A method, device and equipment for controlling recoverable energy in a vehicle, and a vehicle

Abstract

The application provides a control method, device and equipment of recoverable energy in a vehicle and a vehicle, and is applied to a chassis controller. The method comprises the following steps: acquiring a first power in a vehicle driving process, wherein the first power is the remaining power after the whole-vehicle recoverable power is subtracted by the in-vehicle power battery recoverable power; judging whether the first power is greater than or equal to a first preset value; if yes, generating a first control signal, wherein the first control signal comprises the first power and a first state flag bit, and the first state flag bit is used for indicating that there is surplus energy output when the vehicle is driving; and sending the first control signal to a thermal management system (TMS), wherein the first control signal is used for controlling the TMS to use the surplus energy to supply power to in-vehicle electrical equipment, so that the TMS transmits the surplus energy corresponding to the recoverable power to the in-vehicle electrical equipment according to the first control signal, thereby realizing power supply to the electrical equipment and improving the utilization rate of the surplus energy.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and specifically to a control method, device, equipment, and vehicle for recyclable energy within a vehicle. Background Technology

[0002] At low temperatures, the activity of lithium ions in batteries decreases, resulting in a relative reduction in battery capacity. Therefore, the driving range of new energy vehicles is significantly affected in low temperatures, making the low-temperature range issue increasingly prominent. From the perspective of energy consumption, the driving range is mainly determined by the magnitude of driving power and non-driving power. Driving power depends on the driver's needs and is related to vehicle resistance and speed; non-driving power mainly consists of energy consumption from air conditioning heating, battery heating, and automotive electrical accessories.

[0003] From an energy input perspective, current energy sources include battery charging and energy recovery. Reducing overall vehicle drag can effectively decrease drive power demand, although various measures have been taken to reduce drive power demand, such as low wind resistance and low rolling resistance. However, it has been found that the energy consumption for "air conditioning heating" and "battery heating" within the vehicle's non-drive power components accounts for a significant portion. Based on energy consumption needs, manufacturers have developed energy-efficient economic models for air conditioning heating and other aspects, aiming to reflect the effect through improved driving range, but this requires balancing the user experience. Furthermore, various travel-based algorithms have been proposed for battery heating to control heating and avoid wasted heating energy.

[0004] In addition, measures such as preheating the battery before charging have been proposed to improve battery capacity. However, this method is generally more cost-effective for preheating at charging stations. Regarding the recovery of residual energy in the vehicle, the battery recovery power is low under low temperature conditions, and a large part of the energy cannot be recovered, resulting in the waste of this unrecoverable energy. For example, energy recovery can reach more than 95% at normal temperature, but at low temperature, the battery charging power drops sharply, causing the system's energy recovery to drop to 10-20%, resulting in the waste of this 10-20% reduction in energy. Summary of the Invention

[0005] The purpose of this invention is to make full use of as much unrecoverable energy as possible, such as by directly transmitting this energy to electrical equipment, for example, through a thermal management system (TMS) to the passenger compartment or power battery for heating the passenger compartment and the power battery, thereby improving energy recovery power and reducing the energy consumed from the power battery or engine for passenger compartment heating and battery heating, while further improving passenger compartment comfort and allowing the battery to reach its optimal operating temperature more quickly.

[0006] To address the aforementioned technical problems and achieve the aforementioned beneficial effects, embodiments of the present invention provide a method, apparatus, device, and vehicle for controlling recyclable energy within a vehicle, specifically disclosing the following technical solutions:

[0007] In a first aspect, the present invention provides a method for controlling recyclable energy within a vehicle, the method being applicable to a chassis controller, the method comprising:

[0008] During vehicle operation, a first power is obtained, which is the remaining power after deducting the power recovered by the vehicle's power battery from the total vehicle's recoverable power.

[0009] Determine whether the first power is greater than or equal to a first preset value; if so, generate a first control signal, the first control signal including the first power and a first status flag bit, the first status flag bit being used to indicate that there is surplus energy output when the vehicle is driving; send the first control signal to the thermal management system (TMS), the first control signal being used to control the thermal management system (TMS) to use the surplus energy to power the in-vehicle electrical equipment.

[0010] The method provided in this aspect first obtains the recoverable power of the vehicle's electricity, and then, when it is determined that the power reaches a first preset value, generates a first control signal with a first power and a first status flag bit, and sends the first control signal to the thermal management system (TMS), so that the thermal management system (TMS) transmits the surplus energy corresponding to the recoverable power to the in-vehicle electrical equipment according to the first control signal, thereby realizing the power supply to the electrical equipment and improving the utilization rate of surplus energy.

[0011] In conjunction with the first aspect, in one possible implementation, obtaining the first power includes: obtaining the current recyclable power of the vehicle and the recyclable power of the power battery under certain temperature conditions and certain battery charging SOC parameters; calculating the power difference between the current recyclable power and the recyclable power to obtain the first power.

[0012] In conjunction with the first aspect, in another possible implementation, the method further includes: if the first power is less than the first preset value, generating a second control signal, the second control signal including the first power and a second status flag bit, the second status flag bit being used to indicate that the vehicle has no surplus energy output when driving; sending the second control signal to the thermal management system TMS, the second control signal being used to control the thermal management system TMS to supply energy to the electrical equipment according to the original output power.

[0013] In conjunction with the first aspect, in another possible implementation, after sending the first control signal to the thermal management system (TMS), the method further includes: when there is surplus energy remaining after providing energy to the electrical equipment, generating a third control signal, the third control signal including a second power and a third status flag bit, the third status flag bit being used to indicate that there is still surplus energy; sending the third control signal to the power control unit (PCU), the third control signal being used to control the power control unit (PCU) to use the surplus energy to charge the vehicle battery.

[0014] In conjunction with the first aspect, in another possible implementation, determining that there is surplus energy remaining after providing energy to the electrical equipment includes: receiving indication information from the thermal management system (TMS), the indication information including the power demand for the TMS to supply energy to the electrical equipment; calculating the power difference between the first power and the demand power to obtain a second power; determining whether the second power is greater than or equal to a second preset value; if so, determining that there is still surplus energy.

[0015] Secondly, the present invention also provides a method for controlling recyclable energy within a vehicle, which can be applied to a thermal management system (TMS), the method comprising:

[0016] Receive a first control signal sent by the chassis controller, the first control signal including a first power and a first status flag bit;

[0017] Based on the first status flag, it is determined that the vehicle has surplus energy output when driving, and the surplus energy corresponds to the first power.

[0018] Based on the first power, a matching first outlet water temperature is found in the first preset relationship, and the operating level and required power of the high-pressure heater corresponding to the first outlet water temperature are determined.

[0019] According to the operating level and the required power, the surplus energy is transmitted to the electrical equipment.

[0020] Optional electrical equipment includes the crew compartment and the power battery.

[0021] In conjunction with the second aspect, in one possible implementation, after determining the operating level and required power of the high-pressure heater corresponding to the first outlet water temperature, the method further includes: sending instruction information to the chassis controller, wherein the instruction information includes the required power for powering the electrical equipment.

[0022] In conjunction with the second aspect, in another possible implementation, the method further includes: receiving a second control signal sent by the chassis controller, the second control signal including the second power and a second status flag; determining, based on the second status flag, that there is no excess energy output when the vehicle is in motion; and controlling the high-pressure heater to function as the electrical equipment according to its original setting and power.

[0023] The method provided in this aspect improves energy recovery power by transferring surplus energy to electrical equipment, such as heating the passenger compartment and the battery, through a thermal management system (TMS). This reduces the energy consumed from the power battery or engine for passenger compartment heating and battery heating, while further improving passenger compartment comfort and allowing the battery to reach its optimal operating temperature more quickly.

[0024] Thirdly, the present invention also provides a method for controlling recyclable energy within a vehicle. This method can be applied to a power control unit (PCU). The method includes: receiving a third control signal sent by a chassis controller, the third control signal including a second power and a third status flag; determining, based on the third status flag, that there is surplus energy remaining when the vehicle is in motion, and that the surplus energy corresponds to the second power; searching for a matching target charging voltage in a second preset relationship based on the second power; and charging the vehicle's battery using the surplus energy according to the target charging voltage.

[0025] The method provided in this aspect can also transfer the remaining energy to the battery through the power control unit (PCU) to charge the battery, thereby further improving the utilization rate of recyclable energy.

[0026] Fourthly, embodiments of the present invention also provide a control device for recyclable energy within a vehicle, the device comprising:

[0027] The acquisition unit is used to acquire a first power during vehicle operation, wherein the first power is the remaining power after deducting the power recovered by the vehicle's power battery from the total recoverable power of the vehicle.

[0028] The judgment unit is used to determine whether the first power is greater than or equal to a first preset value;

[0029] The generation unit is used to generate a first control signal when it is determined that the first power is greater than or equal to the first preset value. The first control signal includes the first power and a first status flag bit. The first status flag bit is used to indicate that there is excess energy output when the vehicle is driving.

[0030] The first transmitting unit is used to send the first control signal to the thermal management system (TMS), wherein the first control signal is used to control the thermal management system (TMS) to use the surplus energy to power the in-vehicle electrical equipment.

[0031] In conjunction with the fourth aspect, in one possible implementation, the acquisition unit is specifically used to acquire the current recyclable power of the vehicle and the recyclable power of the power battery under certain temperature conditions and certain SOC parameters, calculate the power difference between the current recyclable power and the recyclable power, and obtain the first power.

[0032] In conjunction with the fourth aspect, in another possible implementation, the generating unit is further configured to generate a second control signal when the judging unit determines that the first power is less than the first preset value. The second control signal includes the first power and a second status flag bit, and the second status flag bit is used to indicate that the vehicle has no excess energy output when it is driving.

[0033] The first transmitting unit is further configured to transmit the second control signal to the thermal management system (TMS), wherein the second control signal is used to control the thermal management system (TMS) to supply power to the electrical equipment according to the original output power.

[0034] In conjunction with the fourth aspect, in another possible implementation, the first generating unit is further configured to generate a third control signal when there is surplus energy remaining after providing energy to the electrical equipment. The third control signal includes a second power and a third status flag, the third status flag indicating that there is surplus energy remaining.

[0035] The first transmitting unit is further configured to transmit the third control signal to the power control unit (PCU), wherein the third control signal is used to control the PCU to use the surplus energy to charge the vehicle battery.

[0036] In conjunction with the fourth aspect, in yet another possible implementation, the apparatus further includes: a first receiving unit, a calculation unit, and a first determining unit, wherein,

[0037] The first receiving unit is configured to receive indication information sent from the thermal management system (TMS), the indication information including the required power of the thermal management system (TMS) to supply energy to the electrical equipment;

[0038] The calculation unit is used to calculate the power difference between the first power and the required power to obtain the second power;

[0039] The judgment unit is also used to determine whether the second power is greater than or equal to the second preset value;

[0040] The first determining unit is used to determine that there is still surplus energy when the first judging unit determines that the second power is greater than or equal to the second preset value.

[0041] Fifthly, the present invention also provides another control device for recyclable energy within a vehicle, the device comprising:

[0042] The second receiving unit is used to receive a first control signal sent by the chassis controller, wherein the first control signal includes the first power and a first status flag bit.

[0043] The second determining unit is used to determine, based on the first status flag, that there is surplus energy output when the vehicle is driving, and the surplus energy corresponds to the first power, and to find the matching first outlet water temperature in the first preset relationship based on the first power, and to determine the working level and required power of the high-pressure heater corresponding to the first outlet water temperature.

[0044] A transmission unit is used to transmit the surplus energy to the electrical equipment according to the operating level and the required power.

[0045] In conjunction with the fifth aspect, in one possible implementation, the device further includes: a second transmitting unit, configured to send instruction information to the chassis controller after determining the operating level and required power of the high-pressure heater corresponding to the first outlet water temperature, the instruction information including the required power for powering the electrical equipment.

[0046] In conjunction with the fifth aspect, in another possible implementation, the second receiving unit is further configured to receive a second control signal sent by the chassis controller, the second control signal including the second power and the second status flag bit;

[0047] The second determining unit is further configured to determine, based on the second status flag, that the vehicle has no excess energy output while driving;

[0048] The control unit is used to control the high-pressure heater to function as the electrical equipment according to its original setting and power.

[0049] Sixthly, the present invention also provides another control device for recyclable energy within a vehicle, the device comprising:

[0050] The third receiving unit is used to receive a third control signal sent by the chassis controller, wherein the third control signal includes a second power and a third status flag bit;

[0051] The third determining unit is used to determine, based on the third state flag, that the vehicle still has surplus energy while driving, and that the surplus energy corresponds to the second power.

[0052] The lookup unit is used to find a matching target charging voltage in a second preset relationship based on the second power.

[0053] The power control unit is used to charge the vehicle's battery using the surplus energy according to the target charging voltage.

[0054] In a seventh aspect, the present invention also provides an electronic device, including a memory and a processor, wherein the memory and the processor are connected together;

[0055] The memory stores computer instructions;

[0056] The processor executes the computer instructions to perform the control method for recyclable energy in the vehicle as described in the first to third aspects, or any of the embodiments thereof.

[0057] Eighthly, the present invention also provides a control system for recyclable energy in a vehicle, the system comprising: a chassis controller, a thermal management system (TMS), a power control unit (PCU), a high-voltage heater, electrical equipment, a DC converter, and a battery;

[0058] The chassis controller is connected to the thermal management system (TMS) and the power control unit (PCU) respectively. The thermal management system (TMS) is connected to the electrical equipment through the high-pressure heater, and the power control unit (PCU) is connected to the battery through the DC converter.

[0059] The chassis controller is used to execute the method described in the first aspect or any embodiment of the first aspect;

[0060] The thermal management system (TMS) is used to perform the method described in the second aspect or any embodiment of the second aspect, and to provide energy to the electrical equipment through the high-pressure heater;

[0061] The power control unit (PCU) is used to perform the method described in the third aspect above, charging the battery through the DC converter.

[0062] Ninthly, the present invention also provides a vehicle, characterized in that it includes the in-vehicle energy recovery control system described in the eighth aspect above.

[0063] Furthermore, the present invention also provides a computer-readable storage medium, characterized in that the computer-readable storage medium stores computer instructions for causing a computer to execute the control method for recyclable energy in a vehicle as described in the first to third aspects, or any of the embodiments thereof.

[0064] The control method, apparatus, and equipment for recyclable energy in vehicles provided in this application realize a closed-loop control. First, the recyclable power of the entire vehicle's electricity is acquired. Then, when it is determined that the power reaches a first preset value, a first control signal with a first power and a first status flag is generated and sent to the thermal management system (TMS). The TMS then transmits the surplus energy corresponding to the recyclable power to the in-vehicle electrical equipment according to the first control signal, thereby powering the electrical equipment and improving the utilization rate of surplus energy.

[0065] Furthermore, if there is any surplus energy, the second control signal controls the power control unit (PCU) to transfer the remaining surplus energy to the battery, thereby making full use of the surplus energy. This method makes the utilization of recovered energy more precise, not only improving the utilization rate of recovered energy at low temperatures and saving non-drive power consumption of the system, but also achieving the effect of increasing the driving range at low temperatures. At the same time, it also improves the warm-up time of the passenger compartment and the battery, improving the comfort of the passenger compartment, ensuring that the battery can operate at the ideal temperature boundary as soon as possible, and without increasing any hardware costs. Attached Figure Description

[0066] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0067] Figure 1 A system architecture diagram for in-vehicle energy recovery provided in an embodiment of the present invention;

[0068] Figure 2 A flowchart illustrating a method for controlling recyclable energy within a vehicle, as provided in an embodiment of the present invention;

[0069] Figure 3 A flowchart illustrating another method for controlling recyclable energy within a vehicle, as provided in an embodiment of the present invention;

[0070] Figure 4 A flowchart illustrating another method for controlling recyclable energy inside a vehicle, as provided in an embodiment of the present invention;

[0071] Figure 5 A flowchart illustrating another method for controlling recyclable energy inside a vehicle, as provided in an embodiment of the present invention;

[0072] Figure 6 A flowchart illustrating another method for controlling recyclable energy inside a vehicle, as provided in an embodiment of the present invention;

[0073] Figure 7 A schematic diagram illustrating a method for recovering and utilizing surplus power according to an embodiment of the present invention;

[0074] Figure 8 This is a structural block diagram of an energy control device provided in an embodiment of the present invention;

[0075] Figure 9 This is a structural block diagram of another energy control device provided in an embodiment of the present invention;

[0076] Figure 10 This is a structural block diagram of another energy control device provided in an embodiment of the present invention;

[0077] Figure 11 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention;

[0078] Figure 12 This is a structural schematic diagram of a vehicle provided in an embodiment of the present invention. Detailed Implementation

[0079] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0080] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0081] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0082] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments.

[0083] The technical solution provided in this application aims to utilize as much unrecoverable energy as possible. To achieve this goal, the embodiments of this application provide a method for controlling recoverable energy in a vehicle, which directly uses this energy for electrical equipment, such as heating the passenger compartment or the battery. If there is still surplus energy / electrical energy, it can also charge the 12V battery, thereby increasing the energy recovery power and reducing the energy consumed by passenger compartment heating, battery heating, and the 12V battery from the power battery or engine. At the same time, the comfort of the passenger compartment is further improved, and the battery can reach its optimal operating temperature more quickly.

[0084] See Figure 1 This diagram illustrates a system architecture for in-vehicle energy recovery according to an embodiment of the present invention. The system includes: a chassis controller 10, a thermal management system (TMS) 20, a high-voltage heater 30, a passenger compartment 31, a power battery 32, a battery management system (BMS) 40, a powertrain control unit (PCU) 50, a DC converter 60, and a 12V battery 70. Furthermore, the system may include other units or structures, such as a motor, which is not limited in this embodiment.

[0085] The chassis controller 10 is connected to the thermal management system TMS20, the battery management system BMS 40, and the power control unit PCU50 via a signal bus. Communication between them can be achieved through signal transmission, such as CAN (Controller Area Network) signal transmission, which can transmit control signals.

[0086] The thermal management system TMS20 can also transmit signals to the high-pressure heater 30. The high-pressure heater 30 can be connected to the passenger compartment 31 and the power battery 32 through circuits or other hardware.

[0087] Optionally, the chassis controller can be controlled by an energy recovery control unit, which can be an integrated backhaul control unit (IBCU). This is a device or unit in a communication network used to manage and control backhaul connections. Backhaul refers to a network connection that transmits signals from edge devices or user terminals back to the core network or data center. The IBCU is responsible for managing the backhaul connection to ensure efficient data transmission and network performance. It typically involves components such as routers, switches, transmission equipment, and management software to control and optimize the bandwidth, quality, and security of the backhaul link. In this embodiment, the IBCU generates and sends at least one control signal to the thermal management system TMS20 and the power control unit PCU 50, instructing them to consume excess energy, thereby improving the utilization rate of recoverable energy.

[0088] The power control unit PCU 50 is the core control unit of the electric drive system, responsible for controlling the energy conversion between the battery and the motor and the operation of the motor.

[0089] DC converter 60 is used to convert the electrical energy output from power control unit PCU 50 from DC to DC voltage, into electrical energy suitable for charging a 12V battery.

[0090] Furthermore, in the field of vehicle control, PTC can refer to a Positive Temperature Coefficient thermistor or other related devices, such as the high-pressure heater 30. A PTC, or Positive Temperature Coefficient thermistor, is a special type of resistor whose resistance increases with temperature. In vehicles, PTCs are used in high-pressure heater systems. A high-pressure heater (PTC heater) is a device that uses the characteristics of a PTC element to heat the air inside a vehicle. The high-pressure heater 30 is commonly used in electric or hybrid vehicles to provide heating for the vehicle's interior. It uses current flowing through the PTC element; the resistance of the PTC element increases as current flows, thereby generating heat. Such a heater can quickly provide warm air and is more efficient than traditional heaters. It effectively provides comfort and heating functions inside the vehicle while effectively controlling energy consumption and improving energy efficiency.

[0091] The method provided in this embodiment can use the energy that the battery cannot recover at low temperatures for other energy-consuming components, such as PTC heating or 12V battery charging. It links the energy consumption demand and energy recovery status in real time for closed-loop control, thereby improving the energy recovery utilization rate, saving non-drive power consumption to obtain energy from the power source, thereby increasing the pure electric range at low temperatures, reducing the overall fuel consumption of hybrid drive, and also improving the comfort of the passenger cabin and battery performance.

[0092] Specifically, when the vehicle enters coasting or braking, the chassis controller 10 calculates the regenerative power. At the same time, the chassis controller 10 receives signals such as the battery regenerative power boundary, PTC power demand, 12V battery charge, and DC conversion low-voltage terminal voltage, and allocates the total regenerative power.

[0093] See Figure 2 A method for controlling recyclable energy within a vehicle, provided in an embodiment of the present invention, is applicable to the aforementioned chassis controller 10. The method includes:

[0094] Step S101: Obtain the first power during vehicle operation. The first power is the remaining power after deducting the power recovered by the vehicle's power battery from the total vehicle's recoverable power.

[0095] Specifically, step S101 includes: obtaining the current recyclable power of the vehicle and the recyclable power of the power battery under certain temperature conditions and certain battery charging SOC parameters; calculating the power difference between the current recyclable power and the recyclable power to obtain the first power.

[0096] During vehicle operation, the IBCU monitors signals such as vehicle speed and brake pedal in real time. When the brake pedal position and pedal depth are detected, the IBCU calculates the current total recoverable power P_total based on deceleration, vehicle speed, vehicle weight, vehicle resistance, and gradient, which is the current recoverable power of the entire vehicle.

[0097] The power recovery power of the power battery under certain temperature conditions and certain battery charging SOC (State of Charge) parameters can be measured and reported by the Battery Management System (BMS) 40. The certain temperature conditions include low temperatures or extremely cold conditions, such as -30°C. The power battery recovery power corresponding to a certain SOC percentage is expressed in kW.

[0098] Table 1 shows the corresponding relationship of the power recovery power boundary of a power battery. Table 1 reflects the power battery recovery power corresponding to different temperatures and different battery charging SOC percentages. In this embodiment, it is represented by "kw01~kw86". 01~86 are numerical numbers and do not represent specific data. Specific data can be obtained through experiments or tests. This embodiment does not limit this.

[0099] Table 1

[0100]

[0101] Based on Table 1 above and the current total recoverable power Ptotal, the first power can be calculated.

[0102] Optionally, the first power is represented as "P1", or P1 represents Delt_Precycle1.

[0103] Step S102: Determine whether the first power is greater than or equal to the first preset value.

[0104] The first preset value can be a system preset value or set by the user according to the actual vehicle conditions. This embodiment does not impose any restrictions on this.

[0105] Step S103: If yes, generate a first control signal, which includes the first power and a first status flag. The first status flag indicates that the vehicle has excess energy output while driving.

[0106] If the first power P1 is determined to be greater than or equal to the first preset value, it is determined that the current vehicle has surplus energy, which can be recycled. Furthermore, when P1 = Delt_Precycle1 is determined to be greater than or equal to the first preset value, a first status flag is set. This status flag indicates a state of surplus power or surplus energy at different times, typically indicated by the symbols "0" or "1". The status flag can be represented by "B_Recycle". For example, when P1 = Delt_Precycle1 is greater than or equal to the first preset value, the first status flag B_Recycle1 = 1 is set; conversely, when P1 = Delt_Precycle1 is less than the first preset value, the second status flag B_Recycle1 = 0 is set.

[0107] In this embodiment, the first state flag B_Recycle1 is set to 1, indicating that there is surplus energy output when the vehicle is driving.

[0108] In addition, a first control signal, such as a first CAN signal, is generated, which includes the first status flag B_Recycle1=1 and the first power P1.

[0109] Step S104: Send the first control signal to the thermal management system TMS. The first control signal is used to control the thermal management system TMS to use the surplus energy to power the in-vehicle electrical equipment.

[0110] The first control signal, such as the first CAN signal, containing the first status flag B_Recycle1=1 and the first power P1, is sent to the thermal management system TMS20 so that the thermal management system TMS20 supplies the excess energy to the electrical equipment, such as transmitting it to the passenger compartment 31 and the power battery 32 through the high-voltage heater 30.

[0111] Optionally, in some implementations, such as Figure 3 The method shown also includes:

[0112] Step S105: If it is determined that the first power is less than the first preset value, a second control signal is generated, the second control signal including the first power and the second status flag bit.

[0113] The second status flag is used to indicate that the vehicle has no excess energy output while driving. Optionally, the value of the second status flag B_Recycle1 can be set to 0.

[0114] Step S106: Send the second control signal to the thermal management system TMS. The second control signal is used to control the thermal management system TMS to supply power to the electrical equipment according to the original output power.

[0115] The chassis controller 10 sends a second control signal, such as a second CAN signal, containing the second status flag B_Recycle1=0 and the aforementioned first power P1 to the thermal management system TMS20.

[0116] The method provided in this aspect first obtains the recoverable power of the vehicle's electricity, and then, when it is determined that the power reaches a first preset value, generates a first control signal with a first power and a first status flag bit, and sends the first control signal to the thermal management system (TMS), so that the thermal management system (TMS) transmits the surplus energy corresponding to the recoverable power to the in-vehicle electrical equipment according to the first control signal, thereby realizing the power supply to the electrical equipment and improving the utilization rate of surplus energy.

[0117] Optionally, in some implementations, after step S106, such as Figure 4 As shown, the above method also includes:

[0118] Step S107: When there is still surplus energy after providing energy to the electrical equipment, a third control signal is generated, which includes a second power and a third status flag.

[0119] The third status flag is used to indicate that there is still surplus energy. This step is executed when surplus energy is detected after the energy corresponding to the first power P1 has been transferred to the thermal management system TMS20 for use by electrical equipment, and a third control signal is generated. This third control signal includes the second power P2 and the third status flag B_Recycle2, where the value of the third status flag B_Recycle2 is 1.

[0120] Step S108: Send the third control signal to the power control unit PCU. The third control signal is used to control the power control unit PCU to use the surplus energy to charge the vehicle battery.

[0121] For example, the power control unit (PCU) uses a third control signal to transfer the remaining energy to the 12V battery via a DC converter, thereby charging the 12V battery.

[0122] Furthermore, in step S107 above, determining whether there is any surplus energy remaining after the thermal management system (TMS) provides energy to the electrical equipment includes:

[0123] The system receives an instruction from the thermal management system (TMS), the instruction including the required power supply from the TMS to the electrical equipment; calculates the power difference between the first power and the required power to obtain a second power P2; and determines whether the second power is greater than or equal to a second preset value. The second preset value may be the same as or different from the first preset value in step S102; this embodiment does not impose any restrictions on this.

[0124] If yes, then it is determined that the surplus energy still exists; if no, then it is determined that there is no surplus energy.

[0125] The method provided in this embodiment can also transmit the surplus energy to the battery through the power control unit (PCU) when surplus energy is detected, thereby charging the battery and further improving the utilization rate of recyclable energy.

[0126] In another embodiment, this application also provides a method for controlling recyclable energy within a vehicle, which is applied to a thermal management system TMS20, such as... Figure 5 As shown, the method includes:

[0127] Step S201: Receive a first control signal sent by the chassis controller, wherein the first control signal includes the first power and a first status flag bit.

[0128] This step corresponds to step S104 in the aforementioned embodiment, where the thermal management system TMS20 receives the first control signal via the CAN bus.

[0129] Step S202: Determine that the vehicle has surplus energy output when driving based on the first status flag bit, and the surplus energy corresponds to the first power.

[0130] Specifically, the thermal management system TMS20 determines that there is surplus energy when the vehicle is driving based on the first status flag B_Recycle1 = 1. The thermal management system TMS20 and the chassis controller 10 agree in advance that different fields of the status flag B_Recycle represent different meanings. For example, field "1" indicates that there is surplus energy; field "0" indicates that there is no recyclable surplus energy.

[0131] In addition, the power corresponding to the current surplus energy is obtained as the first power P1 through the first control signal, such as the first CAN signal.

[0132] Step S203: Based on the first power, find the matching first outlet water temperature in the first preset relationship, and determine the working level and required power of the high-pressure heater corresponding to the first outlet water temperature.

[0133] The first preset relationship is the correspondence between the outlet water temperature and the recyclable power P, where the recyclable power P can be represented as "Delt_Precycle1", for example, the first power P1 = Delt_Precycle1. Specifically, see Table 2, which is a schematic table of a first preset relationship.

[0134] Table 2

[0135]

[0136] In Table 2, the original base outlet water temperature is T1, and this value is the value of the "+" sign, such as 10, 20, 35, 30, etc.

[0137] The PTC target outlet water temperature refers to the desired water temperature set in the high-pressure heater 30. Since the high-pressure heater 30 is used to provide heating for the vehicle interior, the target outlet water temperature refers to the expected temperature of the heated water, which can be set and adjusted according to actual needs and user preferences.

[0138] Furthermore, the target outlet water temperature depends on the specific vehicle model, heating system design, and required heating effect. Different vehicles and application scenarios may have different target water temperature requirements, such as in-vehicle heating systems and battery thermal management systems. In the vehicle's high-pressure heater 30, the target outlet water temperature is achieved by controlling the current and heating time. By controlling the magnitude of the current and the duration of the heating time, the water in the heater can reach the set target temperature. This ensures that the heating effect in the vehicle's interior air or other application scenarios meets the expected requirements.

[0139] In this embodiment, the high-pressure heater 30 first searches for the PTC target outlet water temperature Δ corresponding to P1 in the first preset relationship in Table 1 through the first power P1. Then, each target outlet water temperature Δ is associated with the working level and the required power. Thus, the working level to be supplied to the electrical equipment and the required power of the electrical equipment can be determined through the target outlet water temperature Δ.

[0140] In this embodiment, the electrical equipment includes a passenger compartment 31 and a power battery 32.

[0141] Step S204: According to the operating level and the required power, transmit the surplus energy to the electrical equipment.

[0142] The high-pressure heater 30 transmits energy to the passenger compartment 31 and the power battery 32 according to the working level and required power corresponding to the first power P1, such as heating the passenger compartment 31 and heating the power battery 32.

[0143] In addition, after the high-pressure heater 30 determines the operating level and required power of the high-pressure heater corresponding to the first outlet water temperature, it also includes: sending an instruction message to the chassis controller 10, which includes the required power to supply energy to the electrical equipment.

[0144] Optionally, this indication information can be transmitted to the chassis controller 10 via a CAN signal, so that the chassis controller 10 knows how much energy the thermal management system TMS 20 requires and how much recyclable energy it consumes.

[0145] Furthermore, the above method also includes: the thermal management system TMS20 receiving a second control signal sent by the chassis controller 10, the second control signal including the second power and a second status flag bit. This step corresponds to step S106 of the aforementioned embodiment.

[0146] The thermal management system TMS20 determines that there is no excess energy output when the vehicle is in motion based on the second status flag; and controls the high-pressure heater to function as the electrical equipment according to its original setting and power.

[0147] The second state flag B_Recycle1 = 0 indicates that there is currently no remaining energy that can be recycled.

[0148] The method provided in this embodiment improves energy recovery power by transferring surplus energy to electrical equipment, such as heating the passenger compartment and the battery, through a thermal management system (TMS). This reduces the energy consumed from the power battery or engine for passenger compartment heating and battery heating, while further enhancing passenger compartment comfort and allowing the battery to reach its optimal operating temperature more quickly.

[0149] Furthermore, in another embodiment, a control method for recyclable energy within a vehicle is also provided, applied to the power control unit (PCU), such as... Figure 6 As shown, the method also includes:

[0150] Step S301: Receive a third control signal sent by the chassis controller, wherein the third control signal includes a second power and a third status flag.

[0151] This step corresponds to step S108 in the aforementioned embodiment. The specific process is described in step S301 above, and will not be repeated here. The third control signal includes the second power P2 and the third status flag B_Recycle2.

[0152] Step S302: Determine that the vehicle still has surplus energy when driving based on the third state flag bit, and the surplus energy corresponds to the second power.

[0153] Specifically, if the third state flag B_Recycle2 = 1, it is determined that the vehicle still has surplus energy while driving. This surplus energy corresponds to the second power P2, where P2 = P1 - P 需求功率 The required power P is the energy / power supplied to the electrical equipment determined by the thermal management system TMS 20 in the aforementioned step S204.

[0154] Optionally, the second power P2 is represented as Delt_Precycle1_W, in W.

[0155] Step S303: Find a matching target charging voltage in the second preset relationship based on the second power.

[0156] The second preset relationship is the correspondence between Delt_Precycle1 and the target charging voltage V of the battery. This relationship can be preset and stored in the power control unit (PCU), as shown in Table 3.

[0157] Table 3

[0158] Target charging voltage (V) for a 12V battery V1 V2 V3 V4 V5 …

[0159] The power control unit (PCU) determines the target charging voltage for the battery based on the second power P2 = Delt_Precycle1 in the second preset relationship in Table 3. The battery is typically a 12V battery. For example, in one example, the second power P2 = 100W, then the matching target charging voltage is V2 based on P2 = 100W.

[0160] Step S304: Charge the vehicle's battery using the surplus energy according to the target charging voltage.

[0161] The power control unit (PCU) charges the vehicle's battery according to the target charging voltage determined in step S303. For example, it transfers the excess power from the target charging voltage V2 to the 12V battery through a DC converter to charge it.

[0162] The method provided in this embodiment can transmit surplus energy to the battery through the power control unit (PCU) to charge the battery, thereby further improving the utilization rate of recyclable energy.

[0163] This invention links the demand for non-driving power consumption with the availability of energy recovery. By adjusting the target for non-driving power consumption in real time, it ensures that the remaining recovered energy can be utilized as much as possible after other systems, such as batteries, have reached their recovery limits and their recovery power is limited. The logic diagram is attached. Figure 7 As shown.

[0164] Furthermore, if there is still surplus energy, the target charging voltage of the 12V battery is linked to the availability of energy recovery. By adjusting the target voltage of the 12V battery in real time, the charging rate is increased, thereby allowing the energy to be stored as quickly as possible for use by the low-voltage load of the vehicle. The logic diagram is attached. Figure 7 As shown.

[0165] Based on the above two points, the specific implementation process is as follows:

[0166] Before implementing the solution, the regenerative braking power of the power battery needs to be confirmed in the system, as shown in Table 1 above. Taking a plug-in hybrid electric vehicle as an example, the environmental boundary is below -5℃, and the heating needs of the passenger compartment and the battery heating needs are activated simultaneously. The driving condition is urban driving condition. Because there are more braking opportunities in urban driving condition, the braking energy recovery power can be basically 20-40kW. The heavier the vehicle, the more energy can be recovered. However, at low temperatures, the charging power of the battery is smaller, resulting in more energy that cannot be recovered. This invention proposes a regenerative braking power control method to reuse this wasted energy.

[0167] Specifically, when the vehicle is powered on and normal driving begins, controllers such as the chassis controller IBCU, power control unit (PCU), battery management system (BMS), and thermal management system (TMS) enter their working state. The IBCU monitors signals such as vehicle speed and brake pedal in real time. When it detects the brake pedal position and pedal depth, it calculates the current total recoverable power P_total based on deceleration, vehicle speed, vehicle weight, overall vehicle resistance, and gradient.

[0168] Furthermore, the IBCU of the chassis controller 10 synchronously queries the power battery's recycling power P_batt_recycle based on Table 1, calculates the difference between P_total and the battery recycling power P_batt_recycle, obtains the first power P1 = Delt_Precycle1, and judges Delt_Precycle1. If Delt_Precycle1 ≥ preset value 1 (i.e., the first preset value), the IBCU sends a first control signal to the CAN bus. Through the CAN bus, the first control signal can be transmitted to the thermal management system TMS20. The first control signal includes the first power P1 and the first status flag B_Recycle1 = 1. Specifically, the above process corresponds to the aforementioned steps S101 to S104.

[0169] like Figure 7 As shown, if Delt_Precycle1 < preset value 1, then the IBCU sends a second control signal, which carries the second status flag B_Recycle1 = 0 and the first power P1 to the CAN bus.

[0170] Furthermore, the thermal management system TMS20 receives the first control signal via the CAN bus. Based on the first status flag B_Recycle1 = 1 in the first control signal, it looks up the target PTC outlet water temperature Δ value in Table 2, adds the lookup value Δ value to the original target PTC outlet water temperature, and outputs the final target PTC outlet water temperature. The TMS calculates the final PTC level and corresponding power P based on this target outlet water temperature, such as calculating the recovery power P1. Additionally, the thermal management system TMS20 sends this target PTC power to the chassis controller.

[0171] The Thermal Management System (TMS20) performs functions such as heating the passenger compartment and the battery. For example, it transmits the recovered power P1 to the passenger compartment and the battery via the PTC to heat the passenger compartment and the battery. The TMS20 also transmits the recovered power P2 to the power battery to charge it.

[0172] In addition, the thermal management system TMS20 feeds back indication information to the chassis controller 10 through control signals, such as the P_ptc_targt signal.

[0173] Optionally, if the thermal management system TMS20 receives the second status flag B_Recycle1=0 from the CAN bus, it indicates that there is currently no surplus energy that can be recovered, and the target water level of the PTC will remain at the original output value of the TMS.

[0174] The chassis controller 10 receives indication information from the thermal management system TMS 20, including the battery recovery power P_batt_recycle and the PTC target power. It calculates the difference between the battery recovery power P_batt_recycle and the PTC target power P_ptc_targt to obtain Delt_Precycle2, and judges the second power P2. If Delt_Precycle2 ≥ preset value 2 (i.e., the second preset value), it is determined that there is remaining energy. The chassis controller 10 generates and sends a third control signal to the CAN bus, which is the communication line between the chassis controller and the power control unit PCU 50. The third control signal includes the second power P2 and the third status flag B_Recycle2 = 1.

[0175] If the second power P2 = Delt_Precycle2 < preset value 2, then a fourth control signal is sent to the power control unit PCU 50. This fourth control signal includes the second status flag B_Recycle2 = 0. The power control unit PCU 50 determines that if the value of the second status flag B_Recycle2 is "1", it means that there is remaining energy and it is available; if it is "0", then there is no remaining energy available.

[0176] When B_Recycle2 = 1, the power control unit PCU 50 increases the voltage of the 12V battery. After the voltage is increased, the remaining energy is transferred to the 12V battery to charge it.

[0177] Specifically, the power control unit (PCU) 50 looks up the target charging voltage for the 12V battery in Table 3 above. Based on the target voltage obtained from the table lookup, it controls the output voltage of the DC converter. If the target voltage obtained from the table lookup is greater than the maximum operating voltage of the 12V battery, it operates at the maximum operating voltage. In this example, the PCU 50 transfers the remaining energy, such as the recovered power P3, to the DC-DC converter. After voltage conversion by the DC-DC converter, the recovered power P3 is transferred to the 12V battery to charge it. The 12V battery is used to power the low-voltage electrical appliances of the vehicle. This method can significantly improve the charging rate of the 12V battery by fully utilizing the recovered power. If the PCU 50 receives B_Recycle2 = 0 from the CAN bus, it maintains the target charging voltage of the 12V battery at a constant value.

[0178] The method provided in this embodiment makes more precise use of recovered energy, improves the utilization rate of recovered energy at low temperatures, saves non-driving power consumption of the system, and thus achieves the effect of increasing the driving range at low temperatures. At the same time, it can improve the warm-up time of the passenger compartment and the battery, improve the comfort of the passenger compartment, ensure that the battery can work at the ideal temperature boundary as soon as possible, and does not require any additional hardware costs.

[0179] Furthermore, in the above embodiment where the thermal management system TMS20 supplies power to the electrical equipment, the ambient temperature is set to -20℃, the average vehicle speed to 40km / h, and the deceleration to -1.5m / s². 2 Without a slope, the recoverable power is 27kW. When the battery charge SOC is 30%, the recoverable power is 5kW. Based on the current strategy, the calculated PTC power demand is 4kW, corresponding to a target PTC outlet water temperature of 40℃. Therefore, the remaining recoverable power Delt_Precycle1 = 18kW cannot be utilized. The method provided in this embodiment of the invention, based on Delt_Precycle1 = 18kW, increases the target PTC outlet water temperature to 60℃. At this time, the corresponding PTC power is 9kW, which is equivalent to recovering an additional 5kW of power, increasing the energy recovery efficiency from 33% to 52%.

[0180] In addition, after the PTC target water temperature was increased from 40°C to 60°C, the temperature rise time of the passenger compartment and the battery was reduced by about 33%, resulting in better passenger compartment comfort and the battery reaching the target operating temperature more quickly.

[0181] In the above embodiment where the power control unit PCU 50 supplies power to the 12V battery, the second power P2 = Delt_Precycle2 = 13kW can be calculated. This power is much greater than the power requirement of the 12V battery, and its charging voltage is increased from 12V to 15V, thereby doubling the charging current.

[0182] This embodiment also provides a control device for recyclable energy within a vehicle, which is used to implement the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0183] This embodiment provides a control device for recyclable energy inside a vehicle, used to achieve the aforementioned... Figures 2 to 4 The control method for recyclable energy inside the vehicle shown is as follows: Figure 8As shown, the device includes: an acquisition unit 401, a judgment unit 402, a generation unit 403, and a first transmission unit 404. Furthermore, the device may include other units or modules, either more or fewer.

[0184] The acquisition unit 401 is used to acquire a first power during vehicle operation. The first power is the remaining power after deducting the power recovered by the vehicle's power battery from the total recoverable power of the vehicle.

[0185] The judgment unit 402 is used to determine whether the first power is greater than or equal to the first preset value.

[0186] The generation unit 403 is used to generate a first control signal when it is determined that the first power is greater than or equal to a first preset value. The first control signal includes the first power and a first status flag bit. The first status flag bit is used to indicate that there is surplus energy output when the vehicle is driving.

[0187] The first transmitting unit 404 is used to send a first control signal to the thermal management system (TMS). The first control signal is used to control the thermal management system (TMS) to use surplus energy to power the electrical equipment inside the vehicle.

[0188] Optionally, in some embodiments, the acquisition unit 401 is specifically used to acquire the current recyclable power of the vehicle and the recyclable power of the power battery under certain temperature conditions and certain SOC parameters, calculate the power difference between the current recyclable power and the recyclable power, and obtain the first power.

[0189] Optionally, in some other possible implementations, the generating unit 403 is further configured to generate a second control signal when the judging unit determines that the first power is less than the first preset value. The second control signal includes the first power and a second status flag bit, and the second status flag bit is used to indicate that there is no excess energy output when the vehicle is driving.

[0190] The first transmitting unit 404 is also used to send a second control signal to the thermal management system TMS, the second control signal being used to control the thermal management system TMS to supply power to the electrical equipment according to the original output power.

[0191] Optionally, in some other possible implementations, the generating unit 403 is further configured to generate a third control signal when there is surplus energy remaining after providing energy to the electrical equipment. The third control signal includes a second power and a third status flag bit, which is used to indicate that there is surplus energy remaining.

[0192] The first transmitting unit 404 is also used to send a third control signal to the power control unit PCU, the third control signal being used to control the power control unit PCU to use surplus energy to charge the vehicle battery.

[0193] Optionally, in some other possible embodiments, the above-described apparatus may further include: a first receiving unit 405, a calculation unit 406, a judgment unit 407, and a first determining unit 408.

[0194] The first receiving unit 405 is used to receive indication information sent from the thermal management system TMS, the indication information including the power demand of the thermal management system TMS to supply energy to the electrical equipment.

[0195] The calculation unit 406 is used to calculate the power difference between the first power and the required power to obtain the second power.

[0196] The judgment unit 407 is also used to determine whether the second power is greater than or equal to the second preset value.

[0197] The first determining unit 408 is used to determine that there is still surplus energy when the first judging unit determines that the second power is greater than or equal to the second preset value.

[0198] Optionally, the device described above may be an IBCU or a chassis controller that includes the device.

[0199] Furthermore, this embodiment also provides a control device for recyclable energy within the vehicle, used to achieve the aforementioned... Figure 5 The method shown is as follows: Figure 9 As shown, the device includes: a second receiving unit 501, a second determining unit 502, a transmitting unit 503, a second sending unit 504, and a control unit 505. Furthermore, the device may include other units or modules, either more or fewer.

[0200] Furthermore, the second receiving unit 501 is used to receive a first control signal sent by the chassis controller, the first control signal including a first power and a first status flag bit.

[0201] The second determining unit 502 is used to determine, based on the first state flag, that there is surplus energy output when the vehicle is driving, and that the surplus energy corresponds to the first power, and to find the matching first outlet water temperature in the first preset relationship based on the first power, and to determine the working level and required power of the high-pressure heater corresponding to the first outlet water temperature.

[0202] The transmission unit 503 is used to transmit surplus energy to electrical equipment according to the operating level and required power.

[0203] The second sending unit 504 is used to send instruction information to the chassis controller after determining the working position and required power of the high-pressure heater corresponding to the first outlet water temperature. The instruction information includes the required power to supply energy to the electrical equipment.

[0204] Optionally, in one possible implementation of this embodiment, the second receiving unit 501 is further configured to receive a second control signal sent by the chassis controller, the second control signal including a second power and a second status flag bit.

[0205] The second determining unit 502 is also used to determine, based on the second state flag, that there is no surplus energy output when the vehicle is driving.

[0206] Control unit 505 is used to control the high-pressure heater to function as an electrical device according to its original setting and power.

[0207] In addition, this embodiment also provides another energy control device for achieving the aforementioned Figure 6 The method shown is as follows: Figure 10 As shown, the device includes: a third receiving unit 601, a third determining unit 602, a searching unit 603, and a power control unit 604. Furthermore, the device may include other units or modules, and this embodiment does not impose any limitations on this.

[0208] The third receiving unit 601 is used to receive the third control signal sent by the chassis controller. The third control signal includes the second power and the third status flag.

[0209] The third determining unit 602 is used to determine, based on the third state flag, that the vehicle still has surplus energy while driving, and that the surplus energy corresponds to the second power.

[0210] The lookup unit 603 is used to find a matching target charging voltage in a second preset relationship based on the second power.

[0211] The power control unit 604 is used to charge the vehicle's battery using excess energy according to the target charging voltage.

[0212] It should be noted that the energy control device in this embodiment is presented in the form of a functional unit. Here, a unit refers to an ASIC circuit, a processor and memory that execute one or more software or fixed programs, and / or other devices that can provide the above functions.

[0213] Further functional descriptions of the above modules and units are the same as those in the corresponding embodiments described above, and will not be repeated here.

[0214] This invention also provides an electronic device having the above-described features. Figures 8 to 10 The energy control device shown.

[0215] Please see Figure 11 , Figure 11 This is a schematic diagram of the structure of an electronic device provided in an optional embodiment of the present invention, such as... Figure 11As shown, the electronic device includes one or more processors 100, a memory 200, and interfaces for connecting the various components, including high-speed interfaces and low-speed interfaces. The various components communicate with each other via different buses and can be mounted on a common motherboard or otherwise installed as needed. The processor can process instructions executed within the electronic device, including instructions stored in or on memory to display graphical information of a GUI on external input / output devices (such as display devices coupled to the interfaces).

[0216] In some alternative implementations, multiple processors and / or multiple buses can be used with multiple memories and multiple storage devices, if needed. Similarly, multiple electronic devices can be connected, each providing some of the necessary operations (e.g., as a server array, a group of blade servers, or a multiprocessor system). Figure 11 Take a processor 100 as an example.

[0217] Processor 100 may be a central processing unit (CPU). Processor 100 may further include hardware chips. These hardware chips may be application-specific integrated circuits (ASICs), programmable logic devices (PLDs), or combinations thereof. The programmable logic devices may be complex programmable logic devices (CLPs), field-programmable gate arrays (FPGAs), general-purpose array logic (GDAs), or any combination thereof.

[0218] The memory 200 stores instructions executable by at least one processor 100 to cause the at least one processor 100 to perform the method shown in the above embodiments.

[0219] The memory 200 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created based on the use of an electronic device. Furthermore, the memory 200 may include high-speed random access memory and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some alternative embodiments, the memory 200 may optionally include memory remotely located relative to the processor 100, which can be connected to the electronic device via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0220] The memory 200 may include volatile memory, such as random access memory; the memory may also include non-volatile memory, such as flash memory, hard disk or solid-state drive; the memory 200 may also include a combination of the above types of memory.

[0221] The electronic device also includes input / output devices. The processor 100, memory 200, input devices, and output devices can be connected via a bus or other means.

[0222] The input device can receive input numerical or character information, and generate key signal inputs related to user settings and function control of the electronic device, such as a touchscreen, keypad, mouse, trackpad, touchpad, joystick, one or more mouse buttons, trackball, joystick, etc. The output device may include a display device, auxiliary lighting device (e.g., LED), and haptic feedback device (e.g., vibration motor). The aforementioned display devices include, but are not limited to, liquid crystal displays, light-emitting diodes, displays, and plasma displays. In some optional embodiments, the display device may be a touchscreen.

[0223] The electronic device also includes a communication interface 300 for communicating with other devices or communication networks.

[0224] Optionally, the aforementioned electronic device can be a chassis controller, such as an IBCU, or any one of a thermal management system 20, a high-pressure heater 30, a battery management system 40, or a power control unit PCU 50. Other units or devices are also possible, and this embodiment does not limit the specifics.

[0225] Furthermore, this embodiment also provides a control system for recyclable energy within a vehicle, the structure of which can be as described above. Figure 1 The structure shown includes the following units or modules: chassis controller, thermal management system (TMS), power control unit (PCU), high-voltage heater, electrical equipment, DC converter, and battery.

[0226] The chassis controller is connected to the thermal management system (TMS) and the power control unit (PCU). The TMS is connected to the electrical equipment via a high-voltage heater, and the PCU is connected to the battery via a DC converter.

[0227] Furthermore, the chassis controller is used to execute the in-vehicle recyclable energy control method in the aforementioned embodiments; the thermal management system (TMS) is used to execute the in-vehicle recyclable energy control method in the aforementioned embodiments, providing energy to the electrical equipment through a high-voltage heater; and the power control unit (PCU) is used in the energy control method in the aforementioned embodiments, charging the battery through the DC converter.

[0228] The system provided in this application implements a closed-loop control. First, it acquires the recoverable power of the vehicle's electricity. Then, when it is determined that the power reaches a first preset value, it generates a first control signal with a first power and a first status flag bit, and sends the first control signal to the thermal management system (TMS). The TMS then transmits the surplus energy corresponding to the recoverable power to the in-vehicle electrical equipment according to the first control signal, thereby powering the electrical equipment and improving the utilization rate of surplus energy.

[0229] Furthermore, if there is any surplus energy, the second control signal controls the power control unit (PCU) to transfer the remaining surplus energy to the battery, thereby making full use of the surplus energy. This method makes the utilization of recovered energy more precise, not only improving the utilization rate of recovered energy at low temperatures and saving non-drive power consumption of the system, but also achieving the effect of increasing the driving range at low temperatures. At the same time, it also improves the warm-up time of the passenger compartment and the battery, improving the comfort of the passenger compartment, ensuring that the battery can operate at the ideal temperature boundary as soon as possible, and without increasing any hardware costs.

[0230] In addition, this embodiment also provides a vehicle, such as Figure 12 As shown, the vehicle includes, Figure 1 The control system for recyclable energy inside the vehicle is shown.

[0231] This invention also provides a computer-readable storage medium in which the methods described in this invention can be implemented in hardware or firmware, or implemented as recordable on a storage medium, or implemented as computer code originally stored on a remote storage medium or a non-transitory machine-readable storage medium and to be stored on a local storage medium after being downloaded via a network, so that the methods described herein can be stored on such software processing on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware.

[0232] The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; furthermore, the storage medium can also include combinations of the above types of memory. It is understood that a computer, processor, microprocessor controller, or programmable hardware includes storage components capable of storing or receiving software or computer code, which, when accessed and executed by the computer, processor, or hardware, implements the methods shown in the above embodiments.

[0233] The above embodiments are merely preferred embodiments provided to fully illustrate the present invention, and the scope of protection of the present invention is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on the present invention are all within the scope of protection of the present invention.

Claims

1. A method for controlling recyclable energy within a vehicle, characterized in that, Applied to a chassis controller, the method includes: During vehicle operation, a first power is obtained, which is the remaining power after deducting the power recovered by the vehicle's power battery from the total vehicle's recoverable power. Determine whether the first power is greater than or equal to the first preset value; If so, a first control signal is generated, which includes the first power and a first status flag bit. The first status flag bit is used to indicate that there is excess energy output corresponding to the first power when the vehicle is driving. The first control signal is sent to the thermal management system (TMS), and the first control signal is used to control the thermal management system (TMS) to use the surplus energy corresponding to the first power to power the in-vehicle electrical equipment. When there is still surplus energy corresponding to the second power after providing energy to the electrical equipment, a third control signal is generated. The third control signal includes the second power and a third status flag bit. The third status flag bit is used to indicate that there is still surplus energy corresponding to the second power. The third control signal is sent to the power control unit (PCU), which controls the PCU to use the surplus energy corresponding to the second power to charge the vehicle battery.

2. The method according to claim 1, characterized in that, The acquisition of the first power includes: The current recyclable power of the entire vehicle and the recyclable power of the power battery under certain temperature conditions and certain battery charging SOC parameters are obtained. The power difference between the current recoverable power and the recovered power is calculated to obtain the first power.

3. The method according to claim 1, characterized in that, The method further includes: If the first power is less than the first preset value, a second control signal is generated. The second control signal includes the first power and a second status flag. The second status flag is used to indicate that there is no excess energy output corresponding to the first power when the vehicle is driving. The second control signal is sent to the thermal management system (TMS), and the second control signal is used to control the thermal management system (TMS) to supply power to the electrical equipment according to the original output power.

4. The method according to claim 1, characterized in that, After determining that there is surplus energy corresponding to the second power level after providing energy to the electrical equipment, including: Receive indication information from the thermal management system (TMS), the indication information including the required power supply of the thermal management system (TMS) to the electrical equipment; Calculate the power difference between the first power and the required power to obtain the second power; Determine whether the second power is greater than or equal to the second preset value; If so, then it is determined that there is still surplus energy corresponding to the second power.

5. A method for controlling recyclable energy within a vehicle, characterized in that, Applied to a thermal management system (TMS), the method includes: Receive a first control signal sent by the chassis controller, the first control signal including a first power and a first status flag bit; Based on the first status flag, it is determined that the vehicle has excess energy output corresponding to the first power when it is driving. Based on the first power, a matching first outlet water temperature is found in the first preset relationship, and the operating level and required power of the high-pressure heater corresponding to the first outlet water temperature are determined. According to the working level and the required power, the surplus energy corresponding to the first power is transmitted to the electrical equipment; When there is still surplus energy corresponding to the second power after providing energy to the electrical equipment, the chassis controller also generates a third control signal. The third control signal includes the second power and a third status flag. The third status flag is used to indicate that there is still surplus energy corresponding to the second power. The chassis controller also sends the third control signal to the power control unit (PCU). The third control signal is used to control the PCU to use the surplus energy corresponding to the second power to charge the vehicle battery.

6. The method according to claim 5, characterized in that, After determining the operating level and required power of the high-pressure heater corresponding to the first outlet water temperature, the method further includes: Send an instruction message to the chassis controller, the instruction message including the required power to power the electrical equipment.

7. The method according to claim 5 or 6, characterized in that, The method further includes: Receive a second control signal sent by the chassis controller, the second control signal including a first power and a second status flag bit; Based on the second status flag, it is determined that the vehicle does not have excess energy output corresponding to the first power when it is in motion; The high-pressure heater is controlled to function as an electrical device according to its original setting and power.

8. A method for controlling recyclable energy within a vehicle, characterized in that, Applied to a power control unit (PCU), the method includes: Receive a third control signal sent by the chassis controller, the third control signal including a second power and a third status flag bit; Based on the third state flag, it is determined that the vehicle still has excess energy corresponding to the second power when it is driving. Based on the second power, a matching target charging voltage is found in the second preset relationship; According to the target charging voltage, the excess energy corresponding to the second power is used to charge the battery in the vehicle.

9. A control device for recyclable energy inside a vehicle, characterized in that, The device includes: The acquisition unit is used to acquire a first power during vehicle operation, wherein the first power is the remaining power after deducting the power recovered by the vehicle's power battery from the total recoverable power of the vehicle. The judgment unit is used to determine whether the first power is greater than or equal to a first preset value; The generation unit is configured to generate a first control signal when it is determined that the first power is greater than or equal to the first preset value. The first control signal includes the first power and a first status flag bit, which indicates that there is surplus energy output corresponding to the first power when the vehicle is driving. The unit is also configured to generate a third control signal when there is surplus energy corresponding to the second power after providing energy to the electrical equipment. The third control signal includes the second power and a third status flag bit, which indicates that there is surplus energy corresponding to the second power. The first transmitting unit is configured to transmit the first control signal to the thermal management system (TMS), wherein the first control signal is used to control the TMS to use the surplus energy corresponding to the first power to power the in-vehicle electrical equipment; and is also configured to transmit the third control signal to the power control unit (PCU), wherein the third control signal is used to control the PCU to use the surplus energy corresponding to the second power to charge the in-vehicle battery.

10. The apparatus according to claim 9, characterized in that, The acquisition unit is specifically used to acquire the current recyclable power of the vehicle and the recyclable power of the power battery under certain temperature conditions and certain SOC parameters, calculate the power difference between the current recyclable power and the recyclable power, and obtain the first power.

11. The apparatus according to claim 9, characterized in that, The generating unit is further configured to generate a second control signal when the judging unit determines that the first power is less than the first preset value. The second control signal includes the first power and a second status flag bit. The second status flag bit is used to indicate that there is no excess energy output corresponding to the first power when the vehicle is driving. The first transmitting unit is further configured to transmit the second control signal to the thermal management system (TMS), wherein the second control signal is used to control the thermal management system (TMS) to supply power to the electrical equipment according to the original output power.

12. The apparatus according to claim 9, characterized in that, The device further includes: a first receiving unit, a calculation unit, a judgment unit, and a first determining unit; The first receiving unit is configured to receive indication information sent from the thermal management system (TMS), the indication information including the required power of the thermal management system (TMS) to supply energy to the electrical equipment; The calculation unit is used to calculate the power difference between the first power and the required power to obtain the second power; The judgment unit is also used to determine whether the second power is greater than or equal to the second preset value; The first determining unit is used to determine that there is still surplus energy corresponding to the second power when the judging unit determines that the second power is greater than or equal to the second preset value.

13. A control device for recyclable energy inside a vehicle, characterized in that, The device includes: The second receiving unit is used to receive a first control signal sent by the chassis controller, wherein the first control signal includes a first power and a first status flag bit; The second determining unit is used to determine, based on the first status flag, that there is surplus energy output corresponding to the first power when the vehicle is driving, and to find the matching first outlet water temperature in the first preset relationship based on the first power, and to determine the working level and required power of the high-pressure heater corresponding to the first outlet water temperature. A transmission unit is used to transmit the surplus energy corresponding to the first power to the electrical equipment according to the working level and the required power. When there is still surplus energy corresponding to the second power after providing energy to the electrical equipment, the chassis controller generates a third control signal. The third control signal includes the second power and a third status flag. The third status flag is used to indicate that there is still surplus energy corresponding to the second power. The chassis controller also sends the third control signal to the power control unit (PCU). The third control signal is used to control the PCU to use the surplus energy corresponding to the second power to charge the vehicle battery.

14. The apparatus according to claim 13, characterized in that, The device further includes: The second transmitting unit is used to send instruction information to the chassis controller after determining the operating level and required power of the high-pressure heater corresponding to the first outlet water temperature. The instruction information includes the required power to power the electrical equipment.

15. The apparatus according to claim 13 or 14, characterized in that, The second receiving unit is further configured to receive a second control signal sent by the chassis controller, the second control signal including a first power and a second status flag bit; The second determining unit is further configured to determine, based on the second status flag, that the vehicle does not have excess energy output corresponding to the first power when it is in motion; The control unit is used to control the high-pressure heater to function as an electrical device according to its original setting and power.

16. A control device for recyclable energy inside a vehicle, characterized in that, The device includes: The third receiving unit is used to receive a third control signal sent by the chassis controller, wherein the third control signal includes a second power and a third status flag bit; The third determining unit is used to determine, based on the third state flag, that there is still surplus energy corresponding to the second power when the vehicle is driving. The lookup unit is used to find a matching target charging voltage in a second preset relationship based on the second power. The power control unit is used to charge the vehicle's battery using the surplus energy corresponding to the second power, according to the target charging voltage.

17. An electronic device, characterized in that, It includes a memory and a processor, wherein the memory and the processor are connected. The memory stores computer instructions; The processor executes the computer instructions to perform the control method for recyclable energy in the vehicle as described in any one of claims 1 to 4, or any one of claims 5 to 7, or claim 8.

18. A control system for recyclable energy within a vehicle, characterized in that, The system includes: chassis controller, thermal management system (TMS), power control unit (PCU), high-voltage heater, electrical equipment, DC converter, and battery; The chassis controller is connected to the thermal management system (TMS) and the power control unit (PCU) respectively. The TMS is connected to the electrical equipment through the high-pressure heater, and the PCU is connected to the battery through the DC converter. The chassis controller is used to perform the method as described in any one of claims 1 to 4; The thermal management system (TMS) is used to perform the method as described in any one of claims 5 to 7, providing energy to the electrical equipment through the high-pressure heater; The power control unit (PCU) is used to perform the method as described in claim 8, charging the battery via the DC converter.

19. A vehicle, characterized in that, Including the in-vehicle energy recovery control system as described in claim 18.

20. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing the computer to perform any one of claims 1 to 4, any one of claims 5 to 7, or the in-vehicle energy recovery control method of claim 8.

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