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

Abstract

The present 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 set target energy management operation mode; if the target energy management operation mode is the intelligent electric hybrid mode, obtaining status information and / or driving demand information; if the remaining power of the power battery belongs to the first remaining power range, driving the vehicle purely electrically when the throttle pedal opening is less than a set value, and starting the engine when the throttle pedal opening reaches the set value; if the remaining power of the power battery belongs to the second remaining power range, controlling the vehicle to travel according to the vehicle speed range to which the vehicle speed belongs, and the frequency of driving the vehicle with the engine in the high vehicle speed range is higher than the frequency of driving the vehicle with the engine in the low vehicle speed range. This method provides an intelligent hybrid mode, which can comprehensively consider the fuel consumption and driving performance requirements of the whole vehicle, and improve the economy and NVH performance of the whole vehicle.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle control, and particularly 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 R & D, which directly determines the drivability and economy of 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 that the existing 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 intelligent electric hybrid mode, obtaining the state information of the vehicle and / or the driving demand information of the vehicle, where the state information includes the remaining power of the power battery and the vehicle speed, and the driving demand information includes the throttle pedal opening;

[0008] If the remaining power of the power battery belongs to the first remaining power interval, driving the vehicle purely electrically when the throttle pedal opening is less than the set value, and starting the engine when the throttle pedal opening reaches the set value;

[0009] If the remaining power of the power battery belongs to the second remaining power interval, controlling the vehicle to travel according to the vehicle speed interval to which the vehicle speed belongs, where the maximum value of the second remaining power interval is less than the minimum value of the first remaining power interval, the vehicle speed interval to which the vehicle speed belongs is one of at least two vehicle speed intervals, and the frequency of driving the vehicle using the engine in the high vehicle speed interval is higher than the frequency of driving the vehicle using the engine in the low vehicle speed interval.

[0010] According to another aspect of the present application, there is provided an energy management control device for a vehicle, the device comprising:

[0011] A mode acquisition module, configured to acquire a target energy management operation mode set by a user for a vehicle;

[0012] An information acquisition module, configured to, if the target energy management operation mode is an intelligent electric hybrid mode, acquire the state information of the vehicle and / or the driving demand information of the vehicle, where the state information includes the remaining power of the power battery and the vehicle speed, and the driving demand information includes the throttle pedal opening;

[0013] A first control module, configured to, if the remaining power of the power battery belongs to a first remaining power interval, drive the vehicle purely electrically when the throttle pedal opening is less than a set value, and start the engine when the throttle pedal opening reaches the set value;

[0014] A second control module, configured to, if the remaining power of the power battery belongs to a second remaining power interval, control the vehicle to travel according to the vehicle speed interval to which the vehicle speed belongs, where the maximum value of the second remaining power interval is less than the minimum value of the first remaining power interval, the vehicle speed interval to which the vehicle speed belongs is one of at least two vehicle speed intervals, and the frequency of driving the vehicle using the engine at a high vehicle speed interval is higher than the frequency of driving the vehicle using the engine at a low vehicle speed interval.

[0015] According to another aspect of the present application, there is provided a computer-readable medium, on which a computer program is stored, and when the computer program is executed by a processor, the method described in the above embodiment is implemented.

[0016] According to one aspect of the embodiments of the present application, there is provided an electronic device, including: one or more processors; a storage device for storing one or more programs, and when the one or more programs are executed by the one or more processors, the one or more processors implement the method described in the above embodiment.

[0017] The technical solution provided by the embodiments of the present application may include the following beneficial effects:

[0018] For the energy management control method, device, computer-readable medium and electronic device of the vehicle 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 smart electric hybrid mode, obtaining the state information of the vehicle and / or driving demand information of the vehicle, where the state information includes the remaining power of the power battery and the vehicle speed, and the driving demand information includes the throttle pedal opening; if the remaining power of the power battery belongs to a first remaining power interval, driving the vehicle purely electrically when the throttle pedal opening is less than a set value, and starting the engine when the throttle pedal opening reaches the set value; if the remaining power of the power battery belongs to a second remaining power interval, controlling the vehicle to travel according to the vehicle speed interval to which the vehicle speed belongs, where the maximum value of the second remaining power interval is less than the minimum value of the first remaining power interval, and the vehicle speed interval to which the vehicle speed belongs is one of at least two vehicle speed intervals, and the frequency of driving the vehicle by the engine in the high vehicle speed interval is higher than the frequency of driving the vehicle by the engine in the low vehicle speed interval.

[0019] Under this method, after obtaining the target energy management operation mode set by the user for the vehicle, the energy management control of the vehicle is performed according to this 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 intelligent electric hybrid mode, the state information of the vehicle and / or the driving demand information of the vehicle is obtained, and based on this information, the vehicle is controlled to operate in the intelligent electric hybrid mode. When the remaining power of the power battery belongs to the first remaining power interval, it indicates that the remaining power of the power battery is relatively large. At this time, when the opening of the accelerator pedal is less than the set value, pure electric driving is performed, that is, the power battery of the vehicle is preferentially used to drive the vehicle, which can reduce fuel consumption, ensure good economy, and can also improve the performance of the vehicle in terms of noise, vibration, and ride comfort. During this process, if the opening of the accelerator pedal reaches the set value, the engine of the vehicle will be started, so as to drive the vehicle at least by the engine. Therefore, this can better meet the driving performance requirements; when the remaining power of the power battery belongs to the second remaining power interval, it indicates that the remaining power of the power battery is relatively small. At this time, if the vehicle speed is in the high vehicle speed interval, that is, the vehicle speed is relatively high, it is inclined to drive the vehicle with fuel and the engine to meet the driving performance requirements; if the vehicle speed is in the low vehicle speed interval, that is, the vehicle speed is relatively low, it is inclined to drive the vehicle with the power battery, ensuring good economy, and can also improve the performance of the vehicle in terms of noise, vibration, and ride comfort. The solution of the embodiment of the present application provides an intelligent hybrid mode, which can comprehensively consider the fuel consumption of the whole vehicle and the driving performance requirements, improve the economy of the whole vehicle and the performance in terms of noise, vibration, and ride comfort. 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.

[0020] 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

[0021] The drawings here are incorporated into the specification and constitute a part of this specification, showing the embodiments consistent with the present invention, and are used together with the specification to explain the principles of the present invention.

[0022] Figure 1 is a flowchart of a method for controlling energy management of a vehicle shown according to an exemplary embodiment;

[0023] Figure 2 is a system architecture diagram shown according to an exemplary embodiment;

[0024] Figure 3 is a schematic diagram of the architecture of an instrument information display host and an audio entertainment host shown according to an exemplary embodiment;

[0025] Figure 4 Schematic diagram of the setting interface of the intelligent hybrid mode shown according to an exemplary embodiment;

[0026] Figure 5 Schematic diagram of the vehicle control logic shown according to an exemplary embodiment;

[0027] Figure 6 Schematic diagram of the structure of the clutch shown according to an exemplary embodiment;

[0028] Figure 7 Schematic diagram of the balance point of the SOC corresponding to different vehicle speed ranges in the intelligent electric hybrid mode shown according to an exemplary embodiment;

[0029] Figure 8 Schematic diagram of the flow of the intelligent electric hybrid control logic shown according to an exemplary embodiment;

[0030] Figure 9 Schematic diagram of the interface of the in-vehicle navigation shown according to an exemplary embodiment;

[0031] Figure 10 Block diagram of an energy management control device for a vehicle shown according to an exemplary embodiment;

[0032] Figure 11 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 mode

[0033] 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.

[0034] 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.

[0035] 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 comprehensive driving range cannot reach the optimum. Moreover, when the power battery is fully charged and undercharged, the vehicle dynamic performance difference is obvious, which is also a point that users often complain about.

[0036] The hybrid system has multiple power systems, and its structure is relatively complex. The energy flow combinations between different power devices can form multiple working modes. Research shows that under the multiple working modes of the hybrid system, the optimization of energy distribution between various power devices and the research on vehicle dynamic 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).

[0037] 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.

[0038] 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.

[0039] However, although there are many companies developing hybrid vehicle models now, most companies have not formulated different strategies for the operation modes of hybrids, but 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.

[0040] Therefore, the energy management strategies provided under the related technical solutions are relatively single, and the energy management control is not flexible enough to meet the different scenario requirements of users.

[0041] 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 according to different scenarios of users to meet different needs of users, thereby improving the user experience and increasing user satisfaction.

[0042] 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:

[0043] Step 110, obtain the target energy management operation mode set by the user for the vehicle.

[0044] The vehicle here may be a hybrid vehicle.

[0045] 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.

[0046] 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.

[0047] The vehicle may provide multiple selectable energy management operation modes including the target energy management operation mode for the user. The multiple selectable energy management operation modes may include a pure-electric priority mode, a forced pure-electric mode, an intelligent 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 intelligent electric hybrid mode, the vehicle preferentially drives with the engine when in a high-speed working condition and preferentially drives with electricity 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.

[0048] The target energy management operation mode can be the target energy management operation mode arbitrarily selected by the user from multiple optional energy management operation modes including the pure-electric priority mode, the forced pure-electric mode, the intelligent electric hybrid mode, and the power preservation priority mode.

[0049] 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.

[0050] 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.

[0051] 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 other functions, and communicates with other nodes of the vehicle through the CAN bus, Ethernet, etc.

[0052] 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.

[0053] Next, introduce how to set the target energy management operation mode through the human-machine interaction interface of the in-vehicle terminal.

[0054] Specifically, the human-machine interaction interface of the vehicle terminal can display buttons or soft keys corresponding to each energy management operation mode, and 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.

[0055] In an embodiment of the present application, the target setting method is to set through the human-machine interaction interface of the vehicle 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 terminal.

[0056] 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.

[0057] Compared with the pure electric priority mode, the available lower limit of the SOC of the forced pure electric mode is lower, and a longer pure electric driving range can be supported.

[0058] 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, since the number of soft keys displayed in the human-machine interaction interface is reduced, the interface can be made more concise and the user experience can be improved.

[0059] 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.

[0060] Figure 4 It is a schematic diagram of the setting interface of the intelligent hybrid mode shown according to an exemplary embodiment. Please refer to Figure 4 As shown, when the user triggers the soft key corresponding to the intelligent hybrid mode, the soft key will be highlighted, and at the same time, the Figure 4 shown setting interface of the intelligent hybrid mode will be displayed, which includes the description information related to the intelligent hybrid mode. The intelligent hybrid mode is the aforementioned intelligent electric hybrid mode.

[0061] In an embodiment of the present application, obtaining the target energy management operation mode set for the vehicle by the user includes: obtaining the intelligent electric hybrid mode set for the vehicle by the user and at least one target intelligent control strategy configured for the intelligent electric hybrid mode, and the at least one target intelligent control strategy includes real-time road condition power planning and / or intelligent commuting driving.

[0062] Real-time traffic condition power planning is used to intelligently plan power according to real-time navigation intersections, reducing engine intervention under congested conditions; intelligent commuting driving is used to intelligently plan the operating state of the power system according to the commuting route during commuting navigation driving to improve drivability and economy.

[0063] Please continue to refer to Figure 4 As shown, the setting interface of the intelligent hybrid mode also includes sliders for two functions, namely "real-time traffic condition power planning" and "intelligent commuting driving". Users can start the corresponding functions by switching the sliders, that is, configure the corresponding target intelligent control strategies.

[0064] Of course, in other embodiments of the present application, users can also set the functions or target intelligent control strategies in the intelligent hybrid mode by other means such as buttons.

[0065] 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 interaction interface of the in-vehicle terminal, the instrument interface of the vehicle.

[0066] Part or all of the information of the target energy management operation mode can be displayed in the human-machine interaction interface of the in-vehicle terminal and / or the instrument interface of the vehicle. For example, all the information of the target energy management operation mode can be displayed in the instrument interface of the vehicle. For example, the target power under the power preservation 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 in the instrument interface of the vehicle to make the display of information in the instrument interface of the vehicle more concise.

[0067] Please continue to refer to Figure 2 As shown, the system architecture further includes an ICM (Instrument Control Module, instrument) that can communicate 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 interaction interface of the in-vehicle terminal, the ACU will send the corresponding energy mode setting signal to the GW.

[0068] After receiving the energy mode setting signal, GW will forward it to VCU. After receiving these signals, VCU will generate an energy mode display signal and send the energy mode display signal to GW. On the one hand, GW will send the energy mode display signal to ACU and display the energy mode through the human-machine interface of the in-vehicle terminal. On the other hand, GW will also send the energy mode display signal to ICM, and ICM will display and light up the corresponding energy mode. The energy mode display signal sent by GW to ICM can be the VCU_OperatingMode signal. When VCU_OperatingMode = 4, it represents the forced pure electric mode. After receiving the signal, the instrument can display "Pure Electric Priority" in blue font.

[0069] In an 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 the target setting method in at least one setting method of the energy management operation mode includes: obtaining the target energy management operation mode set for the vehicle by the user by triggering a specified physical button, where triggering the specified physical button can switch between multiple selectable energy management operation modes.

[0070] Please continue to refer to Figure 2 As shown, the system architecture further includes an energy mode switch, which is electrically connected to VCU through a hard wire. The energy mode switch is the specified physical button, which can also be called a hard button. It can send the target energy management operation mode to VCU by directly sending a hard wire signal to VCU. VCU will execute according to the relevant energy mode, and feedback the result set by the user to the host controller (ACU) and the instrument (ICM) through the gateway (GW), and display them on the host (AVNT) and the instrument respectively.

[0071] The logic for realizing energy mode switching based on the physical button is as follows: when the current execution mode is the power preservation priority mode, short pressing the physical button enters the pure electric priority mode, and long pressing the physical button enters the forced pure electric mode; when the current execution mode is the pure electric priority mode or the intelligent electric hybrid mode, short pressing the physical button can switch between these two modes, and long pressing the physical button enters the forced pure electric mode; when the current execution mode is the forced pure electric mode, short pressing the physical button enters the pure electric priority mode, and long pressing does not respond, and the forced pure electric mode continues to be executed.

[0072] The key trigger logic can be: start timing from the change of the button press level, and end timing when the button release level changes again. When the button press duration is greater than 0.2s and less than 2s, it is recognized as a short press, and when the button press duration is greater than or equal to 2s, it is recognized as a long press. After the button release timing is completed, VCU will execute the energy mode switch.

[0073] Of course, the duration for determining short press and long press can also be set to other durations, which are not limited here.

[0074] 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.

[0075] 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.

[0076] The following describes how to set the energy management operation mode through voice interaction with the vehicle terminal.

[0077] The user can wake up the host controller (ACU) and set the energy management operation mode through voice. The AVNT host (whose controller is ACU) identifies the energy management operation mode the user wants, and feeds back the user's setting results to the vehicle controller VCU and the instrument through the gateway (GW), and displays them on the host (AVNT) and the instrument respectively. Finally, the VCU performs energy management control of the vehicle according to the relevant energy mode.

[0078] Specifically, if the user wants to turn on a certain energy management operation mode, the user needs to make a voice to instruct to turn on the energy management operation mode. After the AVNT host receives the voice, the ACU will recognize the text information corresponding to the voice, and then match the text information with the preset text information in the AVNT host corresponding to turning on each energy management operation mode; if the recognized text information matches the text information corresponding to turning on a certain energy management operation mode, it will be determined that the set target energy management operation mode is the energy management operation mode.

[0079] For example, corresponding text information such as "Turn on intelligent hybrid mode", "Turn on intelligent hybrid mode", "Turn on intelligent hybrid mode", "Start intelligent hybrid mode", "Turn on intelligent driving mode", "Turn on intelligent driving mode", "Turn on intelligent driving mode", and "Start intelligent driving mode" can be set to turn on the intelligent hybrid mode. Once the recognized text information is detected to match one of these text information, the set target energy management operation mode is determined to be the intelligent hybrid mode. At this time, the AVNT host can reply by voice "OK, turn on the intelligent hybrid mode for you". If the current state of the vehicle does not support the turning on of the intelligent hybrid mode, the AVNT host can reply by voice "Your car cannot turn on the intelligent hybrid mode for the time being."

[0080] For the forced pure - electric mode, power - retention priority 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 intelligent hybrid mode.

[0081] To ensure that the function of setting the energy - management operation mode by voice is not accidentally triggered, the permission for 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 a voice message "Currently, only the driver's seat is supported for control. Please give instructions from the driver's seat."

[0082] 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 - control unit is Figure 5 the vehicle - energy - management unit shown as follows. It receives driving - demand information such as the accelerator - pedal opening and the brake - pedal opening, as well as vehicle - state information such as vehicle speed, slope, SOC, and in - vehicle 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, the motor 502, the battery 503, the shift mechanism 504, and the air conditioner 505, so as to achieve different operation modes to meet the needs of different scenarios of users. Figure 6 It is a schematic diagram of the structure of the clutch shown according to an exemplary embodiment. Please refer to Figure 6 As shown, Figure 4 the shift mechanism 504 shown as follows is actually the clutch in the hybrid system. It is located between the transmission and the engine and includes components such as a diaphragm spring, a pressure plate, a driven disk, a torsional damper, and a friction plate.

[0083] 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 may further include: when receiving a memory instruction for setting the target energy - management operation mode, saving the target energy - management operation mode so that the target energy - management operation mode is used by default when the vehicle is started next time.

[0084] The power - off memory function can be provided for all types of energy - management operation modes, or it can be provided only for some energy - management operation 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 this 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 powers 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 - retention priority mode, the vehicle - control unit VCU will also memorize the power - retention speed and the target power value to be maintained.

[0085] Next, taking the target energy management operation mode set by the user for the vehicle as the intelligent electric hybrid mode as an example, the solution of the embodiment of the present application will be introduced in detail.

[0086] Step 120, if the target energy management operation mode is the intelligent electric hybrid mode, obtain the status information of the vehicle and / or the driving demand information of the vehicle. The status information includes the remaining power of the power battery and the vehicle speed, and the driving demand information includes the throttle pedal opening.

[0087] If the user configures at least one target intelligent control strategy for the intelligent electric hybrid mode, then after obtaining the status information of the vehicle and / or the driving demand information of the vehicle, the vehicle will be controlled to drive according to at least one target intelligent control strategy in the intelligent electric hybrid mode.

[0088] The following introduces how to control and adjust the operating state of the vehicle's power system in the intelligent electric hybrid mode.

[0089] Steps 130 and 140 are the specific control logics in the intelligent electric hybrid mode.

[0090] Please continue to refer to Figure 1 , Step 130, if the remaining power of the power battery belongs to the first remaining power range, then when the throttle pedal opening is less than the set value, drive purely electrically, and start the engine when the throttle pedal opening reaches the set value.

[0091] That is to say, when the remaining power of the power battery belongs to the first remaining power range, the vehicle's power battery is preferentially used to drive the vehicle (continuously drive purely electrically unless the throttle pedal opening reaches the set value), and the vehicle's engine is started when the throttle pedal opening reaches the set value to drive the vehicle at least through the engine.

[0092] The remaining power of the power battery is the SOC (State of Charge), and the first remaining power range can be set according to actual needs. Specifically, the first remaining power range can be, for example, SOC≥18%.

[0093] The set value can be set according to actual needs. For example, it can be set to 95%, that is, the engine can be started when the throttle pedal opening≥95% (reaches full throttle). Preferentially using the vehicle's power battery to drive the vehicle means that the whole vehicle mainly drives purely electrically, and the vehicle can be driven only by the power battery when the throttle pedal opening<95%. Driving the vehicle at least through the engine means hybrid driving. At this time, the vehicle can be driven only by the engine or jointly driven by the engine and the power battery.

[0094] Step 140: If the remaining power of the power battery belongs to the second remaining power range, control the vehicle to travel according to the vehicle speed range to which the vehicle speed belongs. Herein, the maximum value of the second remaining power range is less than the minimum value of the first remaining power range, the vehicle speed range to which the vehicle speed belongs is one of at least two vehicle speed ranges, and the frequency of the vehicle using the engine to drive the vehicle in the high vehicle speed range is higher than that in the low vehicle speed range.

[0095] The second remaining power range is a certain remaining power range lower than the first remaining power range. For example, the second remaining power range can be 3% ≤ SOC < 18%. When the vehicle speed is in the high vehicle speed range, control the vehicle to preferentially use fuel and the engine to drive the vehicle; when the vehicle speed is in the low vehicle speed range, control the vehicle to preferentially use the power battery to drive the vehicle for pure electric driving.

[0096] Controlling the vehicle to travel according to the vehicle speed range to which the vehicle speed belongs actually means controlling and adjusting the operating state of the vehicle's power system according to the vehicle speed range to which the vehicle speed belongs.

[0097] In an embodiment of the present application, controlling the vehicle to travel according to the vehicle speed range to which the vehicle speed belongs includes: determining a target power value corresponding to the vehicle speed range to which the vehicle speed belongs, wherein the target power value corresponding to the high vehicle speed range is greater than the target power value corresponding to the low vehicle speed range; controlling the power value of the vehicle's power battery to fluctuate within a preset power range around the target power value.

[0098] The vehicle speed can be divided into several vehicle speed ranges according to the vehicle speed magnitude. It is easy to understand that the high and low of the vehicle speed range are relative. If the vehicle speeds in a vehicle speed range A are all lower than those in another vehicle speed range B, then the vehicle speed range A with a lower vehicle speed is the low vehicle speed range, and the vehicle speed range B with a higher vehicle speed is the high vehicle speed range.

[0099] Therefore, when 3% ≤ SOC < 18%, when the vehicle speed is high, the vehicle can be controlled to preferentially use fuel and keep the SOC balanced at a high level; when the vehicle speed is low, it preferentially uses pure electric driving and keeps the SOC balanced at a low level.

[0100] Figure 7 It is a schematic diagram showing the balance points of SOC corresponding to different vehicle speed ranges in the intelligent electric hybrid mode shown in an exemplary embodiment. Please refer to Figure 7 As shown, it shows a coordinate system, the horizontal axis of this coordinate system is time, and the vertical axis is the displayed power of the vehicle, that is, SOC. Through Figure 7It can be seen that the vehicle speed can be divided into several speed ranges, namely, a high-speed range (vehicle speed > 80 km / h), a medium-speed range (vehicle speed between 40 - 80 km / h), a low-speed range (vehicle speed < 40 km / h, for example, vehicle speed between 20 - 40 km / h), and an idle speed range (for example, vehicle speed < 20 km / h). In the foregoing embodiments, the target power value corresponding to the speed range to which the vehicle speed belongs is the Figure 7 SOC balance point shown. In the intelligent electric hybrid mode, for different vehicle speeds, the SOC balance point will be appropriately adjusted. For example, in Figure 7 , the target power value corresponding to the high-speed range can be 18%, the target power value corresponding to the medium-speed range can be 10%, the target power value corresponding to the low-speed range can be 5%, and the target power value corresponding to the idle speed range can be 3%.

[0101] Once the target power value is determined, the power value of the vehicle's power battery can be controlled to fluctuate around this target power value.

[0102] The power value of the vehicle's power battery fluctuating around the target power value within the preset power range means that the power value of the power battery will be equal to the target power value at a certain moment during the fluctuation. Specifically, Figure 7 the curve shown is divided into a light-colored line segment and a dark-colored line segment. In the light-colored line segment stage, the vehicle is mainly driven by fuel, and during this driving stage, the engine will charge the power battery; the light-colored line segment represents the stage of mainly driving by electricity, and during this stage, it is mainly used to discharge the power battery to drive the vehicle through the power battery.

[0103] The balance point means that after driving to a certain extent, the SOC of the power battery remains unchanged (it can be understood as repeatedly charging and discharging to keep the SOC of the power battery in a small range of balance).

[0104] Controlling the power value of the vehicle's power battery to fluctuate around the target power value within the preset power range means controlling the power value of the vehicle's power battery to be maintained near the target power value.

[0105] The principle of the power value of the power battery fluctuating can be: when the current remaining power value of the power battery is greater than the target power value corresponding to the speed range to which the current vehicle speed belongs, the power battery is discharged 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 speed range to which the current vehicle speed belongs, the engine is started to charge the power battery.

[0106] The preset power range can be set by the user or can be pre-calibrated when the vehicle leaves the factory.

[0107] Of course, in other embodiments of the present application, each vehicle speed range and remaining power range may also be set to other values.

[0108] Figure 8 It is a schematic flowchart of the intelligent electric hybrid control logic shown according to an exemplary embodiment. Please refer to Figure 8 As shown, the process is as follows: First, when the user selects the intelligent hybrid mode, it is judged whether the current SOC is greater than 35%. If so, it is judged whether the wheel-end demand power > pure electric power holds. If so, hybrid driving is performed, that is, the vehicle is driven at least by the engine; if not, pure electric driving is performed, that is, the vehicle is driven only by the power battery. If the current SOC is not greater than 35%, it is judged whether 35% > SOC > 25% holds. If so, it is further judged whether the vehicle speed > 80 km / h holds. If the vehicle speed > 80 km / h does not hold, it is judged whether the wheel-end demand power > pure electric power holds. If so, hybrid driving is performed; if not, pure electric driving is performed. If the vehicle speed > 80 km / h holds, it is judged whether the wheel-end demand power > 35 kw holds. If so, hybrid driving is performed; if not, pure electric driving is performed. If 35% > SOC > 25% does not hold, it is further judged whether 25% > SOC > 15% holds. If so, when the vehicle speed > 40 km / h, it is judged whether the wheel-end demand power > 35 kw holds. If so, hybrid driving is performed; if not, pure electric driving is performed. If the vehicle speed > 40 km / h does not hold, it is judged whether the wheel-end demand power > pure electric power holds. If so, hybrid driving is performed; if not, pure electric driving is performed. If 25% > SOC > 15% does not hold, that is, the current SOC ≤ 15%, then it is judged whether the wheel-end demand power > 35 kw holds. If so, hybrid driving is performed; if not, pure electric driving is performed.

[0109] The wheel-end demand power here is obtained according to the throttle pedal opening. There is a one-to-one correspondence between the wheel-end demand power and the throttle pedal opening. Therefore, the wheel-end demand power is equivalent to the throttle pedal opening, and the pure electric power is the discharge power allowed by the power battery. The pure electric power is the set value for comparison with the throttle pedal opening, that is, the preset opening threshold.

[0110] It is easy to understand that 35 kw is a threshold for judging that the wheel-end demand power of the vehicle is low, and it can also be replaced by other values. When the wheel-end demand power > 35 kw does not hold, it means that the wheel-end demand power of the vehicle is low, and the vehicle usually travels at a low speed of less than 10 km / h.

[0111] The purpose of the intelligent power control function is to intervene in and optimize the control of the existing power system based on real-time road conditions and traffic information. In particular, it involves adjusting the energy flow distribution state of multiple power sources in the hybrid system and the working state of components to optimize and improve the driving performance, economy, comfort, safety, and usability of hybrid vehicles under real-time road conditions.

[0112] Next, the target intelligent control strategy will be introduced in detail.

[0113] In one embodiment of the present application, at least one target intelligent control strategy includes real-time road condition power planning. When controlling the vehicle to travel in the intelligent electric hybrid mode according to at least one target intelligent control strategy, it includes: obtaining in real time the road condition information of each upcoming passing section in the current navigation path, where the road condition information includes the length and predicted vehicle speed of the passing section, and each upcoming passing section is divided according to the congestion situation of the current navigation path; controlling the vehicle's power system according to the road condition information of each upcoming passing section to reduce the intervention frequency of the vehicle's engine in congested sections.

[0114] Under the real-time road condition power planning strategy, the VCU adjusts the power planning in real time according to the congestion degree in the road congestion scenario based on the real-time traffic information fed back by the AVNT, so as to reduce congestion starts and stops, improve the riding comfort of users on congested roads, and to a certain extent improve the economy.

[0115] The AVNT can obtain real-time traffic light column information through the interface provided by the map operator. Here, the real-time traffic light column information refers to the congestion situation information of each passing section. Figure 9 It is a schematic diagram of the in-vehicle navigation interface shown according to an exemplary embodiment. Please refer to Figure 9 As shown, when using map navigation, the real-time traffic light column information is located on the right side of the interface, and it is filled with different patterns, respectively representing the different congestion situations of each section in the current navigation path. Of course, in the actual scenario, the congestion situations of different passing sections are usually identified by colors. For example, the congestion situation of smooth traffic is identified by green, and the congestion situation of slow traffic is identified by yellow, etc. The AVNT can divide the entire current navigation path into a finite number of passing sections according to the congestion situation information of each passing section, so as to generate the road condition information of each passing section. Section number 1 refers to the passing section where the vehicle is currently located, and section number N refers to the Nth passing section in front of the vehicle. The road condition information of each passing section can include the predicted passing vehicle speed and the absolute length of the passing section. Among them, the predicted passing vehicle speed can be determined corresponding to the congestion situations such as smooth traffic and slow traffic. The sum of the lengths of all passing sections can be the distance of the entire navigation path. The road condition information of each passing section will change according to the real-time road conditions.

[0116] In an embodiment of the present application, traffic condition information of each upcoming passing section in the current navigation path is obtained in real time, including: obtaining traffic condition information of a predetermined number of upcoming passing sections starting from the current position in the current navigation path.

[0117] The predetermined number can also be set according to the actual situation. For example, it can be set to 20 or other numbers.

[0118] Since the traffic condition information of each passing section changes in real time and dynamically, even if the traffic condition information of all upcoming passing sections is obtained at one time, this traffic condition information may become invalid before it can be used. Therefore, obtaining the traffic condition information of all upcoming passing sections at one time will result in a waste of resources. In the embodiment of the present application, by only obtaining the traffic condition information of a predetermined number of upcoming passing sections starting from the current position, the overhead of resources can be saved while ensuring the validity of the traffic condition information.

[0119] AVNT can send the traffic condition information of the 1st to 20th passing sections starting from the vehicle's position to the VCU respectively in the CAN communication format of "section predicted vehicle speed; length" through 20 signals and update it in real time with a period of 1 s. These information are used for the VCU to adjust the working state of the vehicle power system.

[0120] The VCU receives the above traffic condition information sent by AVNT and adjusts the operation state of the vehicle power system in a timely manner according to this traffic condition information to ensure that the engine is less frequently involved in congested working conditions.

[0121] In an embodiment of the present application, when controlling the vehicle to travel in the intelligent electric hybrid mode according to at least one target intelligent control strategy, it further includes: obtaining the total navigation distance, remaining navigation distance, and remaining navigation time of the current navigation path; controlling the vehicle's power system according to the vehicle's state information, total navigation distance, remaining navigation distance, and remaining navigation time, so that the distance that the vehicle can travel only by the power battery reaches a preset distance threshold when the vehicle arrives at the destination.

[0122] AVNT sends the total navigation distance, remaining navigation distance, and remaining navigation time of the current navigation path to the VCU. The VCU receives the total navigation distance, remaining navigation distance, and remaining navigation time of the current navigation path sent by AVNT, and combines the vehicle's current state information to adjust the operation state of the vehicle power system in a timely manner to ensure that there is a certain distance of pure electric driving ability before arriving at the destination.

[0123] In an embodiment of the present application, when controlling the vehicle to travel in the intelligent electric hybrid mode according to at least one target intelligent control strategy, it further includes: obtaining the current speed limit of the current section of the current navigation path, the distance to the highway entrance, and the distance to the highway exit; controlling the vehicle's power system according to the vehicle's status information, the current speed limit of the current section, the distance to the highway entrance, and the distance to the highway exit.

[0124] AVNT sends the current speed limit of the current section of the current navigation path, the highway entrance distance, and the highway exit distance to the VCU. The VCU receives the current speed limit of the current section of the current navigation path, the highway entrance distance, and the highway exit distance sent by AVNT, and combines the current vehicle status information to timely adjust the operating state of the vehicle's power system to achieve the best economy and driving performance.

[0125] In an embodiment of the present application, at least one target intelligent control strategy includes intelligent commuting driving. When controlling the vehicle to travel in the intelligent electric hybrid mode according to at least one target intelligent control strategy, it includes: if it is detected that the vehicle's current position is within a preset distance range of the user-set permanent residence, and the current time is within the specified time interval, a pop-up notification is pushed to the user to ask whether the user wants to navigate to the regular destination corresponding to the permanent residence; when a trigger instruction for the pop-up notification is received, it is determined to enter the commuting state, and several optional commuting path information is displayed; when the selected target commuting path information is received, the vehicle's power system is controlled according to the target commuting path information.

[0126] Under the intelligent commuting driving strategy, the VCU identifies the commuting intention through AVNT, and continuously optimizes the driving performance and economy of the commuting route according to the characteristics such as traffic congestion, mileage, and time consumption of the commuting route.

[0127] The permanent residence can be, for example, home, and the regular destination corresponding to the permanent residence can be, for example, the company; of course, the permanent residence can be, for example, the company, and the regular destination corresponding to the permanent residence can also be home.

[0128] The geographical locations of home and the company can also be set independently by the user, or automatically set by the system according to the user's habit data, or the system can push the setting entry to the user according to the user's habit data, and the user can set it through the setting entry.

[0129] When the vehicle is currently within 500 meters of the home set in AVNT and the system time is between 6:00 and 10:00, AVNT can pop up a pop-up recommendation to the company, asking the user whether to navigate to the company; when the vehicle is currently within 500 meters of the company set in AVNT and the system time is between 17:00 and 24:00, AVNT can pop up a pop-up recommendation to go home, asking the user whether to navigate home.

[0130] After the user selects and confirms to enter the commuting state in the pop-up reminder on the host interface, the AVNT in-vehicle navigation will automatically plan 3 optional commuting routes for the user. AVNT feeds back the commuting state signal to the VCU according to the commuting route selected by the user.

[0131] The commuting state signal ACU_Commute_state 0 - 7 has the following meanings respectively:

[0132] 0 - The user has not selected the commuting mode;

[0133] 1 - The user has selected the commuting mode. At this time, it is from home to company, representing Route 1;

[0134] 2 - The user has selected the commuting mode. At this time, it is from home to company, representing Route 2;

[0135] 3 - The user has selected the commuting mode. At this time, it is from home to company, representing Route 3;

[0136] 4 - The user has selected the commuting mode. At this time, it is from company to home, representing Route 4;

[0137] 5 - The user has selected the commuting mode. At this time, it is from company to home, representing Route 5;

[0138] 6 - The user has selected the commuting mode. At this time, it is from company to home, representing Route 6.

[0139] Every time AVNT powers on, it queries the information of the user's home and company set in the current navigation through the interface provided by the map operator and sends it to the VCU, including the types of the starting point and the arrival point (home or company), the distance between the starting point and the arrival point, the longitude of the starting point, the latitude of the starting point, the longitude of the arrival point, the latitude of the arrival point, etc. When the user's home and company change, AVNT obtains the notification information through the interface and updates it to the VCU.

[0140] The VCU receives the commuting information sent by AVNT and adjusts the operating state of the vehicle's power system in a timely manner according to the commuting state signal to achieve the best economy and driving performance.

[0141] In summary, according to the vehicle energy management control method provided by the embodiments of the present application, the following effects can be achieved:

[0142] 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.

[0143] 2. Develop an intelligent hybrid mode, which can comprehensively consider the vehicle's fuel consumption and driving performance requirements, and improve the vehicle's economy and NVH (Noise, Vibration, Harshness) performance.

[0144] 3. Further, in the intelligent hybrid mode, functions such as "real-time traffic power planning" and "commuting driving" are also set up, which can intelligently adjust the control strategy of the whole vehicle according to the real-time traffic conditions, enabling users to experience a more intelligent experience.

[0145] This application also provides an energy management control device for a vehicle. The following is an example of the device in this application.

[0146] Figure 10 It 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:

[0147] A mode acquisition module 1010, configured to acquire the target energy management operation mode set by the user for the vehicle;

[0148] An information acquisition module 1020, configured to, if the target energy management operation mode is the intelligent electric hybrid mode, acquire the status information of the vehicle and / or the driving demand information of the vehicle. The status information includes the remaining power of the power battery and the vehicle speed, and the driving demand information includes the throttle pedal opening;

[0149] A first control module 1030, configured to, if the remaining power of the power battery belongs to the first remaining power interval, drive the vehicle purely electrically when the throttle pedal opening is less than the set value, and start the engine when the throttle pedal opening reaches the set value;

[0150] A second control module 1040, configured to, if the remaining power of the power battery belongs to the second remaining power interval, control the vehicle to travel according to the vehicle speed interval to which the vehicle speed belongs. Among them, the maximum value of the second remaining power interval is less than the minimum value of the first remaining power interval, and the vehicle speed interval to which the vehicle speed belongs is one of at least two vehicle speed intervals. The frequency of using the engine to drive the vehicle in the high vehicle speed interval is higher than the frequency of using the engine to drive the vehicle in the low vehicle speed interval.

[0151] Figure 11 It shows a schematic structural diagram of a computer system of an electronic device suitable for implementing the embodiments of this application.

[0152] It should be noted that Figure 11 the computer system 1100 of the electronic device shown is only an example and should not bring any restrictions to the functions and usage scope of the embodiments of this application.

[0153] As Figure 11As shown, computer system 1100 includes a Central Processing Unit (CPU) 1101, which can perform various appropriate actions and processes according to the program stored in the Read-Only Memory (ROM) 1102 or the program loaded from the storage section 1108 into the Random Access Memory (RAM) 1103, such as executing the methods 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 via a bus 1104. An Input / Output (I / O) interface 1105 is also connected to the bus 1104.

[0154] 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 it can be installed into the storage section 1108 as needed.

[0155] Specifically, according to the embodiments of the present application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, the embodiments of the present application include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program contains program codes for executing the methods shown in the flowcharts. In such an embodiment, the computer program can be downloaded and installed from the network via the communication section 1109, and / or installed from the removable medium 1111. When the computer program is executed by the Central Processing Unit (CPU) 1101, various functions defined in the system of the present application are executed.

[0156] It should be noted that the computer-readable medium shown in the embodiments of the present application can be a computer-readable signal medium, a computer-readable storage medium, or any combination of the two. A computer-readable storage medium can 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 a computer-readable storage medium can include, but are not limited to: an electrical connection having 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, a computer-readable storage medium can 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 can include a data signal propagated in a baseband or as part of a carrier wave, which carries computer-readable program code. Such a propagated data signal can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. A computer-readable signal medium can also be any computer-readable medium other than a 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 a computer-readable medium can be transmitted using any appropriate medium, including but not limited to: wireless, wired, etc., or any suitable combination of the above.

[0157] 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 can 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 a 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 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.

[0158] 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. In some cases, the names of these units do not constitute a limitation on the units themselves.

[0159] As one aspect, the present 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 one or more programs are executed by an electronic device, the electronic device implements the method described in the above embodiments.

[0160] It should be noted that although several modules or units of the devices for action execution are mentioned in the above detailed description, this division is not mandatory. In fact, according to the embodiments of the present 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.

[0161] Through the description of the above embodiments, those skilled in the art can easily understand that the example embodiments described herein can be implemented in software or in a manner of software combined with necessary hardware. Therefore, the technical solutions according to the embodiments of the present 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 the present application.

[0162] After considering the specification and practicing the embodiments disclosed herein, those skilled in the art will readily conceive of other embodiments of the present application. The present application is intended to cover any variations, uses, or adaptations of the present application, which follow the general principles of the present application and include known common knowledge or conventional technical means in the technical field not disclosed in the present application.

[0163] It should be understood that the present 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 the present application is only limited by the appended claims.

Claims

1. A vehicle energy management control method, characterized in that: The method comprises: Obtain the target energy management operation mode set by the user for the vehicle; If the target energy management operation mode is the intelligent electric hybrid mode, obtaining status information of the vehicle and / or driving demand information of the vehicle, the status information including the remaining power of the power battery and the vehicle speed, and the driving demand information including the accelerator pedal opening; If the remaining power of the power battery belongs to the first remaining power range, pure electric driving is performed when the accelerator pedal opening is less than a set value, and the engine is started when the accelerator pedal opening reaches the set value; If the remaining power of the power battery belongs to a second remaining power interval, the vehicle is controlled to travel according to the speed interval to which the vehicle speed belongs, wherein the maximum value of the second remaining power interval is less than the minimum value of the first remaining power interval, the speed interval to which the vehicle speed belongs is one of at least two speed intervals, and the frequency of the vehicle using the engine to drive the vehicle in a high speed interval is higher than the frequency of the vehicle using the engine to drive the vehicle in a low speed interval.

2. The method according to claim 1, characterized in that The controlling the vehicle to travel according to the vehicle speed interval to which the vehicle speed belongs includes: Determine a target power value corresponding to the vehicle speed interval to which the vehicle speed belongs, wherein the target power value corresponding to the high vehicle speed interval is greater than the target power value corresponding to the low vehicle speed interval; The power value of the power battery of the vehicle is controlled to fluctuate within a preset power range around the target power value.

3. The method according to claim 1, characterized in that The obtaining of the target energy management operation mode set by the user for the vehicle includes: Acquire an intelligent electric hybrid mode set by a user for a vehicle and at least one target intelligent control strategy configured for the intelligent electric hybrid mode, wherein the at least one target intelligent control strategy includes real-time traffic power planning and / or intelligent commuting driving; After acquiring the state information of the vehicle and / or the driving demand information for the vehicle, the method further includes: In the intelligent electric hybrid mode, the vehicle is controlled to travel according to the at least one target intelligent control strategy.

4. The method according to claim 3, characterized in that The at least one target intelligent control strategy includes real-time road condition and power planning, and controlling the vehicle driving according to the at least one target intelligent control strategy in the intelligent electric hybrid mode includes: Acquire in real time the traffic information of each to-be-passed road section in the current navigation path, the traffic information including the length of the to-be-passed road section and the predicted vehicle speed, the to-be-passed road sections being divided according to the congestion condition of the current navigation path; The power system of the vehicle is controlled according to the road condition information of each road section to be traversed, so as to reduce the intervention frequency of the engine of the vehicle in the congested road section.

5. The method according to claim 4, characterized in that The controlling the vehicle to travel according to the at least one target intelligent control strategy in the intelligent electric hybrid mode also includes: Obtaining the total navigation distance, remaining navigation distance and remaining navigation time of the current navigation path; The power system of the vehicle is controlled according to the status information of the vehicle, the total navigation distance, the remaining navigation distance and the remaining navigation time, so that when the vehicle arrives at the destination, the distance that the vehicle can travel only by power battery driving reaches a preset distance threshold.

6. The method according to claim 4 or 5, characterized in that: The controlling the vehicle to travel according to the at least one target intelligent control strategy in the intelligent electric hybrid mode also includes: Get the current road speed limit, highway entrance distance, and highway exit distance of the current navigation route; The power system of the vehicle is controlled according to the status information of the vehicle, the speed limit of the current road section, the distance to the highway entrance and the distance to the highway exit.

7. The method according to claim 3, characterized in that The at least one target intelligent control strategy includes intelligent commuting driving, and controlling the vehicle driving according to the at least one target intelligent control strategy in the intelligent electric hybrid mode includes: If it is detected that the current location of the vehicle is within a preset distance range of the permanent place set by the user, and the current time is within a specified time interval, a pop-up notification is pushed to the user to ask the user whether to navigate to the regular destination corresponding to the permanent place; When a trigger instruction for the pop-up notification is received, entering the commuting state is determined, and a plurality of optional commuting route information is displayed; When the selected target commuting route information is received, the power system of the vehicle is controlled according to the target commuting route information.

8. A vehicle energy management control device, characterized in that: The device comprises: A mode acquisition module is configured to acquire a target energy management operation mode set by a user for a vehicle; an information acquisition module, configured to acquire, if the target energy management operation mode is the intelligent electric hybrid mode, state information of the vehicle and / or driving demand information for the vehicle, the state information including the remaining power of the power battery and the vehicle speed, and the driving demand information including the accelerator pedal opening; A first control module is configured to, if the remaining power of the power battery belongs to a first remaining power range, drive the vehicle purely on electric power when the accelerator pedal opening is less than a set value, and start the engine when the accelerator pedal opening reaches the set value; The second control module is configured to control the vehicle's driving according to the speed range to which the vehicle speed belongs if the remaining power of the power battery belongs to a second remaining power range, wherein the maximum value of the second remaining power range is less than the minimum value of the first remaining power range, the speed range to which the vehicle speed belongs is one of at least two speed ranges, and the frequency of the vehicle using the engine to drive the vehicle in a high speed range is higher than the frequency of the vehicle using the engine to drive the vehicle in a low speed range.

9. A computer readable medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the method according to any one of claims 1 to 7 is implemented.

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

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