A power distribution method of an electric vehicle, an electronic device, and a storage medium

Abstract

The application provides a power distribution method of an electric vehicle, an electronic device and a storage medium. The method comprises: obtaining the distributable power of the power source of the electric vehicle; obtaining the distribution proportion range of the distributable power of the power system of the electric vehicle, obtaining the distribution proportion range of the distributable power of the thermal management system of the electric vehicle, and the sum of the two distribution proportions is 1; the distribution proportions of the distributable power of the power system and the thermal management system are the first distribution proportion and the second distribution proportion, obtaining the current speed and the current temperature of the electric vehicle; calculating the first distribution proportion and the second distribution proportion according to the current speed and the current temperature; and distributing the distributable power to the power system and the thermal management system according to the first distribution proportion and the second distribution proportion. The scheme can meet the requirement that when the discharging power of the electric vehicle is insufficient to support all high-voltage power demands, the discharging power can be reasonably and well distributed, thereby improving the comprehensive performance of the vehicle.

Description

Technical Field

[0001] This application relates to the field of electric vehicle technology, specifically to a power distribution method, electronic device, and storage medium for an electric vehicle. Background Technology

[0002] With increasing international emphasis on energy security and environmental protection, countries are imposing increasingly stringent requirements on vehicle emissions. Reducing dependence on energy and achieving energy conservation and emission reduction have become urgent issues that need to be addressed for the sustainable development of the world economy. Electric vehicles have become the current trend in the automotive industry.

[0003] For electric vehicles, the high-voltage energy consumption of the entire vehicle comes from the DC-DC converter, power system, and thermal management components, with the power battery as the energy source. When the current battery discharge power of pure electric vehicles cannot meet all high-voltage power demands, the performance level of each system is guaranteed in sequence according to established rules and a certain priority order. However, this solution cannot optimize the overall vehicle performance because it does not consider the comprehensive performance of the vehicle from a global perspective.

[0004] In existing technologies, power allocation strictly follows the priority of each component, with the current priority order being DC-DC converter > thermal management > drive. When using this prioritization, the vehicle prioritizes the power required by the DC-DC converter and thermal management, then uses the remaining power for the drive. However, in situations with insufficient energy output (such as low temperature and low battery levels), after prioritizing the DC-DC converter and thermal management, the remaining power for the drive is insufficient. Therefore, strictly prioritizing power allocation results in lower-priority components consistently receiving lower input power, leading to poor efficiency or malfunction in these components. The inventors have therefore developed and improved this system to address the unreasonable issues arising from the prioritization of power allocation. Summary of the Invention

[0005] In view of this, the present invention provides a power distribution method, electronic device and storage medium for electric vehicles, so as to meet the needs of electric vehicles when the discharge power is insufficient to support all high voltage power demand, thereby improving the overall performance of the vehicle.

[0006] In view of the above objectives, in a first aspect, this application provides a power distribution method for an electric vehicle, the method comprising:

[0007] Obtain the allocatable power of the electric vehicle's power source;

[0008] Obtain the range of the power system's allocation ratio of the available power to the electric vehicle, and obtain the range of the thermal management system's allocation ratio of the available power to the electric vehicle.

[0009] Wherein, the power system allocates the allocated power in a first allocation ratio, the thermal management system allocates the allocated power in a second allocation ratio, and the sum of the two allocation ratios is 1.

[0010] Obtain the current speed and current temperature of the electric vehicle;

[0011] Calculate the first allocation ratio and the second allocation ratio based on the current speed and the current temperature; and

[0012] According to the first allocation ratio and the second allocation ratio, when the first allocation ratio and the second allocation ratio are within the range of the allocation ratio, the allocatable power is allocated to the power system and the thermal management system.

[0013] As an optional approach, calculating the first allocation ratio and the second allocation ratio based on the current speed and the current temperature further includes:

[0014] The power performance value is calculated based on the current speed, and the first allocation ratio is determined using the power performance value;

[0015] The power performance value is determined as a function of the ratio between the difference between the actual available torque and the required torque of the power system at the current speed and the required torque; the actual available torque is determined by the current vehicle speed, the distributable power, and the first distribution ratio.

[0016] Optionally, based on the above, the dynamic performance value is calculated according to the current speed, further including:

[0017] The required power of the power system at the current speed is obtained, and a first power torque is generated based on the required power of the power system and the current vehicle speed. The first power torque is the torque required by the power system.

[0018] A second power torque is generated based on the current vehicle speed, the available power, and the first allocation ratio. The second power torque is the actual available torque of the power system.

[0019] The power performance value is calculated using the first power torque and the second power torque.

[0020] Optionally, the generation of the first driving torque and the second driving torque includes the following steps:

[0021] Obtain the basic parameters of the power system, including motor speed and output power;

[0022] The motor speed and motor output power of the power system at the current vehicle speed are obtained.

[0023] The required torque and actual available torque of the power system under this condition are calculated by using the motor's speed and output power.

[0024] The required torque is the first power torque, and the actual available torque is the second power torque.

[0025] Further, optionally, determining the first allocation ratio using the power performance value further includes:

[0026] The power performance value is calculated based on the current speed, using the following formula:

[0027] F1=((T1-T2) / T1) 2

[0028] T1 = f1(P) 动力 v)

[0029] T2 = f2(P) 可分配 (v, a)

[0030] In the formula: T1 is the first driving torque, T2 is the second driving torque, a is the first distribution ratio, v is the current vehicle speed, F1 is the power performance value, and P 动力 P is the power required by the power system. 可分配 Assignable power;

[0031] The power performance value has an inverse linear relationship with the first allocation ratio. The smaller the power performance value, the better the first allocation ratio applied under this vehicle condition.

[0032] As an optional approach, calculating the first allocation ratio and the second allocation ratio based on the current speed and the current temperature further includes:

[0033] The thermal management performance value is calculated based on the current temperature, and the second allocation ratio is determined using the thermal management performance value;

[0034] The thermal management performance value is determined as a function of the ratio between the difference between the actual temperature and the ideal temperature of the thermal management system at the current temperature and the ideal temperature.

[0035] Optionally, the thermal management performance value is calculated based on the current temperature, further including:

[0036] Obtain the required power of the thermal management system at the current temperature, and generate an ideal temperature value based on the required power of the thermal management system and the current temperature;

[0037] A temperature calculation value is generated based on the current temperature, the available power, and the first allocation ratio. The temperature calculation value is the actual temperature value of the thermal management system under the current temperature.

[0038] The thermal management performance value is calculated using the ideal temperature value and the actual temperature value at the current temperature.

[0039] Optionally, the generation of ideal and actual temperature values ​​includes the following steps:

[0040] Obtain the basic parameters of the thermal management system, including the required power and actual power at the current temperature.

[0041] The ideal temperature and actual temperature of this thermal management system under this condition are calculated based on the required power and actual power.

[0042] Further, optionally, determining the second allocation ratio using the thermal management performance value further includes:

[0043] The thermal management performance value is calculated based on the current temperature, using the following formula:

[0044] F2=((T v1 -T v2 ) / T v1 )2

[0045] T v1 = f3(t, P) 热管理 )

[0046] T v2 = f4(t, P) 可分配 b)

[0047] In the formula: t is the current temperature, T v1 For the ideal temperature value, T v2 P represents the actual temperature value. 热管理 For the power required by the thermal management system, P 可分配 Where b is the allocable power, b is the second allocation ratio, and F2 is the thermal management performance value;

[0048] The thermal management performance value is inversely proportional to the second allocation ratio, and the smaller the thermal management performance value, the better the second allocation ratio applied under this vehicle condition.

[0049] As an optional approach, the first allocation ratio is derived using the power performance value; the second allocation ratio is derived using the thermal management performance value, further including:

[0050] Determine a first weight value for the power performance value and a second weight value for the thermal management performance value;

[0051] The overall vehicle performance value is calculated using the first weighted value, the power performance value, the second weighted value, and the thermal management performance value.

[0052] Among them, the overall vehicle performance value is a mathematical representation of the rationality of the overall vehicle performance under the current allocation method for the distributable power. Specifically, it can be represented as a weighted combination function of the power performance value and the thermal management performance value.

[0053] Alternatively, the calculation of the overall vehicle performance value can be based on the following formula:

[0054] F =λ1·F1 +λ2·F2

[0055] In the formula: F1 is the power performance value, F2 is the thermal management performance value, λ1 is the first weight value, λ2 is the first weight value, and F is the overall vehicle performance value;

[0056] The vehicle performance value is inversely proportional to the overall vehicle performance. The smaller the vehicle performance value, the better the overall vehicle performance, and the more optimal the corresponding first allocation ratio and second allocation ratio.

[0057] As an optional solution, obtaining the allocatable power of the electric vehicle's power source further includes:

[0058] The allocatable power is the remaining power after subtracting the power required by the DC-DC converter from the total output power of the electric vehicle's power source, and the total output power of the power source is preferentially allocated to the DC-DC converter.

[0059] In a second aspect, based on the same inventive concept, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor executes the program to implement the power distribution method as described in any of the above embodiments.

[0060] In a third aspect, based on the same inventive concept, a non-transitory computer-readable storage medium is also provided, which stores computer instructions for causing a computer to perform the power allocation method as described in any of the above embodiments.

[0061] As can be seen from the above, the power distribution method, electronic device, and storage medium for electric vehicles provided in this application can accurately allocate limited power when the discharge power of the electric vehicle is insufficient and cannot meet all high-voltage power requirements, thereby maximizing the performance and needs of the entire vehicle. The power distribution method for electric vehicles provided in this solution uses the total output power of the power source as the entire energy source and effectively allocates the required power to the main energy components of the electric vehicle. Its main energy consumption includes the DC converter, thermal management system, and power system. The DC transformer converts high voltage to low voltage to supply power to the low-voltage devices of the vehicle. To ensure that this strategy does not affect the normal use of low-voltage devices, the power supply of the DC transformer is prioritized under any operating condition, and then the distributable power in the total output power is allocated between the thermal management system and the power system.

[0062] Furthermore, this application associates the thermal management system and the power system by setting an allocation ratio. The allocation ratio is calculated based on the acquired speed and temperature, and the allocation ratio directly corresponds to the performance of the vehicle. The allocation ratio is confirmed based on the performance of the vehicle, and then power is allocated based on the confirmed allocation ratio. This proposes a method to realize power allocation between the power system and the thermal management system by optimizing coupling variables. This method can seek an allocation ratio for selection based on the vehicle status and the driver's needs, enabling the vehicle to better balance the performance of the power system and the thermal management system. It is convenient to make selections directly based on the performance of the vehicle, thereby achieving an overall performance improvement of the vehicle. Attached Figure Description

[0063] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the exemplary embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only exemplary embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0064] Figure 1 A logical schematic diagram of a power distribution method for an electric vehicle provided as an exemplary embodiment of this application;

[0065] Figure 2 A schematic diagram of the power system of a power distribution method for an electric vehicle provided as an exemplary embodiment of this application;

[0066] Figure 3 A schematic diagram of a heat treatment system for a power distribution method of an electric vehicle provided as an exemplary embodiment of this application;

[0067] Figure 4 This is a schematic diagram of an electronic device for power distribution in an electric vehicle, provided as an exemplary embodiment of this application. Detailed Implementation

[0068] The principles and spirit of this application will now be described with reference to several exemplary embodiments. It should be understood that these embodiments are provided merely to enable those skilled in the art to better understand and implement this application, and are not intended to limit the scope of this application in any way. Rather, these embodiments are provided to make this application more thorough and complete, and to fully convey the scope of this application to those skilled in the art.

[0069] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this disclosure should have the ordinary meaning understood by one of ordinary skill in the art to which this disclosure pertains. The terms "first," "second," and similar terms used in the embodiments of this disclosure do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word covers the element or object listed after the word and its equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly. According to embodiments of this application, a power distribution system, electronic device, and storage medium for an electric vehicle are proposed.

[0070] The principles and spirit of this application will be explained in detail below with reference to several representative embodiments.

[0071] See Figure 1 As shown in the embodiment, the disclosed embodiment describes a power distribution method for an electric vehicle, including the following steps:

[0072] S1: Obtain the allocatable power of the power source of the electric vehicle;

[0073] S2: Obtain the range of the power system allocation ratio of the electric vehicle to the allocable power, and obtain the range of the thermal management system allocation ratio of the electric vehicle to the allocable power;

[0074] Wherein, the power system allocates a first proportion of the allocable power, the thermal management system allocates a second proportion of the allocable power, and the sum of the two proportions is 1.

[0075] Determine a first allocation ratio of the electric vehicle's power system to the distributable power and a second allocation ratio of the thermal management system to the distributable power, wherein the sum of the first allocation ratio and the second allocation ratio is 1;

[0076] S3: Obtain the current speed and current temperature of the electric vehicle;

[0077] S4: Calculate the first allocation ratio and the second allocation ratio based on the current speed and the current temperature; and

[0078] S5: According to the first allocation ratio and the second allocation ratio, when the first allocation ratio and the second allocation ratio are within the range of the allocation ratio, the allocatable power is allocated to the power system and the thermal management system.

[0079] In some optional embodiments, the first allocation ratio ranges from 0.7 to 0.8, and the second allocation ratio ranges from 0.3 to 0.2. The two allocation ratios are selected and adjusted within the range, but the sum of their allocation ratios is always 1. For example, if 0.75 is selected as the preferred first allocation ratio after calculation in the above embodiments, then 0.25 is the corresponding second allocation ratio. After multiple calculations, the system performance corresponding to different power allocation ratios is compared, and the optimal allocation ratio scheme is selected.

[0080] Wherein, when the first allocation ratio and the second allocation ratio are within the allocation ratio range, the allocatable power is allocated to the power system and the thermal management system according to the first allocation ratio and the second allocation ratio; if the first allocation ratio and the second allocation ratio are not within the allocation ratio range when they are within the allocation ratio range, no allocation is performed.

[0081] The power distribution method for electric vehicles provided in this solution is based on the total output power of the power source as the entire energy source. It effectively distributes the required power of the main energy components of the electric vehicle. The main energy consumption includes the DC converter, thermal management system and power system. The DC transformer converts high voltage to low voltage to supply power to the low voltage devices of the vehicle. In order to ensure that this strategy does not affect the normal use of low voltage devices, the power supply of the DC transformer is given priority under any operating condition. Then, the distributable power in the total output power is distributed between the thermal management system and the power system.

[0082] By setting a distribution ratio to link the thermal management system and the power system, and calculating the distribution ratio based on the acquired speed and temperature, the distribution ratio directly corresponds to the performance of the vehicle. The distribution ratio is confirmed based on the vehicle's performance, and then power is allocated based on the confirmed distribution ratio. A method for power allocation between the power system and the thermal management system by optimizing coupling variables is proposed. This method can seek a distribution ratio for selection based on the vehicle status and the driver's needs, enabling the vehicle to better balance the performance of the power system and the thermal management system, facilitating direct selection based on the overall vehicle performance, and thus achieving an improvement in the overall performance of the vehicle.

[0083] In this embodiment, a drive motor is selected as the power system.

[0084] In some optional embodiments, a digital third model is established to implement the power allocation in the above steps. The total output power and the total demand power are compared. If the total output power is less than the total demand power, the allocable power is the remaining power after subtracting the power required by the DC-DC converter from the total output power of the electric vehicle's power source. The total output power of the power source is preferentially allocated to the DC-DC converter. There is a coupling relationship between the available power allocated to the thermal management system and the power system, which satisfies the following relationship:

[0085] P 总输出 - P 变换器 = P 可分配 (1)

[0086] P 驱动 = P 可分配 · a(2)

[0087] P 热管理 = P 可分配 · b (3)

[0088] P 总输出 P represents the total output power of the power source. 变换器 For the power required by the DC-DC converter, P 驱动 For the power required by the power system, P 热管理 For thermal management power requirements, P 可分配 For the power allocated to thermal management and drive, a is the first allocation ratio and b is the second allocation ratio.

[0089] The power allocation steps described above are completed based on the mathematical model above.

[0090] Further integration Figure 2 As shown, in some optional embodiments, the calculation of the power system performance value and the first allocation ratio involves calculating the power performance value based on the current speed and determining the first allocation ratio using the power performance value. Step S4 may also include the following steps:

[0091] S401: Obtain the required power of the power system at the current speed, and generate a first power torque based on the required power of the power system and the current vehicle speed. The first power torque is the torque required by the power system.

[0092] S402: Generate a second power torque based on the current vehicle speed, available power and first allocation ratio, wherein the second power torque is the actual available torque of the power system;

[0093] S403: Calculate the power performance value using the first power torque and the second power torque.

[0094] S404: The power performance value is inversely proportional to the first allocation ratio in a linear relationship, and the first allocation ratio is determined by the power performance value.

[0095] Furthermore, it should be noted that, unless otherwise specified, the available torque and the available torque of the power system in this application refer to the actual available torque.

[0096] In some optional embodiments, the generation of the first driving torque and the second driving torque includes the following steps:

[0097] Obtain the basic parameters of the power system, including motor speed and output power;

[0098] The motor speed and motor output power of the power system at the current vehicle speed are obtained.

[0099] The required torque and actual available torque of the power system under this condition are calculated by using the motor's speed and output power.

[0100] The required torque is the first power torque, and the actual usable torque is the second power torque.

[0101] As an optional embodiment, a mathematical model for calculating the motor torque in the power system is established based on the torque calculation formula T=9550P / n.

[0102] Where n is the motor speed in r / min, P is the output power in kW, and T is the torque in N / m; P and n are the basic parameters of the selected motor, and the output power P and motor speed n at the current vehicle speed are determined by the current vehicle speed and the basic parameters of the selected motor.

[0103] It should be noted that the power performance value is expressed as the ratio of the difference between the actual available torque of the power system and the required torque at the current speed.

[0104] As an alternative approach, the steps of the aforementioned dynamic system can be implemented by constructing a first mathematical model. For the dynamic system, under the same operating conditions (P... 可分配Under the conditions of vehicle speed v, accelerator pedal position, and determined thermal management power requirements, the required power P of the motor is... 动力 The better the driving performance, the closer the motor output torque T1 is to the required value T2. Therefore, the first mathematical model satisfies the following requirement:

[0105] F1=((T1-T2) / T1) 2 (5)

[0106] T1 = f1(P) 动力 ,v) (6)

[0107] T2 = f2 (P) 可分配， v, a) (7)

[0108] In the formula: T1 is the first driving torque, T2 is the second driving torque, a is the first distribution ratio, v is the current vehicle speed, F1 is the power performance value, and P 动力 P is the power required by the power system. 可分配 Assignable power;

[0109] From equation (6), we can see that, let P 动力 The vehicle speed v is directly mapped to a function f1 through a mathematical model, and the corresponding value is obtained to derive the first power torque T1; in equation (7), P 可分配 The vehicle speed v and the allocation ratio a are used to generate a function f2 with a mapping relationship through a mathematical model and obtain the corresponding values. At this time, a is a single active variable, and T2 changes with the change of the value of a. Then, the power performance value F1 that changes due to the change of the first allocation ratio a is obtained by equation (5).

[0110] In this embodiment, the first mathematical model is constructed to obtain the required power P of the power system. 动力 Based on the mapping relationship with vehicle speed v, the required torque T1 of the power system expressed by the above equation (6) is obtained, and the constructed mathematical model obtains the power P allocated to thermal management and drive. 可分配 The mapping relationship between vehicle speed v and first distribution ratio a is used to derive the actual available torque T2 of the power system expressed in the above formula; the corresponding value is then substituted into the above formula (5) to obtain the power performance value F1. It should be noted that, based on the above formula, the smaller the power performance value, the better the first distribution ratio applied in this vehicle state, and the better the performance of the power system. Therefore, prioritizing the use of a first distribution ratio that results in a smaller power performance value can yield better power performance.

[0111] It should be noted that the first mathematical model mentioned above is generated based on the application's drive motor. Different drive motors have different torque and power characteristics, and the relationship between the selected drive motor's speed and accelerator pedal power can be obtained based on the drive motor's basic parameters.

[0112] Further integration Figure 3 As shown, in some optional embodiments, the calculation of the thermal management system performance value and the second allocation ratio involves calculating the thermal management performance value based on the current temperature and determining the second allocation ratio using the thermal management performance value. The above step S4 regarding the thermal management system may also include the following steps:

[0113] S411: Obtain the required power of the thermal management system at the current temperature, and generate an ideal temperature value based on the required power of the thermal management system and the current temperature;

[0114] S412: Generate a temperature calculation value based on the current temperature, allocable power, and first allocation ratio. The temperature calculation value is the actual temperature value of the thermal management system under the current temperature.

[0115] S413: Calculate the thermal management performance value using the ideal temperature value and the actual temperature value at the current temperature;

[0116] S414: The thermal management performance value is inversely proportional to the second allocation ratio, and the second allocation ratio is determined by the thermal management performance value.

[0117] As an optional embodiment, the generation of ideal and actual temperature values ​​includes the following steps:

[0118] Obtain the basic parameters of the thermal management system, including the required power and actual power at the current temperature.

[0119] The ideal temperature and actual temperature of this thermal management system under this condition are calculated based on the required power and actual power.

[0120] The thermal management performance value is expressed as the ratio of the difference between the actual temperature and the ideal temperature of the thermal management system at the current temperature.

[0121] In some optional embodiments, the steps of the above-described thermal management system are implemented by constructing a second mathematical model, under the same operating conditions (P). 可分配 Given the current temperature, target temperature, and determined motor power requirement, the thermal management power requirement P is calculated. 热管理 The condition should be satisfied as much as possible, i.e., the calculated average temperature change rate T. v2 Approaching the ideal value of the average temperature change rate T v1 The higher the thermal management performance, the better the thermal management performance. The second allocation ratio is determined using the thermal management performance value, and the thermal management performance value is calculated based on the current temperature using the following formula:

[0122] F2=((T v1 -T v2 ) / T v1)2(8)

[0123] T v1 = f3(t, P) 热管理 (9)

[0124] T v2 = f4(t, P) 可分配 b) (10)

[0125] In the formula: t is the input current temperature, T v1 For the ideal temperature value, T v2 P represents the actual temperature value. 热管理 For the power required by the thermal management system, P 可分配 , b is the allocable power, b is the second allocation ratio, and F2 is the thermal management performance value.

[0126] Based on the above formula, the second mathematical model obtains t and P. 热管理 The mapping relationship is used to derive the ideal value T of the average temperature change rate expressed in equation (9) above. v1 The constructed mathematical model obtains the input parameters t, the second allocation ratio b, and P. 可分配 The mapping relationship is used to derive the calculated average temperature change rate T represented by equation (10) above. v2 .

[0127] Furthermore, as can be seen from equation (9), based on the applied vehicle generation mathematical model or according to the experimental parameters of the thermal management system, let t, P be generated. 热管理需求 With T v1 By obtaining the corresponding numerical value of the function f3 with the mapping relationship, the ideal temperature value T can be obtained. v1 In equation (10), the input parameters t, distribution ratio a, and P are generated by using a mathematical model of the applied vehicle or based on the experimental parameters of the thermal management system. 可分配 The function f4 with the mapping relationship is obtained and the corresponding value is obtained. At this time, b is a single active variable, and the average temperature change rate T is calculated. v2 The thermal management performance value F2, which changes with the change of the second allocation ratio b, is obtained by equation (8).

[0128] In some optional embodiments, the basic parameters of the thermal management system are obtained and substituted into the above formula (8) to obtain the thermal management performance value F2; and the allocation ratio a is repeatedly adjusted according to the vehicle condition and substituted into the above formula (8) to obtain multiple sets of thermal management performance values ​​F2; ​​based on the above formula (8), it can be seen that in this embodiment, the smaller the F2 value, the better the performance of the thermal management system. Therefore, among the F2 values ​​that satisfy the above relationship, the lower F2 value and the corresponding b value are preferred; therefore, the second allocation ratio that makes the thermal management performance value F2 smaller can be preferred to obtain better power performance.

[0129] In some optional embodiments, the effects of power performance value F1 and thermal management performance value F2 on the whole vehicle are considered comprehensively, and the whole vehicle performance value satisfies the following relationship in combination with equation (4):

[0130] F = λ1·F1 + λ2·F2 (4)

[0131] In the formula: F1 is the power performance value, F2 is the thermal management performance value, λ1 is the first weight value, λ2 is the first weight value, and F is the overall vehicle performance value;

[0132] It should be noted that λ1 and λ2 are based on the weight ratio of the powertrain performance and thermal management system performance to the overall vehicle performance, and can be adjusted according to individual or vehicle needs. For example, if the drive performance needs to be replaced, the coefficient of λ1 is increased, and vice versa.

[0133] Here, the overall vehicle performance value is a mathematical representation of the rationality of the overall vehicle performance under the current power allocation method. The overall vehicle performance value F has an inversely proportional linear relationship with the overall vehicle performance; the smaller the overall vehicle performance value, the better the overall vehicle performance, and the more optimal the corresponding first and second allocation ratios. Therefore, prioritizing the use of first and second allocation ratios that result in a smaller overall vehicle performance value F will yield better power performance.

[0134] It should be noted that in the process of selecting the first and second allocation ratios and finding a better solution, the constraints of both the power system and the thermal management system must be met simultaneously, and the overall vehicle performance must not be considered alone.

[0135] In some optional embodiments, after obtaining λ1 and λ2, the allocation ratio a corresponding to the set of the lowest overall vehicle performance value F among the selected power performance value F1 and thermal management performance value F2 is the optimal allocation ratio, and the corresponding power allocation is the optimal scheme.

[0136] In summary, the power performance value F1 and the thermal management performance value F2 are opposite to the actual performance of the power system and the thermal management system, and the overall vehicle performance value F is opposite to the actual performance of the vehicle. The lower the performance value, the better the corresponding performance; the higher the performance value, the worse the corresponding performance. Based on the above description and equations (5) and (8), it can be seen that the smaller F1 and F2 are, the better the driving performance and thermal management performance. Furthermore, based on equations (5) and (8) and equation (4), it can be seen that the smaller the F value, the better the overall vehicle performance. The minimum F value selected based on equation (4) is the optimal overall vehicle performance recommendation. Based on equations (6), (7), (9), and (10), it can be seen that the values ​​of F1 and F2 can be adjusted by the allocation ratio a, thereby adjusting the overall vehicle performance F value. The driver can choose the optimal solution according to the recommendation or adjust the power allocation based on their own needs and vehicle conditions.

[0137] The power and thermal management performance values ​​were calculated, and then the overall vehicle performance value was calculated. The performance values ​​were then used to confirm whether the allocation ratio resulted in a better vehicle condition. This revealed the coupling relationship between the power system performance and the thermal management system performance under this operating condition. A method was proposed to optimize the power allocation between the power system and the thermal management system by optimizing the coupling variables. This method allows for the selection of allocation ratios based on the vehicle status and the driver's needs, enabling the vehicle to better balance the performance of the power system and the thermal management system. This facilitates direct selection based on the overall vehicle performance, thereby improving the overall vehicle performance.

[0138] It should be noted that the allocation ratio set in this application links the thermal management system and the power system, which can effectively prevent excessive demand on one aspect of performance from affecting the other, and will not distribute power in an unreasonable manner, thus affecting the overall vehicle performance. By selecting multiple sets of F1 and F2 values, several optional allocation schemes can be provided to the driver, and real-time optimization can be performed based on the current state of the vehicle to obtain various overall vehicle performance values ​​F. In this scheme, the higher the value of the low performance, the better the corresponding performance.

[0139] To illustrate this embodiment, consider the following scenario: at a low temperature (-15 degrees Celsius) and low state of charge (SOC) of 30%, the battery's allowable discharge power is 51 kW, the vehicle speed is 50 km / h, the DC-DC converter consumes 1 kW of power, the thermal management requires 14 kW of power, and the drive requires 80 kW of power. According to this scheme, the DC-DC converter is prioritized, followed by thermal management and drive power allocation. The vehicle first ensures the DC-DC converter's power requirement, then prioritizes the thermal management's power requirement, and finally allocates the remaining power to the drive. Even if the 14 kW thermal management performance requirement is fully met, only 36 kW of drive power can be allocated. Therefore, the overall vehicle drive performance is currently poor and cannot meet the driver's needs. Therefore, this solution allocates the remaining 50kW of allocable power from the operating discharge power of 51kW minus the 1kW power consumed by the DC converter. Based on the above steps, considering the vehicle condition, if the allocation ratio α is 0.8, then 40kW can be allocated for driving and 10kW for thermal management. If a lower vehicle speed is required, α can be set to 0.7, in which case 35kW can be allocated for driving and 15kW for thermal management. When the power battery discharge power cannot meet all high-voltage power demands, the battery discharge power allocation is adjusted in real-time based on driver needs and the vehicle's current state. Compared to allocation schemes based on predetermined rules, this achieves a comprehensive improvement in vehicle performance.

[0140] In summary, the power distribution method for electric vehicles provided in this application, when the discharge power of an electric vehicle is insufficient to meet all high-voltage power demands, can accurately allocate limited power to maximize the performance and needs of the entire vehicle. This application uses the total output power of the power source as the sole energy source and effectively allocates the required power to the main energy components of the electric vehicle. The main energy consumers include the DC-DC converter, thermal management system, and power system. The DC transformer converts high voltage to low voltage to supply power to the low-voltage devices in the vehicle. To ensure that this strategy does not affect the normal operation of low-voltage devices, the power supply to the DC transformer is prioritized under all operating conditions, followed by power allocation to the power system and thermal management system. Furthermore, this application associates the thermal management system and the power system by setting a distribution ratio, and calculates the corresponding performance values ​​F1 and F2, and further calculates the overall vehicle performance value F. This reveals the coupling relationship between the performance of the power system and the thermal management system under this operating condition. It proposes a method to achieve power distribution between the power system and the thermal management system by optimizing the coupling variables. This method can seek a distribution ratio for selection based on the vehicle status and the driver's needs, enabling the vehicle to better balance the performance of the power system and the thermal management system. This facilitates direct selection based on the overall vehicle performance, so that when the electric vehicle's discharge power is insufficient to support all high-voltage power demand, a suitable distribution scheme can be found, selected, and used, thereby improving the overall vehicle performance.

[0141] Based on the same inventive concept, corresponding to any of the above exemplary embodiments, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the power distribution method of an electric vehicle as described in any of the above exemplary embodiments.

[0142] Figure 4 This illustration shows a more specific hardware structure diagram of an electronic device provided by this exemplary embodiment. The device may include: a processor 301, a memory 302, an input / output interface 303, a communication interface 304, and a bus 305. The processor 301, memory 302, input / output interface 303, and communication interface 304 are interconnected internally via the bus 305.

[0143] The processor 301 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the exemplary embodiments of this specification.

[0144] The memory 302 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 302 can store the operating system and other application programs. When the technical solutions provided in the exemplary embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 302 and is called and executed by the processor 301.

[0145] Input / output interface 303 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components in the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touch screens, microphones, various sensors, etc., and output devices may include displays, speakers, vibrators, indicator lights, etc.

[0146] The communication interface 304 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0147] Bus 305 includes a pathway for transmitting information between various components of the device, such as processor 301, memory 302, input / output interface 303, and communication interface 304.

[0148] It should be noted that although the above-described device only shows the processor 301, memory 302, input / output interface 303, communication interface 304, and bus 305, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the exemplary embodiments of this specification, and not necessarily all the components shown in the figures.

[0149] The electronic device described in the above exemplary embodiments is used to implement the power distribution method of the corresponding electric vehicle in any of the foregoing exemplary embodiments, and has the beneficial effects of the corresponding exemplary method embodiments, which will not be repeated here.

[0150] Based on the same inventive concept, corresponding to the methods of any of the above exemplary embodiments, this application also provides a non-transitory computer-readable storage medium storing computer instructions for causing the computer to execute the power distribution method of an electric vehicle as described in any of the above exemplary embodiments.

[0151] The computer-readable medium of this exemplary embodiment includes permanent and non-permanent, removable and non-removable media that can be implemented by any method or technology for information storage. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0152] The computer instructions stored in the storage medium of the above exemplary embodiments are used to cause the computer to execute the power distribution method of the electric vehicle as described in any of the above exemplary embodiments, and have the beneficial effects of the corresponding exemplary embodiments of the methods, which will not be repeated here.

[0153] Those skilled in the art should understand that the discussion of any exemplary embodiments above is merely illustrative and is not intended to imply that the scope of this application (including the claims) is limited to these examples; within the framework of this application, the technical features in the above exemplary embodiments or different exemplary embodiments may also be combined, the steps may be implemented in any order, and there are many other variations of different aspects of the exemplary embodiments of this application as described above, which are not provided in detail for the sake of brevity.

[0154] Additionally, to simplify the description and discussion, and to avoid obscuring the exemplary embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the exemplary embodiments of this application, and this also takes into account the fact that the details of implementation of these block diagram apparatuses are highly dependent on the platform on which the exemplary embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the exemplary embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0155] Although this application has been described in conjunction with specific exemplary embodiments thereof, many substitutions, modifications, and variations of these exemplary embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the exemplary embodiments discussed.

[0156] The exemplary embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the exemplary embodiments of this application should be included within the protection scope of this application.

Claims

1. A power distribution method for an electric vehicle, characterized in that, The method includes: Obtain the allocatable power of the electric vehicle's power source; Obtain the range of the power system's allocation ratio of the available power to the electric vehicle, and obtain the range of the thermal management system's allocation ratio of the available power to the electric vehicle. Wherein, the power system allocates the allocated power in a first allocation ratio, the thermal management system allocates the allocated power in a second allocation ratio, and the sum of the two allocation ratios is 1. Obtain the current speed and current temperature of the electric vehicle; Calculate the first allocation ratio and the second allocation ratio based on the current speed and the current temperature; and According to the first allocation ratio and the second allocation ratio, when the first allocation ratio and the second allocation ratio are within the range of the allocation ratio, the allocatable power is allocated to the power system and the thermal management system.

2. The power distribution method according to claim 1, characterized in that, Calculating the first allocation ratio and the second allocation ratio based on the current speed and the current temperature further includes: The power performance value is calculated based on the current speed, and the first allocation ratio is determined using the power performance value. The power performance value is determined as a function of the ratio between the difference between the actual available torque and the required torque of the power system at the current speed and the required torque; the actual available torque is determined by the current vehicle speed, the distributable power, and the first distribution ratio.

3. The power distribution method according to claim 2, characterized in that, The power performance value is calculated based on the current speed, and further includes: Obtain the required power of the power system at the current speed; A first power torque is generated based on the power demand of the power system and the current vehicle speed, and the first power torque is the power demand torque of the power system. A second power torque is generated based on the current vehicle speed, the available power, and the first allocation ratio. The second power torque is the actual available torque of the power system. The power performance value is calculated using the first power torque and the second power torque.

4. The power distribution method according to claim 3, characterized in that, The generation of the first driving torque and the second driving torque includes the following steps: Obtain the basic parameters of the power system, including motor speed and output power; The motor speed and motor output power of the power system at the current vehicle speed are obtained. The required torque and actual available torque of the power system under this condition are calculated by using the motor's speed and output power. The required torque is the first power torque, and the actual available torque is the second power torque.

5. The power distribution method according to claim 3, characterized in that, Determining the first allocation ratio according to the aforementioned power performance value further includes: The power performance value is calculated based on the current speed, using the following formula: F1=(( T1- T2) / T1) 2 T1= f1(P 动力 ,v) T2= f2(P 可分配 ,v,a) In the formula: T1 is the first driving torque, T2 is the second driving torque, a is the first distribution ratio, v is the current vehicle speed, F1 is the power performance value, and P 动力 P is the power required by the power system. 可分配 Assignable power; The power performance value is inversely proportional to the first allocation ratio in a linear relationship.

6. The power distribution method according to claim 2, characterized in that, Calculating the first allocation ratio and the second allocation ratio based on the current speed and the current temperature further includes: The thermal management performance value is calculated based on the current temperature, and the second allocation ratio is determined using the thermal management performance value; The thermal management performance value is determined as a function of the ratio between the difference between the actual temperature and the ideal temperature of the thermal management system at the current temperature and the ideal temperature.

7. The power distribution method according to claim 6, characterized in that, The thermal management performance value is calculated based on the current temperature, and further includes: Obtain the required power of the thermal management system at the current temperature, and generate an ideal temperature value based on the required power of the thermal management system and the current temperature; A temperature calculation value is generated based on the current temperature, the available power, and the first allocation ratio. The temperature calculation value is the actual temperature value of the thermal management system under the current temperature. The thermal management performance value is calculated using the ideal temperature value and the actual temperature value at the current temperature.

8. The power distribution method according to claim 7, characterized in that, The generation of ideal and actual temperature values ​​involves the following steps: Obtain the basic parameters of the thermal management system, including the required power and actual power at the current temperature. The ideal temperature and actual temperature of this thermal management system under this condition are calculated based on the required power and actual power.

9. The power distribution method according to claim 7, characterized in that, Determining the second allocation ratio using the aforementioned thermal management performance value further includes: The thermal management performance value is calculated based on the current temperature, using the following formula: F2=((T v1 -T v2 ) / T v1 ) 2 T v1 = f3(t,P 热管理 ) T v2 = f4(t,P 可分配 ,b) In the formula: t is the current temperature, T v1 For the ideal temperature value, T v2 P represents the actual temperature value. 热管理 For the power required by the thermal management system, P 可分配 Where b is the allocable power, b is the second allocation ratio, and F2 is the thermal management performance value; The thermal management performance value is inversely proportional to the second allocation ratio.

10. The power distribution method according to claim 6, characterized in that, The first allocation ratio is determined using the aforementioned power performance values; Determining the second allocation ratio using the aforementioned thermal management performance value further includes: Determine a first weight value for the power performance value and a second weight value for the thermal management performance value; The overall vehicle performance value is calculated using the first weighted value, the power performance value, the second weighted value, and the thermal management performance value. Among them, the overall vehicle performance value is expressed as a weighted combination function of the power performance value and the thermal management performance value.

11. The power distribution method according to claim 10, characterized in that, The calculation of the overall vehicle performance value is based on the following formula: F =λ1·F1 +λ2·F2 In the formula: F1 is the power performance value, F2 is the thermal management performance value, λ1 is the first weight value, λ2 is the first weight value, and F is the overall vehicle performance value; The vehicle performance value is inversely proportional to the overall vehicle performance. The smaller the vehicle performance value, the better the overall vehicle performance, and the more optimal the corresponding first allocation ratio and second allocation ratio.

12. The power distribution method according to claim 1, characterized in that, Obtaining the allocatable power of the power source of the electric vehicle further includes: The allocatable power is the remaining power after subtracting the power required by the DC-DC converter from the total output power of the electric vehicle's power source, and the total output power of the power source is preferentially allocated to the DC-DC converter.

13. An electronic device, characterized in that, It includes a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor, when executing the program, implements the method as described in any one of claims 1 to 12.

14. A non-transitory computer-readable storage medium, characterized in that, The non-transitory computer-readable storage medium stores computer instructions for causing a computer to perform the method according to any one of claims 1 to 12.

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