Energy Management Control Method, Device, Computer-Readable Medium and Electronic Device

Abstract

This application relates to the field of vehicle control, and discloses an energy management control method, device, computer-readable medium, and electronic device for a vehicle. The method includes: obtaining a target energy management operation mode set by a user for the vehicle; if the target energy management operation mode is the power conservation priority mode, controlling the power value of the power battery of the vehicle to fluctuate within a preset power range around the target power value, where the preset power range includes the target power value. This method provides a power conservation mode, which can meet the user's power conservation needs and ensure that there is sufficient power when the user reaches the destination to meet the user's external power discharge usage requirements. It can also enable users with similar needs to find the energy management operation mode they need, making the overall control strategy more flexible and effectively improving the user experience.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle control, and particularly relates to an energy management control method, device, computer-readable medium and electronic device for a vehicle. Background Art

[0002] Studying the energy management control of vehicles is a key topic in automotive research and development, which directly determines the drivability and economy of new energy vehicles.

[0003] However, current vehicles only use a single energy management control strategy, which is relatively mechanical and rigid and cannot meet the different needs of different users in different scenarios, so the user experience cannot be guaranteed. Summary of the Invention

[0004] In the technical field of vehicle control, in order to solve the technical problem in the prior art that the energy management control strategy provided for vehicles is single, relatively mechanical and rigid in use, and cannot meet the different needs of different users in different scenarios, the purpose of the present application is to provide an energy management control method, device, computer-readable medium and electronic device for a vehicle.

[0005] According to one aspect of the present application, there is provided an energy management control method for a vehicle, the method comprising:

[0006] Obtaining a target energy management operation mode set by a user for the vehicle;

[0007] If the target energy management operation mode is the power preservation priority mode, controlling the power value of the power battery of the vehicle to fluctuate within a preset power range around the target power value, wherein the preset power range includes the target power value.

[0008] According to another aspect of the present application, there is provided an energy management control device for a vehicle, the device comprising:

[0009] An obtaining module configured to obtain a target energy management operation mode set by a user for the vehicle;

[0010] A control module configured to, if the target energy management operation mode is the power preservation priority mode, control the power value of the power battery of the vehicle to fluctuate within a preset power range around the target power value, wherein the preset power range includes the target power value.

[0011] According to another aspect of the present application, there is provided a computer-readable medium having a computer program stored thereon, and when the computer program is executed by a processor, the method as described in the above embodiment is implemented.

[0012] According to one aspect of the embodiments of the present application, an electronic device is provided, including: one or more processors; a storage device for storing one or more programs, which, when executed by the one or more processors, cause the one or more processors to implement the method described in the above embodiments.

[0013] The technical solutions provided by the embodiments of the present application may include the following beneficial effects:

[0014] For the vehicle energy management control method, device, computer-readable medium, and electronic device provided by the present application, the method includes the following steps: obtaining a target energy management operation mode set by a user for the vehicle; if the target energy management operation mode is a power preservation priority mode, controlling the power value of the vehicle's power battery to fluctuate within a preset power range around the target power value, where the preset power range includes the target power value.

[0015] Under this method, after obtaining the target energy management operation mode set by the user for the vehicle, vehicle energy management control is performed according to the target energy management operation mode. Specifically, when it is determined that the target energy management operation mode set by the user for the vehicle is the power preservation priority mode, the power value of the vehicle's power battery is controlled to fluctuate within a preset power range around the target power value, so that the power value of the vehicle's power battery is always maintained near the target power value. Therefore, the solution of the embodiments of the present application provides a power preservation mode, which can meet the user's power preservation needs, and when the user reaches the destination, there is sufficient power to meet the user's external power discharge usage needs. It can also enable users with similar needs to find the energy management operation mode they need, making the overall control strategy more flexible and effectively improving the user experience.

[0016] It should be understood that the above general description and the following detailed description are only exemplary and do not limit the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The accompanying drawings herein are incorporated into the specification and form a part of the specification, showing embodiments consistent with the present invention and used together with the specification to explain the principles of the present invention.

[0018] Figure 1 is a flowchart of a vehicle energy management control method shown according to an exemplary embodiment;

[0019] Figure 2 is a system architecture diagram shown according to an exemplary embodiment;

[0020] Figure 3 is a schematic architecture diagram of an instrument information display host and an audio entertainment host shown according to an exemplary embodiment;

[0021] Figure 4 It is a schematic diagram of the setting interface of the power preservation priority mode shown according to an exemplary embodiment;

[0022] Figure 5 It is a schematic diagram of the vehicle control logic shown according to an exemplary embodiment;

[0023] Figure 6 It is a schematic diagram of the structure of the clutch shown according to an exemplary embodiment;

[0024] Figure 7 It is shown according to an exemplary embodiment Figure 1 The flowchart of the details of step 120 in the embodiment;

[0025] Figure 8 It is a schematic diagram of the SOC change of the intelligent power preservation mode shown according to an exemplary embodiment;

[0026] Figure 9 It is a schematic flowchart of the power preservation priority control logic shown according to an exemplary embodiment;

[0027] Figure 10 It is a block diagram of an energy management control device of a vehicle shown according to an exemplary embodiment;

[0028] Figure 11 It shows a schematic diagram of the structure of a computer system of an electronic device suitable for implementing the embodiments of the present application. Detailed implementation manners

[0029] Here, the exemplary embodiments will be described in detail, and the examples are shown in the drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The implementation manners described in the following exemplary embodiments do not represent all implementation manners consistent with the present invention. On the contrary, they are merely examples of devices and methods consistent with some aspects of the present invention as detailed in the appended claims.

[0030] In addition, the drawings are only schematic diagrams of the present application and are not necessarily drawn to scale. The same reference numerals in the drawings represent the same or similar parts, and thus their repeated description will be omitted. Some of the block diagrams shown in the drawings are functional entities and do not necessarily correspond to physically or logically independent entities.

[0031] In the related art, with the popularization of new energy vehicles, plug-in hybrid electric vehicles (PHEV vehicles) are currently relatively common new energy vehicles. For PHEV vehicles, the current vehicle control strategy is to give priority to using electric energy until the electric energy range (i.e., the EV range) is completed and then start the engine to enter the hybrid mode. However, when adopting the aforementioned vehicle control strategy, at high battery charge levels, high-speed driving completely relies on battery power. Due to frequent high-power discharging, it will affect the battery life and the overall vehicle range cannot reach the optimal value. Moreover, when the power battery is fully charged and undercharged, the vehicle's power performance difference is obvious, which is also a point that users often complain about.

[0032] A hybrid power system has multiple power systems, and its structure is relatively complex. The combined energy flow between different power devices can constitute multiple working modes. Research shows that under the multiple working modes of a hybrid power system, the optimization of energy distribution among various power devices and the research on vehicle power performance, economy, and drivability have become the hotspots and difficulties in the current research on hybrid drive systems. Adopting a simple and reasonable control strategy to effectively respond to different vehicle conditions and accurately reflect the driver's driving intention, so as to adopt a reasonable working mode, can not only keep the engine at the optimal operating point, improve the vehicle's fuel economy and emissions, but also extend the service life of the power system (such as the battery pack).

[0033] Generally speaking, the performance of a vehicle is a balance between power performance and economic performance by integrating the needs of most consumers. It is difficult for the performance of a vehicle to meet the needs of all drivers with different genders, ages, and driving styles. For example: For some young male drivers, they are more pursuing power performance, hoping for strong power, fast acceleration, and can quickly overtake, and they don't particularly value economy; for some female consumers, they may be more pursuing comfort, stability, economy, etc., and the demand for power performance is not obvious. Obviously, the previous single style cannot meet the needs of different types of consumers.

[0034] To solve this problem, more and more automobile companies have launched driving operation mode setting buttons, and drivers can manually select various operation modes, such as pure electric (EV, Electric Vehicles), hybrid (HEV, Hybrid Electric Vehicles), etc. Different types of drivers can select driving modes according to their own needs.

[0035] However, although there are many companies developing hybrid vehicle models now, most companies have not formulated different strategies for the operation modes of hybrids. They still simply adopt the energy management strategy of using the pure electric mode when there is electricity and the hybrid mode when there is no electricity.

[0036] Therefore, the energy management strategy provided under the related technical solutions is relatively single, the energy management control is not flexible enough, and it cannot meet the different scenario requirements of users.

[0037] For this reason, the embodiments of the present application first provide an energy management control method for a vehicle. By using this method, the above defects can be overcome. Multiple energy modes are set from different scenarios of users to meet different needs of users, thereby improving the user experience and increasing user satisfaction.

[0038] Figure 1 It is a flowchart of an energy management control method for a vehicle shown according to an exemplary embodiment. This energy management control method for a vehicle can be executed by a vehicle control unit (VCU) in the vehicle. Please refer to Figure 1 As shown, this energy management control method for a vehicle may include the following steps:

[0039] Step 110, obtain the target energy management operation mode set by the user for the vehicle.

[0040] The vehicle here can be a hybrid vehicle.

[0041] In an embodiment of the present application, the vehicle provides at least one setting method for the energy management operation mode for the user. At least one setting method for the energy management operation mode includes at least one of the following: setting through physical buttons, setting through the human-machine interface of the in-vehicle terminal, setting through voice interaction with the in-vehicle terminal, and setting through a mobile terminal capable of communicating with the in-vehicle terminal.

[0042] In an embodiment of the present application, obtaining the target energy management operation mode set by the user for the vehicle includes: obtaining the target energy management operation mode set by the user for the vehicle through the target setting method in at least one setting method for the energy management operation mode.

[0043] The vehicle can provide the user with multiple selectable energy management operation modes including the target energy management operation mode. The multiple selectable energy management operation modes may include a pure electric priority mode, a forced pure electric mode, a smart electric hybrid mode, and a power preservation priority mode. Among them, in the pure electric priority mode, the first frequency of driving with electricity is greater than the second frequency of driving with the engine; in the forced pure electric mode, the third frequency of driving with electricity is greater than the fourth frequency of driving with the engine, the fourth frequency is greater than the second frequency and the third frequency is greater than the first frequency; in the smart electric hybrid mode, the vehicle preferentially uses the engine to drive when in a high-speed working condition and preferentially uses electricity to drive when in a low-speed working condition; in the power preservation priority mode, the difference between the remaining power of the power battery and the target power is kept within a preset power difference range.

[0044] The target energy management operation mode can be a target energy management operation mode arbitrarily selected by the user from multiple optional energy management operation modes including pure electric priority mode, forced pure electric mode, intelligent electric hybrid mode, and power conservation priority mode.

[0045] The vehicle can provide the user with one or more setting methods for the energy management operation mode. The setting methods for the energy management operation mode provided by the vehicle to the user can include any of the following multiple setting methods: setting through physical buttons, setting through the human-machine interaction interface of the in-vehicle terminal, setting through voice interaction with the in-vehicle terminal, and setting through a mobile terminal capable of communicating with the in-vehicle terminal.

[0046] The mobile terminal can be, for example, a smart phone. Therefore, the user can set the energy management operation mode through the smart phone. Of course, in other embodiments of the present application, the vehicle can also provide other setting methods for the user. For example, the user can set the energy management operation mode in the same way as switching gears in a manual transmission vehicle.

[0047] Figure 2 It is a system architecture diagram shown according to an exemplary embodiment. Please refer to Figure 2 As shown, the system architecture includes a VCU (Vehicle Control Unit, vehicle controller), an ACU (Audio Control Unit, host and its controller), and a GW (Gateway, gateway). Among them, the ACU is the controller in the in-vehicle intelligent multimedia host (AVNT). The in-vehicle intelligent multimedia host (AVNT) provides the user with a variety of online function services, such as voice, online music, online radio, online navigation, application store, and a series of functions, and communicates with other nodes of the vehicle through CAN bus, Ethernet, etc.

[0048] Figure 3 It is a schematic diagram of the architecture of the instrument information display host and the audio entertainment host shown according to an exemplary embodiment. Please refer to Figure 3 As shown, the vehicle includes an audio entertainment host, which is the aforementioned in-vehicle intelligent multimedia host or in-vehicle terminal. The software and hardware architecture of this host includes ecological applications, an operating system, and a hardware platform. Specifically, the hardware platform can include a touch screen. The user can interact with the in-vehicle intelligent multimedia host through the touch screen. That is to say, a human-machine interaction interface can be displayed on the touch screen, and the user can set the energy management operation mode through this human-machine interaction interface.

[0049] Next, introduce how to set the target energy management operation mode through the human-machine interaction interface of the in-vehicle terminal.

[0050] Specifically, the human-machine interaction interface of the vehicle-mounted terminal can display buttons or soft keys corresponding to each energy management operation mode. The user can select and set the corresponding energy management operation mode by triggering a certain button or soft key in the human-machine interaction interface.

[0051] In an embodiment of the present application, the target setting method is to set through the human-machine interaction interface of the vehicle-mounted terminal; obtaining the target energy management operation mode set for the vehicle by the user through the target setting method in at least one setting method of the energy management operation mode includes: obtaining the forced pure electric mode set for the vehicle by the user through the setting interface of the pure electric priority mode in the human-machine interaction interface of the vehicle-mounted terminal.

[0052] The setting interface of the pure electric priority mode may further include a slider corresponding to the forced pure electric mode, and the user can enter the forced pure electric mode by turning on the slider.

[0053] Compared with the pure electric priority mode, the available lower limit of the SOC of the forced pure electric mode is lower, and it can support a longer pure electric driving range.

[0054] Since the forced pure electric mode is equivalent to an enhanced version of the pure electric priority mode, in this way, while ensuring that the user can normally set the forced pure electric mode, due to reducing the number of soft keys displayed in the human-machine interaction interface, the interface can be made more concise and the user experience can be improved.

[0055] Of course, in other embodiments of the present application, the user can also set the forced pure electric mode by other means such as buttons.

[0056] Figure 4 It is a schematic diagram of the setting interface of the power preservation priority mode shown according to an exemplary embodiment. Please refer to Figure 4 As shown, the human-machine interaction interface of the vehicle-mounted terminal includes soft keys corresponding to the pure electric priority mode, the intelligent electric hybrid mode, and the power preservation priority mode respectively. When the user triggers the soft key corresponding to the power preservation priority mode, the soft key will be highlighted, and at the same time, the Figure 4 shown setting interface of the power preservation priority mode will be displayed, which includes description information related to the power preservation priority mode.

[0057] In an embodiment of the present application, obtaining the target energy management operation mode set for the vehicle by the user includes: obtaining the power preservation priority mode set for the vehicle by the user and the target power preservation speed and the target power value to be maintained configured for the power preservation priority mode.

[0058] As described above, in the power conservation priority mode, the difference between the remaining power of the power battery and the target power is maintained within the preset power difference range; therefore, it is necessary to set the target power value to be maintained so that the vehicle can keep the remaining power of the power battery near the target power value.

[0059] In an embodiment of the present application, the setting interface corresponding to the power conservation priority mode includes a setting option for setting the power conservation speed in the power conservation priority mode and / or a setting option for setting the target power to be maintained in the power conservation priority mode.

[0060] The power conservation speed and / or the target power can be set through the setting option for the power conservation speed and / or the setting option for the target power.

[0061] Please continue to refer to Figure 4 As shown, in the setting interface of the power conservation priority mode, there are also two different switch options, "intelligent power conservation" and "forced power conservation". Users can select a certain switch option for function selection. Among them, "intelligent power conservation" and "forced power conservation" correspond to different power conservation speeds respectively. The power conservation speed corresponding to "forced power conservation" is greater than the power conservation speed corresponding to "intelligent power conservation". In the "intelligent power conservation" function, when the power conservation priority mode is executed, the economy and comfort of energy management will be given priority, and at the same time, the power retention will be taken into account; in the "forced power conservation" function, when the power conservation priority mode is executed, the power retention will be given priority, the power conservation speed will be guaranteed first, and at the same time, the economy and comfort will be taken into account. The power generation power can be adjusted to meet the requirements of different power conservation speeds.

[0062] If the user only sets the power conservation priority mode and does not set the target power conservation speed and the target power value to be maintained, the system can default a certain power conservation speed (such as forced power conservation) as the target power conservation speed, or use the power conservation speed set by the user last time as the target power conservation speed; the system can also use the power value corresponding to the current SOC as the target power value to be maintained, or use the target power value set by the user last time as the target power value to be maintained for the current power conservation priority mode.

[0063] Please continue to refer to Figure 4 As shown, in the setting interface of the power conservation priority mode, there is also a slider for setting the target power value to be maintained. Users can set the target power value by sliding the slider.

[0064] It is easy to understand that this slider can actually be a selection bar for the power conservation amount. The accuracy and range of the user's setting of the target power value can be restricted through the configuration of the control. For example, through this selection bar, the user can set the power conservation amount (the target power value to be maintained). The optional range of the power conservation amount can be: 20% - 80%, with a resolution of 1%.

[0065] Of course, in other embodiments of the present application, the user can set the target power value to be maintained by means of buttons, manual input, etc.; the user can also set the power retention speed by sliding a slider.

[0066] In an embodiment of the present application, after obtaining the target energy management operation mode set by the user for the vehicle, the energy management control method of the vehicle further includes: displaying information related to the target energy management operation mode on at least one of the following display interfaces: the human-machine interface of the in-vehicle terminal, the instrument interface of the vehicle.

[0067] Part or all of the information on the target energy management operation mode can be displayed on the human-machine interface of the in-vehicle terminal and / or the instrument interface of the vehicle. For example, all the information on the target energy management operation mode can be displayed on the instrument interface of the vehicle. For example, the target power in the power retention priority mode can be displayed. Of course, only the icon, name, etc. of the target energy management operation mode used to indicate the target energy management operation mode can also be displayed on the instrument interface of the vehicle, so as to make the display of information on the instrument interface of the vehicle more concise.

[0068] Please continue to refer to Figure 2 As shown, the system architecture further includes an ICM (Instrument Control Module, instrument) capable of communicating with the GW. Communication can be carried out between the GW, VCU, and ACU and the ICM through a bus. When the user sets the energy management operation mode through the human-machine interface of the in-vehicle terminal, the ACU will send the corresponding energy mode setting signal to the GW.

[0069] After receiving the energy mode setting signal, the GW will forward it to the VCU. After receiving these signals, the VCU will generate an energy mode display signal and send the energy mode display signal to the GW. On the one hand, the GW will send the energy mode display signal to the ACU and display the energy mode through the human-machine interface of the in-vehicle terminal. On the other hand, the GW will also send the energy mode display signal to the ICM, and the ICM will display and light up the corresponding energy mode. The energy mode display signal sent by the GW to the ICM can be the VCU_OperatingMode signal. VCU_OperatingMode = 4 represents the forced pure electric mode. After receiving the signal, the instrument can display "Pure Electric Priority" in blue font.

[0070] In one embodiment of the present application, the target setting method is set through a physical button; obtaining the target energy management operation mode set for the vehicle by the user through at least one setting method of the energy management operation mode, including: obtaining the target energy management operation mode set for the vehicle by the user by triggering a designated physical button, wherein triggering the designated physical button can switch between multiple optional energy management operation modes.

[0071] Please continue to see Figure 2 As shown, the system architecture also includes an energy mode switch, which is electrically connected to the VCU through a hard wire. The energy mode switch is a designated physical button, which can also be called a hard button. It can send a target energy management operation mode to the VCU by directly sending a hard wire signal to the VCU. The VCU executes according to the relevant energy mode, and feeds back the user setting results to the host controller (ACU) and the instrument (ICM) through the gateway (GW), and displays them on the host (AVNT) and the instrument respectively.

[0072] The logic of energy mode switching based on physical buttons is as follows: when the current execution mode is the power conservation priority mode, short press the physical button to enter the pure electric priority mode, long press the physical button to enter the forced pure electric mode; when the current execution mode is the pure electric priority mode or the intelligent electric hybrid mode, short press the physical button to switch between these two modes, long press the physical button to enter the forced pure electric mode; when the current execution mode is the forced pure electric mode, short press the physical button to enter the pure electric priority mode, long press does not respond, and the forced pure electric mode continues to execute.

[0073] The key trigger logic can be: start timing from the level change when the key is pressed, and end timing when the level changes again when the key is released. When the key duration is greater than 0.2s and less than 2s, it is recognized as a short press, and when the key duration is greater than or equal to 2s, it is recognized as a long press. The VCU will only switch the energy mode after the key release timing is completed.

[0074] Of course, the duration for determining short press and long press can also be set to other durations, which are not limited here.

[0075] By using a designated physical button, you can switch between all energy management operation modes, making the user feel more concise. Of course, in other embodiments of the present application, multiple physical buttons can also be provided to the user, each physical button is used to trigger a corresponding energy management operation mode.

[0076] When the energy mode is switched to pure electric priority and intelligent electric hybrid through physical buttons, the corresponding soft buttons can be synchronously highlighted in the human-computer interaction interface of the vehicle terminal; when switched to forced pure electric mode through physical buttons, the switch of forced pure electric mode in the human-computer interaction interface of the vehicle terminal can be turned on in conjunction.

[0077] The following describes how to set the energy management operation mode by setting through voice interaction with the vehicle terminal.

[0078] After the user wakes up the host controller (ACU), the user can set the energy management operation mode through voice. The AVNT host (whose controller is ACU) identifies the energy management operation mode desired by the user, and feeds back the result set by the user to the vehicle controller VCU and the instrument through the gateway (GW), and displays it on the host (AVNT) and the instrument respectively. Finally, the VCU controls the energy management of the vehicle according to the relevant energy mode.

[0079] Specifically, if the user wants to turn on a certain energy management operation mode, the user needs to issue a voice indicating to turn on the energy management operation mode. After the AVNT host receives the voice, the ACU will identify the text information corresponding to the voice, and then match the text information with the text information preset in the AVNT host corresponding to turning on each energy management operation mode respectively; if the identified text information matches the text information corresponding to turning on a certain energy management operation mode, it will be determined that the target energy management operation mode set is this energy management operation mode.

[0080] For example, corresponding text information such as "Turn on the power preservation priority mode", "Open the power preservation priority (driving) mode", "Turn on the power preservation priority (driving) mode", "Start the power preservation priority (driving) mode" can be set for the power preservation priority mode. Once it is detected that the identified text information matches one of these text information, then it is determined that the target energy management operation mode set is the power preservation priority mode. At this time, the AVNT host can reply with voice "Okay, turn on the power preservation priority mode for you". If the current state of the vehicle does not support turning on the power preservation priority mode, then the AVNT host can reply with voice "Your vehicle temporarily cannot turn on the power preservation priority mode".

[0081] For the forced pure electric mode, intelligent electric hybrid mode and pure electric priority mode, the energy management operation mode can also be turned on based on voice recognition in a manner similar to the power preservation priority mode.

[0082] To ensure that the function of setting the energy management operation mode by voice is not accidentally triggered, the permission of this function can be set to be limited to the driver's seat only; if the voice sound source comes from other positions inside the vehicle or outside the vehicle, the AVNT host can reply with voice "Temporarily only the driver's seat is supported for control. Please give instructions from the driver's seat".

[0083] Figure 5 It is a schematic diagram of the vehicle control logic shown according to an exemplary embodiment. Please refer to Figure 5 As shown, the vehicle controller is Figure 5The shown vehicle energy management unit receives driving demand information such as accelerator pedal opening and brake pedal opening, as well as vehicle state information such as vehicle speed, gradient, SOC, and interior temperature. It also receives the energy mode selected by the user, then performs energy management control, and finally controls the actions of components such as the engine 501, motor 502, battery 503, shift mechanism 504, and air conditioner 505, so as to achieve different operating modes to meet the needs of different scenarios of users. Figure 6 It is a schematic structural diagram of a clutch shown according to an exemplary embodiment. Please refer to Figure 6 as shown Figure 4 The shown shift mechanism 504 is actually a clutch in the hybrid system, which is located between the transmission and the engine, and includes components such as a diaphragm spring, a pressure plate, a driven disc, a torsional damper, and a friction plate.

[0084] In an embodiment of the present application, after obtaining the target energy management operating mode set by the user for the vehicle, the energy management control method of the vehicle may further include: when receiving a memory instruction for setting the target energy management operating mode, saving the target energy management operating mode so that the target energy management operating mode is used by default when the vehicle is started next time.

[0085] The power-off memory function can be provided for all types of energy management operating modes, or only for some energy management operating modes. Please continue to refer to Figure 4 , the human-machine interaction interface of the in-vehicle terminal further includes a slider for memorizing the current vehicle mode. When the user turns on the slider, the vehicle control unit (VCU) will receive a memory instruction for the current vehicle mode and save the current vehicle mode. When the vehicle is started next time, the vehicle control unit (VCU) is powered on and will send the current vehicle mode to the instrument and the human-machine interaction interface of the in-vehicle terminal for display. If the user selects to memorize the power preservation priority mode, the vehicle control unit (VCU) will also memorize the power preservation speed and the target power value to be maintained.

[0086] Next, taking the target energy management operating mode set by the user for the vehicle as the power preservation priority mode as an example, the solution of the embodiment of the present application will be introduced in detail.

[0087] Please continue to refer to Figure 1 as shown, after step 110, the energy management control method of the vehicle may include the following steps:

[0088] Step 120, if the target energy management operating mode is the power preservation priority mode, control the power value of the vehicle's power battery to fluctuate within a preset power range around the target power value, where the preset power range includes the target power value.

[0089] When the user sets a target battery level value, the battery level value of the vehicle's power battery can be controlled to fluctuate around this target battery level value.

[0090] The preset battery level range including the target battery level value means that the battery level value of the power battery will be equal to the target battery level value at a certain moment when fluctuating.

[0091] The target battery level value can be set by the user according to needs. For example, the user can set the target battery level value between 20% and 80%.

[0092] Controlling the battery level value of the vehicle's power battery to fluctuate around the target battery level value within the preset battery level range means controlling the battery level value of the vehicle's power battery to be maintained near the target battery level value.

[0093] The preset battery level range can be set by the user or can be pre-calibrated when the vehicle leaves the factory.

[0094] Figure 7 It is shown according to an exemplary embodiment Figure 1 The flowchart of the details of step 120 in the embodiment. Please refer to Figure 7 As shown, if the target energy management operation mode is the power conservation priority mode, controlling the battery level value of the vehicle's power battery to fluctuate around the target battery level value within the preset battery level range may specifically include the following steps:

[0095] Step 121, if the target energy management operation mode is the power conservation priority mode, determine whether the remaining battery level value of the power battery is above the preset remaining battery level threshold, where the preset remaining battery level threshold is greater than the target battery level value.

[0096] The preset remaining battery level threshold can be set according to needs. For example, it can be set to 80%. The target battery level value can be less than 80%.

[0097] The remaining battery level value of the power battery is the state of charge (SOC).

[0098] Figure 8 It is the schematic flowchart of the power conservation priority control logic shown according to an exemplary embodiment.

[0099] Please refer to Figure 8 As shown,

[0100] Step 122, if the remaining battery level value of the power battery is above the preset remaining battery level threshold, monitor whether the opening degree of the vehicle's accelerator pedal reaches the preset opening degree threshold.

[0101] Step 123, if the opening degree of the vehicle's accelerator pedal reaches the preset opening degree threshold, start the vehicle's engine and drive the vehicle at least through the engine.

[0102] The preset opening threshold can be, for example, 95%, or of course other values such as 94%, etc. The preset opening threshold is used to indicate that the throttle pedal opening is relatively large.

[0103] When the current SOC ≥ 80%, the vehicle mainly runs on pure electricity, and the engine can be started when the throttle is fully open (throttle pedal opening ≥ 95%).

[0104] Step 124, if the remaining power value of the power battery is less than the preset remaining power threshold, then control the power value of the vehicle's power battery to fluctuate within a preset power range around the target power value.

[0105] When the current SOC < 80%, the SOC needs to be balanced near the SOC corresponding to the power retention level selected by the user. After experiencing 1 WLTC cycle, the decrease in SOC should not exceed 2%. The meaning of the decrease in SOC not exceeding 2% here is: if the power retention level is 40%, then after 1 WLTC cycle, the SOC can at most decrease to 38%.

[0106] The WLTC cycle, whose full name is Worldwide Harmonized Light Vehicles Test Cycle, that is, the "Worldwide Harmonized Light Vehicles Test Cycle", is an international standard used to evaluate the fuel economy, tail gas emissions of automobiles, as well as the driving range and energy consumption of electric vehicles. It replaces the previously used NEDC (New European Driving Cycle) standard and aims to provide a more accurate and realistic vehicle performance evaluation method.

[0107] The characteristics of the WLTC cycle lie in that it combines the actual driving condition data of multiple regions, covering the driving conditions of M1, M2, and N1 category vehicles on different road types and under different driving conditions. This test cycle includes four stages: low speed, medium speed, high speed, and ultra-high speed, and each stage has different speed and duration requirements to simulate various driving conditions of the vehicle in the real world.

[0108] Specifically, the speed range of the WLTC cycle varies from 56.5 km / h at low speed to 131.3 km / h at ultra-high speed, and the corresponding durations are 589 seconds, 433 seconds, 455 seconds, and 323 seconds respectively. Such a design enables the WLTC to more comprehensively reflect the vehicle's performance, especially in various road conditions such as urban traffic with frequent starts and stops, suburban roads, rural roads, and highways.

[0109] In addition, the WLTC cycle not only considers driving conditions at different speeds but also includes dynamic behaviors such as braking and short stops, and even takes into account the use of in-vehicle electrical appliances, further enhancing the authenticity of the test. The combination of these factors makes the WLTC a more stringent test standard, which means that automakers need to optimize vehicle designs to meet the new test requirements.

[0110] In one embodiment of the present application, controlling the power value of the vehicle's power battery to fluctuate within a preset power range around a target power value includes: controlling the power value of the vehicle's power battery to fluctuate within a preset power range around the target power value configured for the power retention priority mode at the target power retention speed.

[0111] In one embodiment of the present application, controlling the power value of the vehicle's power battery to fluctuate within a preset power range around the target power value configured for the power retention priority mode at the target power retention speed includes: determining the target power value corresponding to the vehicle speed range to which the current vehicle speed belongs according to the target power retention speed being the first target power retention speed, where the target power values corresponding to different vehicle speed ranges are different; when the vehicle speed range to which the current vehicle speed belongs is the first vehicle speed range, the target power value corresponding to the vehicle speed range to which the current vehicle speed belongs is the target power value configured for the power retention priority mode; the first vehicle speed range is the vehicle speed range to which the highest vehicle speed of the vehicle belongs, and the target power value corresponding to the first vehicle speed range is higher than the target power values corresponding to other vehicle speed ranges; controlling the power value of the vehicle's power battery to fluctuate within a preset power range around the target power value corresponding to the vehicle speed range to which the current vehicle speed belongs.

[0112] In one embodiment of the present application, the vehicle speed range to which the current vehicle speed belongs is one of the following: the first vehicle speed range, the second vehicle speed range, and the third vehicle speed range; where the vehicle speed within the first vehicle speed range is greater than the vehicle speed within the second vehicle speed range, and the vehicle speed within the second vehicle speed range is greater than the vehicle speed within the third vehicle speed range; the target power value corresponding to the second vehicle speed range is the first preset target power value, and the target power value corresponding to the third vehicle speed range is the second preset target power value, and the first preset target power value is greater than the second preset target power value.

[0113] The three vehicle speed ranges of the first vehicle speed range, the second vehicle speed range, and the third vehicle speed range can be continuously distributed or intermittently distributed.

[0114] The first vehicle speed range can also be referred to as the ultra-high speed range or the highest speed range; the second vehicle speed range can also be referred to as the medium-high speed range; the third vehicle speed range can also be referred to as the idle speed range.

[0115] The first target power retention speed can be the power retention speed corresponding to the aforementioned "intelligent power retention". "Intelligent power retention" and "forced power retention" are actually two more specific modes under the power retention priority mode. The idle speed range can be, for example, (0, 40 km / h), the medium-high speed range can be, for example, (40, 100 km / h], and the ultra-high speed range can be a speed range greater than 100 km / h.

[0116] Figure 8 It is a schematic diagram of the SOC change of the intelligent power retention mode shown according to an exemplary embodiment. Please refer to Figure 8 As shown, the horizontal axis is time and the vertical axis is power consumption, that is, the SOC of the power battery. The target values corresponding to different speed segments are different. Specifically, the ultra-high speed segment, the medium-high speed segment, and the idle speed segment represent the ultra-high speed range, the medium-high speed range, and the idle speed range respectively. Only the target power value set by the user is adopted in the ultra-high speed segment, while the preset target power values are adopted in the medium-high speed segment and the idle speed segment. Specifically, the first preset target power value corresponding to the medium-high speed segment can be 10%, and the second preset target power value corresponding to the idle speed segment can be 3%.

[0117] In an embodiment of the present application, controlling the power value of the vehicle's power battery to fluctuate within a preset power range around the target power value includes: when it is determined that charging is required according to the comparison result between the power value of the power battery and the target power value, charging the vehicle's power battery through the vehicle's engine.

[0118] Please continue to refer to Figure 8 As shown, the dark line segment represents mainly driving the vehicle with the engine. It can be seen that the dark line segment is upward over time, which means the engine is started and the power battery is charged by the engine; the light line segment represents mainly driving the vehicle with electricity.

[0119] Therefore, the principle of the power value fluctuation of the power battery can be: when the current remaining power value of the power battery is greater than the target power value corresponding to the vehicle speed range to which the current vehicle speed belongs, discharging the power battery until the current remaining power value of the power battery reaches the target power value; when the current remaining power value of the power battery is less than the target power value corresponding to the vehicle speed range to which the current vehicle speed belongs, starting the engine to charge the power battery.

[0120] Therefore, the intelligent power conservation mode prioritizes comfort and economy while taking into account the power conservation amount. When the vehicle is in the idle speed range (vehicle speed less than 40 km / h), the engine will not be started to charge the power battery until the power battery's state of charge (SOC) reaches 3%. When the vehicle speed is between 40 km / h and 100 km / h, the engine will be started to charge the power battery when there is a large throttle and high power demand (such as the throttle pedal opening is greater than the preset throttle opening threshold). When the vehicle speed is greater than 100 km / h, the engine will be started as much as possible to replenish the power battery.

[0121] In an embodiment of the present application, according to the target power conservation speed, controlling the power value of the vehicle's power battery to fluctuate within a preset power range around the target power value configured for the power conservation priority mode includes: when the target power conservation speed is the second target power conservation speed, controlling the power value of the vehicle's power battery to fluctuate within a preset power range around the target power value configured for the power conservation priority mode, where the second target power conservation speed is greater than the first target power conservation speed.

[0122] The second target power conservation speed can be the power conservation speed corresponding to the aforementioned "forced power conservation".

[0123] In the forced power conservation mode, regardless of the vehicle speed, whether the vehicle is idling or driving at high speed, it targets the set SOC for rapid charging.

[0124] Therefore, the characteristics of the intelligent power conservation mode are: restricting the charging rate, slowing down the charging speed, and reducing the apparent fuel consumption perceived by the customer to below 10.0 L / 100 km. The characteristics of the forced power conservation mode are: not restricting the charging rate, faster charging speed, but relatively higher fuel consumption.

[0125] Therefore, whether it is intelligent power conservation or forced power conservation, even when the target power value for power conservation is reached, power consumption may still continue, but the power battery will be charged simultaneously.

[0126] Figure 9 It is a schematic flow diagram of the power conservation priority control logic shown in an exemplary embodiment. Please refer to Figure 9As shown in the figure, the specific process is as follows: First, after entering the power preservation priority mode, it is judged whether the forced power preservation mode is entered. If the forced power preservation mode is entered, or if the forced power preservation mode is not entered (the intelligent power preservation mode is entered) but the vehicle speed > 40 km / h, then it is judged whether the SOC is greater than 20%. If the SOC is greater than 20%, it is judged whether the current SOC is less than the set value, that is, whether the current SOC is less than the set target power value. If so, the vehicle is controlled to run in a hybrid mode, that is, the engine is started and the vehicle is driven at least by the engine; if the current SOC is not less than the set value, it is judged whether the wheel end demand power is greater than the pure electric power, and the pure electric power is the discharge power allowed by the power battery. If the wheel end demand power is greater than the pure electric power, the vehicle is controlled to run in a hybrid mode. If the wheel end demand power is not greater than the pure electric power, the vehicle is controlled to run in pure electric mode, that is, the vehicle is driven only by the power battery; if the SOC is not greater than 20%, it is judged whether the wheel end demand power is greater than 35 kw. If so, the vehicle is controlled to run in a hybrid mode. If the wheel end demand power is not greater than 35 kw, the vehicle is controlled to run in pure electric mode. If the forced power preservation mode is not entered (the intelligent power preservation mode is entered) and the vehicle speed does not exceed 40 km / h, it is judged whether the SOC is greater than 20%. If the SOC is greater than 20%, it is judged whether the wheel end demand power is greater than the pure electric power. If the wheel end demand power is greater than the pure electric power, the vehicle is controlled to run in a hybrid mode. If the wheel end demand power is not greater than the pure electric power, the vehicle is controlled to run in pure electric mode, that is, the vehicle is driven only by the power battery; if the SOC is not greater than 20%, it is judged whether the wheel end demand power is greater than 35 kw. If so, the vehicle is controlled to run in a hybrid mode. If the wheel end demand power is not greater than 35 kw, the vehicle is controlled to run in pure electric mode.

[0127] In summary, according to the vehicle energy management control method provided by the embodiments of the present application, the following effects can be achieved:

[0128] 1. Develop strategies for different energy modes for consumers with different driving needs, which can improve user satisfaction and reduce user complaints about the product.

[0129] 2. Develop a power preservation mode, which can meet the user's power preservation needs and ensure that there is enough power when the user arrives at the destination to meet the user's external discharge use needs.

[0130] 3. Further, in the power preservation priority mode, two different switch options of "economy priority" and "power preservation speed priority", or "intelligent power preservation" and "forced power preservation" can be set to meet the different power preservation speed needs of users.

[0131] The present application also provides a vehicle energy management control device. The following is an embodiment of the device of the present application.

[0132] Figure 10 is a block diagram of an energy management control device for a vehicle shown according to an exemplary embodiment. As Figure 10 shown, the device 1000 includes:

[0133] An acquisition module 1010, configured to acquire a target energy management operation mode set by a user for the vehicle;

[0134] A control module 1020, configured to, if the target energy management operation mode is a power preservation priority mode, control the power value of the power battery of the vehicle to fluctuate within a preset power range around a target power value, where the preset power range includes the target power value.

[0135] Figure 11 shows a schematic structural diagram of a computer system of an electronic device suitable for implementing the embodiments of the present application.

[0136] It should be noted that Figure 11 the computer system 1100 of the electronic device shown is only an example, and should not impose any limitations on the functions and usage scope of the embodiments of the present application.

[0137] As Figure 11 shown, the computer system 1100 includes a central processing unit (CPU) 1101, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1102 or a program loaded from a storage section 1108 into a random access memory (RAM) 1103, such as executing the method described in the above embodiments. In the RAM 1103, various programs and data required for system operation are also stored. The CPU 1101, ROM 1102, and RAM 1103 are connected to each other through a bus 1104. An input / output (I / O) interface 1105 is also connected to the bus 1104.

[0138] The following components are connected to the I / O interface 1105: an input section 1106 including a keyboard, a mouse, etc.; an output section 1107 including, for example, a cathode ray tube (CRT), a liquid crystal display (LCD), etc., and a speaker, etc.; a storage section 1108 including a hard disk, etc.; and a communication section 1109 including a network interface card such as a LAN (Local Area Network) card, a modem, etc. The communication section 1109 performs communication processing via a network such as the Internet. A drive 1110 is also connected to the I / O interface 1105 as needed. A removable medium 1111, such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc., is installed on the drive 1110 as needed so that a computer program read from the removable medium 1111 is installed into the storage section 1108 as needed.

[0139] Specifically, according to an embodiment of the present application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, an embodiment of the present application includes a computer program product that includes a computer program carried on a computer-readable medium, and the computer program includes program codes for performing the methods shown in the flowcharts. In such an embodiment, the computer program can be downloaded and installed from a network via the communication section 1109, and / or installed from the removable medium 1111. When the computer program is executed by a central processing unit (CPU) 1101, various functions defined in the system of the present application are executed.

[0140] It should be noted that the computer-readable medium shown in the embodiments of the present application may be a computer-readable signal medium, a computer-readable storage medium, or any combination of the two. A computer-readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the above. More specific examples of the computer-readable storage medium may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a flash memory, an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present application, the computer-readable storage medium may be any tangible medium that contains or stores a program, and this program can be used by or in combination with an instruction execution system, apparatus, or device. In the present application, a computer-readable signal medium may include a data signal propagated in a baseband or as part of a carrier wave, in which computer-readable program code is carried. Such a propagated data signal may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. The computer-readable signal medium may also be any computer-readable medium other than the computer-readable storage medium, and this computer-readable medium can send, propagate, or transmit a program for use by or in combination with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted by any appropriate medium, including but not limited to: wireless, wired, etc., or any suitable combination of the above.

[0141] The flowcharts and block diagrams in the accompanying drawings illustrate the possible architectures, functions, and operations of systems, methods, and computer program products according to various embodiments of the present application. Among them, each block in the flowchart or block diagram may represent a module, a program segment, or a part of code, and the above module, program segment, or part of code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than that marked in the accompanying drawings. For example, two consecutive blocks shown may actually be executed substantially in parallel, and they may sometimes be executed in the reverse order, depending on the functions involved. It should also be noted that each block in the block diagram or flowchart, and the combination of blocks in the block diagram or flowchart, can be implemented by a dedicated hardware-based system for performing the specified functions or operations, or can be implemented by a combination of dedicated hardware and computer instructions.

[0142] The units involved in the embodiments described in this application can be implemented in software or in hardware, and the described units can also be provided in a processor. Among them, the names of these units do not, in some cases, constitute a limitation on the unit itself.

[0143] As one aspect, this application also provides a computer-readable medium, which may be included in the electronic device described in the above embodiments; or may exist separately without being assembled into the electronic device. The above computer-readable medium carries one or more programs, and when the above one or more programs are executed by an electronic device, the electronic device implements the method described in the above embodiments.

[0144] It should be noted that although several modules or units of a device for action execution are mentioned in the above detailed description, such a division is not mandatory. In fact, according to the embodiments of this application, the features and functions of the two or more modules or units described above can be embodied in one module or unit. Conversely, the features and functions of one module or unit described above can be further divided and embodied by multiple modules or units.

[0145] From the description of the above embodiments, those skilled in the art can easily understand that the example embodiments described herein can be implemented by software or by a combination of software and necessary hardware. Therefore, the technical solutions according to the embodiments of this application can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (such as a CD-ROM, a USB flash drive, a mobile hard disk, etc.) or on a network, including several instructions to enable a computing device (such as a personal computer, a server, a touch terminal, or a network device, etc.) to execute the method according to the embodiments of this application.

[0146] After considering the specification and practicing the disclosed embodiments herein, those skilled in the art will readily conceive of other embodiments of this application. This application is intended to cover any variations, uses, or adaptations of this application, which follow the general principles of this application and include known common knowledge or conventional technical means in the technical field not disclosed in this application.

[0147] It should be understood that this application is not limited to the exact structures described above and shown in the drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is only limited by the appended claims.

Claims

1. An energy management control method for a vehicle, characterized in that, The method includes: Obtaining a power conservation priority mode set by a user for a vehicle, a target power conservation speed configured for the power conservation priority mode, and a target power value to be maintained, wherein the target power value is set by the user by sliding a slider in a setting interface of the power conservation priority mode, the target power conservation speed is the power conservation speed corresponding to an intelligent power conservation mode or a forced power conservation mode selected by the user in the power conservation priority mode, the intelligent power conservation mode limits the charging rate and preferentially ensures the economy and comfort of energy management, and the forced power conservation mode does not limit the charging rate and preferentially ensures the power conservation speed; If the target energy management operation mode is the power conservation priority mode, controlling the power value of the power battery of the vehicle to fluctuate within a preset power range around the target power value, wherein the preset power range includes the target power value; the controlling the power value of the power battery of the vehicle to fluctuate within a preset power range around the target power value includes: determining a target power value corresponding to the vehicle speed range to which the current vehicle speed belongs according to the target power conservation speed being a first target power conservation speed, wherein the vehicle speed range to which the current vehicle speed belongs is one of the following: a highest speed range, a medium-high speed range, and an idle speed range; wherein the vehicle speed in the highest speed range is greater than the vehicle speed in the medium-high speed range, and the vehicle speed in the medium-high speed range is greater than the vehicle speed in the idle speed range; the target power value corresponding to the medium-high speed range is a first preset target power value, the target power value corresponding to the idle speed range is a second preset target power value, and the first preset target power value is greater than twice the second preset target power value; when the vehicle speed range to which the current vehicle speed belongs is the highest speed range, the target power value corresponding to the vehicle speed range to which the current vehicle speed belongs is the target power value configured for the power conservation priority mode; the highest speed range is the vehicle speed range to which the highest vehicle speed of the vehicle belongs, and the target power value corresponding to the highest speed range is higher than the target power values corresponding to other vehicle speed ranges; controlling the power value of the power battery of the vehicle to fluctuate within a preset power range around the target power value corresponding to the vehicle speed range to which the current vehicle speed belongs.

2. The method according to claim 1, wherein If the target energy management operation mode is the power conservation priority mode, controlling the power value of the power battery of the vehicle to fluctuate within a preset power range around the target power value includes: If the target energy management operation mode is the power conservation priority mode, determining whether the remaining power value of the power battery is above a preset remaining power threshold, wherein the preset remaining power threshold is greater than the target power value; If the remaining power value of the power battery is above the preset remaining power threshold, monitoring whether the opening of the accelerator pedal of the vehicle reaches a preset opening threshold; If the opening of the accelerator pedal of the vehicle reaches the preset opening threshold, starting the engine of the vehicle and driving the vehicle at least by the engine; If the remaining power value of the power battery is less than the preset remaining power threshold, controlling the power value of the power battery of the vehicle to fluctuate within a preset power range around the target power value.

3. The method according to claim 1, wherein The control that the power value of the power battery of the vehicle fluctuates within a preset power range around a target power value further includes: When the second target power preservation speed is the target power preservation speed, controlling the power value of the power battery of the vehicle to fluctuate within a preset power range around the target power value configured for the power preservation priority mode, where the second target power preservation speed is greater than the first target power preservation speed.

4. The method according to any one of claims 1 to 3, characterized in that The control that the power value of the power battery of the vehicle fluctuates within a preset power range around a target power value includes: When it is determined that charging is required according to the comparison result between the power value of the power battery and the target power value, charging the power battery of the vehicle through the engine of the vehicle.

5. An energy management control device for a vehicle, characterized in that, The device includes: An acquisition module configured to acquire the power preservation priority mode set by the user for the vehicle, the target power preservation speed configured for the power preservation priority mode, and the target power value to be maintained. The target power value is set by the user by sliding a slider in the setting interface of the power preservation priority mode. The target power preservation speed is the power preservation speed corresponding to the intelligent power preservation mode or the forced power preservation mode selected by the user in the power preservation priority mode. The intelligent power preservation mode limits the charging rate and gives priority to ensuring the economy and comfort of energy management. The forced power preservation mode does not limit the charging rate and gives priority to ensuring the power preservation speed. A control module configured to, if the target energy management operation mode is the power preservation priority mode, control the power value of the power battery of the vehicle to fluctuate within a preset power range around the target power value, where the preset power range includes the target power value. The control that the power value of the power battery of the vehicle fluctuates within a preset power range around the target power value includes: determining the target power value corresponding to the vehicle speed range to which the current vehicle speed belongs according to the first target power preservation speed as the target power preservation speed, where the vehicle speed range to which the current vehicle speed belongs is one of the following: the highest speed range, the medium-high speed range, and the idle speed range. The vehicle speed in the highest speed range is greater than the vehicle speed in the medium-high speed range, and the vehicle speed in the medium-high speed range is greater than the vehicle speed in the idle speed range. The target power value corresponding to the medium-high speed range is the first preset target power value, and the target power value corresponding to the idle speed range is the second preset target power value. The first preset target power value is greater than twice the second preset target power value. When the vehicle speed range to which the current vehicle speed belongs is the highest speed range, the target power value corresponding to the vehicle speed range to which the current vehicle speed belongs is the target power value configured for the power preservation priority mode. The highest speed range is the vehicle speed range to which the highest vehicle speed of the vehicle belongs, and the target power value corresponding to the highest speed range is higher than the target power values corresponding to other vehicle speed ranges. Controlling the power value of the power battery of the vehicle to fluctuate within a preset power range around the target power value corresponding to the vehicle speed range to which the current vehicle speed belongs.

6. A computer-readable medium having a computer program stored thereon, characterized in that, The computer program, when executed by a processor, implements the method according to any one of claims 1 to 4.

7. An electronic device, characterized in that, Includes: One or more processors; A storage device for storing one or more programs which, when executed by the one or more processors, cause the one or more processors to implement the method according to any one of claims 1 to 4.

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