Vehicle energy-saving method and system

Abstract

The present application provides a vehicle energy-saving method and system, which are applied to the field of automotive technology and can save vehicle energy. The method includes: when the allowable charging power of the vehicle is small, that is, in scenarios of low temperature, high temperature, and high remaining battery power, and the maximum demand power of at least one vehicle accessory is large, if the energy recovery power of the vehicle is large (high-power recovery working condition), then the vehicle accessory can consume the energy recovered by the vehicle; when the energy recovery power of the vehicle is small (non-power recovery working condition), then the vehicle accessory can consume the energy of the battery.

Description

Technical Field

[0001] Embodiments of the present application relate to the technical field of automobiles, and in particular, to a vehicle energy saving method and system. Background Art

[0002] With the development and popularization of electric vehicles, the technology of electric vehicle power batteries has also developed rapidly. For electric vehicles, as an emerging technology, the energy recovery system can recover and store energy into the power battery during driving. However, in some scenarios (such as low temperature of the battery in winter, high temperature of the battery in summer, and high state of charge (SOC) of the battery), the allowable charging power of the power battery is small, the energy recovery power is low, or energy recovery is prohibited, resulting in waste of energy. Summary of the Invention

[0003] The present application provides a vehicle energy saving method and system, which can save vehicle energy.

[0004] To achieve the above object, the present application provides the following technical solutions:

[0005] In a first aspect, the present application provides a vehicle energy saving method, including: if the allowable charging power of the vehicle is less than a first threshold and the maximum demand power of at least one vehicle accessory is greater than a second threshold; determining a first power and a second power of at least one vehicle accessory according to the energy recovery power of the vehicle and the maximum demand power of at least one vehicle accessory; the first power is the power consumed by at least one vehicle accessory when the energy recovery power of the vehicle is greater than a third threshold; the first power includes the power from energy recovery; the second power is the power consumed by at least one vehicle accessory when the energy recovery power of the vehicle is not greater than the third threshold; the second power is the power from the battery.

[0006] That is to say, when the allowable charging power of the vehicle is small, that is, in scenarios of low temperature, high temperature, and high remaining battery power, and the maximum demand power of at least one vehicle accessory is large, if the energy recovery power of the vehicle is large (high-power recovery working condition), the vehicle accessory can consume the energy recovered by the vehicle; when the energy recovery power of the vehicle is small (non-power recovery working condition), the vehicle accessory can consume the energy of the battery. In this way, battery energy can be saved when the allowable charging power of the vehicle is small, the maximum demand power of at least one vehicle accessory is large, and the vehicle is in a high-power recovery working condition.

[0007] Wherein, the energy recovery power of the vehicle is the energy recovery power calculated by the vehicle.

[0008] In a possible implementation manner, the first power further includes the power from the battery.

[0009] Optionally, when the energy recovery power of the vehicle is not sufficient to support the maximum required power of at least one vehicle accessory, at least one vehicle accessory can consume the energy recovered by the vehicle and the energy of the battery. In this way, the normal operation of the vehicle accessories is ensured.

[0010] In a possible implementation, the method further includes: the first power is greater than the third power; the second power is less than the third power; the third power is the power of the vehicle accessory when the current allowable charging power of the battery is not less than the first threshold; the third power is the power from the battery; the sum of the first energy and the second energy is equivalent to the third energy; the first energy is the energy consumed by at least one vehicle accessory within the first time period at the first power; the second energy is the energy consumed by at least one vehicle accessory within the second time period at the second power; the third energy is the energy consumed by at least one vehicle accessory within the third time period at the third power; the third time period is the sum of the first time period and the second time period.

[0011] That is to say, when the vehicle is in a high-power recovery working condition, the first power consumed by the vehicle accessory is greater than the third power of the vehicle accessory when the current allowable charging power is not less than the first threshold. According to the law of conservation of energy, the sum of the first energy and the second energy is equivalent to the third energy. When the vehicle is in a non-high-power recovery working condition, the second power consumed by the battery is less than the third power. That is, when the vehicle is in a non-high-power recovery working condition, the energy consumed by the vehicle accessory from the battery is reduced, further saving the energy of the battery.

[0012] In a possible implementation, the method further includes: determining the first preset power and the second preset power of at least one vehicle accessory according to the historical driving information and the predicted driving information; determining the first power and the second power of at least one vehicle accessory according to the energy recovery power of the vehicle, the maximum required power of at least one vehicle accessory, the first preset power and the second preset power.

[0013] In this way, determining the first power and the second power of at least one vehicle accessory based on the historical driving information and the predicted driving information can increase the accuracy of the calculation of the first power and the second power. The first power is as large as possible, and the second power is as small as possible, saving the energy of the battery to the greatest extent.

[0014] In a possible implementation, the method further includes: determining the energy recovery power of the vehicle according to the current driving information of the vehicle; the current driving information of the vehicle includes at least one of vehicle speed, the opening of the vehicle's brake pedal, and the mass of the vehicle.

[0015] Optionally, the energy recovery power of the vehicle can also be obtained by other means, and the embodiments of the present application do not make specific limitations in this regard.

[0016] In one possible implementation, the vehicle accessories include at least one of a thermal management system accessory, an electric drive system accessory, and a DC converter.

[0017] Optionally, the vehicle accessories may further include other accessories, such as a steering system, etc., which are not specifically limited in the embodiments of the present application.

[0018] In one possible implementation, the method further includes: displaying a first interface, where the first interface includes a power change diagram of vehicle accessories during vehicle driving; the power change diagram includes a first power and a second power. In this way, the user can intuitively understand the power consumption of vehicle accessories during vehicle driving, improving the usage experience.

[0019] Exemplarily, the first interface may be a schematic diagram of the power consumption of vehicle accessories as shown in Figure 4 shown.

[0020] In one possible implementation, the method further includes: sending a prompt message; the prompt message indicates the energy of the battery saved by the second power compared to the third power. In this way, the user can intuitively understand the power consumption of vehicle accessories and / or the vehicle battery energy saving situation during vehicle driving, improving the usage experience.

[0021] Exemplarily, the prompt message may be a schematic diagram of the flow direction of the energy flow as shown in Figure 6 shown, or a prompt message 602 as shown in Figure 7 shown.

[0022] In one possible implementation, the method is applied to scenarios of low temperature, high temperature, and high remaining battery power.

[0023] In a second aspect, the present application provides a vehicle energy saving method, including: displaying a second interface; the second interface includes the energy flow during vehicle driving; the energy flow is positively correlated with power; if the allowable charging power of the vehicle is less than a first threshold, the maximum demand power of at least one vehicle accessory is greater than a second threshold; when the energy recovery power of the vehicle is greater than a third threshold, at least one vehicle accessory receives a first energy flow; the first energy flow includes energy from recovery; when the energy recovery power of the vehicle is not greater than the third threshold, at least one vehicle accessory receives a second energy flow; the second energy flow is energy from the battery.

[0024] In this way, the user can intuitively understand the power consumption of vehicle accessories and / or the vehicle battery energy saving situation during vehicle driving, improving the usage experience.

[0025] Exemplarily, the second interface may be an energy flow interface 502 as shown in (b) of Figure 6 shown, where the vehicle accessory receives the first energy flow from recovery, and the vehicle accessory consumes the recovered energy. Or, asFigure 6 For the energy flow interface 504 shown in (d), when the recovered energy can support the consumption of vehicle accessories and there is still a surplus, the vehicle accessories receive a first energy flow from both the recovery and the battery, and the vehicle accessories consume the recovered energy. Also, the battery is charged using the recovered energy.

[0026] Exemplarily, the second interface can also be, for example, Figure 6 the energy flow interface 501 shown in (a), where the vehicle accessories receive a second energy flow from the battery and the vehicle accessories consume the energy of the battery.

[0027] In one possible implementation, the first energy flow also includes energy from the battery.

[0028] Exemplarily, the second interface can be, for example, Figure 6 the energy flow interface 503 shown in (c), where the vehicle accessories receive a first energy flow from both the recovery and the battery, and the vehicle accessories consume the recovered energy and the energy of the battery.

[0029] In a third aspect, the present application provides a computer-readable storage medium, which includes a computer program or instruction. When the computer program or instruction runs on a vehicle energy-saving system, it causes the vehicle energy-saving system described in the second aspect to execute the method described in the first aspect.

[0030] In a fourth aspect, the present application provides a computer program product, which includes: a computer program or instruction. When the computer program or instruction runs on a computer, it causes the computer to execute the method described in the first aspect.

[0031] In a fifth aspect, the present application provides a chip system, which includes: a processor. The processor is used to call and run a computer program stored in the memory and execute any one of the methods provided by the implementation in the first aspect.

[0032] For the technical effects corresponding to the second aspect to the fifth aspect and any one of the implementations corresponding to the second aspect to the fifth aspect, reference can be made to the technical effects corresponding to the first aspect and any one of the implementations in the first aspect above, and details are not elaborated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 It is a schematic structural diagram of a vehicle provided by an embodiment of the present application.

[0034] Figure 2 It is a schematic structural diagram of another vehicle provided by an embodiment of the present application.

[0035] Figure 3 It is a flowchart of a vehicle energy-saving method provided by an embodiment of the present application.

[0036] Figure 4 It is a schematic diagram of the power of a vehicle accessory provided by an embodiment of the present application.

[0037] Figure 5 It is a schematic diagram of vehicle power regulation provided by an embodiment of the present application.

[0038] Figure 6 It is a schematic diagram of an interface provided by an embodiment of the present application.

[0039] Figure 7 It is another schematic diagram of an interface provided by an embodiment of the present application.

[0040] Figure 8 It is a schematic diagram of the structure of a vehicle energy-saving system provided by an embodiment of the present application. Detailed implementation manners

[0041] Next, a vehicle energy-saving method and system provided by an embodiment of the present application will be described in detail with reference to the accompanying drawings.

[0042] In the description of the embodiments of the present application, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the listed steps or units, but may optionally further include other steps or units not listed, or may optionally further include other steps or units inherent to these processes, methods, products, or devices.

[0043] It should be noted that in the embodiments of the present application, words such as "exemplary" or "for example" are used to represent examples, illustrations, or explanations. Any embodiment or design solution described as "exemplary" or "for example" in the embodiments of the present application should not be construed as being more preferred or having more advantages than other embodiments or design solutions. Rather, the use of words such as "exemplary" or "for example" is intended to present relevant concepts in a specific manner.

[0044] In the description of the embodiments of the present application, unless otherwise specified, "a plurality of" means two or more. The "and / or" herein is merely a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone.

[0045] In the related art, when the allowable charging power of the power battery is small, the recovered energy is stored in the super capacitor to achieve energy recovery. However, this method requires additional installation of a super capacitor, increasing the production cost.

[0046] To solve the above problems, an embodiment of the present application proposes a vehicle energy-saving method. In this method, it is necessary to monitor in real time the allowable charging power (maximum allowable charging power) of the battery during the driving of the electric vehicle and the maximum demand power of the vehicle accessories. When the allowable charging power of the battery is small and the maximum demand power of the vehicle accessories is large, if the vehicle is in a high-power recovery working condition, a relatively high vehicle accessory power is set, and the vehicle accessories consume the recovered energy. If the vehicle is in a non-high-power recovery working condition, a relatively low vehicle accessory consumption power is set, and the vehicle accessories consume the energy of the battery. Among them, the vehicle accessories can be accessories such as a thermal management system, a DC-DC converter (DCDC), and an electric drive system. The vehicle controller controls the power change of the vehicle accessories by means of filtering control and progressive entry and exit. Among them, the high-power recovery working condition means that the vehicle energy recovery power (the vehicle coasting or braking energy recovery power) is greater than a preset threshold (the third threshold), and the non-high-power recovery working condition means that the vehicle energy recovery power is less than or equal to the preset threshold (the third threshold). Among them, the vehicle energy recovery power in the embodiment of the present application is the target energy recovery power calculated by the vehicle.

[0047] In this way, when the allowable charging power of the battery is small and the maximum demand power of the vehicle accessories is large, the vehicle can intelligently identify the vehicle working condition, and intelligently adjust the size of the vehicle accessory consumption power in different vehicle working conditions. In the high-power recovery working condition, the recovered energy is consumed, saving the battery energy and improving the overall vehicle energy efficiency.

[0048] Optionally, the embodiment of the present application can also visually display the energy-saving effect to the driver by means of energy flow display or information push, improving the user driving experience.

[0049] Figure 1 This is a schematic structural diagram of a vehicle provided by an embodiment of the present application. The vehicle 100 may include various subsystems, such as a propulsion system 110, a sensor system 120, a control system 130, one or more peripheral devices 140, as well as a power source 150, a computer system 160, and a user interface 170. Optionally, the vehicle 100 may include more or fewer subsystems, and each subsystem may include multiple components. In addition, each subsystem and component of the vehicle 100 may be interconnected by wire or wirelessly.

[0050] The propulsion system 110 may include components that provide powered movement for the vehicle 100. In one embodiment, the propulsion system 110 may include an engine 111, a transmission 112, an energy source 113, and wheels 114. The engine 111 may be an internal combustion engine, an electric motor, an air compression engine, or other types of engine combinations, such as a hybrid engine composed of a gasoline engine and an electric motor, or a hybrid engine composed of an internal combustion engine and an air compression engine. The engine 111 converts the energy source 113 into mechanical energy.

[0051] Examples of the energy source 113 include gasoline, diesel, other petroleum-based fuels, propane, other compressed gas-based fuels, ethanol, solar panels, batteries, and other power sources. The energy source 113 can also supply energy to other systems of the vehicle 100.

[0052] The transmission 112 can transmit mechanical power from the engine 111 to the wheels 114. The transmission 112 can include a gearbox, a differential, and a drive shaft. In one embodiment, the transmission 112 can also include other components, such as a clutch. The drive shaft can include one or more shafts that can be coupled to one or more wheels 114.

[0053] The sensor system 120 can include several sensors that sense information about the environment around the vehicle 100. For example, the sensor system 120 can include a positioning system 121 (the positioning system can be a global positioning system (GPS), or it can be a Beidou system or other positioning systems), an inertial measurement unit (IMU) 122, a radar 123, a lidar 124, and a camera 125.

[0054] The positioning system 121 can be used to estimate the geographical location of the vehicle 100. The IMU 122 is used to sense changes in the position and orientation of the vehicle 100 based on inertial acceleration. In one embodiment, the IMU 122 can be a combination of an accelerometer and a gyroscope.

[0055] The radar 123 can use radio signals to sense objects within the surrounding environment of the vehicle 100. In some embodiments, in addition to sensing objects, the radar 123 can also be used to sense the speed and / or the forward direction of the objects.

[0056] The lidar 124 can use lasers to sense objects in the environment where the vehicle 100 is located. In some embodiments, the lidar 124 can include one or more laser sources, a laser scanner, and one or more detectors, as well as other system components.

[0057] The camera 125 can be used to capture multiple images of the surrounding environment of the vehicle 100, as well as multiple images inside the vehicle cockpit. The camera 125 can be a still camera or a video camera.

[0058] The control system 130 can control the operation of the vehicle 100 and its components. The control system 130 can include various elements, including a steering system 131, an accelerator 132, a braking unit 133, a computer vision system 134, a route control system 135, and an obstacle avoidance system 136.

[0059] The steering system 131 is operable to adjust the forward direction of the vehicle 100. For example, in one embodiment, it can be a steering wheel system.

[0060] The throttle 132 is used to control the operating speed of the engine 111, and thus control the speed of the vehicle 100.

[0061] The braking unit 133 is used to control the deceleration of the vehicle 100. The braking unit 133 can use friction to slow down the wheels 114. In other embodiments, the braking unit 133 can also convert the kinetic energy of the wheels 114 into electric current. The braking unit 133 can also take other forms to slow down the rotational speed of the wheels 114 so as to control the speed of the vehicle 100. In the embodiments of the present application, when the vehicle brakes or coasts, the vehicle is in a high-power recovery working condition.

[0062] The computer vision system 134 can process and analyze the images captured by the camera 125 to identify objects and / or features in the surrounding environment of the vehicle 100 and the limb features and facial features of the driver in the vehicle cockpit. The objects and / or features may include traffic signals, road conditions, and obstacles, and the limb features and facial features of the driver include the driver's behavior, line of sight, expression, etc. The computer vision system 134 can use object recognition algorithms, structure from motion (SFM) algorithms, video tracking, and other computer vision technologies. In some embodiments, the computer vision system 134 can also be used for mapping the environment, tracking objects, estimating the speed of objects, determining driver behavior, face recognition, etc.

[0063] The route control system 135 is used to determine the driving route of the vehicle 100. In some embodiments, the route control system 135 can combine data from sensors, the positioning system 121, and one or more pre-determined maps to determine the driving route for the vehicle 100.

[0064] The obstacle avoidance system 136 is used to identify, evaluate, and avoid or otherwise cross potential obstacles in the environment of the vehicle 100.

[0065] Of course, in one example, the control system 130 can additionally or alternatively include other components in addition to the components shown and described. Or some of the above-shown components can also be reduced.

[0066] The vehicle 100 interacts with external sensors, other vehicles, other computer systems, or users through the peripheral device 140. The peripheral device 140 may include a wireless communication system 141, an on-board computer 142, a microphone 143, and / or a speaker 144.

[0067] In some embodiments, the peripheral device 140 provides a means for the user of the vehicle 100 to interact with the user interface 170. For example, the in-vehicle computer 142 can provide information to the user of the vehicle 100. The energy flow can be displayed in the in-vehicle computer 142 in the form of an energy flow, or energy-saving effect information can be pushed. The user interface 170 can also operate the in-vehicle computer 142 to receive user input. The in-vehicle computer 142 can be operated through a touch screen. In other cases, the peripheral device 140 can provide a means for the vehicle 100 to communicate with other devices located inside the vehicle. For example, the microphone 143 can receive audio (such as voice commands or other audio inputs) from the user of the vehicle 100. Similarly, the speaker 144 can output audio to the user of the vehicle 100.

[0068] The wireless communication system 141 can wirelessly communicate with one or more devices directly or via a communication network. For example, the wireless communication system 141 can use 3G cellular communication, such as CDMA, EVD0, GSM / GPRS, or 4G cellular communication, such as LTE. Or 5G cellular communication. The wireless communication system 141 can utilize WiFi to communicate with a wireless local area network (WLAN). In some embodiments, the wireless communication system 141 can directly communicate with devices using an infrared link, Bluetooth, or ZigBee. For other wireless protocols, such as various vehicle communication systems, for example, the wireless communication system 141 can include one or more dedicated short range communications (DSRC) devices.

[0069] The power source 150 can supply power to various components of the vehicle 100. In one embodiment, the power source 150 can be a rechargeable lithium-ion or lead-acid battery. One or more battery packs of such a battery can be configured as a power source to supply power to various components of the vehicle 100. In some embodiments, the power source 150 and the energy source 113 can be implemented together, as in some all-electric vehicles. In the embodiments of the present application, the power source 150 can be a lithium iron phosphate power battery. It should be understood that the power source 150 can also be other batteries, and the embodiments of the present application do not make specific limitations in this regard.

[0070] Some or all functions of the vehicle 100 are controlled by the computer system 160. The computer system 160 can include at least one processor 161, and the processor 161 executes instructions 1621 stored in a non-transitory computer-readable medium such as a data storage device 162. The computer system 160 can also be multiple computing devices that control individual components or subsystems of the vehicle 100 in a distributed manner.

[0071] The processor 161 can be any conventional processor, such as a commercially available central processing unit (CPU). Alternatively, the processor can be a special-purpose device such as an application specific integrated circuit (ASIC) or other hardware-based processor. Although Figure 1 the functional diagram shows the processor, the memory, and other components within the same physical housing, those of ordinary skill in the art should understand that the processor, computer system, or memory can actually include multiple processors, computer systems, or memories that can be stored within the same physical housing, or can include multiple processors, computer systems, or memories that are not stored within the same physical housing. For example, the memory can be a hard disk drive or other storage medium located in a different physical housing. Thus, a reference to a processor or computer system will be understood to include a reference to a collection of processors or computer systems or memories that can operate in parallel, or a collection of processors or computer systems or memories that may not operate in parallel. Instead of using a single processor to perform the steps described herein, some components such as the steering assembly and the deceleration assembly can each have their own processor that only performs calculations related to component-specific functions.

[0072] In various aspects described herein, the processor can be located remote from the vehicle and communicate wirelessly with the vehicle. In other aspects, some of the processes described herein are executed on a processor disposed within the vehicle while others are executed by a remote processor, including taking the necessary steps to perform a single maneuver.

[0073] In some embodiments, the data storage device 162 can contain instructions 1621 (e.g., program logic) that can be executed by the processor 161 to perform various functions of the vehicle 100, including those functions described above. The data storage device 162 can also contain additional instructions, including instructions to send data to, receive data from, interact with, and / or control one or more of the propulsion system 110, the sensor system 120, the control system 130, and the peripheral devices 140.

[0074] In addition to the instructions 1621, the data storage device 162 can also store data, such as road maps, route information, the location, direction, speed of the vehicle, and other vehicle data, as well as other information.

[0075] For example, in the embodiments of the present application, the data storage device 162 may store the state information of the vehicle itself, historical driving information, and predicted driving information. The state information includes, but is not limited to, the speed, acceleration, heading angle, position, and movement trajectory of the vehicle. For example, based on the speed measurement and distance measurement functions of the radar 123 and lidar 124, the vehicle obtains its own speed, the speed of other vehicles, the movement trajectories of other vehicles, etc. The historical driving information includes, but is not limited to, the historical vehicle speed change situation of the vehicle, the driving habits of the user, the opening degree of the brake pedal when braking, the energy recovery power situation of the vehicle, the maximum required power situation of vehicle accessories, the actual power consumption situation of vehicle accessories, and other driving information. The predicted driving information includes, but is not limited to, the predicted vehicle speed change situation, the predicted opening degree of the brake pedal when braking, the predicted energy recovery power situation of the vehicle, the predicted maximum required power situation of vehicle accessories, the predicted actual power consumption situation of vehicle accessories, and other predicted driving information.

[0076] In this way, the processor 161 can process the information obtained from the data storage device 162 according to a preset algorithm or the like to predict whether the vehicle itself brakes or coasts.

[0077] The user interface 170 is used to provide information to the user of the vehicle 100 or receive information from the user. Optionally, the user interface 170 may include an interface for interacting and exchanging information with one or more input / output devices within the set of peripheral devices 140 and the user. Among them, one or more input / output devices within the set of peripheral devices 140 may be, for example, one or more of the wireless communication system 141, in-vehicle computer 142, microphone 143, and speaker 144.

[0078] The computer system 160 can control the functions of the vehicle 100 based on the inputs received from various subsystems (such as the travel system 110, sensor system 120, and control system 130) and from the user interface 170.

[0079] Optionally, one or more of the above components may be separately installed or associated with the vehicle 100. For example, the data storage device 162 may exist partially or completely separately from the vehicle 100. The above components may be communicatively coupled together in a wired and / or wireless manner.

[0080] Optionally, the above components are only an example. In actual applications, the components in each of the above modules may be added or deleted according to actual needs. Figure 1 It should not be construed as a limitation to the embodiments of the present application.

[0081] The above vehicle 100 can be a sedan, a truck, a motorcycle, a bus, a ship, an airplane, a helicopter, a lawn mower, a recreational vehicle, a playground vehicle, construction equipment, a tram, a golf cart, a train, etc., and the embodiments of the present application do not make special limitations.

[0082] Figure 2 FIG. shows a system architecture diagram of a vehicle energy-saving system. Among them, the vehicle energy-saving system at least includes a vehicle control unit (VCU) 201, an intelligent cockpit 202, a battery management system (BMS) 203, and vehicle accessories 204. Optionally, the vehicle accessories 204 may include a thermal management system 2041, a DC converter 2042, an electric drive system 2043, and other accessories.

[0083] Optionally, the vehicle control unit 201 can receive the allowable charging power of the battery from the battery management system 203, the maximum demand power of the vehicle accessories 204, the historical driving conditions and predicted driving conditions of the intelligent cockpit 202, and vehicle driving information from other vehicle components (not shown in the figure). The vehicle control unit 201 can dynamically adjust the power of the vehicle accessories 204 according to the above information and the energy recovery power. Among them, the vehicle control unit 201 gradually increases the power of the vehicle accessories 204 in a filtered control manner, or gradually decreases the power of the vehicle accessories 204 in a filtered control manner.

[0084] The intelligent cockpit 202 can provide the historical driving conditions and predicted driving conditions to the vehicle control unit 201. The intelligent cockpit 202 can also display the flow direction of the vehicle energy in the form of an energy flow on the display screen. Or, push messages about the vehicle energy-saving situation on the display screen.

[0085] The battery management system 203 can obtain the real-time allowable charging power of the battery according to the temperature of the battery, the SOC of the battery, the degree of battery polarization, etc., and send the allowable charging power to the vehicle control unit 201.

[0086] The thermal management system 2041 may include a cooling system (not shown in the figure). The power of the thermal management system 2041 can be adjusted downwards in non-high-power recovery conditions (driving conditions) to ensure the basic performance of the thermal management system 2041. In high-power recovery conditions, the power of the thermal management system 2041 is adjusted upwards for energy recovery and utilization. Among them, the thermal management system 2041 can absorb the recovered energy through the heat capacity of the cooling system.

[0087] The DC converter 2042 can reduce the current conversion power of the DC converter 2042 under non-high-power recovery conditions to ensure the basic performance of the DC converter 2042. Under high-power recovery conditions, the current conversion power of the DC converter 2042 is increased to carry out energy recovery and utilization. Among them, the DC converter 2042 can absorb the recovered energy through the low-voltage battery.

[0088] The electric drive system 2043 can reduce the excitation heating power of the electric drive system 2043 under non-high-power recovery conditions to ensure the basic performance of the electric drive system 2043. Under high-power recovery conditions, the excitation heating power of the electric drive system 2043 is increased to carry out energy recovery and utilization. Among them, the electric drive system 2043 can absorb the recovered energy through heating the excitation.

[0089] Optionally, the electric drive system 2043 can also adjust the energy recovery power so that the energy recovery power is equivalent to the power consumption of the vehicle accessories.

[0090] As Figure 3 shown, a vehicle energy-saving method provided by an embodiment of the present application includes steps 101-step 104.

[0091] Optionally, the power values in the embodiments of the present application are all absolute power values.

[0092] S101. The vehicle controller determines the allowable charging power of the vehicle.

[0093] Optionally, the battery management system can obtain the real-time allowable charging power of the battery according to the temperature of the battery, the remaining battery charge, the degree of battery polarization, etc., and the battery management system can send the real-time allowable charging power to the vehicle controller.

[0094] Among them, when the temperature of the battery is too high, the chemical reaction rate inside the battery will be accelerated, the internal resistance of the battery will increase, and charging will cause the battery temperature to rise further, which may cause electrolyte expansion, heating or even fire. Therefore, when the battery temperature is high, the allowable charging power of the battery is low to ensure battery safety. When the temperature of the battery is too low, the reaction rate and charge transfer ability of the battery will be reduced, and the internal resistance of the battery will increase, thereby reducing the capacity and power transmission ability of the battery. Therefore, when the battery temperature is low, the allowable charging power of the battery is low.

[0095] When the remaining battery charge is high, in order to protect the battery and prevent damage to the battery caused by excessive current. At this time, the allowable charging power of the battery is also low.

[0096] During the charging and discharging process of the battery, there is a polarization phenomenon, that is, due to the flow of current, the actual electrode potential deviates from the equilibrium electrode potential. Battery polarization will increase the consumption during the conversion between electrical energy and chemical energy, cause the battery to heat up during the charging and discharging process, and reduce the performance of the battery. Therefore, when the degree of battery polarization is relatively high, the allowable charging power of the battery is relatively low.

[0097] Optionally, the allowable charging power of the vehicle is less than the first threshold, indicating that the vehicle is in a low temperature, high temperature or high remaining battery charge scenario. The allowable charging power of the vehicle is greater than or equal to the first threshold, indicating that the vehicle is in a normal scenario, that is, not in a low temperature, high temperature or high remaining battery charge scenario.

[0098] Exemplarily, the first threshold can be set to 10 kW. If the vehicle is in a normal scenario (that is, not in a low temperature, high temperature or high remaining battery charge scenario), the allowable charging power of the vehicle is greater than 10 kW. For example, the current allowable charging power of the vehicle is 30 kW.

[0099] S102. The vehicle controller determines the maximum required power of the vehicle accessories.

[0100] Optionally, the vehicle accessories may include a thermal management system, DCDC, an electric drive system, etc. It should be understood that the vehicle accessories may also include other accessories, such as a steering system, etc., and the embodiments of the present application do not make specific limitations thereto.

[0101] Optionally, the maximum required power of the vehicle accessories is the ideal maximum control power of the vehicle accessories.

[0102] Exemplarily, the thermal management system includes a cooling system. The cooling system can increase the required power within a period of time and convert it into heat capacity to absorb more energy. Then the increased maximum required power is the maximum required power of the thermal management system. Optionally, the cooling system can also reduce the required power and absorb less energy while ensuring normal operation within another period of time, and consume the previous heat capacity.

[0103] Another example is that DCDC can increase the current conversion power within a period of time to increase the required power and absorb more energy. Then the increased maximum required power is the maximum required power of DCDC. Optionally, DCDC can also reduce the current conversion power and reduce the required power while ensuring normal operation within another period of time, absorb less energy, and consume the previously converted current. Optionally, the recovered energy can be stored in a low-voltage battery, such as the battery of the in-vehicle audio. It should be understood that the embodiments of the present application should store the recovered energy on the premise of ensuring the normal operation of the battery of the in-vehicle audio.

[0104] Exemplarily, the electric drive system can increase the field excitation heating power within a period of time to increase the demand power and absorb more energy. Then the maximum increased demand power is the maximum demand power of the electric drive system. Optionally, the electric drive system can also reduce the field excitation heating power within another period of time on the premise of ensuring normal operation, reduce the demand power, absorb less energy, and consume the heat of the previously heated field excitation.

[0105] It should be understood that, on the premise that the vehicle accessories are operating normally, the embodiments of the present application can utilize the recovered energy.

[0106] Optionally, the maximum demand power of the vehicle accessories can vary with time.

[0107] Specifically, the vehicle accessories can vary according to system load, ambient temperature, etc. It should be understood that the maximum demand power of the vehicle accessories can also vary according to other factors, such as the power consumption management strategy of the vehicle controller. The embodiments of the present application do not make specific limitations thereto.

[0108] Exemplarily, the thermal management system includes an in-vehicle air conditioner. When the user turns on the in-vehicle air conditioner, the system load of the thermal management system increases. The thermal management system may need to provide more power to effectively reduce the temperature inside the vehicle, and the maximum demand power increases. The in-vehicle air conditioner consumes power and adjusts the temperature inside the vehicle in real time, and the maximum demand power of the thermal management system also changes accordingly.

[0109] Exemplarily, when the ambient temperature rises, the thermal management system may need to provide more power to effectively reduce the temperature of the vehicle components, and the maximum demand power increases. The maximum demand power of the thermal management system varies with the ambient temperature.

[0110] Optionally, the vehicle accessory can be one accessory. For example, the vehicle accessory only includes the thermal management system. If the maximum demand power of the thermal management system is 4 kW, then the maximum demand power of the vehicle accessory is 4 kW.

[0111] Optionally, when the vehicle accessories include multiple accessories, for example, the vehicle accessories can include the thermal management system, DCDC, and electric drive system. Then the maximum demand power of the multiple vehicle accessories is the sum of the maximum demand power of the thermal management system, the maximum demand power of DCDC, and the maximum demand power of the electric drive system. Exemplarily, if the maximum demand power of the thermal management system is 4 kW, the maximum demand power of DCDC is 3 kW, and the maximum demand power of the electric drive system is 8 kW, then the maximum demand power of the multiple vehicle accessories is 15 kW.

[0112] Optionally, the vehicle accessories in the embodiments of the present application are vehicle accessories that are in operation and consume energy.

[0113] Optionally, in the embodiments of the present application, vehicle accessories including a thermal management system, a DCDC, and an electric drive system are taken as examples for introduction.

[0114] Optionally, if the maximum required power of at least one vehicle accessory is greater than the second threshold, it indicates that the maximum required power of at least one vehicle accessory in the vehicle is relatively large, and more energy can be consumed. If the maximum required power of at least one vehicle accessory is less than or equal to the second threshold, it indicates that the maximum required power of at least one vehicle accessory in the vehicle is relatively small, and less energy is consumed.

[0115] Exemplarily, the second threshold can be set to 10 kW. The maximum required power of the vehicle accessory changes in real time. For example, the maximum required power range of three vehicle accessories (thermal management system, DCDC, and electric drive system) is [0 kW, 20 kW]. In the embodiments of the present application, taking the second threshold as 10 kW as an example, it is uniformly described here, but this does not constitute a limitation on the numerical range of the second threshold.

[0116] S103. The vehicle controller determines the energy recovery power of the vehicle.

[0117] Optionally, when the vehicle is in the braking state, the motor or generator will be converted into the generator mode to convert the kinetic energy generated during braking deceleration into electrical energy. When the vehicle is in the coasting state, the motor or generator will be converted into the generator mode to convert the inertial energy during coasting into electrical energy. Then, the vehicle can recover this energy. When the braking intensity of the vehicle is greater and the inertia is greater, the energy recovery power of the vehicle is higher, and the recovered energy is also more. It should be understood that only the braking scenario and the coasting scenario are taken as examples here to illustrate the energy that can be recovered by the vehicle, and the energy that can be recovered by the vehicle is not limited to this.

[0118] Optionally, the vehicle controller can calculate the energy recovery power of the vehicle according to the current driving information of the vehicle.

[0119] Optionally, the current driving information of the vehicle can include information such as vehicle speed, vehicle mass, and brake pedal opening of the vehicle.

[0120] Among them, the faster the current vehicle speed, the higher the current kinetic energy of the vehicle. When the vehicle brakes, more energy can be recovered, and the energy recovery power is also higher. The greater the mass of the vehicle, the greater the inertia when the vehicle brakes, the more energy the vehicle recovers, and the energy recovery power is also higher. The greater the brake pedal opening of the vehicle, the greater the braking intensity of the vehicle, the more energy the vehicle recovers, and the energy recovery power is also higher.

[0121] It should be understood that the driving information of the vehicle can also include other information, and the embodiments of the present application do not make specific limitations on this.

[0122] In one embodiment, the energy recovery power can be calculated based on the vehicle speed, the mass of the vehicle, and the opening degree of the vehicle's brake pedal.

[0123] As a possible implementation, the vehicle controller can obtain the braking efficiency of the vehicle based on the opening degree of the vehicle's brake pedal. Then, the energy recovery power is calculated based on the vehicle speed, the mass of the vehicle, and the braking efficiency.

[0124] Among them, the opening degree of the brake pedal refers to the degree to which the user presses the brake pedal during braking. Generally, the larger the opening degree of the brake pedal, the stronger the braking force, and the recovered energy will increase accordingly, and the energy recovery power is higher.

[0125] Exemplarily, when the opening degree of the brake pedal is 20% of the total angle of the brake pedal, the braking efficiency is 15%; when the opening degree of the brake pedal is 40% of the total angle of the brake pedal, the braking efficiency is 50%; when the opening degree of the brake pedal is 60% of the total angle of the brake pedal, the braking efficiency is 80%; when the opening degree of the brake pedal is 80% of the total angle of the brake pedal, the braking efficiency is 90%; when the opening degree of the brake pedal is 100% of the total angle of the brake pedal, the braking efficiency is 100%.

[0126] Optionally, the corresponding relationship between the opening degree of the brake pedal and the braking efficiency can also be other, and the embodiments of the present application do not limit this.

[0127] Exemplarily, taking the vehicle speed of the vehicle as 16 m / s, the mass of the vehicle as 2000 kg, and the braking efficiency as 50% as an example.

[0128] The recovered energy can be 0.5 * the mass of the vehicle * (vehicle speed ^ 2) * braking efficiency = 0.5 * 2000 * 16 2 * 50% = 128000 kWh

[0129] Then the energy recovery power can be the recovered energy / unit time = 128000 kWh / 60 2 s = 36 kW

[0130] Optionally, the above calculation method of the energy recovery power is only an example, and other methods can also be used to calculate the energy recovery power. For example, the energy recovery power can be directly estimated based on the braking efficiency, and the embodiments of the present application do not make specific limitations on this.

[0131] Optionally, when the energy recovery power of the vehicle is greater than the third threshold, it indicates that the vehicle is in a high-power recovery working condition such as a braking state or a coasting state. When the energy recovery power of the vehicle is less than or equal to the third threshold, it indicates that the vehicle is in a non-high-power recovery working condition.

[0132] Exemplarily, the third threshold can be set to 8 kW. The energy recovery power of the vehicle accessories changes in real time. For example, the energy recovery power range of the vehicle is [0 kW, 60 kW]. Optionally, the third threshold can be slightly greater than the first threshold, and the embodiments of the present application do not make specific limitations on this.

[0133] S104. When the allowable charging power of the vehicle is less than the first threshold and the maximum demand power of at least one vehicle accessory is greater than the second threshold, the vehicle controller determines the first power and the second power of the three vehicle accessories according to the energy recovery power of the vehicle and the maximum demand power of the three vehicle accessories.

[0134] Among them, the first power is the power consumed by the three vehicle accessories when the energy recovery power of the vehicle is greater than the third threshold; the first power is the power from energy recovery, or the first power is the power from energy recovery and the power from the battery; the second power is the power consumed by the three vehicle accessories when the energy recovery power of the vehicle is not greater than the third threshold; the second power is the power from the battery.

[0135] As Figure 4 shown, it is a schematic diagram of the power consumption of vehicle accessories. Among them, the dotted line L1 represents the third power consumed by the three vehicle accessories when the allowable charging power of the vehicle is greater than or equal to the first threshold (or in the prior art, the allowable charging power of the vehicle is greater than the first threshold), and the third power is the power from the battery. The solid line L2 represents the second power and the first power consumed by the three vehicle accessories when the allowable charging power of the vehicle is less than the first threshold. When the maximum demand power of the three vehicle accessories is greater than the second threshold and the energy recovery power of the vehicle is greater than the third threshold, the power consumed by the vehicle accessories is the first power; when the energy recovery power of the vehicle is less than or equal to the third threshold, the power consumed by the vehicle accessories is the second power. Among them, when the driving speed of the vehicle decreases, that is, when the vehicle brakes or coasts, the energy recovery power of the vehicle is greater than the third threshold.

[0136] Optionally, the values of the first power, the second power, and the third power can fluctuate within a small range (not shown in the figure), and are not fixed values.

[0137] Optionally, Figure 4 it can be displayed on the in-vehicle display screen in the intelligent cockpit to prompt the user that the vehicle utilizes the recovered energy and achieves an energy-saving effect.

[0138] Optionally, when the power consumed by the vehicle accessories changes from the first power to the second power, or from the second power to the first power, the vehicle controller controls the change of the power consumed by the vehicle accessories by means of filtering control and progressive entry and exit.

[0139] In one embodiment, the allowable charging power of the vehicle is greater than or equal to a first threshold. For example, the allowable charging power of the vehicle is not less than 10 kW (the first threshold), which means the vehicle is in a normal scenario and the allowable charging power of the vehicle is relatively large. When the vehicle recovers energy, the vehicle's battery can directly absorb the recovered energy. The third power consumed by the vehicle accessories is determined according to the real-time required power of the vehicle accessories. Among them, the third power consumed by the vehicle accessories comes from the power of the vehicle battery.

[0140] Exemplarily, if the maximum required power of the vehicle accessories is 15 kW and the real-time required power is 10 kW, then the third power consumed by the vehicle accessories is 10 kW, and this 10 kW comes from the power of the vehicle battery.

[0141] Another exemplarily, if the maximum required power of the vehicle accessories is 18 kW and the real-time required power is 12 kW, then the third power consumed by the vehicle accessories is 12 kW, and this 12 kW comes from the power of the vehicle battery.

[0142] In the related art, regardless of whether the allowable charging power of the vehicle is less than the first threshold, the power consumed by the vehicle accessories is determined according to the real-time required power of the vehicle accessories. Among them, the power consumed by the vehicle accessories comes from the power of the vehicle battery. When the allowable charging power is less than the first threshold, the vehicle battery absorbs less recovered energy, resulting in waste of the recovered energy.

[0143] When the allowable charging power is less than the first threshold, the embodiment of the present application can consume the energy recovered by the vehicle through the vehicle accessories to achieve the energy-saving effect of the vehicle.

[0144] In one embodiment, when the allowable charging power of the vehicle is less than 10 kW (an example of the first threshold), the maximum required power of three vehicle accessories in the vehicle is greater than 10 kW (an example of the second threshold), and the energy recovery power of the vehicle is greater than 8 kW (an example of the third threshold), it means that the vehicle is in an abnormal scenario such as low temperature, high temperature or high remaining battery power. The battery has a low efficiency of absorbing the recovered energy. To avoid wasting the recovered energy of the vehicle, the vehicle controller can determine the first power that the three vehicle accessories need to consume according to the energy recovery power of the vehicle and the maximum required power of the three vehicle accessories. Among them, the energy recovered by the vehicle can be used for the vehicle accessories.

[0145] Optionally, the first power that the three vehicle accessories in the vehicle need to consume can all come from the energy recovery power of the vehicle.

[0146] Exemplarily, if the allowable charging power of the vehicle is 8 kW (less than the first threshold of 10 kW), the maximum demand power of three vehicle accessories in the vehicle is 15 kW (greater than the second threshold of 10 kW), and the energy recovery power of the vehicle is 18 kW (greater than the third threshold of 8 kW). Since the energy recovery power of the vehicle is sufficient to support the maximum demand power of the three vehicle accessories, the vehicle controller can determine that the first power consumed by the three vehicle accessories in the vehicle is 15 kW (the first power is the total power consumed by the three vehicle accessories).

[0147] Again exemplarily, if the allowable charging power of the vehicle is 8 kW, the maximum demand power of three vehicle accessories in the vehicle is 15 kW, and the energy recovery power of the vehicle is 12 kW. Since the energy recovery power of the vehicle is not sufficient to support the maximum demand power of the three vehicle accessories, it can be determined that the first power of the three vehicle accessories in the vehicle is 12 kW, and the three vehicle accessories consume all the energy recovery power of the vehicle.

[0148] Optionally, the energy recovery power of the vehicle can also be used to charge the vehicle battery.

[0149] Exemplarily, if the allowable charging power of the vehicle is 8 kW, the maximum demand power of three vehicle accessories in the vehicle is 15 kW, and the energy recovery power of the vehicle is 20 kW. Since the energy recovery power of the vehicle supports the maximum demand power of the three vehicle accessories and there is still remaining power, it can be determined that the first power of the three vehicle accessories in the vehicle is 15 kW, and the charging power of the battery is 5 kW.

[0150] Optionally, the first power required to be consumed by the three vehicle accessories in the vehicle can come from the energy recovery power of the vehicle and the power of the vehicle battery.

[0151] Exemplarily, if the allowable charging power of the vehicle is 8 kW, the maximum demand power of three vehicle accessories in the vehicle is 15 kW, and the energy recovery power of the vehicle is 12 kW. Since the energy recovery power of the vehicle is not sufficient to support the maximum demand power of the three vehicle accessories, the power consumed by the three vehicle accessories can partially come from the energy recovery power and partially from the battery power. For example, the first power of the three vehicle accessories in the vehicle is 15 kW. 12 kW of the first power comes from the energy recovery power of the vehicle, and 3 kW comes from the power of the vehicle battery.

[0152] In one embodiment, when the allowable charging power of the vehicle is less than 10 kW (the first threshold), the maximum demand power of three vehicle accessories in the vehicle is greater than 10 kW (the second threshold), and the energy recovery power of the vehicle is less than 8 kW (the third threshold), the vehicle controller can determine the second power required to be consumed by the three vehicle accessories according to the energy recovery power of the vehicle and the maximum demand power of the three vehicle accessories.

[0153] Optionally, the second power consumed by three vehicle accessories in the vehicle comes from the power of the vehicle battery.

[0154] Optionally, as Figure 4 shown, the area of the shaded part between the first power and the third power is M1, and the area of the shaded part between the second power and the third power is M2. Among them, the area of M2 is equivalent to that of M1. The energy recovered by the three vehicle accessories under high-power recovery conditions (corresponding to the shaded area M1) can be used under non-high-power recovery conditions. Thus, under non-high-power recovery conditions, the embodiments of the present application can save the energy recovered under high-power recovery conditions.

[0155] That is to say, the sum of the first energy consumed by the three vehicle accessories when operating at the first power for the first duration and the second energy consumed by the three vehicle accessories when operating at the second power for the second duration is equivalent to the third energy consumed by the three vehicle accessories when operating at the third power for the third duration.

[0156] Among them, the first duration is t2 - t1, the second duration is (t1 - t0) + (t3 - t2), and the third duration is t3 - t0. The third duration is the sum of the first duration and the second duration.

[0157] Exemplarily, if the allowable charging power of the vehicle is 8kW, the maximum demand power of three vehicle accessories in the vehicle is 15kW, which is greater than the second threshold of 10kW, and the energy recovery power of the vehicle is 3kW (less than the third threshold), the second power consumed by the three vehicle accessories is the power from the battery.

[0158] As a possible implementation manner, the second power of three vehicle accessories in the vehicle can be calculated according to the values of the first power and the third power and the time corresponding to the first power and the third power. For example, the vehicle control unit determines that the second power of the three vehicle accessories can be 5kW, and this 5kW comes from the power of the vehicle battery.

[0159] In one embodiment, the embodiments of the present application can adjust the power consumed by three vehicle accessories in the vehicle by adjusting the dynamic cooperation factor.

[0160] Specifically, if the third power is a and the dynamic cooperation factor is k (k is a real number), when the allowable charging power of the vehicle is less than the first threshold, the maximum demand power of three vehicle accessories in the vehicle is greater than the second threshold, and the energy recovery power of the vehicle is greater than the third threshold, k is greater than 1; conversely, k is less than 1. Then a * k can represent the power consumed by the vehicle accessories under different working conditions. Among them, the dynamic cooperation factor is used to adjust the power consumed by the vehicle accessories under different working conditions. Among them, the power a * k consumed by the vehicle accessories does not exceed the maximum demand power of the vehicle accessories.

[0161] As Figure 5 shown, the vehicle controller can obtain a dynamic coordination factor k based on the allowable charging power of the vehicle, the maximum demand power of three vehicle accessories in the vehicle, and the energy recovery power of the vehicle.

[0162] Optionally, when k0 is equal to 1, the allowable charging power of the vehicle is not less than the first threshold, and the vehicle accessories do not directly use the recovered energy. When k1 is greater than 1, the first power a*k1 that the three vehicle accessories in the vehicle need to consume is greater than the third power a. When k2 is less than 1, the second power a*k2 that the three vehicle accessories in the vehicle need to consume is less than the third power a.

[0163] Optionally, the vehicle controller can adjust the value of k to adjust the power consumed by the three vehicle accessories in the vehicle.

[0164] In one embodiment, when the allowable charging power of the vehicle is not less than the first threshold, the vehicle is in a normal scenario, and the value of k can be 1. For example, if the allowable charging power of the vehicle is 20 kW and the real-time demand power of the vehicle accessories is 12 kW, then the third power consumed by the vehicle accessories is 12 kW.

[0165] In another embodiment, when the allowable charging power is less than the first threshold, the energy recovery power of the vehicle is greater than the second threshold, and the maximum demand power of the three vehicle accessories is greater than the third threshold, the value of k can be greater than 1. For example, if the energy recovery power of the vehicle is 15 kW, the maximum demand power of the three vehicle accessories is 18 kW, and the first power consumed by the vehicle accessories can be 15 kW, then k1 is 1.25.

[0166] Optionally, when the energy recovery power of the vehicle increases, the value of k1 can increase. For example, if the energy recovery power of the vehicle is 18 kW, the first power consumed by the vehicle accessories can be 18 kW, and k1 is 1.5.

[0167] Optionally, when the energy recovery power of the vehicle decreases, the value of k1 can decrease. For example, if the energy recovery power of the vehicle is 14 kW, the first power consumed by the vehicle accessories can be 14 kW, and k1 is 1.16.

[0168] In another embodiment, when the allowable charging power is less than the first threshold, the energy recovery power of the vehicle is less than the second threshold, and the maximum demand power of the three vehicle accessories is greater than the third threshold, the value of k can be less than 1. For example, if the energy recovery power of the vehicle is 3 kW, the maximum demand power of the three vehicle accessories is 12 kW, the real-time demand power of the three vehicle accessories is 10 kW, and the first power consumed by the vehicle accessories can be 10 kW, then k2 is 0.83.

[0169] Optionally, the sum of the first energy consumed by the three vehicle accessories at the first power and the second energy consumed by the three vehicle accessories at the second power is equivalent to the third energy consumed by the three vehicle accessories at the third power.

[0170] Optionally, when the value of the first power k1 is relatively large and the energy recovery time of the vehicle is relatively long at the first power, the value of k2 can be decreased. For example, when the energy recovery power of the vehicle is 45 kW and the energy recovery time of the vehicle accounts for 30% of the total time, k2 can be 0.6.

[0171] Optionally, when the value of the first power k1 is relatively small and the energy recovery time of the vehicle is relatively short at the first power, the value of k2 can be increased. For example, when the energy recovery power of the vehicle is 30 kW and the energy recovery time of the vehicle accounts for 20% of the total time, k2 can be 0.9.

[0172] In another embodiment, the embodiments of the present application can adjust the power required by the three vehicle accessories in the vehicle by means of dynamic absolute value correction.

[0173] Specifically, if the third power is a and the dynamic absolute value is h (h is a real number), then a ± h can represent the power consumed by the vehicle accessories under different working conditions. Among them, the dynamic absolute value is used to adjust the power consumed by the vehicle accessories under different working conditions. Among them, the power a + h consumed by the vehicle accessories does not exceed the maximum demand power of the vehicle accessories.

[0174] Optionally, when the allowable charging power of the vehicle is not less than the first threshold, the vehicle is in a normal scenario, and the value of h0 can be 0. When the allowable charging power is less than the first threshold, the energy recovery power of the vehicle is greater than the second threshold, and the maximum demand power of the three vehicle accessories is greater than the third threshold, the first power can be a + h1, and the value of h1 is greater than 1. When the allowable charging power is less than the first threshold, the energy recovery power of the vehicle is less than the second threshold, and the maximum demand power of the three vehicle accessories is greater than the third threshold, the second power can be a - h2, and the value of h2 is greater than 1.

[0175] The embodiments of the present application do not limit the specific manner of how to adjust the power required by the three vehicle accessories in the vehicle.

[0176] In a possible implementation manner, the vehicle controller can also obtain the historical driving information and predicted driving information of the vehicle from the intelligent cockpit.

[0177] Optionally, the historical driving information of the vehicle can include the historical vehicle speed change, the user's driving habits (e.g., the sections where the user often drives, whether the user often brakes), when braking, the brake pedal opening of the vehicle, the vehicle's energy recovery power situation, the maximum demand power situation of three vehicle accessories, and the actual power consumption of three vehicle accessories, etc.

[0178] Exemplarily, the user drives the vehicle from place A to place B every morning from 8:00 to 8:40. During this period, the road between place A and place B is relatively congested. The user gently steps on the brake 8 to 10 times, the driving speed is between 10 m / s and 16 m / s, the vehicle's energy recovery power is between 0 kW and 50 kW, the maximum demand power of the three vehicle accessories is between 0 kW and 20 kW, and the actual power consumption of the three vehicle accessories is between 0 kW and 20 kW.

[0179] Another exemplarily, the user drives the vehicle from place B to place A every evening from 19:00 to 19:30. During this period, the road between place A and place B is not congested. The user gently steps on the brake 3 to 5 times, the driving speed is between 15 m / s and 20 m / s, the vehicle's energy recovery power is between 0 kW and 45 kW, the maximum demand power of the three vehicle accessories is between 0 kW and 18 kW, and the actual power consumption of the three vehicle accessories is between 0 kW and 18 kW.

[0180] Based on the historical driving information, the intelligent cockpit can calculate the predicted driving information of the vehicle.

[0181] Exemplarily, when the user departs from place A at 8:00 in the morning, it can be predicted that the vehicle will drive to place B. The user may gently step on the brake 9 times, the driving speed is between 10 m / s and 16 m / s, the vehicle's energy recovery power is between 0 kW and 50 kW, the maximum demand power of the three vehicle accessories is between 0 kW and 19 kW, and the predicted actual power consumption of the three vehicle accessories is between 0 kW and 19 kW.

[0182] Another exemplarily, when the user departs from place B at 19:00 in the evening. It can be predicted that the vehicle will drive to place A. The user may gently step on the brake 4 times, the driving speed is between 15 m / s and 20 m / s, the vehicle's energy recovery power is between 0 kW and 45 kW, the maximum demand power of the three vehicle accessories is between 0 kW and 18 kW, and the predicted actual power consumption of the three vehicle accessories is between 0 kW and 18 kW.

[0183] Optionally, the vehicle controller may calculate a first predicted power and a second predicted power based on historical driving information and predicted driving information. The sum of the first predicted energy consumed by the three vehicle accessories at the first predicted power and the second predicted energy consumed by the three vehicle accessories at the second predicted power is equivalent to the third predicted energy consumed by the three vehicle accessories at the third predicted power. Wherein, the third predicted power is the predicted actual consumption power of the vehicle accessories.

[0184] Optionally, the vehicle controller may calculate the first predicted power and the second predicted power using prediction algorithms such as random forest and neural network. The embodiments of the present application do not limit this.

[0185] Exemplarily, the first predicted power may be 18 kW, and the second predicted power may be 3 kW.

[0186] Optionally, the vehicle controller may determine the first power and the second power of the three vehicle accessories according to the real-time energy recovery power of the vehicle, the maximum demand power of the three vehicle accessories, the first preset power, and the second preset power.

[0187] Specifically, during actual driving, the vehicle controller may adjust the dynamic cooperation factor to k according to the real-time changing energy recovery power of the vehicle and the maximum demand power of the three vehicle accessories, and determine the first power and the second power of the three vehicle accessories.

[0188] Exemplarily, when an unexpected situation occurs during driving and the traffic becomes more congested, the energy recovery power of the vehicle may increase, the value of the first power k1 becomes larger, and the value of the second power k2 becomes smaller. Or, during driving, when the traffic is not congested, the energy recovery power of the vehicle may decrease, the value of the first power k1 becomes smaller, and the value of the second power k2 becomes larger.

[0189] Optionally, in the embodiments of the present application, the historical driving information may further include a historical dynamic cooperation factor, and the first power and the second power of the three vehicle accessories are determined according to the historical dynamic cooperation factor.

[0190] In a possible implementation, the in-vehicle display screen in the intelligent cockpit may display the energy flow during vehicle driving.

[0191] Exemplarily, as Figure 6 shown in (a) of the in-vehicle display screen, the energy flow interface 501 includes an electric drive system, a battery, and vehicle accessories. Among them, the electric drive system is used to recover energy. When the allowable charging power of the vehicle is less than the first threshold and the maximum demand power of the three vehicle accessories is greater than the second threshold, the vehicle is in a non-high-power recovery working condition. The vehicle accessories receive the second energy flow from the battery, and the vehicle accessories consume the energy of the battery. As Figure 6As shown in the energy flow interface 502 in (b), when the allowable charging power of the vehicle is less than the first threshold and the maximum demand power of the three vehicle accessories is greater than the second threshold, the vehicle is in a high-power recovery working condition. The vehicle accessories receive the first energy flow from the recovery, and the vehicle accessories consume the recovered energy. Or, as Figure 6 shown in the energy flow interface 503 in (c), when the recovered energy is not enough to support the consumption of the vehicle accessories, the vehicle accessories receive the first energy flow from the recovery and the battery, and the vehicle accessories consume the recovered energy and the energy of the battery. In this way, it can be prompted to the user that the vehicle accessories utilize the recovered energy, achieving the effect of energy saving. Or, as Figure 6 shown in the energy flow interface 504 in (d), when the recovered energy can support the consumption of the vehicle accessories and there is still a surplus, the vehicle accessories receive the first energy flow from the recovery and the battery, and the vehicle accessories consume the recovered energy. And, the battery is charged by using the recovered energy. In this way, it can be prompted to the user that the vehicle accessories utilize the recovered energy, achieving the effect of energy saving.

[0192] In another possible implementation, the in-vehicle display screen in the intelligent cockpit can display a prompt message. The prompt message indicates the energy of the battery saved by the second power compared to the third power.

[0193] Optionally, after the trip ends, a prompt message can be displayed on the in-vehicle display screen. Exemplarily, as Figure 7 shown, a prompt message 602 is displayed on the in-vehicle display screen 601, and the prompt message includes the prompt text "This trip saves 0.5 kWh of electricity through the vehicle adjustment function intelligent coordination adjustment function" or "This trip saves 0.5 kWh of electricity through the intelligent coordination adjustment function". In this way, it can be prompted to the user that this method achieves the effect of energy saving.

[0194] The embodiments of the present application can divide the vehicle energy-saving system according to the above method examples. In the case of dividing each functional module according to the corresponding functions, Figure 8 shows a possible structural schematic diagram of the vehicle energy-saving system involved in the above embodiments. As Figure 8 shown, the vehicle energy-saving system includes an acquisition unit 1101 and a processing unit 1102. Of course, the vehicle energy-saving system may also include other modules, or the vehicle energy-saving system may include fewer modules. The embodiments of the present application do not limit this.

[0195] The acquisition unit 1101 is used to acquire the state information of the vehicle itself, historical driving information, and predicted driving information.

[0196] Specifically, the acquisition unit 1101 is used to obtain the status information of the vehicle itself, such as the speed, acceleration, heading angle, position, and motion trajectory of the vehicle. The driving information includes the historical vehicle speed change situation of the vehicle, the driving habits of the user, the opening degree of the vehicle's brake pedal when braking, the vehicle's energy recovery power situation, the maximum required power situation of the vehicle accessories, and the actual power consumption situation of the vehicle accessories. The predicted driving information includes, but is not limited to, the predicted vehicle speed change situation, the predicted opening degree of the vehicle's brake pedal when braking, the predicted vehicle's energy recovery power situation, the predicted maximum required power situation of the vehicle accessories, and the predicted actual power consumption situation of the vehicle accessories.

[0197] The processing unit 1102 is used to determine the first power and the second power of at least one vehicle accessory according to the vehicle's energy recovery power and the maximum required power of at least one vehicle accessory.

[0198] In a possible implementation manner, the processing unit 1102 is specifically further used to determine the first power and the second power of at least one vehicle accessory according to the vehicle's historical driving information, predicted driving information, the vehicle's energy recovery power, and the maximum required power of at least one vehicle accessory.

[0199] For the specific working processes of the server and system described above, reference may be made to the corresponding processes in the following method embodiments, which will not be elaborated herein.

[0200] The embodiments of the present application provide a computer-readable storage medium storing one or more programs, where the one or more programs include instructions, and when the instructions are executed by a computer, the computer is caused to execute the vehicle energy-saving method described in steps S101 - S104 of the above embodiments.

[0201] The embodiments of the present application further provide a computer program product containing instructions, and when the instructions run on a computer, the computer is caused to execute the vehicle energy-saving method described in steps S101 - S104 of the above embodiments.

[0202] Those skilled in the art can clearly understand that for the convenience and brevity of description, the specific working processes of the systems, devices, and units described above can refer to the corresponding processes in the foregoing method embodiments, which will not be elaborated herein.

[0203] The above embodiments can be implemented in whole or in part by software, hardware, firmware, or any combination thereof. When implemented using a software program, the above embodiments can appear in whole or in part in the form of a computer program product, and the computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the processes or functions according to the embodiments of the present application are generated in whole or in part.

[0204] Among them, the computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable devices. Computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, computer instructions may be transmitted from one website, computer, server, or data center to another website, computer, server, or data center by wire (such as coaxial cable, optical fiber, digital subscriber line (DSL)) or wirelessly (such as infrared, wireless, microwave, etc.). The computer-readable storage medium may be any available medium that the computer can access or a data storage device such as a server or data center that includes one or more integrated available media. The available medium may be a magnetic medium (such as a floppy disk, hard disk, magnetic tape), an optical medium (such as a DVD), or a semiconductor medium (such as a solid state disk (SSD)), etc.

[0205] From the description of the above embodiments, those skilled in the art can clearly understand that for the convenience and simplicity of description, only the above division of each functional module is used as an example. In actual applications, the above functions can be allocated to different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above.

[0206] In several embodiments provided in this application, it should be understood that the disclosed device and method can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For example, the division of the modules or units is only a logical functional division. In actual implementation, there may be other division methods. For example, multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the displayed or discussed coupling or direct coupling or communication connection between each other may be through some interfaces. The indirect coupling or communication connection of the device or unit may be in an electrical, mechanical, or other form.

[0207] The units described as separate components may or may not be physically separated. The components displayed as units may be one physical unit or multiple physical units, that is, they may be located in one place or distributed to multiple different places. In the application process, some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0208] In addition, in each embodiment of the present application, each functional unit may be integrated into a processing unit, or each unit may exist physically alone, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of a software functional unit.

[0209] If the above-mentioned integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on such an understanding, the technical solution of the embodiments of the present application, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for causing a device (which may be a personal computer, a server, a network device, a single-chip microcomputer or a chip, etc.) or a processor to execute all or part of the steps of the methods described in the embodiments of the present application. The foregoing storage medium includes: various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disc.

[0210] The above is only the specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions within the technical scope disclosed in the present application should be covered by the protection scope of the present application.

Claims

1. A vehicle energy-saving method, characterized in that, Including: If the allowable charging power of the vehicle is less than a first threshold value, the maximum demand power of at least one vehicle accessory is greater than a second threshold value; Determine a first power and a second power of the at least one vehicle accessory according to the energy recovery power of the vehicle and the maximum demand power of the at least one vehicle accessory; the first power is the power consumed by the at least one vehicle accessory when the energy recovery power of the vehicle is greater than a third threshold value; the first power includes the power from energy recovery; the second power is the power consumed by the at least one vehicle accessory when the energy recovery power of the vehicle is not greater than the third threshold value; the second power is the power from the battery.

2. The method according to claim 1, characterized in that, The first power further includes the power from the battery.

3. The method according to claim 1 or 2, characterized in that, The method further includes: The first power is greater than a third power; the second power is less than the third power; the third power is the power of the vehicle accessory when the current allowable charging power of the battery is not less than the first threshold value; the third power is the power from the battery; The sum of a first energy and a second energy is equivalent to a third energy; the first energy is the energy consumed by the at least one vehicle accessory within a first time period at the first power; the second energy is the energy consumed by the at least one vehicle accessory within a second time period at the second power; the third energy is the energy consumed by the at least one vehicle accessory within a third time period at the third power; the third time period is the sum of the first time period and the second time period.

4. The method according to claim 3, characterized in that, The method further includes: Determine a first preset power and a second preset power of the at least one vehicle accessory according to historical driving information and predicted driving information; Determine the first power and the second power of the at least one vehicle accessory according to the energy recovery power of the vehicle, the maximum demand power of the at least one vehicle accessory, the first preset power and the second preset power.

5. The method according to claim 1 or 2, characterized in that, The method further includes: Determine the energy recovery power of the vehicle according to the current driving information of the vehicle; the current driving information of the vehicle includes at least one of vehicle speed, the opening degree of the vehicle's brake pedal, and the mass of the vehicle.

6. The method according to claim 1 or 2, characterized in that, The vehicle accessory includes at least one of a thermal management system accessory, an electric drive system accessory, and a DC converter.

7. The method according to claim 1 or 2, characterized in that, The method further includes: Display a first interface, and the first interface includes a power change graph of the vehicle accessory during the vehicle driving process; the power change graph includes the first power and the second power.

8. The method according to claim 3, characterized in that, The method further includes: Send a prompt message; the prompt message indicates the energy of the battery saved by the second power compared with the third power.

9. The method according to claim 1 or 2, characterized in that, The method is applied to scenarios of low temperature, high temperature, and high remaining battery power.

10. A vehicle energy-saving method, characterized in that, Including: Display a second interface; the second interface includes the energy flow during the vehicle driving process; The energy flow is positively correlated with power; If the allowable charging power of the vehicle is less than the first threshold value, the maximum demand power of at least one vehicle accessory is greater than the second threshold value; When the energy recovery power of the vehicle is greater than the third threshold value, the at least one vehicle accessory receives a first energy flow; the first energy flow includes the energy from recovery; When the energy recovery power of the vehicle is not greater than a third threshold, the at least one vehicle accessory receives a second energy flow; The second energy flow is energy from the battery.

11. The method according to claim 10, characterized in that, The first energy flow also includes energy from the battery.

12. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a computer program or instruction, which, when running on the vehicle energy-saving system, causes the vehicle energy-saving system to execute the method according to any one of claims 1-11.

13. A computer program product, characterized in that, The computer program product includes: a computer program or instruction, which, when running on a computer, causes the computer to execute the method according to any one of claims 1-11.

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