure 6 As shown. When the vehicle is in charging gun plug-in mode (i.e., the vehicle is stopped and connected to an external charger): the key is in the Key-Off position, the vehicle is stationary, and charging is performed through the charging port to the high-voltage battery. C1, C2, and C3 are all disconnected. Figure 7 As shown. In the vehicle high-voltage power-off mode, the vehicle is stopped and the high voltage is off. At this time, the key is in the Key-Off position, the vehicle is stopped, and C1, C2, and C3 are all disconnected, as shown. Figure 8 As shown. In regenerative braking mode, when the vehicle is driving, coasting, or undergoing braking energy recovery, the battery is charged. During this mode, the vehicle is in a braking state, C2 and C3 are engaged, C1 is disengaged, and the high-voltage battery is charging. Figure 9 As shown. In the normal high-voltage power-on mode, the vehicle is stopped but powered on. At this time, the key is in the Key-On position, the vehicle is stopped, C1 and C2 are disconnected, C3 is closed, and the high-voltage battery is powered. Figure 10 As shown.

[0045] Specifically, when it is recognized that the DC-DC converter and the low-voltage battery simultaneously meet the energy control conditions, the vehicle's energy control function is activated, and the vehicle mode is identified.

[0046] S120. If the vehicle mode is normal high-voltage power-on mode, the target low-voltage SOC value of the low-voltage battery is determined based on the battery operating status of the low-voltage battery, the real-time high-voltage SOC value of the high-voltage battery, and the lower limit of the high-voltage SOC value.

[0047] In this embodiment, the battery operating status refers to the operating status of the low-voltage battery, which can be represented by a signal value to characterize the current charge level of the low-voltage battery. Optionally, a signal value of 0 indicates maximum charge, a signal value of 1 indicates moderate charge, and a signal value of 2 indicates minimum charge. The real-time high-voltage SOC value refers to the real-time SOC value of the high-voltage battery. The high-voltage lower limit value refers to the minimum SOC value of the high-voltage battery. The target low-voltage SOC value refers to the SOC value that ensures the output of the low-voltage battery.

[0048] Alternatively, if the vehicle is in normal high-voltage power-on mode, a low-voltage SOC determination model can be used to determine the target low-voltage SOC value of the low-voltage battery based on the battery's operating status, the real-time high-voltage SOC value of the high-voltage battery, and the high-voltage SOC lower limit. The low-voltage SOC determination model can be based on machine learning using historical data.

[0049] S130. Determine the target output voltage of the DC-DC converter based on the target low-voltage SOC value and the real-time battery temperature of the low-voltage battery.

[0050] In this embodiment, the real-time battery temperature refers to the real-time temperature of the low-voltage battery. The target output voltage refers to the output voltage of the DC-DC converter to the low-voltage battery for charging.

[0051] Specifically, the target output voltage of the DC-DC converter can be determined by referring to a table based on the target low-voltage SOC value and the real-time battery temperature of the low-voltage battery.

[0052] S140: Control the high-voltage battery to output the target output voltage to the low-voltage battery through DCDC, so as to charge the low-voltage battery.

[0053] Specifically, after determining the output voltage of the DC-DC converter, the high-voltage battery is controlled to output the target voltage to the low-voltage battery through the DC-DC converter in order to charge the low-voltage battery.

[0054] In one alternative approach, during the process of controlling the DC-DC converter to output the target output voltage, if the low-voltage battery simultaneously meets the voltage output conditions, the DC-DC converter is continuously controlled to output the target output voltage to the low-voltage battery; if the low-voltage battery does not meet any of the voltage output conditions, the target output voltage of the DC-DC converter is determined to be the voltage value output by the DC-DC converter at the previous moment.

[0055] The voltage output conditions include:

[0056] The change in charge of the low-voltage battery is less than the specified change value;

[0057] The actual current of the low-voltage battery is always less than the specified current value;

[0058] The current of the low-voltage battery remains unchanged, and the voltage deviation between the target voltage value of the DC-DC converter and the target voltage value corresponding to the previous moment is greater than a certain value, and the duration of the deviation is less than the specified duration.

[0059] It should be noted that the specified value for the change amount can be set by those skilled in the art according to the actual situation, for example, it can be 2%. The specified value for the current can be set by those skilled in the art according to the actual situation, for example, it can be 15A. The specified value for the duration can be set by those skilled in the art according to the actual situation, for example, 1s.

[0060] Understandably, during the charging process, the current and charge of the low-voltage battery are tracked and judged in real time to control whether to continue charging the low-voltage battery. This ensures that the low-voltage battery is charged normally and energy is output.

[0061] The technical solution of this invention activates the vehicle's energy control function when both the DC-DC converter (DCDC) and the low-voltage battery simultaneously meet energy control conditions. It then identifies the vehicle's current mode. If the vehicle mode is normal high-voltage power-on mode, the target low-voltage SOC value of the low-voltage battery is determined based on the battery's operating status, the real-time high-voltage SOC value of the high-voltage battery, and the lower limit of the high-voltage SOC. Subsequently, the target output voltage of the DC-DC converter is determined based on the target low-voltage SOC value and the real-time battery temperature of the low-voltage battery. This allows the high-voltage battery to output the target output voltage to the low-voltage battery via the DC-DC converter, thereby charging the low-voltage battery. This technical solution implements different energy management controls for different vehicle operating modes, developing different energy control methods and achieving effective control of the vehicle's low-voltage power output. This significantly improves the vehicle's energy efficiency, resulting in better drivability and fuel economy.

[0062] Based on the above embodiments, as an optional aspect of the present invention, if the vehicle mode is a first vehicle mode, the target output voltage of the DCDC is determined according to the real-time battery temperature of the low-voltage battery based on the correspondence between the battery temperature and the DCDC voltage; wherein, the first vehicle mode is a low-voltage power-on mode, a starter motor starting engine mode, a vehicle driving mode, a vehicle plugged into the charging gun mode, or a vehicle high-voltage power-off mode.

[0063] Specifically, if the vehicle mode is the first vehicle mode, the target output voltage of the DC-DC converter can be determined based on the correspondence between battery temperature and DC-DC voltage, using the real-time battery temperature of the low-voltage battery as an index.

[0064] It is understandable that different methods of determining the target output voltage of DC-DC converters are used for different vehicle modes. This can reasonably plan the energy output of the low-voltage power supply of the low-voltage battery, fully improve the energy efficiency of the vehicle, and further enhance the stability and reliability of vehicle operation.

[0065] Based on the above embodiments, as an optional aspect of the present invention, it further includes: if the vehicle mode is regenerative braking mode, then energy control is performed on the low-voltage battery according to the high-voltage SOC value and high-voltage continuous charging power of the high-voltage battery.

[0066] Alternatively, if the vehicle mode is regenerative braking, the energy of the low-voltage battery can be controlled based on the characteristics of the high-voltage SOC value and the high-voltage continuous charging power of the high-voltage battery. For example, the low-voltage battery can be controlled to perform regenerative braking or to disengage from regenerative braking.

[0067] Specifically, if the high-voltage SOC value is greater than the first SOC calibration value, or the high-voltage continuous charging power is less than the first power calibration value, then the low-voltage battery is controlled to perform regenerative braking, and the battery voltage of the low-voltage battery is adjusted to the first voltage calibration value; if the high-voltage continuous charging power is greater than the second power calibration value, then the low-voltage battery is controlled to exit regenerative braking, and the battery voltage of the low-voltage battery is adjusted to the second voltage standard value; wherein, the first power calibration value is less than or equal to the second power calibration value, and the first voltage calibration value is greater than the second voltage calibration value.

[0068] It should be noted that the first power rating and the second power rating, as well as the first voltage rating and the second voltage rating, can be set by those skilled in the art according to actual conditions. Specifically, the first power rating can be 25kW; the second power rating can be 25kW + 5kW; the first voltage rating can be 15.5V; and the second voltage rating can be 13.5V. The first SOC rating can also be set by those skilled in the art according to actual conditions, for example, it can be 70%.

[0069] It is understandable that different methods of determining the target output voltage of DC-DC converters are used for different vehicle modes. This can reasonably plan the energy output of the low-voltage power supply of the low-voltage battery, fully improve the energy efficiency of the vehicle, and further enhance the stability and reliability of vehicle operation.

[0070] Example 2

[0071] Figure 11This is a flowchart of a vehicle energy control method according to Embodiment 2 of the present invention. Based on the above embodiments, this embodiment further optimizes the step of "determining the target low-voltage SOC value of the low-voltage battery based on the battery operating state of the low-voltage battery, the real-time high-voltage SOC value of the high-voltage battery, and the lower limit of the high-voltage SOC value," providing an optional implementation scheme. For example... Figure 11 As shown, the method includes:

[0072] S210. When it is recognized that the DC-DC converter and the low-voltage battery simultaneously meet the energy control conditions, the vehicle's energy control function is activated, and the vehicle mode is identified.

[0073] S220: The EBU detects and obtains the battery operating status of the low-voltage battery, and determines the basic value of the high-voltage SOC of the high-voltage battery based on the battery operating status.

[0074] In this embodiment, the high-voltage SOC base value refers to the SOC value of the high-voltage battery corresponding to the battery operating state of the low-voltage battery, that is, the SOC value of the high-voltage battery corresponding to the charge of the low-voltage battery.

[0075] Specifically, the operating status of the low-voltage battery can be detected and obtained through the EBU. Then, based on the correspondence between the battery status and the high-voltage SOC value, the baseline value of the high-voltage SOC of the high-voltage battery is determined according to the battery operating status. For example, when the battery operating status signal value of the low-voltage battery is 0, the baseline value of the high-voltage SOC of the high-voltage battery is controlled at 85%; when the battery operating status signal value of the low-voltage battery is 1, the baseline value of the high-voltage SOC of the high-voltage battery is controlled at 80%; and when the battery operating status signal value of the low-voltage battery is 2, the baseline value of the high-voltage SOC of the high-voltage battery is controlled at 70%.

[0076] S230. During vehicle operation, based on the real-time high voltage SOC value, high voltage SOC baseline value, and high voltage SOC lower limit value of the high voltage battery, the target low voltage SOC value of the low voltage battery is determined from the target SOC reserve value and target SOC lower limit value of the low voltage battery.

[0077] In one alternative approach, if the real-time high-voltage SOC value of the high-voltage battery is greater than the lower limit of the high-voltage SOC and less than the base value of the high-voltage SOC, then the lower SOC value between the target SOC reserve value and the target SOC lower limit value of the low-voltage battery is used as the target low-voltage SOC value of the low-voltage battery; otherwise, the higher SOC value between the target SOC reserve value and the target SOC lower limit value of the low-voltage battery is used as the target low-voltage SOC value of the low-voltage battery; wherein the lower limit of the high-voltage SOC is greater than or equal to the sum of the second SOC calibration value and the first hysteresis SOC value, or greater than or equal to the sum of the median vehicle driving SOC and the second hysteresis SOC value.

[0078] It should be noted that the second SOC calibration value, the first hysteresis SOC value, and the second hysteresis SOC value can be set by those skilled in the art according to the actual situation. For example, the second SOC calibration value can be 15%; the first hysteresis SOC value can be 3%; and the second hysteresis SOC value can be 2%.

[0079] It should also be noted that the median SOC of the vehicle can be 45%-50%. The purpose of setting the median SOC of the vehicle is to reserve some power for the high-voltage battery to facilitate driving in subsequent relevant operating conditions, that is, to store energy for the high-voltage battery in advance (such as driving in the city, climbing uphill on mountain roads, etc.).

[0080] Understandably, determining the target low-voltage SOC value of the low-voltage battery based on the real-time high-voltage SOC value of the high-voltage battery can ensure the functional output of the low-voltage battery, thereby achieving flexible energy control.

[0081] Furthermore, if the real-time high voltage SOC value of the high voltage battery is less than the lower limit of the high voltage SOC, the vehicle will be controlled to issue an instrument alarm.

[0082] S240. Determine the target output voltage of the DC-DC converter based on the target low-voltage SOC value and the real-time battery temperature of the low-voltage battery.

[0083] S250 controls the high-voltage battery to output the target output voltage to the low-voltage battery via DCDC, so as to charge the low-voltage battery.

[0084] The technical solution of this invention activates the vehicle's energy control function when both the DC-DC converter (DCDC) and the low-voltage battery simultaneously meet energy control conditions. It also identifies the vehicle's current mode. If the vehicle mode is normal high-voltage power-on mode, the EBU detects and acquires the low-voltage battery's operating status and determines the high-voltage battery's baseline SOC value based on this status. During vehicle operation, the target low-voltage SOC value is determined from the target SOC reserve value and target SOC lower limit value of the low-voltage battery based on the real-time high-voltage SOC value, baseline SOC value, and lower limit value. Then, based on the target low-voltage SOC value and the low-voltage battery's real-time battery temperature, the target output voltage of the DC-DC converter is determined. This allows the high-voltage battery to output the target voltage to the low-voltage battery via the DC-DC converter, thus charging the low-voltage battery. This technical solution provides a method for determining the target output voltage of the DC-DC converter, enabling reasonable and accurate determination of the voltage during low-voltage battery charging, thereby achieving intelligent energy control of the vehicle.

[0085] Based on the above embodiments, as an optional aspect of the present invention, the target output voltage of the DC-DC converter is determined according to the target low-voltage SOC value and the real-time battery temperature of the low-voltage battery. This includes: determining the target voltage base value of the DC-DC converter based on the correspondence between the low-voltage battery SOC value, the current change, and the DC-DC converter voltage base value; determining the target voltage correction value of the DC-DC converter based on the correspondence between the battery temperature and the voltage temperature correction value, according to the real-time battery temperature of the low-voltage battery; if the target low-voltage SOC value is less than a first SOC value but greater than a second SOC value, then the target output voltage of the DC-DC converter is determined based on the target voltage base value and the target voltage correction value; wherein, the first SOC value is greater than the second SOC value. It should be noted that the first SOC value and the second SOC value can be set by those skilled in the art according to actual conditions, for example, the first SOC value is 90%, and the second SOC value is 70%.

[0086] The target voltage correction value refers to the voltage correction value of the DC-DC converter under different battery temperatures. Specifically, the target voltage base value of the DC-DC converter can be determined based on the correspondence between the low-voltage battery SOC value, current change, and DC-DC base voltage value, using the target low-voltage SOC value as an index. Then, based on the correspondence between battery temperature and voltage-temperature correction values, the target voltage correction value of the DC-DC converter is determined using the real-time battery temperature of the low-voltage battery as an index. Furthermore, if the target low-voltage SOC value is less than the first SOC value but greater than the second SOC value, the sum of the target voltage base value and the target voltage correction value is taken as the target output voltage of the DC-DC converter.

[0087] If the target low voltage SOC is greater than the first SOC value, then the target output voltage of the DC-DC converter is the first voltage value; if the target low voltage SOC is less than the second SOC value, then the target output voltage of the DC-DC converter is the second voltage value; wherein, the first voltage value is greater than the second voltage value, and the first voltage value and the second voltage value can be set by those skilled in the art according to the actual situation, for example, the first voltage value is 15.5V and the second voltage value is 12.2V.

[0088] Understandably, by selecting different target output voltages for DC-DC converters based on the different target low-voltage SOC values ​​of the batteries, low-voltage batteries can be flexibly adapted and charged.

[0089] Example 3

[0090] Figure 12This is a schematic diagram of a vehicle energy control device according to Embodiment 3 of the present invention; the device can be implemented in hardware and / or software and can be integrated into an electronic device that carries vehicle energy control functions, such as a vehicle, specifically in the vehicle's hybrid control unit (HCU). Figure 12 As shown, the device includes:

[0091] The vehicle mode determination module 310 is used to activate the vehicle's energy control function and identify the vehicle mode when it is found that the DC-DC converter and the low-voltage battery simultaneously meet the energy control conditions.

[0092] The target low-voltage SOC value determination module 320 is used to determine the target low-voltage SOC value of the low-voltage battery based on the battery operating status of the low-voltage battery, the real-time high-voltage SOC value of the high-voltage battery, and the lower limit of the high-voltage SOC value if the vehicle mode is normal high-voltage power-on mode.

[0093] The target output voltage determination module 330 is used to determine the target output voltage of the DC-DC converter based on the target low-voltage SOC value and the real-time battery temperature of the low-voltage battery.

[0094] The battery charging module 340 is used to control the high-voltage battery to output a target output voltage to the low-voltage battery through a DC-DC converter, so as to charge the low-voltage battery.

[0095] The technical solution of this invention activates the vehicle's energy control function when both the DC-DC converter (DCDC) and the low-voltage battery simultaneously meet energy control conditions. It then identifies the vehicle's current mode. If the vehicle mode is normal high-voltage power-on mode, the target low-voltage SOC value of the low-voltage battery is determined based on the battery's operating status, the real-time high-voltage SOC value of the high-voltage battery, and the lower limit of the high-voltage SOC. Subsequently, the target output voltage of the DC-DC converter is determined based on the target low-voltage SOC value and the real-time battery temperature of the low-voltage battery. This allows the high-voltage battery to output the target output voltage to the low-voltage battery via the DC-DC converter, thereby charging the low-voltage battery. This technical solution implements different energy management controls for different vehicle operating modes, developing different energy control methods and achieving effective control of the vehicle's low-voltage power output. This significantly improves the vehicle's energy efficiency, resulting in better drivability and fuel economy.

[0096] Optionally, the target low-voltage SOC value determination module 320 includes:

[0097] The high-voltage SOC baseline value determination unit is used to detect and obtain the battery operating status of the low-voltage battery through the EBU, and determine the high-voltage SOC baseline value of the high-voltage battery based on the battery operating status.

[0098] The target low-voltage SOC value determination unit is used to determine the target low-voltage SOC value of the low-voltage battery from the target SOC reserve value and the target SOC lower limit value of the low-voltage battery based on the real-time high-voltage SOC value, the high-voltage SOC base value, and the high-voltage SOC lower limit value of the high-voltage battery during vehicle operation.

[0099] Optional, the target low-voltage SOC value determination unit is specifically used for:

[0100] If the real-time high voltage SOC value of the high voltage battery is greater than the lower limit of the high voltage SOC and less than the base value of the high voltage SOC, then the lower SOC value between the target SOC reserve value and the target SOC lower limit value of the low voltage battery will be used as the target low voltage SOC value of the low voltage battery.

[0101] Otherwise, the higher of the target SOC reserve value and the target SOC minimum value of the low-voltage battery shall be used as the target low-voltage SOC value of the low-voltage battery.

[0102] Among them, the lower limit of high-voltage SOC is greater than or equal to the sum of the second SOC calibration value and the first hysteresis SOC value, or greater than or equal to the sum of the median vehicle driving SOC and the second hysteresis SOC value.

[0103] Optionally, the target output voltage determination module 330 is specifically used for:

[0104] Based on the correspondence between the low-voltage battery SOC value, current change, and DC-DC voltage baseline value, the target DC-DC voltage baseline value is determined according to the target low-voltage SOC value.

[0105] Based on the correspondence between battery temperature and voltage temperature correction value, the target voltage correction value of DC-DC is determined according to the real-time battery temperature of the low-voltage battery.

[0106] If the target low-voltage SOC value is less than the first SOC value but greater than the second SOC value, then the target output voltage of the DC-DC converter is determined based on the target voltage base value and the target voltage correction value; wherein the first SOC value is greater than the second SOC value.

[0107] Optionally, the battery charging module 340 is specifically used for:

[0108] During the process of controlling the DC-DC converter to output the target output voltage, if the low-voltage battery also meets the voltage output conditions, the DC-DC converter will continue to output the target output voltage to the low-voltage battery.

[0109] If the low-voltage battery does not meet any of the voltage output conditions, then the target output voltage of the DC-DC converter is determined to be the voltage value output by the DC-DC converter at the previous moment.

[0110] The voltage output conditions include:

[0111] The change in charge of the low-voltage battery is less than the specified change value;

[0112] The actual current of the low-voltage battery is always less than the specified current value;

[0113] The current of the low-voltage battery remains unchanged, and the voltage deviation between the target voltage value of the DC-DC converter and the target voltage value corresponding to the previous moment is greater than a certain value, and the duration of the deviation is less than the specified duration.

[0114] Optionally, the target output voltage determination module 330 is also used for:

[0115] If the vehicle mode is the first vehicle mode, the target output voltage of the DC-DC converter is determined based on the correspondence between the battery temperature and the DC-DC voltage, according to the real-time battery temperature of the low-voltage battery. The first vehicle mode can be the low-voltage power-on mode, the starter motor starting engine mode, the vehicle driving mode, the vehicle plugged into the charging gun mode, or the vehicle high-voltage power-off mode.

[0116] Optionally, the device may also include:

[0117] The energy control module is used to control the energy of the low-voltage battery based on the high-voltage SOC value and the high-voltage continuous charging power of the high-voltage battery if the vehicle mode is regenerative braking mode.

[0118] Optional, energy control module, specifically used for:

[0119] If the high voltage SOC value is greater than the first SOC calibration value, or the high voltage continuous charging power is less than the first power calibration value, then the low voltage battery is controlled to perform regenerative braking and the battery voltage of the low voltage battery is adjusted to the first voltage calibration value.

[0120] If the high-voltage continuous charging power is greater than the second power calibration value, the low-voltage battery is controlled to exit regenerative braking, and the battery voltage of the low-voltage battery is adjusted to the second voltage standard value.

[0121] The first power calibration value is less than or equal to the second power calibration value, and the first voltage calibration value is greater than the second voltage calibration value.

[0122] The vehicle energy control device provided in the embodiments of the present invention can execute the vehicle energy control method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of executing the method.

[0123] Example 4

[0124] Figure 13 This is a schematic diagram of the structure of a vehicle implementing the vehicle energy control method of this invention. Figure 13 A schematic diagram of an electronic device 10, which can be used to implement embodiments of the present invention, is shown; wherein the electronic device 10 is a vehicle. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (such as helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0125] like Figure 13 As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 or a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer program stored in the ROM 12 or loaded from storage unit 18 into the RAM 13. The RAM 13 may also store various programs and data required for the operation of the electronic device 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0126] Multiple components in electronic device 10 are connected to I / O interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of displays, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0127] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above, such as vehicle energy control methods.

[0128] In some embodiments, the vehicle energy control method may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program may be loaded into and / or installed on electronic device 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the vehicle energy control method described above may be performed. Alternatively, in other embodiments, processor 11 may be configured to perform the vehicle energy control method by any other suitable means (e.g., by means of firmware).

[0129] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0130] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0131] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0132] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0133] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or computing systems that include middleware components (e.g., application servers), or computing systems that include frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0134] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0135] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0136] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A vehicle energy control method, characterized in that, Integrated into the HCU controller, including: When it is determined that both the DC-DC converter and the low-voltage battery meet the energy control conditions, the vehicle's energy control function is activated, and the vehicle mode is identified. If the vehicle mode is the normal high-voltage power-on mode, then the target low-voltage SOC value of the low-voltage battery is determined based on the battery operating status of the low-voltage battery, the real-time high-voltage SOC value of the high-voltage battery, and the high-voltage SOC lower limit value. Based on the target low-voltage SOC value and the real-time battery temperature of the low-voltage battery, the target output voltage of the DC-DC converter is determined, including: Based on the correspondence between the low-voltage battery SOC value, current change, and DC converter voltage base value, the target voltage base value of the DC converter is determined according to the target low-voltage SOC value; Based on the correspondence between battery temperature and voltage correction value, the target voltage correction value of the DC-DC converter is determined according to the real-time battery temperature of the low-voltage battery. If the target low-voltage SOC value is less than the first SOC value and greater than the second SOC value, then the target output voltage of the DC-DC converter is determined based on the target voltage base value and the target voltage correction value; wherein the first SOC value is greater than the second SOC value. The high-voltage battery is controlled to output the target output voltage to the low-voltage battery through the DC-DC converter in order to charge the low-voltage battery.

2. The method according to claim 1, characterized in that, Based on the battery operating status of the low-voltage battery, the real-time high-voltage SOC value of the high-voltage battery, and the lower limit of the high-voltage SOC value, the target low-voltage SOC value of the low-voltage battery is determined, including: The battery control unit detects and obtains the battery operating status of the low-voltage battery, and determines the high-voltage SOC baseline value of the high-voltage battery based on the battery operating status. During vehicle operation, the target low-voltage SOC value of the low-voltage battery is determined from the target SOC reserve value and the target SOC lower limit value of the low-voltage battery based on the real-time high-voltage SOC value of the high-voltage battery, the high-voltage SOC base value, and the high-voltage SOC lower limit value.

3. The method according to claim 2, characterized in that, Based on the real-time high-voltage SOC value of the high-voltage battery, the baseline high-voltage SOC value, and the lower limit of high-voltage SOC value, the target low-voltage SOC value of the low-voltage battery is determined from the target SOC reserve value and the target SOC lower limit value, including: If the real-time high voltage SOC value of the high voltage battery is greater than the lower limit of the high voltage SOC and less than the basic value of the high voltage SOC, then the lower SOC value between the target SOC reserve value and the target SOC lower limit value of the low voltage battery shall be used as the target low voltage SOC value of the low voltage battery. Otherwise, the higher of the target SOC reserve value and the target SOC minimum value of the low-voltage battery shall be used as the target low-voltage SOC value of the low-voltage battery. Wherein, the lower limit of the high-voltage SOC is greater than or equal to the sum of the second SOC calibration value and the first hysteresis SOC value, or greater than or equal to the sum of the median vehicle driving SOC and the second hysteresis SOC value.

4. The method according to claim 1, characterized in that, Controlling the high-voltage battery to output the target output voltage to the low-voltage battery via the DC-DC converter includes: During the process of controlling the DC converter to output according to the target output voltage, if the low-voltage battery simultaneously meets the voltage output condition, the DC converter is continuously controlled to output the target output voltage to the low-voltage battery. If the low-voltage battery does not meet any of the voltage output conditions, then the target output voltage of the DC converter is determined to be the voltage value output by the DC converter at the previous moment. The voltage output conditions include: The change in charge of the low-voltage battery is less than the specified change value; The actual current of the low-voltage battery is always less than the specified current value; The current of the low-voltage battery remains unchanged, and the voltage deviation between the target voltage value of the DC converter and the target voltage value corresponding to the previous moment is greater than a certain value, and the duration of the deviation is less than the specified duration.

5. The method according to claim 1, characterized in that, Also includes: If the vehicle mode is the first vehicle mode, the target output voltage of the DC converter is determined based on the correspondence between the battery temperature and the DC converter voltage, according to the real-time battery temperature of the low-voltage battery; wherein, the first vehicle mode is the low-voltage power-on mode, the starter motor starting engine mode, the vehicle driving mode, the vehicle plugging in the charging gun mode, or the vehicle high-voltage power-off mode.

6. The method according to claim 1, characterized in that, Also includes: If the vehicle mode is regenerative braking mode, then the low-voltage battery is energy controlled according to the high-voltage SOC value and high-voltage continuous charging power of the high-voltage battery.

7. The method according to claim 6, characterized in that, Based on the high-voltage SOC value and high-voltage continuous charging power of the high-voltage battery, energy control is performed on the low-voltage battery, including: If the high voltage SOC value is greater than the first SOC calibration value, or the high voltage continuous charging power is less than the first power calibration value, then the low voltage battery is controlled to perform regenerative braking and the battery voltage of the low voltage battery is adjusted to the first voltage calibration value. If the high-voltage continuous charging power is greater than the second power calibration value, then the low-voltage battery is controlled to exit regenerative braking, and the battery voltage of the low-voltage battery is adjusted to the second voltage standard value. Wherein, the first power calibration value is less than or equal to the second power calibration value, and the first voltage calibration value is greater than the second voltage calibration value.

8. A vehicle energy control device, characterized in that, Integrated into the HCU controller, including: The vehicle mode determination module is used to activate the vehicle's energy control function and identify the vehicle mode when it is found that the DC-DC converter and the low-voltage battery simultaneously meet the energy control conditions. The target low-voltage SOC value determination module is used to determine the target low-voltage SOC value of the low-voltage battery based on the battery operating status of the low-voltage battery, the real-time high-voltage SOC value of the high-voltage battery, and the high-voltage SOC lower limit value if the vehicle mode is normal high-voltage power-on mode. A target output voltage determination module is used to determine the target output voltage of the DC-DC converter based on the target low-voltage SOC value and the real-time battery temperature of the low-voltage battery, including: Based on the correspondence between the low-voltage battery SOC value, current change, and DC converter voltage base value, the target voltage base value of the DC converter is determined according to the target low-voltage SOC value; Based on the correspondence between battery temperature and voltage correction value, the target voltage correction value of the DC-DC converter is determined according to the real-time battery temperature of the low-voltage battery. If the target low-voltage SOC value is less than the first SOC value and greater than the second SOC value, then the target output voltage of the DC-DC converter is determined based on the target voltage base value and the target voltage correction value; wherein the first SOC value is greater than the second SOC value. A battery charging module is used to control the high-voltage battery to output the target output voltage to the low-voltage battery through the DC-DC converter, so as to charge the low-voltage battery.

9. A vehicle, characterized in that, The vehicles include: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the vehicle energy control method according to any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that cause a processor to execute the vehicle energy control method according to any one of claims 1-7.

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