Vehicle energy management method, device and vehicle-mounted terminal

Abstract

This application proposes a vehicle energy management method, device, and on-board terminal. The method includes: acquiring vehicle status information; determining the vehicle mode based on the vehicle status information, whereby the vehicle mode includes charging mode and normal mode, and the vehicle includes a range-extended vehicle; if the vehicle mode is charging mode, then energy is allocated according to a first target available power; if the vehicle mode is normal mode, then energy is allocated according to a second target available power, thereby managing the vehicle's energy. By distinguishing vehicle modes and designing different energy management strategies, the vehicle's power can be released, which can not only improve the power and economy of range-extended vehicles, but also extend the service life of the range extender and reduce maintenance costs.

Description

Technical Field

[0001] The present invention relates to the technical field of energy management, and in particular to a vehicle energy management method, device and vehicle-mounted terminal. Background Art

[0002] An extended-range vehicle is an electric vehicle that adds an internal combustion engine as a generator to a pure electric vehicle, which is used to charge the power battery or directly drive the motor to increase the range. This type of vehicle is also called a series hybrid vehicle or an extended-range electric vehicle, which combines the characteristics of battery drive, electric motor drive and traditional engine drive. In an extended-range vehicle, the power battery system not only provides power for the motor drive system, but also provides reverse drag current for the start of the range extender engine. The drive system provides power output for the vehicle, and the range extender (i.e., the internal combustion engine) automatically starts when the battery is low, driving the generator to charge the battery, and can also directly drive the vehicle to continue driving.

[0003] The range extender has different efficiency and performance characteristics under different working conditions. For example, during the startup phase, the range extender needs to consume more energy to establish a stable operating state; when working under high load, the efficiency of the range extender may decrease, generating more heat and emissions. If the energy management strategy cannot be intelligently adjusted according to the state changes of the range extender, it may lead to energy waste and reduced efficiency, thus affecting the vehicle's power and economy. Summary of the invention

[0004] The present application provides a vehicle energy management method, device and vehicle-mounted terminal to solve the above-mentioned technical problems.

[0005] A vehicle energy management method provided in an embodiment of the present application is characterized in that the method includes: obtaining vehicle status information, determining a vehicle mode based on the vehicle status information, the vehicle mode including a charging mode and a normal mode, and the vehicle including an extended-range vehicle; if the vehicle mode is the charging mode, energy is distributed based on a first target available power, wherein the first target available power is determined by the charging power corresponding to the charging mode; if the vehicle mode is the normal mode, energy is distributed based on a second target available power, wherein the second target available power is determined by the power battery available power in the vehicle status information.

[0006] In one embodiment of the present application, if the vehicle status information includes the vehicle charging status, determining the vehicle mode according to the vehicle status information specifically includes: if the vehicle charging status is an external DC charging preheating status, triggering the vehicle to enter an external DC charging preheating mode; if the vehicle charging status is an external DC vehicle charging status, triggering the vehicle to enter an external DC charging mode; if the vehicle charging status is an external AC charging preheating status, triggering the vehicle to enter an external AC charging preheating mode; if the vehicle charging status is an external AC vehicle charging status, triggering the vehicle to enter an external AC charging mode.

[0007] In one embodiment of the present application, if the vehicle status information includes a vehicle charging status and a range extender status, determining the vehicle mode according to the vehicle status information specifically includes: if the vehicle charging status is that the vehicle is not charged, and the range extender status is that the range extender is started, then determining that the vehicle mode is a first normal mode; if the vehicle charging status is that the vehicle is not charged, and the range extender status is that the range extender is not started, then determining that the vehicle mode is a second normal mode.

[0008] In one embodiment of the present application, energy is distributed according to a first target available power, wherein the first target available power is determined by the charging power corresponding to the charging mode, including: in the external DC charging preheating mode, the DC charging power is taken as the first target available power, and energy distribution is performed based on the DC converter consumption and the thermal management consumption; in the external DC charging mode, the sum of the DC charging power and the power battery available power is taken as the first target available power, and energy distribution is performed based on the DC converter consumption, the thermal management consumption, and the power battery DC charging; in the external AC charging preheating mode, the AC charging maximum output power is taken as the first target available power, and energy distribution is performed based on the DC converter consumption and the thermal management consumption; in the external AC charging mode, the sum of the AC charging maximum output power and the power battery available power is taken as the first target available power, and energy distribution is performed based on the DC converter consumption, the thermal management consumption, and the power battery AC charging.

[0009] In one embodiment of the present application, if the vehicle status information also includes the remaining fuel, the range extender fault signal, the communication loss signal and the number of range extender startup failures, the method further includes: in the first normal mode, setting the range extender target reserved power to zero, and the range extender target reserved power is used to start the range extender; in the second normal mode, if the range extender fault signal and the communication loss signal are received, setting the range extender target reserved power to a preset reserved power; if the range extender startup failure is received, and the cumulative number of failures is a first preset number, setting the range extender target reserved power to zero; or, if the range extender startup is received, and the cumulative number of failures is a second preset number, and the remaining fuel is a preset stock, setting the range extender target reserved power to zero; within a preset time interval, calculating the range extender current reserved power according to the second target available power and the range extender target reserved power, so that the range extender current reserved power is equal to the range extender target reserved power.

[0010] In one embodiment of the present application, if the vehicle mode is the normal mode, energy is allocated according to the second target available power, wherein the second target available power is determined by the power battery available power in the vehicle state information, including: in the first normal mode, the second target available power is allocated based on the DC converter consumption, the range extender target reserved power, the thermal management consumption, the driving consumption and the power battery DC / AC charging, and the second target available power is the sum of the power battery available power, the range extender power generation power and the energy recovery power, and the range extender power generation power is obtained by the bus current and the bus voltage; in the second normal mode, the second target available power is allocated based on the DC converter consumption, the range extender target reserved power, the thermal management consumption, the driving consumption and the power battery DC / AC charging, and the second target available power is the sum of the power battery available power and the energy recovery power; wherein the bus current and the bus voltage represent the power generation state of the range extender, and the energy recovery power is issued by the motor control unit.

[0011] In one embodiment of the present application, within a preset time period, the current reserved power of the range extender is calculated according to the second target available power and the target reserved power of the range extender, so that the current reserved power of the range extender is equal to the target reserved power of the range extender, including: obtaining the current reserved power of the range extender according to the target reserved power of the range extender, the last reserved power of the range extender and the filter coefficient:

[0012] P=a*P1+(1-a)*P2

[0013] Among them, P is the current reserved power of the range extender, a is the filter coefficient, P1 is the target reserved power of the range extender, and P2 is the last reserved power of the range extender. The last reserved power of the range extender represents the current reserved power of the range extender calculated in the last time period; the filter coefficient a is determined by the target reserved power of the range extender, the last reserved power of the range extender, and the second target available power.

[0014] In one embodiment of the present application, the filter coefficient is determined by the target reserved power of the range extender, the last reserved power of the range extender, and the second target available power, including: when the target reserved power of the range extender is greater than the last reserved power of the range extender and the second target available power is less than or equal to the first power threshold, the filter coefficient is the first coefficient, or, when the second target available power is greater than the first power threshold and less than or equal to the second power threshold, the filter coefficient is the second coefficient, or, when the second target available power is less than the second power threshold, the filter coefficient is the third coefficient; when the target reserved power of the range extender is less than the last reserved power of the range extender and the second target available power is less than or equal to the first power threshold, the filter coefficient is the fourth coefficient, or, when the second target available power is greater than the first power threshold and less than or equal to the second power threshold, the filter coefficient is the fifth coefficient, or, when the second target available power is less than the second power threshold, the filter coefficient is the sixth coefficient; wherein the first power threshold is less than the second power threshold.

[0015] The vehicle energy management device provided in an embodiment of the present application is characterized in that the device includes: an acquisition module, used to acquire vehicle status information, and determine a vehicle mode based on the vehicle status information; the vehicle mode includes a charging mode and a normal mode, and the vehicle includes an extended-range vehicle; a first energy distribution module, if the vehicle mode is the charging mode, energy distribution is performed based on a first target available power, wherein the first target available power is determined by the charging power corresponding to the charging mode; a second energy distribution module, if the vehicle mode is the normal mode, energy distribution is performed based on a second target available power, wherein the second target available power is determined by the power battery available power in the vehicle status information.

[0016] An embodiment of the present application provides a vehicle-mounted terminal, including a processor, a memory and a communication bus; the communication bus is used to connect the processor and the memory; the processor is used to execute a computer program stored in the memory to implement the above-mentioned vehicle energy management method.

[0017] The beneficial effects of the present application are as follows: vehicle status information is obtained, and the vehicle mode is determined according to the vehicle status information, wherein the vehicle mode includes a charging mode and a normal mode, and the vehicle includes an extended-range vehicle; if the vehicle mode is a charging mode, energy is distributed according to the first target available power, and if the vehicle mode is a normal mode, energy is distributed according to the second target available power. Differentiating vehicle modes, designing different energy management strategies, and releasing vehicle power can not only improve the power and economy of extended-range vehicles, but also extend the service life of the range extender and reduce maintenance costs.

[0018] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The drawings herein are incorporated into the specification and constitute a part of the specification, showing embodiments consistent with the present application, and together with the specification, are used to explain the principles of the present application. Obviously, the drawings described below are only some embodiments of the present application, and for those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative work. In the drawings:

[0020] Figure 1 is a flow chart of a vehicle energy management method shown in an exemplary embodiment of the present application;

[0021] Figure 2 is a block diagram of a vehicle energy management device shown in an exemplary embodiment of the present application;

[0022] Figure 3 It is a structural schematic diagram of a vehicle-mounted terminal shown in an exemplary embodiment of the present application. DETAILED DESCRIPTION

[0023] The following will describe the implementation methods of the present application with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present application from the contents disclosed in this specification. The present application can also be implemented or applied through other different specific implementation methods, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present application. It should be understood that the preferred embodiments are only for illustrating the present application, not for limiting the scope of protection of the present application.

[0024] It should be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present application, and thus the drawings only show components related to the present application rather than being drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component may be changed at will, and the component layout may also be more complicated.

[0025] In the following description, a large number of details are discussed to provide a more thorough explanation of the embodiments of the present application. However, it is obvious to those skilled in the art that the embodiments of the present application can be implemented without these specific details. In other embodiments, well-known structures and devices are shown in the form of block diagrams rather than in detail to avoid making the embodiments of the present application difficult to understand.

[0026] The embodiments of the present application respectively propose a vehicle energy management method, a vehicle energy management device, and a vehicle-mounted terminal, and these embodiments will be described in detail below.

[0027] See also Figure 1 , Figure 1 FIG. 1 shows a flow chart of a vehicle energy management method according to an embodiment of the present application. Figure 1 As shown, the method at least includes steps S110 to S130, which are described in detail as follows:

[0028] Step S110, obtaining vehicle status information, and determining a vehicle mode according to the vehicle status information, wherein the vehicle mode includes a charging mode and a normal mode, and the vehicle includes an extended-range vehicle.

[0029] In one embodiment of the present application, the priority of the charging mode is higher than that of the conventional mode. Since the core of the extended-range vehicle is the power battery, the state of the power battery directly affects the vehicle's mileage and performance. Therefore, the charging mode should be given priority in the energy distribution process.

[0030] Step S120: if the vehicle mode is the charging mode, energy is distributed according to the first target available power, wherein the first target available power is determined by the charging power corresponding to the charging mode.

[0031] In one embodiment of the present application, the charging modes include an external DC charging preheating mode, an external DC charging mode, an external AC charging preheating mode, and an external AC charging mode, and the first target available power is determined by the charging power corresponding to the charging mode.

[0032] Step S130: if the vehicle mode is the normal mode, energy is distributed according to the second target available power, wherein the second target available power is determined by the power battery available power in the vehicle status information.

[0033] exist Figure 1In the technical solution shown, vehicle status information is obtained, and the vehicle mode is determined according to the vehicle status information. The vehicle mode includes a charging mode and a normal mode, and the vehicle includes an extended-range vehicle. If the vehicle mode is a charging mode, energy is distributed according to the first target available power, and if the vehicle mode is a normal mode, energy is distributed according to the second target available power, so as to manage the energy of the vehicle. Differentiating vehicle modes, designing different energy management strategies, and releasing vehicle power can not only improve the power and economy of extended-range vehicles, but also extend the service life of the range extender and reduce maintenance costs.

[0034] In one embodiment of the present application, if the vehicle status information includes the vehicle charging status, determining the vehicle mode according to the vehicle status information specifically includes: if the vehicle charging status is an external DC charging preheating status, the vehicle is triggered to enter an external DC charging preheating mode; if the vehicle charging status is an external DC vehicle charging status, the vehicle is triggered to enter an external DC charging mode; if the vehicle charging status is an external AC charging preheating status, the vehicle is triggered to enter an external AC charging preheating mode; if the vehicle charging status is an external AC vehicle charging status, the vehicle is triggered to enter an external AC charging mode. By distinguishing the charging modes, different energy management strategies can be designed for different charging modes, which helps to improve the energy efficiency and cruising range of the vehicle, which can not only improve the power and economy of the extended-range vehicle, but also extend the service life of the power battery and reduce maintenance costs.

[0035] As an example, the vehicle charging status is sent through the BMS (Battery Management System). If the BMS system feedbacks that the vehicle is in an external DC charging preheating state, the vehicle is controlled to enter an external DC charging preheating mode; if the BMS system feedbacks that the vehicle is in an external DC charging state, the vehicle is controlled to enter an external DC charging mode; if the BMS system feedbacks that the vehicle is in an external AC charging preheating state, the vehicle is controlled to enter an external AC charging preheating mode; if the BMS system feedbacks that the vehicle is in an external AC charging state, the vehicle is controlled to enter an external AC charging mode. By distinguishing the charging modes, different energy management strategies can be designed for different charging modes, which helps to improve the energy efficiency and cruising range of the vehicle. It can not only improve the power and economy of the extended-range vehicle, but also extend the service life of the power battery and reduce maintenance costs.

[0036] In one embodiment of the present application, if the vehicle status information includes the vehicle charging status and the range extender status, determining the vehicle mode according to the vehicle status information specifically includes: if the vehicle charging status is that the vehicle is not charged, and the range extender status is that the range extender is started, then determining the vehicle mode to be the first normal mode; if the vehicle charging status is that the vehicle is not charged, and the range extender status is that the range extender is not started, then determining the vehicle mode to be the second normal mode. In the normal mode, the range extender may be started, so it is necessary to set the range extender reserved power for starting the range extender. When the vehicle is not charged, the vehicle mode is distinguished by the range extender status, so that different energy management strategies are set for different vehicle modes to release the vehicle power, which can not only improve the power and economy of the extended-range vehicle, but also help improve the energy efficiency and cruising range of the vehicle, and can also extend the service life of the range extender, reduce maintenance costs, and by accurately controlling the power output of the range extender, it can reduce unnecessary fuel consumption and emissions, which is conducive to achieving the goal of energy conservation and emission reduction.

[0037] As an example, if the vehicle charging status is that the vehicle is not charging, and the range extender status sent by the EMS (Energy Management System) is that the range extender is started, the vehicle mode is determined to be the first normal mode. If the vehicle charging status is that the vehicle is not charging, and the range extender status sent by the EMS (Energy Management System) is that the range extender is not started, the vehicle mode is determined to be the second normal mode. When the vehicle is not charging, the vehicle mode is distinguished by the range extender status, so that different energy management strategies are set for different vehicle modes to release the vehicle's power, which can not only improve the power and economy of the extended-range vehicle, but also extend the service life of the range extender, reduce maintenance costs, and by accurately controlling the power output of the range extender, unnecessary fuel consumption and emissions can be reduced, which is conducive to achieving the goal of energy conservation and emission reduction.

[0038] In the above embodiment, the EMS system energy management system is one of the core systems in the electric vehicle, responsible for coordinating and optimizing the energy flow between the battery and the motor. Specifically, the EMS system intelligently allocates electrical energy according to the operating status of the vehicle and the needs of the driver to improve the overall performance and energy efficiency of the vehicle. For example, when the battery temperature rises, the EMS system adjusts the charge and discharge rate of the battery, or starts the cooling system to prevent overheating. In addition, the EMS system is also responsible for optimizing the charging process of the electric vehicle, and by controlling the charging rate and charging time, it helps to protect the battery, avoid overcharging or over-discharging, and thus extend the battery life.

[0039] In one embodiment of the present application, energy is distributed according to a first target available power, wherein the first target available power is determined by the charging power corresponding to the charging mode, including: in an external DC charging preheating mode, the DC charging power is taken as the first target available power, and energy distribution is performed based on the DC converter consumption and the thermal management consumption; in an external DC charging mode, the sum of the DC charging power and the power battery available power is taken as the first target available power, and energy distribution is performed based on the DC converter consumption, the thermal management consumption, and the power battery DC charging; in an external AC charging preheating mode, the AC charging maximum output power is taken as the first target available power, and energy distribution is performed based on the DC converter consumption and the thermal management consumption; in an external AC charging mode, the sum of the AC charging maximum output power and the power battery available power is taken as the first target available power, and energy distribution is performed based on the DC converter consumption, the thermal management consumption, and the power battery AC charging. By distinguishing different charging modes and intelligently adjusting the first target available power based on the charging power of the charging mode, it can not only protect the power battery and reduce the battery load, but also more accurately obtain the corresponding first target available power under different charging modes, thereby performing energy management more finely. Through precise energy management, it can not only improve the vehicle's energy efficiency and cruising range, but also reduce unnecessary fuel consumption and emissions, which is conducive to achieving the goal of energy conservation and emission reduction.

[0040] In one embodiment of the present application, the priorities of DC converter consumption, thermal management consumption, and power battery DC / AC charging include: DC converter consumption is greater than thermal management consumption and greater than power battery DC / AC charging.

[0041] As an example, the DC converter consumption is the DC / DC consumption. In the external DC charging preheating mode, the DC charging power is the DC charging power of the BMS. The DC charging power of the BMS is used as the first target available power, and the first target available power is allocated to the DC / DC consumption and the thermal management consumption. The priority of the DC / DC consumption is higher than the priority of the thermal management consumption. In the external DC charging mode, the sum of the DC charging power of the BMS and the power battery available power is used as the first target available power, and the first target available power is allocated to the DC / DC consumption, the thermal management consumption and the power battery DC charging. The priority of the DC / DC consumption is higher than the priority of the thermal management consumption, and the priority of the thermal management consumption is higher than the priority of the power battery DC charging. In the external AC charging preheating mode, the maximum output power of the AC charging is OBC (On-board Charger, on-board charger) AC charging maximum output power, take OBC AC charging maximum output power as the first target available power, and allocate the first target available power to DC / DC consumption and thermal management consumption, with DC / DC consumption taking priority over thermal management consumption; in external AC charging mode, take the sum of OBC AC charging maximum output power and power battery available power as the first target available power, and allocate the first target available power to DC / DC consumption, thermal management consumption and power battery AC charging, with DC / DC consumption taking priority over thermal management consumption, with thermal management consumption taking priority over power battery AC charging. By distinguishing different charging modes and intelligently adjusting the first target available power based on the charging power of the charging mode, it can not only protect the power battery and reduce the battery load, but also more accurately obtain the corresponding first target available power in different charging modes, so as to perform energy management more finely. Through precise energy management, it can not only improve the energy efficiency and cruising range of the vehicle, but also reduce unnecessary fuel consumption and emissions, which is conducive to achieving the goal of energy conservation and emission reduction.

[0042] In the above embodiment, the BMS system is a key system dedicated to intelligent management and maintenance of battery cells. Its main function is to prevent overcharging and over-discharging of the battery, thereby effectively extending the service life of the battery and monitoring the working status of the battery in real time. The OBC system is a power electronic device that is fixedly installed on new energy electric vehicles. Its main function is to convert the input single-phase or three-phase AC power into DC power when the electric vehicle is AC charged to charge the power battery. It has the ability to safely and automatically fully charge the vehicle power battery.

[0043] In one embodiment of the present application, if the vehicle status information also includes the remaining fuel, the range extender fault signal, the communication loss signal and the number of range extender startup failures, in the first normal mode, the range extender target reserved power is set to zero, and the range extender target reserved power is used to start the range extender; in the second normal mode, if the range extender fault signal and the communication loss signal are received, the range extender target reserved power is set to the preset reserved power; if the range extender startup failure is received, and the cumulative number of failures is the first preset number, the range extender target reserved power is set to zero; or, if the range extender startup is received, the cumulative number of failures is the second preset number, and the remaining fuel is the preset stock, the range extender target reserved power is set to zero; within the preset time interval, the range extender current reserved power is calculated based on the second target available power and the range extender target reserved power, so that the range extender current reserved power is equal to the range extender target reserved power. In the normal mode of the vehicle, the range extender has started and not started states. Setting the range extender's target reserved power through the range extender's start state and fault information can effectively prevent abnormal start-up of the range extender under fault conditions, avoid invalid power consumption, and release power for use by the entire vehicle, which can not only improve the vehicle's energy efficiency and cruising range, but also reduce unnecessary fuel consumption and emissions, which is conducive to achieving the goal of energy conservation and emission reduction.

[0044] In one embodiment of the present application, if the received number of range extender startup failures is a second preset number and the remaining fuel amount is not a preset amount, the range extender target reserved power is set to the preset reserved power.

[0045] As an example, when it is determined that the vehicle mode is the first normal mode and the range extender is in the startup state, the target reserved power of the range extender is set to zero. In the first normal mode, the range extender is in the startup state, so there is no need to reserve the startup power of the range extender. By setting the target reserved power of the range extender to zero, ineffective power consumption can be avoided.

[0046] As an example, the preset reserved power is 20 kilowatts. When the vehicle mode is determined to be the second normal mode, the range extender is in an unstarted state and power needs to be reserved for the range extender for subsequent start-up of the range extender. Specifically, the vehicle fault information is identified through the vehicle status information. After receiving the range extender fault information and the communication loss signal sent by the EMS module, the target reserved power of the range extender is determined to be the preset reserved power of "20 kilowatts". Since the fault information is recoverable, after the fault information is recovered, the power battery is prevented from being over-discharged when the range extender is started. Therefore, it is necessary to reserve the starting power of the range extender to prevent the power battery from being over-discharged when the range extender is started, thereby protecting the power battery, reducing the battery load and extending the battery life.

[0047] As an example, the first preset number of times is 3 times. If the range extender fails to start as sent by the EMS module, and the cumulative number of failures is the first preset number of "3 times", then in the current power-on cycle, the target reserved power of the range extender is set to zero. In the current startup state, if the number of range extender startup failures is 3 times, it is considered that the range extender has a fault in the current power-on cycle and cannot be restarted in the current power-on cycle. Therefore, the target reserved power of the range extender is set to zero, that is, there is no need to reserve the range extender startup power in the current power-on cycle, but the fault is only memorized in the current power-on cycle. If the power is turned on again, the number of range extender startup failures is re-counted, and the range extender target reserved power is determined based on the range extender startup failure. In the second normal mode, the range extender is in an unstarted state. Setting the range extender target reserved power through fault information can effectively prevent abnormal startup of the range extender in a faulty state, avoid invalid power consumption, and release power to the entire vehicle for use, thereby improving the power of the range extender vehicle.

[0048] As an example, the preset reserved power is 20 kilowatts, the preset stock is 0, and the second preset number is 2 times. If the range extender fails to start when receiving the EMS module, and the cumulative number of failures is the first preset number of "2 times", and the remaining fuel received from the instrument is the preset stock "0", the target reserved power of the range extender is set to zero. Since the remaining fuel is 0, there is a lack of fuel to start the range extender, so the range extender cannot be started. This fault is only memorized when the remaining fuel is 0. If the remaining fuel sent by the instrument is not 0, the target reserved power of the range extender is set to the preset reserved power "20 kilowatts". In the second normal mode, the range extender is not started. Setting the target reserved power of the range extender through fault information can effectively prevent abnormal startup of the range extender in a faulty state, avoid invalid power consumption, and release power to the entire vehicle for use, thereby improving the power of the extended-range vehicle.

[0049] In one embodiment of the present application, energy is allocated according to a second target available power, wherein the second target available power is determined by the power battery available power in the vehicle status information, including: in a first normal mode, the second target available power is allocated based on DC converter consumption, range extender target reserved power, thermal management consumption, drive consumption and power battery DC / AC charging, and the second target available power is the sum of the power battery available power, range extender power generation power and energy recovery power; in a second normal mode, the second target available power is allocated based on DC converter consumption, range extender target reserved power, thermal management consumption, drive consumption and power battery DC / AC charging, and the second target available power is the sum of the power battery available power, range extender power generation power and energy recovery power. The second target available power is the sum of the power available power of the power battery and the energy recovery power. The power generation power of the range extender is obtained by the bus current and the bus voltage. Among them, the bus current and the bus voltage characterize the power generation state of the range extender, and the energy recovery power is issued by the motor control unit. By distinguishing different vehicle modes and intelligently adjusting the second target available power based on the corresponding power of different vehicle power modes, it can not only protect the power battery and reduce the battery load, but also avoid useless power consumption. The vehicle power is consumed according to the preset consumption priority, and energy management is more refined. It can not only improve the vehicle's energy efficiency and cruising range, but also reduce unnecessary fuel consumption and emissions, which is conducive to achieving the goal of energy conservation and emission reduction.

[0050] In one embodiment of the present application, the priorities of DC converter consumption, range extender target reserved power, thermal management consumption, driving consumption, and power battery DC / AC charging include: DC converter consumption is greater than the range extender target reserved power, greater than thermal management consumption, greater than driving consumption, and greater than power battery DC / AC charging.

[0051] As an example, the bus current Igcu and bus voltage Ugcu of the gcu (range extender generator controller) are received, and the range extender power generation = Igcu*ugcu / 1000. The energy recovery power is obtained by receiving the electric recovery power signal of the mcu (motor controller). In the first normal mode, the power battery available power sent by the BMS system is received, and the sum of the power battery available power, the range extender power generation and the energy recovery power is used as the second target available power. In the second normal mode, the power battery available power sent by the BMS system is received, and the sum of the power battery available power and the energy recovery power is used as the second target available power. Energy is distributed based on DC converter consumption, range extender target reserved power, thermal management consumption, drive consumption and power battery DC / AC charging. Energy is distributed based on DC converter consumption, range extender target reserved power, thermal management consumption, drive consumption and power battery DC / AC charging. Among them, the priority of DC converter consumption is higher than the priority of range extender target reserved power, the priority of range extender target reserved power is higher than the priority of thermal management consumption, the priority of thermal management consumption is higher than the priority of driving consumption, and the priority of driving consumption is higher than the priority of power battery DC / AC charging. By distinguishing different vehicle modes and intelligently adjusting the second target available power based on the corresponding power of different vehicle electric modes, it can not only protect the power battery and reduce the battery load, but also avoid useless power consumption, and consume the vehicle power according to the preset consumption priority. Through precise energy management, it can not only improve the energy efficiency and cruising range of the vehicle, but also reduce unnecessary fuel consumption and emissions, which is conducive to achieving the goal of energy conservation and emission reduction.

[0052] In one embodiment of the present application, within the preset time interval, the current reserved power of the range extender is calculated according to the second target available power and the target reserved power of the range extender, so that the current reserved power of the range extender is equal to the target reserved power of the range extender, including: obtaining the current reserved power of the range extender according to the target reserved power of the range extender, the last reserved power of the range extender and the filter coefficient:

[0053] P=a*P1+(1-a)*P2,

[0054] Among them, P is the current reserved power of the range extender, a is the filter coefficient, P1 is the target reserved power of the range extender, P2 is the last reserved power of the range extender, and the last reserved power of the range extender represents the current reserved power of the range extender calculated in the previous time period; the filter coefficient a is determined by the target reserved power of the range extender, the last reserved power of the range extender and the second target available power.

[0055] As an example, when the range extender target reserved power is greater than the range extender's last reserved power, directly jumping to the range extender target reserved power is likely to cause the battery pack to over-discharge, and, in this case, the smaller the second target available power, the weaker the battery pack capacity, and the faster the power release. When the range extender target reserved power is less than the range extender's last reserved power, directly jumping to the range extender target reserved power is likely to cause the vehicle to rush forward, and in this case, the smaller the second target available power, the greater the impact of power on driving, and the slower the power release should be. Therefore, in order to smoothly transition to the range extender target reserved power, based on the above principles, in the process of adjusting the range extender power to the range extender target reserved power, a first-order filter is used to gradually adjust the range extender power to the range extender target reserved power, thereby smoothing the vehicle power and avoiding the vehicle rushing forward to cause discomfort to the owner, thereby improving the user's driving experience.

[0056] As a specific example, the preset time period is 1 second. Within the preset time period of "1 second", the current reserved power of the range extender is calculated by a first-order filtering formula so that the current reserved power of the range extender is equal to the target reserved power of the range extender:

[0057] P=a*P1+(1-a)*P2

[0058] Among them, P is the current reserved power of the range extender, a is the filter coefficient, P1 is the target reserved power of the range extender, and P2 is the last reserved power of the range extender. The last reserved power of the range extender represents the current reserved power of the range extender calculated in the last time period. Among them, when the target reserved power of the range extender is greater than the last reserved power of the range extender, the smaller the second target available power, the weaker the battery pack capacity, and the faster the power release. Therefore, the smaller the second target available power, the larger the filter coefficient should be, so as to speed up the power release and quickly adjust to the target reserved power of the range extender. When the target reserved power of the range extender is less than the last reserved power of the range extender, the smaller the second target available power, the greater the impact of power on driving, and the slower the power release should be. Therefore, the smaller the second target available power, the smaller the filter coefficient should be, so as to slow down the power release and slowly adjust to the target reserved power of the range extender to smooth the vehicle power, avoid the vehicle rushing forward and cause discomfort to the owner, and thus improve the user driving experience.

[0059] In one embodiment of the present application, the filter coefficient is determined by the target reserved power of the range extender, the last reserved power of the range extender, and the second target available power, including: when the target reserved power of the range extender is greater than the last reserved power of the range extender and the second target available power is less than or equal to the first power threshold, the filter coefficient is the first coefficient, or, when the second target available power is greater than the first power threshold and less than or equal to the second power threshold, the filter coefficient is the second coefficient, or, when the second target available power is less than the second power threshold, the filter coefficient is the third coefficient; when the target reserved power of the range extender is less than the last reserved power of the range extender and the second target available power is less than or equal to the first power threshold, the filter coefficient is the fourth coefficient, or, when the second target available power is greater than the first power threshold and less than or equal to the second power threshold, the filter coefficient is the fifth coefficient, or, when the second target available power is less than the second power threshold, the filter coefficient is the sixth coefficient; wherein the first power threshold is less than the second power threshold. By setting the corresponding filter coefficients for different vehicle scenarios, the target reserved power of the range extender can be adjusted according to different power change adjustment strategies, optimizing the energy distribution of the entire vehicle, thereby improving energy efficiency and cruising range, and enhancing the driving experience.

[0060] As an example, Table 1 is a filter coefficient configuration table. As shown in Table 1, Table 1 includes filter coefficient a, second target available power P k , the range extender target reserved power P1 and the previous range extender reserved power P2, the first power threshold is 50 kW, the second power threshold is 150 kW, as shown in Table 1(a), when the range extender target reserved power is greater than the previous reserved power of the range extender, the second target available power P k is less than or equal to the first power threshold "50 kilowatts", the filter coefficient a is the first coefficient "0.5"; the second target available power P k If the power is greater than the first power threshold "50 kilowatts" and less than or equal to the second power threshold "150 kilowatts", the filter coefficient is the second coefficient "0.45", and the second target available power P k is less than the second power threshold, the filter coefficient is the third coefficient "0.4". As shown in Table 1(b), when the range extender target reserved power is less than the range extender's last reserved power, the second target available power P k is less than or equal to the first power threshold "50 kilowatts", the filter coefficient a is the fourth coefficient "0.2"; the second target available power P k If the power is greater than the first power threshold "50 kilowatts" and less than or equal to the second power threshold "150 kilowatts", the filter coefficient is the fifth coefficient "0.25", and the second target available power P kIf the power is less than the second power threshold, the filter coefficient is the sixth coefficient "0.3". By setting the corresponding filter coefficients for different vehicle scenarios, the target reserved power of the range extender can be adjusted according to different power change adjustment strategies, and the energy distribution of the whole vehicle can be optimized, thereby improving energy efficiency and cruising range, and enhancing the driving experience.

[0061] Table 1(a)

[0062] <![CDATA[P1>P2]]> <![CDATA[P k ≤50kW]]> <![CDATA[50 kW < P k ≤ 150 kW]]> <![CDATA[P k >150kW]]> a 0.5 0.45 0.4

[0063] Table 1(b)

[0064] <![CDATA[P1<P2]]> <![CDATA[P k ≤50kW]]> <![CDATA[50 kW < P k ≤ 150 kW]]> <![CDATA[P k >150kW]]> a 0.2 0.25 0.3

[0065] Figure 2 FIG. 1 shows a block diagram of a vehicle energy management device according to an exemplary embodiment of the present application. Figure 2 As shown, according to an embodiment of the present application, the vehicle energy management device 200 includes: an acquisition module 210, a first energy distribution module 220 and a second energy distribution module 230. The acquisition module is used to acquire vehicle status information and determine the vehicle mode according to the vehicle status information; the vehicle mode includes a charging mode and a conventional mode, and the vehicle includes an extended-range vehicle; the first energy distribution module, if the vehicle mode is a charging mode, performs energy distribution according to the first target available power, wherein the first target available power is determined by the charging power corresponding to the charging mode; the second energy distribution module, if the vehicle mode is a conventional mode, performs energy distribution according to the second target available power, wherein the second target available power is determined by the power battery available power in the vehicle status information. The vehicle status information is acquired, and the vehicle mode is determined according to the vehicle status information, wherein the vehicle mode includes a charging mode and a conventional mode, and the vehicle includes an extended-range vehicle; if the vehicle mode is a charging mode, energy distribution is performed according to the first target available power, and if the vehicle mode is a conventional mode, energy distribution is performed according to the second target available power. By differentiating vehicle modes, combining the start-up status of the range extender, and designing different energy management strategies, the vehicle's power can be released. This can not only improve the power and economy of the extended-range vehicle, but also extend the service life of the range extender and reduce maintenance costs.

[0066] In one embodiment of the present application, the first energy distribution module is used to trigger the vehicle to enter an external DC charging preheating mode if the vehicle charging state is an external DC charging preheating state; trigger the vehicle to enter an external DC charging mode if the vehicle charging state is an external DC vehicle charging state; trigger the vehicle to enter an external AC charging preheating mode if the vehicle charging state is an external AC charging preheating state; and trigger the vehicle to enter an external AC charging mode if the vehicle charging state is an external AC vehicle charging state.

[0067] In one embodiment of the present application, the second energy distribution module is used to determine that the vehicle mode is the first normal mode if the vehicle charging state is that the vehicle is not charged and the range extender state is that the range extender is started; if the vehicle charging state is that the vehicle is not charged and the range extender state is that the range extender is not started, determine that the vehicle mode is the second normal mode.

[0068] In one embodiment of the present application, the first energy distribution module is used to use the DC charging power as the first target available power in the external DC charging preheating mode, and to perform energy distribution based on the DC converter consumption and the thermal management consumption; in the external DC charging mode, use the sum of the DC charging power and the available power of the power battery as the first target available power, and perform energy distribution based on the DC converter consumption, the thermal management consumption, and the DC charging of the power battery; in the external AC charging preheating mode, use the maximum output power of the AC charging as the first target available power, and perform energy distribution based on the DC converter consumption and the thermal management consumption; in the external AC charging mode, use the sum of the maximum output power of the AC charging and the available power of the power battery as the first target available power, and perform energy distribution based on the DC converter consumption, the thermal management consumption, and the AC charging of the power battery.

[0069] In one embodiment of the present application, the second energy allocation module is used to set the target reserved power of the range extender to zero in the first normal mode, and the target reserved power of the range extender is used to start the range extender; in the second normal mode, if a range extender fault signal and a communication loss signal are received, the target reserved power of the range extender is set to a preset reserved power; if a range extender start failure is received, and the cumulative number of failures is a first preset number, the target reserved power of the range extender is set to zero; or, if a range extender start is received, and the cumulative number of failures is a second preset number, and the remaining fuel volume is a preset stock, the target reserved power of the range extender is set to zero; within an interval preset time period, the current reserved power of the range extender is calculated based on the second target available power and the target reserved power of the range extender, so that the current reserved power of the range extender is equal to the target reserved power of the range extender.

[0070] In one embodiment of the present application, the second energy allocation module is used to allocate the second target available power in the first normal mode based on the DC converter consumption, the target reserved power of the range extender, the thermal management consumption, the driving consumption and the DC / AC charging of the power battery. The second target available power is the sum of the available power of the power battery, the power generation power of the range extender and the energy recovery power. The power generation power of the range extender is obtained by the bus current and the bus voltage; in the second normal mode, the second target available power is allocated based on the DC converter consumption, the target reserved power of the range extender, the thermal management consumption, the driving consumption and the DC / AC charging of the power battery. The second target available power is the sum of the available power of the power battery and the energy recovery power; wherein the bus current and the bus voltage represent the power generation state of the range extender, and the energy recovery power is issued by the motor control unit.

[0071] In one embodiment of the present application, the second energy allocation module is used to calculate the current reserved power of the range extender according to the second target available power and the target reserved power of the range extender within the preset time interval, so that the current reserved power of the range extender is equal to the target reserved power of the range extender, including: obtaining the current reserved power of the range extender according to the target reserved power of the range extender, the last reserved power of the range extender and the filter coefficient:

[0072] P=a*P1+(1-a)*P2,

[0073] Among them, P is the current reserved power of the range extender, a is the filter coefficient, P1 is the target reserved power of the range extender, P2 is the last reserved power of the range extender, and the last reserved power of the range extender represents the current reserved power of the range extender calculated in the previous time period; the filter coefficient a is determined by the target reserved power of the range extender, the last reserved power of the range extender and the second target available power.

[0074] In one embodiment of the present application, the second energy allocation module is used to, when the target reserved power of the range extender is greater than the last reserved power of the range extender and the second target available power is less than or equal to the first power threshold, the filter coefficient is the first coefficient, or, when the second target available power is greater than the first power threshold and less than or equal to the second power threshold, the filter coefficient is the second coefficient, or, when the second target available power is less than the second power threshold, the filter coefficient is the third coefficient; when the target reserved power of the range extender is less than the last reserved power of the range extender and the second target available power is less than or equal to the first power threshold, the filter coefficient is the fourth coefficient, or, when the second target available power is greater than the first power threshold and less than or equal to the second power threshold, the filter coefficient is the fifth coefficient, or, when the second target available power is less than the second power threshold, the filter coefficient is the sixth coefficient; wherein the first power threshold is less than the second power threshold.

[0075] It should be noted that the device provided in the above embodiment and the method provided in the above embodiment belong to the same concept, wherein the specific manner in which each module and unit performs the operation has been described in detail in the method embodiment, and will not be repeated here. In practical applications, the device provided in the above embodiment can distribute the above functions to different functional modules as needed, that is, divide the internal structure of the device into different functional modules to complete all or part of the functions described above, and this is not limited here.

[0076] See also Figure 3 , Figure 3 is a structural diagram of a vehicle-mounted terminal shown in an exemplary embodiment of the present application. It should be noted that: Figure 3 The vehicle-mounted terminal 300 shown is only an example and should not bring any limitation to the functions and usage area of ​​the embodiments of the present application.

[0077] like Figure 3 As shown, the vehicle terminal 300 includes a processor 301, a memory 302 and a communication bus 303; the communication bus 303 is used to connect the processor 301 and the memory 302; the processor 301 is used to execute the computer program stored in the memory 302 to implement one or more methods in the above embodiments.

[0078] The vehicle-mounted terminal provided in the present application includes a processor, a memory, a transceiver and a communication interface. The memory and the communication interface are connected to the processor and the transceiver and complete communication with each other. The memory is used to store computer programs, the communication interface is used to communicate, and the processor and the transceiver are used to run computer programs so that the electronic device executes the various steps of the above method.

[0079] In this embodiment, the memory may include a random access memory (RAM), and may also include a non-volatile memory (non-volatile memory), such as at least one disk memory.

[0080] The above-mentioned processor can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components.

[0081] The above embodiments are merely illustrative of the principles and effects of the present application, and are not intended to limit the present application. Anyone familiar with the technology may modify or change the above embodiments without violating the spirit and scope of the present application. Therefore, all equivalent modifications or changes made by a person of ordinary skill in the art without departing from the spirit and technical ideas disclosed in the present application shall still be covered by the claims of the present application.

Claims

1. A vehicle energy management method, characterized in that: The method comprises: Acquire vehicle status information, determine a vehicle mode according to the vehicle status information, the vehicle mode includes a charging mode and a normal mode, and the vehicle includes an extended-range vehicle; wherein the normal mode is determined according to the vehicle charging state and the range extender state in the vehicle status information, including: when the vehicle charging state is that the vehicle is not charged and the range extender state is that the range extender is started, determine the vehicle mode to be a first normal mode; and when the vehicle charging state is that the vehicle is not charged and the range extender state is that the range extender is not started, determine the vehicle mode to be a second normal mode; If the vehicle mode is the charging mode, energy allocation is performed according to a first target available power, wherein the first target available power is determined by a charging power corresponding to the charging mode; If the vehicle mode is the normal mode, energy allocation is performed according to a second target available power, wherein the second target available power is determined by the power battery available power in the vehicle state information; The specific process of allocating energy according to the second target available power includes: calculating the current reserved power of the range extender according to the second target available power and the target reserved power of the range extender within a preset time interval, so that the current reserved power of the range extender is equal to the target reserved power of the range extender, including: obtaining the current reserved power of the range extender according to the target reserved power of the range extender, the last reserved power of the range extender and the filter coefficient: P=a*P1+(1-a)*P2, wherein P is the current reserved power of the range extender, a is the filter coefficient, P1 is the target reserved power of the range extender, and the target reserved power of the range extender is used to start the range extender; P2 is the last reserved power of the range extender, and the last reserved power of the range extender represents the current reserved power of the range extender calculated in the last time period; The process of determining the filter coefficient a includes: When the target reserved power of the range extender is greater than the last reserved power of the range extender and the second target available power is less than or equal to the first power threshold, the filter coefficient is the first coefficient; or, when the second target available power is greater than the first power threshold and less than or equal to the second power threshold, the filter coefficient is the second coefficient; or, when the second target available power is less than the second power threshold, the filter coefficient is the third coefficient; When the target reserved power of the range extender is less than the last reserved power of the range extender and the second target available power is less than or equal to the first power threshold, the filter coefficient is the fourth coefficient; or, when the second target available power is greater than the first power threshold and less than or equal to the second power threshold, the filter coefficient is the fifth coefficient; or, when the second target available power is less than the second power threshold, the filter coefficient is the sixth coefficient; The first power threshold is smaller than the second power threshold.

2. The vehicle energy management method according to claim 1, characterized in that: If the vehicle status information includes a vehicle charging status, determining the vehicle mode according to the vehicle status information specifically includes: If the vehicle charging state is an external DC charging preheating state, the vehicle is triggered to enter an external DC charging preheating mode; If the vehicle charging state is an external DC vehicle charging state, triggering the vehicle to enter an external DC charging mode; If the vehicle charging state is an external AC charging preheating state, triggering the vehicle to enter an external AC charging preheating mode; If the vehicle charging state is an external AC vehicle charging state, the vehicle is triggered to enter an external AC charging mode.

3. The vehicle energy management method according to claim 2, characterized in that: The energy is distributed according to a first target available power, wherein the first target available power is determined by a charging power corresponding to the charging mode, including: In the external DC charging preheating mode, the DC charging power is used as the first target available power, and energy is allocated based on the DC converter consumption and the thermal management consumption; In the external DC charging mode, the sum of the DC charging power and the available power of the power battery is used as the first target available power, and energy is distributed based on DC converter consumption, thermal management consumption, and DC charging of the power battery; In the external AC charging preheating mode, the AC charging maximum output power is used as the first target available power, and energy is allocated based on the DC converter consumption and the thermal management consumption; In the external AC charging mode, the sum of the AC charging maximum output power and the power battery available power is taken as the first target available power, and energy is distributed based on DC converter consumption, thermal management consumption, and power battery AC charging.

4. The vehicle energy management method according to claim 1, characterized in that: If the vehicle status information also includes the remaining fuel, the range extender fault signal, the communication loss signal, and the number of range extender startup failures, the method further includes: In the first normal mode, the target reserved power of the range extender is set to zero, and the target reserved power of the range extender is used to start the range extender; In the second normal mode, if the range extender fault signal and the communication loss signal are received, the range extender target reserved power is set to the preset reserved power; if the range extender startup failure is received, and the cumulative number of failures is a first preset number, the range extender target reserved power is set to zero; or, if the range extender startup is received, the cumulative number of failures is a second preset number, and the remaining fuel amount is a preset amount, the range extender target reserved power is set to zero.

5. The vehicle energy management method according to claim 4, characterized in that: If the vehicle mode is the normal mode, energy is distributed according to a second target available power, wherein the second target available power is determined by the power battery available power in the vehicle state information, including: In the first normal mode, the second target available power is allocated based on the DC converter consumption, the range extender target reserved power, the thermal management consumption, the driving consumption and the DC / AC charging of the power battery. The second target available power is the sum of the power battery available power, the range extender power generation power and the energy recovery power. The range extender power generation power is obtained by the bus current and the bus voltage. In the second normal mode, the second target available power is allocated based on the DC converter consumption, the range extender target reserved power, the thermal management consumption, the driving consumption and the DC / AC charging of the power battery, and the second target available power is the sum of the power battery available power and the energy recovery power; The bus current and the bus voltage represent the power generation state of the range extender, and the energy recovery power is generated by the motor control unit.

6. A vehicle energy management device, characterized in that: The device comprises: an acquisition module, for acquiring vehicle status information, and determining a vehicle mode according to the vehicle status information; the vehicle mode includes a charging mode and a normal mode, and the vehicle includes an extended-range vehicle; wherein the normal mode is determined according to the vehicle charging state and the range extender state in the vehicle status information, including: when the vehicle charging state is that the vehicle is not charged and the range extender state is that the range extender is started, determining that the vehicle mode is a first normal mode; and when the vehicle charging state is that the vehicle is not charged and the range extender state is that the range extender is not started, determining that the vehicle mode is a second normal mode; a first energy allocation module, which allocates energy according to a first target available power if the vehicle mode is the charging mode, wherein the first target available power is determined by the charging power corresponding to the charging mode; a second energy allocation module, which allocates energy according to a second target available power if the vehicle mode is a normal mode, wherein the second target available power is determined by the power battery available power in the vehicle state information; The specific process of allocating energy according to the second target available power includes: calculating the current reserved power of the range extender according to the second target available power and the target reserved power of the range extender within a preset time interval, so that the current reserved power of the range extender is equal to the target reserved power of the range extender, including: obtaining the current reserved power of the range extender according to the target reserved power of the range extender, the last reserved power of the range extender and the filter coefficient: P=a*P1+(1-a)*P2, wherein P is the current reserved power of the range extender, a is the filter coefficient, P1 is the target reserved power of the range extender, and the target reserved power of the range extender is used to start the range extender; P2 is the last reserved power of the range extender, and the last reserved power of the range extender represents the current reserved power of the range extender calculated in the last time period; The process of determining the filter coefficient a includes: When the target reserved power of the range extender is greater than the last reserved power of the range extender and the second target available power is less than or equal to the first power threshold, the filter coefficient is the first coefficient; or, when the second target available power is greater than the first power threshold and less than or equal to the second power threshold, the filter coefficient is the second coefficient; or, when the second target available power is less than the second power threshold, the filter coefficient is the third coefficient; When the target reserved power of the range extender is less than the last reserved power of the range extender and the second target available power is less than or equal to the first power threshold, the filter coefficient is the fourth coefficient; or, when the second target available power is greater than the first power threshold and less than or equal to the second power threshold, the filter coefficient is the fifth coefficient; or, when the second target available power is less than the second power threshold, the filter coefficient is the sixth coefficient; The first power threshold is smaller than the second power threshold.

7. A vehicle-mounted terminal, characterized in that: It comprises a processor, a memory and a communication bus; the communication bus is used to connect the processor and the memory; the processor is used to execute a computer program stored in the memory to implement the vehicle energy management method as described in any one of claims 1 to 5.

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