Vehicle energy management method, vehicle and storage medium

Abstract

The present invention discloses a vehicle energy management method, a vehicle and a storage medium, which relate to the field of vehicle technology and can provide corresponding energy management strategies for different vehicle working conditions to meet the needs of the whole vehicle. The method comprises: when the ambient temperature is less than or equal to a preset ambient temperature threshold, energy management is performed on the vehicle based on the energy management strategy corresponding to the vehicle state to achieve energy management requirements under different vehicle states; wherein the vehicle state includes at least a charging state, a parking state and a driving state, and the energy management strategies corresponding to at least two of the vehicle states among the charging state, the parking state and the driving state are different.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a vehicle energy management method, a vehicle and a storage medium. Background Art

[0002] With the development and rapid popularization of electric vehicles, the performance of electric vehicles in low temperature environments has attracted much attention. However, there are indeed many challenges in maintaining the performance indicators of the entire vehicle.

[0003] In the related art, the performance of the whole vehicle is only considered in terms of how to heat the battery, without comprehensively considering the other performance indicators of the whole vehicle. Summary of the invention

[0004] The present invention provides a vehicle energy management method, a vehicle and a storage medium, which can provide corresponding energy management strategies for different working conditions of the vehicle to meet the needs of the entire vehicle.

[0005] In order to achieve the above object, the present invention adopts the following technical scheme:

[0006] In a first aspect, the present invention provides a vehicle energy management method, the method comprising: when the ambient temperature is less than or equal to a preset ambient temperature threshold, energy management of the vehicle is performed based on an energy management strategy corresponding to the vehicle state, so as to achieve energy management requirements under different vehicle states; wherein the vehicle state includes at least a charging state, a parking state and a driving state, and the energy management strategies corresponding to at least two of the charging state, the parking state and the driving state are different.

[0007] In some embodiments, the energy management strategy is used to manage the heating method of the vehicle, and the management of the heating method of the vehicle includes any one of the following operations: using battery internal resistance heating method; using zero torque stall heating method; using adjusted torque current ratio heating method; deactivating heating method.

[0008] In some embodiments, the energy management strategy corresponding to the charging state is any one of the following: a charging priority management strategy, an energy consumption priority management strategy, and a cabin temperature priority strategy.

[0009] Among them, the charging priority management strategy is used to shorten the vehicle's charging time; the energy consumption priority management strategy is used to reduce the vehicle's energy consumption; and the cabin temperature priority strategy is used to prioritize ensuring that the cabin temperature meets the temperature required by passengers.

[0010] In some embodiments, the energy management strategy corresponding to the charging state is also used to manage the charging power of the vehicle.

[0011] In some embodiments, energy management is performed on the vehicle based on an energy management strategy corresponding to the vehicle state, including: in response to the vehicle state being a charging state and the energy management strategy being a charging priority management strategy, heating the battery of the vehicle by battery internal resistance heating until the battery temperature reaches a first temperature threshold, and charging the vehicle at the maximum charging power of the charging pile.

[0012] In some embodiments, energy management of the vehicle is performed based on an energy management strategy corresponding to the vehicle state, including: in response to the vehicle state being a charging state and the energy management strategy being an energy consumption priority management strategy, deactivating the heating method, and controlling the charging power of the vehicle based on the temperature of the vehicle's battery.

[0013] In some embodiments, energy management of the vehicle is performed based on an energy management strategy corresponding to the vehicle state, including: in response to the vehicle state being a charging state and the energy management strategy being a cabin temperature priority strategy, heating the vehicle's cabin by zero-torque stall heating until the cabin temperature reaches a second temperature threshold.

[0014] In some embodiments, the energy management strategy corresponding to the parking state is any one of the following: energy consumption priority management strategy, cabin temperature priority strategy, and endurance priority management strategy.

[0015] Among them, the energy consumption priority management strategy is used to reduce the vehicle's energy consumption; the cabin temperature priority strategy is used to prioritize ensuring that the cabin temperature meets the temperature required by passengers; and the range priority management strategy is used to prioritize ensuring that the vehicle has a range greater than the range threshold.

[0016] In some embodiments, the energy management strategy corresponding to the parking state is also used to manage at least one of the following: the discharge power of the vehicle, the battery temperature, and the cabin temperature.

[0017] In some embodiments, energy management of the vehicle is performed based on an energy management strategy corresponding to the vehicle state, including: in response to the vehicle state being a parking state and the energy management strategy being a range priority management strategy, heating the battery of the vehicle by battery internal resistance heating until the battery temperature reaches a third temperature threshold, and allowing the vehicle's discharge power to be a maximum discharge power.

[0018] In some embodiments, energy management of the vehicle is performed based on an energy management strategy corresponding to the vehicle state, including: in response to the vehicle state being a parking state and the energy management strategy being an energy consumption priority management strategy, deactivating the heating method, and controlling the discharge power of the vehicle based on the temperature of the vehicle's battery.

[0019] In some embodiments, energy management of the vehicle is performed based on an energy management strategy corresponding to the vehicle state, including: in response to the vehicle state being a parking state and the energy management strategy being a cabin temperature priority strategy, heating the vehicle's cabin by zero-torque stall heating until the cabin temperature reaches a second temperature threshold.

[0020] In some embodiments, the energy management strategy corresponding to the driving state is any one of the following: endurance priority management strategy, cabin temperature priority strategy, and power priority strategy.

[0021] Among them, the range priority management strategy is used to prioritize ensuring that the vehicle has a range greater than the range threshold; the cabin temperature priority strategy is used to prioritize ensuring that the cabin temperature meets the temperature required by passengers; and the power priority strategy is used to prioritize ensuring that the vehicle's driving power meets the needs of passengers.

[0022] In some embodiments, the energy management strategy corresponding to the driving state is also used to manage at least one of the following: the discharge power of the vehicle, the cabin temperature, and the current torque.

[0023] In some embodiments, energy management of the vehicle is performed based on an energy management strategy corresponding to the vehicle state, including: in response to the vehicle state being a driving state and the energy management strategy being an endurance priority management strategy, heating the battery of the vehicle by battery internal resistance heating until the battery temperature reaches a third temperature threshold, and allowing the vehicle's discharge power to be a maximum discharge power.

[0024] In some embodiments, energy management of the vehicle is performed based on an energy management strategy corresponding to the vehicle state, including: in response to the vehicle state being a driving state and the energy management strategy being a cabin temperature priority strategy, heating the vehicle's cabin by adjusting a torque-current ratio heating method until the cabin temperature reaches a second temperature threshold.

[0025] In some embodiments, energy management of the vehicle is performed based on an energy management strategy corresponding to the vehicle state, including: in response to the vehicle state being a driving state and the energy management strategy being a power priority strategy, adjusting the vehicle's current torque to a target torque, and heating the vehicle's battery through battery internal resistance heating until the battery temperature reaches a third temperature threshold, and allowing the vehicle's discharge power to be a maximum discharge power.

[0026] In some embodiments, the method also includes: displaying an energy management strategy setting interface, the energy management strategy setting interface including multiple candidate energy management strategies for the vehicle status; in response to the user's setting operation on the energy management strategy setting interface, determining the energy management strategy corresponding to the vehicle status from the multiple candidate energy management strategies.

[0027] In the second aspect, an embodiment of the present application provides a vehicle energy management device, which includes: a processing unit; the processing unit is used to: when the ambient temperature is less than or equal to a preset ambient temperature threshold, perform energy management on the vehicle based on an energy management strategy corresponding to the vehicle state to achieve energy management requirements under different vehicle states.

[0028] The vehicle status includes at least a charging status, a parking status and a driving status, and at least two of the charging status, the parking status and the driving status correspond to different energy management strategies.

[0029] In a third aspect, the present application provides a vehicle, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle energy management method described above.

[0030] In a fourth aspect, the present application provides a computer-readable storage medium, in which instructions are stored. When the instructions are executed on a terminal, the terminal executes the vehicle energy management method described above.

[0031] In a fifth aspect, the present application provides a computer program product comprising instructions, and when a computer executes the above instructions, the computer executes the vehicle energy management method described above.

[0032] In a sixth aspect, the present application provides a chip, the chip including a processor and a communication interface, the communication interface and the processor are coupled, and the processor is used to run a computer program or instructions to implement the vehicle energy management method described above.

[0033] Specifically, the chip provided in the embodiment of the present application also includes a memory for storing computer programs or instructions.

[0034] Based on the above technical solution, the vehicle energy management method provided by the embodiment of the present application can meet the user's needs for vehicle energy management in different vehicle states in a low-temperature environment. While taking into account the basic functional requirements of the vehicle, it also meets the needs of the user to the greatest extent, improves the vehicle's multiple performances in a low-temperature environment, and further enhances the user's experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0036] Figure 1 A vehicle architecture diagram provided in an embodiment of the present application;

[0037] Figure 2 An architectural diagram of a control system provided in an embodiment of the present application;

[0038] Figure 3 An architectural diagram of another control system provided in an embodiment of the present application;

[0039] Figure 4 A flow chart of a vehicle energy management method provided in an embodiment of the present application;

[0040] Figure 5 A flow chart of another vehicle energy management method provided in an embodiment of the present application;

[0041] Figure 6 A topological circuit diagram of a battery internal resistance heating method provided in an embodiment of the present application;

[0042] Figure 7 A flow chart of another vehicle energy management method provided in an embodiment of the present application;

[0043] Figure 8 A flow chart of another vehicle energy management method provided in an embodiment of the present application;

[0044] Fig. 9 A schematic diagram of a zero-torque stall heating method provided in an embodiment of the present application;

[0045] Fig.10 A flow chart of another vehicle energy management method provided in an embodiment of the present application;

[0046] Fig.11 A flow chart of another vehicle energy management method provided in an embodiment of the present application;

[0047] Fig.12 A flow chart of another vehicle energy management method provided in an embodiment of the present application;

[0048] Fig.13 A flow chart of another vehicle energy management method provided in an embodiment of the present application;

[0049] Fig.14 A flow chart of another vehicle energy management method provided in an embodiment of the present application;

[0050] Fig.15 A schematic diagram of a heating method for adjusting the torque-current ratio provided in an embodiment of the present application;

[0051] Fig.16 A flow chart of another vehicle energy management method provided in an embodiment of the present application;

[0052] Fig.17 A flow chart of another vehicle energy management method provided in an embodiment of the present application;

[0053] Fig.18 An architecture diagram of an energy management strategy for a vehicle in different states provided by an embodiment of the present application;

[0054] Fig.19 Another architecture diagram of the energy management strategy of a vehicle in different states provided by an embodiment of the present application;

[0055] Fig. 20 A schematic diagram of a vehicle energy management device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0056] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0057] In the description of the present invention, it should be understood that the terms "upper", "lower", "left", "right", "front", "back", "inside", "outside" and the like indicate directions or positional relationships based on the directions or relative positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore cannot be understood as a limitation on the present invention. Unless otherwise specified, the above-mentioned directional description can be flexibly set in the process of actual application under the condition that the relative positional relationship shown in the accompanying drawings is satisfied.

[0058] The terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, unless otherwise specified, "plurality" means two or more.

[0059] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection. It can be directly connected, or indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0060] In the embodiments of the present invention, the terms "comprises", "comprising" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, article or device including a series of elements includes not only those elements, but also includes other elements not explicitly listed, or also includes elements inherent to such process, article or device. In the absence of further restrictions, an element defined by the sentence "comprising a ..." does not exclude the presence of other identical elements in the process, article or device including the element.

[0061] In the embodiments of the present invention, words such as "exemplary" or "for example" are used to indicate examples, illustrations or explanations. Any embodiment or design described as "exemplary" or "for example" in the embodiments of the present invention should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary" or "for example" is intended to present related concepts in a specific way.

[0062] In the description of this specification, specific features, structures, materials or characteristics may be combined in an appropriate manner in any one or more embodiments or examples.

[0063] With the development and rapid popularization of electric vehicles, the performance of electric vehicles in low temperature environments has attracted much attention. For example, in charging scenarios, users pursue higher charging efficiency and shorter charging time to meet the needs of fast-paced life. At the same time, during vehicle driving, users not only expect the vehicle to provide a longer range, but also hope that the driving performance reaches a higher standard to ensure the excellence of the driving experience. In addition, when there are people in the passenger compartment, the system needs to be adjusted intelligently to ensure that the temperature in the cabin is always kept within a comfortable range to create a pleasant riding environment for passengers. In short, in a low temperature environment, there are indeed many challenges to maintaining the various performance indicators of the entire vehicle.

[0064] In order to overcome the above problems, the energy management strategies of most vehicles are mainly divided into the following three methods. The first method is mainly to connect the neutral point of the motor directly to the power electronic switch, and then to the equipotential point between the first power storage device and the second power storage device to form a compact power circuit. The power electronic switch can be used as a key component and connected in series between the neutral point of the motor and the above equipotential point.

[0065] The second method is to control the quadrature axis current to 0 (or close to 0) to reduce the mechanical output of the motor and convert the main energy into heat. At the same time, the direct axis current will be adjusted to the required value to maintain the stable operation of the motor and generate enough heat. The heat generated by the motor will be transferred to the cooling system through its stator winding, and the cooling system will then transfer the heat to the battery pack, thereby heating the battery pack.

[0066] The third method is to apply an initial direct-axis current to the motor based on the input angle of the direct-axis current. After a preset period of time, in order to enhance the motor's stall heating effect, the system will gradually increase the direct-axis current to heat the battery pack.

[0067] Among them, the jam-and-forward heating state means that when the motor is in a nearly stationary state, a large amount of heat is generated inside the motor by increasing the current. This heat is then transferred to the battery pack through the heat exchange system for heating.

[0068] However, the above method only considers how to heat the battery for the performance of the whole vehicle, and does not comprehensively consider other performance indicators of the whole vehicle.

[0069] In this context, in order to solve the problem in related technologies that corresponding management strategies cannot be provided according to the needs of the entire vehicle under different working conditions, the present application provides a vehicle energy management method, which can provide corresponding energy management strategies based on the acquired vehicle status, so as to achieve the purpose of energy management of the vehicle.

[0070] The implementation of the embodiments of the present application will be described in detail below in conjunction with the accompanying drawings.

[0071] like Figure 1 , which is a structural diagram of a vehicle provided in an embodiment of the present application, the vehicle 100 may include a chassis 110, a body 120, and wheels 130. It is understandable that the vehicle 100 may be a fuel vehicle, an electric vehicle, a hybrid vehicle, a gas vehicle, a methanol vehicle, a solar vehicle, etc.

[0072] For example, the vehicle 100 may be a passenger vehicle such as a sedan, a sport utility vehicle (SUV), a multi-purpose vehicle (MPV), or a bus, a truck, a semi-trailer, etc. This application does not impose any specific restrictions on this.

[0073] It is understandable that the above components are merely examples of some components of the vehicle 100 and are not limitations on the specific structure of the vehicle 100 .

[0074] Optionally, in order to control the vehicle, the vehicle 100 may further include a control system 140 . The control system 140 may implement energy management for the vehicle 100 .

[0075] like Figure 2, which is an architecture diagram of a control system provided in an embodiment of the present application. The control system 140 may include: at least one processor 210, a transceiver 220, and a memory 230. The processor 210, the memory 230, and the transceiver 220 may be connected via a communication line.

[0076] In some embodiments, the transceiver 220 can obtain wheel wading information of the vehicle during the wading process and the body attitude angle of the vehicle when the vehicle is in a wading state, and output the wheel wading information and the body attitude angle to the processor.

[0077] In some embodiments, the processor 210 may perform braking control on the vehicle according to the received wheel wading information and adjust the vehicle posture according to the received vehicle body posture angle.

[0078] Among them, the processor 210 can be a chip. The chip can include five categories: logic chip, storage chip, sensor chip, power chip and communication chip. Among them, the processor type mainly undertakes specific calculation and control tasks in the system, such as MCU, CPU, GPU, NPU, etc. The storage type mainly undertakes the chip for data storage in the system, as well as some storage controller chips, such as DRAM, SRAM, Flash, etc. The sensor type mainly undertakes the chips for information collection, presentation and interaction in the system, such as input and output devices, part of the signal processing chip, etc. The communication type (wired and wireless) mainly undertakes the chips for communication functions in the system, such as some Ethernet chips, switching chips, wide area and local area network, point-to-point and self-organizing network chips, and auxiliary communication filtering, amplification, power and other devices can belong to this category. WiFi, Bluetooth, 5G baseband, GPS, NB-IoT, network card, switch, etc. that are commonly known to the public can be classified into this category.

[0079] The communication line may include a channel for transmitting information between the above components.

[0080] The memory 230 may be a read-only memory (ROM) or other types of static storage devices that can store static information and instructions, a random access memory (RAM) or other types of dynamic storage devices that can store information and instructions, or an electrically erasable programmable read-only memory (EEPROM), a compact disc read-only memory (CD-ROM) or other optical disc storage, optical disc storage (including compressed optical discs, laser discs, optical discs, digital versatile discs, Blu-ray discs, etc.), a magnetic disk storage medium or other magnetic storage device, or any other medium that can be used to include or store desired program code in the form of instructions or data structures and can be accessed by a computer, but is not limited to these.

[0081] In one possible design, the memory 230 can exist independently of the processor 210, that is, the memory 230 can be a memory outside the processor 210. In this case, the memory 230 can be connected to the processor 210 through a communication line to store execution instructions or application code, and the processor 210 controls the execution to implement the network quality determination method provided in the following embodiment of the present application. In another possible design, the memory 230 can also be integrated with the processor 210, that is, the memory 230 can be the internal memory of the processor 210. For example, the memory 230 is a high-speed cache that can be used to temporarily store some data and instruction information.

[0082] As an implementable manner, the processor 210 may include one or more CPUs.

[0083] like Figure 3 , which is an architecture diagram of another control system provided by an embodiment of the present application. The control system 140 may include: a state recognition module 310, a custom module 320 and a default module 330. The state recognition module 310 is used to recognize the current state of the vehicle.

[0084] The customization module 320 is used to receive the state of the vehicle and the customization request, and perform energy management on the vehicle according to the target management strategy corresponding to the customization request and the state of the vehicle.

[0085] The default module 330 is used to receive the state of the vehicle and the default request, and perform energy management on the vehicle according to the target management strategy corresponding to the state of the vehicle.

[0086] It should be noted that the control system described in the embodiment of the present application is to more clearly illustrate the technical solution of the embodiment of the present application, and does not constitute a limitation on the technical solution provided in the embodiment of the present application. It is known to those skilled in the art that with the evolution of electronic devices and the emergence of other electronic devices, the technical solution provided in the embodiment of the present application is also applicable to similar technical problems. The methods in the following embodiments can all be implemented in a control system having the above hardware structure.

[0087] The vehicle energy management method provided in the embodiments of the present application is described in detail below with reference to the accompanying drawings.

[0088] The vehicle energy management method of the embodiment of the present application can be applied to the energy management of the vehicle. Figure 4 As shown, the vehicle energy management method may include steps 401 and 402. Step 401 may also be referred to as a "vehicle status acquisition" process, and step 402 may be referred to as a "vehicle energy management" process. Steps 401 and 402 are described in detail below.

[0089] Step 401: Get vehicle status.

[0090] The vehicle status includes at least a charging status, a parking status and a driving status.

[0091] In some embodiments, for identification of the charging status, it is possible to determine whether the vehicle is in a charging state by detecting the physical connection status of the charging interface and the received charging signal.

[0092] For example, when a charging gun is plugged into a charging port, the charging port sends a signal to the vehicle control unit (VCU), which then identifies and confirms that the vehicle is in charging mode.

[0093] In some other embodiments, the parking state can be identified by detecting whether the gear of the vehicle is in the parking gear (P gear). When the P gear sensor detects that the gear is in the P gear, the VCU can determine that the vehicle is in the parking state according to the P gear signal.

[0094] In some other embodiments, the driving state can be identified by vehicle motion parameters (such as vehicle speed, acceleration, direction, etc.) obtained by wheel speed sensors, acceleration sensors, etc. to determine whether the vehicle is in a driving state. Alternatively, the running state of the engine or motor can be used to determine whether the vehicle is in a driving state. For example, when the engine or motor is started and outputs power, its state information will be transmitted to the VCU, and the VCU can determine whether the vehicle is in a driving state based on the state information.

[0095] Step 402: When the ambient temperature is less than or equal to a preset ambient temperature threshold, energy management is performed on the vehicle based on an energy management strategy corresponding to the vehicle state to achieve energy management requirements under different vehicle states.

[0096] The energy management strategies corresponding to at least two vehicle states among the charging state, the parking state and the driving state are different.

[0097] In some embodiments, the preset ambient temperature threshold may be preset according to the current environment of the vehicle, or may be determined according to model training adjustment. The preset ambient temperature threshold may be automatically performed by the vehicle or manually performed by the user.

[0098] For example, the preset ambient temperature is 0°C. When the current ambient temperature of the vehicle is less than or equal to 0°C, it means that the vehicle is currently in a low temperature environment. When the vehicle is in a low temperature environment, the vehicle may have problems such as difficulty in starting, reduced power, low cabin temperature, and low battery temperature. At this time, the vehicle can be energy managed according to the energy management strategy corresponding to different vehicle states to overcome various problems that may occur in the vehicle in a low temperature environment.

[0099] In some embodiments, the energy management strategy is used to manage the heating method of the vehicle, and the management of the heating method of the vehicle includes any one of the following operations: using battery internal resistance heating method; using zero torque stall heating method; using adjusted torque current ratio heating method; deactivating heating method.

[0100] It should be noted that the following energy management strategies for the vehicle are all implemented in a low temperature environment.

[0101] The following is a detailed overview of the energy management strategies corresponding to different vehicle states.

[0102] Status 1: Charging status.

[0103] Among them, the energy management strategy corresponding to the charging status is also used to manage the charging power of the vehicle.

[0104] In some embodiments, the energy management strategy corresponding to the charging state is any one of the following: a charging priority management strategy, an energy consumption priority management strategy, and a cabin temperature priority strategy.

[0105] Among them, the charging priority management strategy is used to shorten the charging time of the vehicle; the energy consumption priority management strategy is used to reduce the energy consumption of the vehicle; and the cabin temperature priority strategy is used to prioritize ensuring that the cabin temperature meets the temperature required by passengers. It should be understood that the cabin may include but is not limited to the passenger compartment and the cockpit of the vehicle, which covers all space areas of the vehicle.

[0106] Exemplarily, the energy management strategy corresponding to the above charging state may be any one of the following three situations.

[0107] Case (1): In response to the vehicle being in a charging state and the energy management strategy being a charging priority management strategy, the battery of the vehicle is heated by battery internal resistance heating until the temperature of the battery reaches a first temperature threshold, and the vehicle is charged at the maximum charging power of the charging pile.

[0108] The first temperature threshold is preset according to the current state of the vehicle, or is determined according to model training adjustment. The preset first temperature threshold may be automatically executed by the vehicle according to the state.

[0109] It is understandable that if the battery temperature is too low, the battery needs to be heated before charging, which will prolong the charging time and affect the maintenance of the battery. Therefore, when the battery temperature reaches the first temperature threshold, the battery activity is optimal and will not be affected by the low temperature. In addition, when the battery temperature is too low, the battery storage capacity will be reduced, which is prone to over-discharge, thereby shortening the battery life.

[0110] For example, Figure 5 As shown, first, it can be determined whether the vehicle status is a charging status. If it is identified that the current vehicle status is a charging status, it is further determined whether a charging priority management strategy is received. If a charging priority management strategy is received, it means that the subsequent charging time of the vehicle needs to be minimized to ensure fast charging of the battery.

[0111] Furthermore, the current battery temperature of the vehicle can be determined, and it can be judged whether the current battery temperature reaches a first temperature threshold. If not, the battery internal resistance heating method is enabled to heat the battery of the vehicle until the battery temperature reaches the first temperature threshold, and then charged with the maximum charging power matched by the charging pile; correspondingly, if so, the battery internal resistance heating method is disabled.

[0112] During the battery heating process, the charging power of the vehicle can be controlled according to the battery temperature. For example, if the battery temperature is low, the charging power is low.

[0113] Specifically, when the vehicle is in a charging state, the battery is heated by internal resistance heating, which can quickly heat the battery and improve the charging efficiency.

[0114] Among them, the topological circuit of the battery internal resistance heating method is as follows Figure 6As shown, the positive electrode of the first battery pack is connected to the negative electrode of the second battery pack, the negative electrode of the first battery pack is connected to one end of the first switch module, and the other end of the first switch module is connected to the capacitor module and the inverter module; the positive electrode of the second battery pack is connected to one end of the second switch module, and the other end of the second switch module is connected to the capacitor module and the other end of the inverter module. Among them, the output end (U, V, W three-phase) of the inverter module is connected to the input end of the motor module, and the output end of the motor module is connected to the first battery pack and the second battery pack. Through the topological circuit diagram of the battery internal resistance heating method, the charging and discharging of the first battery pack and the second battery pack can be used to heat the battery, thereby improving the charging and discharging capabilities of the battery.

[0115] Case (2): in response to the vehicle state being a charging state and the energy management strategy being an energy consumption priority management strategy, the heating mode is disabled, and the charging power of the vehicle is controlled based on the temperature of the battery of the vehicle.

[0116] Among them, the temperature of the battery is proportional to the charging power.

[0117] For example, Figure 7 As shown, first, it can be determined whether the vehicle is in a charging state. If it is identified that the current vehicle is in a charging state, it is further determined whether an energy consumption priority management strategy is received. If so, it is necessary to keep the vehicle's energy consumption at a minimum and disable any heating method to warm up the battery. Accordingly, when the vehicle is charging or does not receive an energy consumption priority management strategy, the temperature of the vehicle battery controls the vehicle's charging power.

[0118] Case (3): in response to the vehicle state being the charging state and the energy management strategy being the cabin temperature priority strategy, the cabin of the vehicle is heated by a zero-torque stall heating method until the cabin temperature reaches a second temperature threshold.

[0119] The second temperature threshold is preset according to the passenger's perceived temperature, or is determined according to model training adjustment. The second temperature threshold may be preset automatically by the vehicle or manually by the passenger.

[0120] For example, Figure 8 As shown, first, it can be determined whether the vehicle status is in the charging status. If it is identified that the current vehicle status is in the charging status, it is further determined whether the cabin temperature priority strategy is received. If so, it means that the vehicle cabin temperature needs to be increased first to ensure passenger needs.

[0121] Furthermore, it is determined whether the vehicle's cabin temperature has reached the second temperature threshold. If not, the zero-torque stall heating method is enabled to heat the vehicle's cabin temperature until the cabin temperature reaches the second temperature threshold, and the zero-torque stall heating method is disabled. It is also determined whether the vehicle's current battery temperature has reached the first temperature threshold. If not, the battery internal resistance heating method is enabled to heat the vehicle's battery until the battery temperature reaches the first temperature threshold, and the vehicle is charged at the maximum charging power of the charging pile. Correspondingly, if yes, the battery internal resistance heating method is disabled.

[0122] It is understandable that in low-temperature environments, the vehicle is in a charging state and the cabin temperature is increased, on the one hand to improve the charging efficiency and performance of the battery and protect the battery from low-temperature damage; on the other hand to improve the comfort of the cabin and provide passengers with a warm driving environment. It is also one of the important measures for electric vehicles to maintain normal operation and extend their service life in low-temperature environments.

[0123] Among them, zero-torque stall heating refers to a technology that fixes the motor rotor and prevents it from rotating, while keeping the motor powered on, so that the motor generates heat in a zero-torque state. The principle of zero-torque stall heating is that under normal circumstances, when the motor rotates, the rotating magnetic field formed by the stator winding drags the rotor to rotate, and the magnetic field generated by the induced current in the rotor also induces a back electromotive force in the stator winding. This back electromotive force prevents the increase of the motor stator current. However, in the zero-torque stall state, the motor rotor cannot rotate and cannot generate back electromotive force. At this time, the power supply voltage is almost entirely loaded on the winding, and the winding forms a resistor. All electrical energy is converted into internal energy, thereby generating a large amount of heat.

[0124] Specifically, Fig. 9 The schematic diagram of the zero-torque stall heating method is shown. According to the torque equation of the permanent magnet synchronous motor, when the quadrature-axis current is 0, the given direct-axis current does not generate torque. Therefore, heat can be generated by the given direct-axis current under zero-torque conditions, and the magnitude of heat generation is positively correlated with the absolute value of the direct-axis current. For example, the direct-axis current includes point O, point A, point B, point C, and point D. Among them, the heat generation at point B is greater than the heat generation at point A, and the heat generation at point D is greater than the heat generation at point C.

[0125] State 2: Parking state.

[0126] The energy management strategy corresponding to the parking state is also used to manage at least one of the following: the vehicle's discharge power, battery temperature, and cabin temperature.

[0127] In some embodiments, the energy management strategy corresponding to the parking state is any one of the following: energy consumption priority management strategy, cabin temperature priority strategy, and endurance priority management strategy.

[0128] Among them, the energy consumption priority management strategy is used to reduce the vehicle's energy consumption; the cabin temperature priority strategy is used to prioritize ensuring that the cabin temperature meets the temperature required by passengers; and the range priority management strategy is used to prioritize ensuring that the vehicle has a range greater than the range threshold.

[0129] Exemplarily, the energy management strategy corresponding to the parking state may be any one of the following three situations.

[0130] Case (4): In response to the vehicle being in a parking state and the energy management strategy being a range priority management strategy, the battery of the vehicle is heated by battery internal resistance heating until the temperature of the battery reaches a third temperature threshold, and the discharge power of the vehicle is allowed to be a maximum discharge power.

[0131] Among them, since the vehicle state is the parking state, the battery temperature requirement is different from or the same as the battery temperature requirement in the charging state. Therefore, the third temperature threshold can be preset according to the current state of the vehicle, or determined according to model training adjustment. The preset of the third temperature threshold can be automatically executed by the vehicle according to the state.

[0132] For example, Fig.10 As shown, first, it can be determined whether the vehicle state is a parking state. If it is identified that the current vehicle state is a parking state, it is further determined whether a range priority management strategy is received. If a range priority management strategy is received, it means that it is necessary to prioritize ensuring that the vehicle has a maximum range, and then it is necessary to improve the battery performance and range, and ensure the health and life of the battery.

[0133] Furthermore, the current battery temperature of the vehicle can be determined, and it can be judged whether the current battery temperature reaches the first temperature threshold. If not, the battery internal resistance heating method is enabled to heat the battery of the vehicle until the battery temperature reaches the first temperature threshold, allowing the discharge power of the vehicle to be the maximum discharge power. Correspondingly, if yes, the battery internal resistance heating method is disabled.

[0134] During the heating process, the discharge power of the vehicle can be controlled according to the temperature of the battery. For example, if the battery temperature is low, the discharge power is low.

[0135] It is understandable that when the vehicle is parked, although it is not moving, the vehicle systems (such as the onboard computer, safety system, lights, etc.) and possible user settings (such as maintaining the temperature in the vehicle, charging status monitoring, etc.) all require power to maintain, which leads to the discharge of the battery in standby mode.

[0136] In a low temperature environment, other heating methods cannot guarantee the working state of the battery. Therefore, the battery temperature is raised through battery internal resistance heating to ensure that the battery is in normal use.

[0137] Case (5): in response to the vehicle state being the parking state and the energy management strategy being the energy consumption priority management strategy, the heating mode is disabled, and the discharge power of the vehicle is controlled based on the temperature of the battery of the vehicle.

[0138] Among them, the temperature of the battery is proportional to the discharge power.

[0139] For example, Fig.11 As shown, first, it can be determined whether the vehicle state is in the parking state. If the current vehicle state is identified as the parking state, it is further determined whether the energy consumption priority management strategy is received. If the energy consumption priority management strategy is received, the battery is not heated by any heating method, and the vehicle discharge power is controlled according to the temperature of the vehicle battery. If not, that is, the energy consumption priority management strategy is not received, the vehicle discharge power is controlled according to the temperature of the vehicle battery.

[0140] It is understandable that, since no heating method is used to increase the temperature of the battery, the energy consumption of the vehicle can be kept at a minimum. The discharge power of the vehicle can be controlled according to the temperature of the vehicle battery.

[0141] Case (6): in response to the vehicle being in a parking state and the energy management strategy being a cabin temperature priority strategy, the cabin of the vehicle is heated by a zero-torque stall heating method until the cabin temperature reaches a second temperature threshold.

[0142] For example, Fig.12 As shown, first, it can be determined whether the vehicle state is in the parking state. If it is recognized that the current vehicle state is in the parking state, it is further determined whether the cabin temperature priority strategy is used. If so, it means that the vehicle cabin temperature needs to be increased first to ensure passenger needs. If not, it is further determined whether the current battery temperature of the vehicle reaches the first temperature threshold.

[0143] Further, it is determined whether the cabin temperature of the vehicle reaches a second temperature threshold. If the cabin temperature of the vehicle does not reach the second temperature threshold, the zero torque stall heating mode is activated to heat the cabin temperature of the vehicle until the cabin temperature reaches the second temperature threshold, and the zero torque stall heating mode is disabled. If the second temperature threshold is reached, the zero torque stall heating mode is disabled.

[0144] Then, it is determined whether the current battery temperature of the vehicle reaches the first temperature threshold. If not, the battery internal resistance heating method is enabled to heat the battery of the vehicle until the battery temperature reaches the first temperature threshold, and the discharge power of the vehicle is allowed to be the maximum discharge power. Correspondingly, if the first temperature threshold is reached, the battery internal resistance heating method is disabled, and the discharge power of the vehicle is allowed to be the maximum discharge power.

[0145] It is understandable that in a low-temperature environment and when the vehicle is parked, the temperature in the cabin will drop rapidly, making the passengers feel cold and uncomfortable. By raising the cabin temperature, a warm and comfortable riding environment can be provided to prevent passengers from feeling uncomfortable due to the cold. In addition, the vehicle's starting performance may be affected in a low-temperature environment. By raising the cabin temperature in advance, the engine and other key components can be preheated to a certain extent, thereby improving the vehicle's starting performance.

[0146] State three: Driving state.

[0147] The energy management strategy corresponding to the driving state is also used to manage at least one of the following: the vehicle's discharge power, cabin temperature, and current torque.

[0148] In some embodiments, the energy management strategy corresponding to the driving state is any one of the following: endurance priority management strategy, cabin temperature priority strategy, and power priority strategy.

[0149] Among them, the range priority management strategy is used to prioritize ensuring that the vehicle has a range greater than the range threshold; the cabin temperature priority strategy is used to prioritize ensuring that the cabin temperature meets the temperature required by passengers; and the power priority strategy is used to prioritize ensuring that the vehicle's driving power meets the needs of passengers.

[0150] Case (7): In response to the vehicle state being the driving state and the energy management strategy being the endurance priority management strategy, the battery of the vehicle is heated by battery internal resistance heating until the temperature of the battery reaches a third temperature threshold, and the discharge power of the vehicle is allowed to be the maximum discharge power.

[0151] For example, Fig.13 As shown, first, it can be determined whether the vehicle state is in driving state. If the current vehicle state is identified as driving state, it is further determined whether the endurance priority management strategy is received. If so, it means that the battery energy needs to be maximized to extend the driving mileage. If the battery temperature decreases at this time, the internal resistance of the battery will increase, thereby reducing the energy conversion efficiency. In order to maintain a high energy output efficiency, the system will increase the battery temperature through heating treatment to reduce the internal resistance and improve battery performance.

[0152] Furthermore, the current battery temperature of the vehicle can be determined, and it can be judged whether the current battery temperature reaches a third temperature threshold. If the current battery temperature does not reach the third threshold, the battery internal resistance heating method is enabled to heat the battery of the vehicle until the battery temperature reaches the third temperature threshold, and the discharge power of the vehicle is allowed to be the maximum discharge power. Correspondingly, if the current battery temperature reaches the third threshold, the battery internal resistance heating method is disabled, and the discharge power of the vehicle is allowed to be the maximum discharge power.

[0153] During the heating process, the discharge power of the vehicle can be controlled according to the temperature of the battery. For example, if the battery temperature is low, the discharge power is low.

[0154] Case (8): in response to the vehicle state being the driving state and the energy management strategy being the cabin temperature priority strategy, the cabin of the vehicle is heated by adjusting the torque-current ratio heating method until the cabin temperature reaches a second temperature threshold.

[0155] For example, Fig.14 As shown, first determine whether the vehicle state is in driving state. If the current vehicle state is identified as driving state, further determine whether the cabin temperature priority strategy is received. If yes, determine whether the cabin temperature of the vehicle reaches the second temperature threshold. If the cabin temperature of the vehicle does not reach the second temperature threshold, it means that the cabin temperature is too low and has directly affected the comfort of the passengers. The cabin temperature of the vehicle can be raised by enabling the torque current ratio heating mode until the cabin temperature reaches the second temperature threshold, and then disable the torque current ratio heating mode. If not, that is, the cabin temperature priority strategy is not received, determine whether the current battery temperature of the vehicle reaches the first temperature threshold.

[0156] Understandably, raising the cabin temperature in low-temperature environments is of some significance in terms of improving passenger comfort, keeping windows clear, and preventing vehicle parts from icing.

[0157] Furthermore, it is determined whether the current battery temperature of the vehicle reaches a first temperature threshold. If not, the battery internal resistance heating method is enabled to heat the battery of the vehicle until the battery temperature reaches the first temperature threshold, allowing the vehicle to discharge at a maximum power. Correspondingly, if it reaches the first temperature threshold, the battery internal resistance heating method is disabled, and the vehicle is allowed to discharge at a maximum power.

[0158] The torque-to-current ratio refers to the current required by the motor to generate a certain torque. During the operation of the motor, resistance loss will be generated when the current passes through the motor winding, and this part of the loss will be dissipated in the form of heat. Therefore, the size of the torque-to-current ratio will directly affect the heat generated by the motor.

[0159] Specifically, Fig.15 The diagram shows the principle diagram of adjusting the torque current ratio heating method. According to the permanent magnet synchronous motor torque equation, it includes a variety of d-axis and q-axis current distributions under the condition of ensuring the torque remains unchanged. The amount of heat generated can be adjusted by adjusting the d-axis and q-axis current distributions. For example, the constant torque curve and the efficiency optimum curve in different time periods (T1, T2, T3), the intersection points of the two curves include point A, point B, and point C, and the heat generated gradually increases on both sides of the most efficient curve.

[0160] Among them, the d-axis is the direct axis of the rotating coordinate system; the q-axis is the cross axis of the rotating coordinate system.

[0161] Case (9), in response to the vehicle state being a driving state and the energy management strategy being a power priority strategy, the current torque of the vehicle is adjusted to the target torque, and the battery of the vehicle is heated by battery internal resistance heating until the temperature of the battery reaches a third temperature threshold, and the discharge power of the vehicle is allowed to be a maximum discharge power.

[0162] For example, Fig.16 As shown, first determine whether the vehicle state is in driving state. If it is identified that the current vehicle state is in driving state, further determine whether a power priority strategy is received. If so, it means that the acceleration performance of the vehicle needs to be improved to meet the power output required by the driver.

[0163] Furthermore, it can be determined whether the vehicle's torque demand is less than the third torque (the maximum torque supported by the vehicle after the battery is heated up). If so, it means that the maximum torque supported by the vehicle can meet the vehicle's torque demand, and the vehicle's current torque can be adjusted to the target torque (torque demand). Correspondingly, if not, the battery internal resistance heating method is disabled.

[0164] Furthermore, it can be determined whether the battery temperature of the vehicle has reached a third temperature threshold. If it has not reached the third temperature threshold, the battery internal resistance heating method is enabled to heat the battery of the vehicle until the battery temperature reaches the third temperature threshold, allowing the vehicle's discharge power to be the maximum discharge power.

[0165] Among them, if the vehicle's torque demand is greater than the third torque (the maximum torque supported by the vehicle after the battery is heated up), the battery internal resistance heating method is disabled, and the vehicle's discharge power is allowed to be the maximum discharge power.

[0166] It is understandable that when the vehicle is in driving state, the discharge power of the vehicle can be limited by the battery temperature. At the same time, the motor torque also needs to be limited so that the battery does not exceed the discharge capacity, that is, the torque of the electrical appliance (motor) is limited to avoid exceeding the power consumption range.

[0167] It should be noted that when the vehicle is in driving state and the battery is not heated, the current torque of the vehicle is less than the torque corresponding to the maximum power supported by the battery and less than the first torque. The first torque is the maximum torque supported by the vehicle when the battery is not heated.

[0168] Similarly, when the vehicle is in driving state and the battery is heated, the current torque of the vehicle is less than the torque corresponding to the maximum power supported by the battery and less than the second torque. The second torque is the maximum torque supported by the vehicle when the battery is heated.

[0169] In the embodiment of the present application, the battery internal resistance heating method heats the battery through the interaction of the two battery packs, and the battery heating efficiency is high and the heating speed is fast. The zero torque stall heating method and the torque current ratio adjustment heating method heat the motor windings and transfer the heat to the cabin and the battery with the help of the refrigerant. The heat generation range is wide and the cabin heating effect is good, but the battery heating efficiency is low.

[0170] Based on the above technical solution, the vehicle energy management method provided by the embodiment of the present application can meet the user's needs for vehicle energy management in different vehicle states in a low-temperature environment. While taking into account the basic functional requirements of the vehicle, it also meets the needs of the user to the greatest extent, improves the performance of the vehicle in a low-temperature environment, and further enhances the user's experience.

[0171] like Fig.17 As shown, the vehicle energy management method provided in the embodiment of the present application also includes the following steps 1701-1702.

[0172] Step 1701: Display the energy management strategy setting interface.

[0173] Among them, the energy management strategy setting interface includes multiple candidate energy management strategies for the vehicle status.

[0174] In some embodiments, the vehicle's central control display screen can display multiple candidate energy management strategies for the vehicle status for the user to select.

[0175] Exemplarily, the vehicle's central control display screen displays charging priority management strategy, energy consumption priority management strategy, cabin temperature priority strategy, endurance priority management strategy, and power priority strategy.

[0176] In another example, the vehicle's central control display screen displays different management strategies according to the vehicle status. Fig.18 As shown, when the vehicle is in the charging state, the multiple candidate energy management strategies displayed are the charging priority management strategy, the energy consumption priority management strategy, and the cabin temperature priority management strategy. When the vehicle is in the parking state, the multiple candidate energy management strategies displayed are the energy consumption priority management strategy, the cabin temperature priority strategy, and the endurance priority management strategy. When the vehicle is in the driving state, the multiple candidate energy management strategies displayed are the endurance priority management strategy, the cabin temperature priority strategy, and the power priority strategy.

[0177] In yet other embodiments, the energy management policy setting interface includes custom selection items and default selection items.

[0178] For example, the vehicle's central control display screen can display custom selection items and default selection items. When a user touches a custom selection item, he or she can choose to enter a custom selection page or a default page.

[0179] It is understandable that the custom selection page can display multiple candidate energy management strategies corresponding to different vehicle states.

[0180] Similarly, if the user touches the default option, the vehicle will determine the energy management strategy by default based on the current vehicle status. Fig.19 As shown in the figure, when the vehicle is in the charging state, the default energy management strategy is the charging priority management strategy. When the vehicle is in the parking state, the default energy management strategy is the energy consumption priority management strategy. When the vehicle is in the driving state, the default energy management strategy is the endurance priority management strategy.

[0181] Step 1702: In response to a setting operation performed by a user on an energy management strategy setting interface, an energy management strategy corresponding to a vehicle state is determined from a plurality of candidate energy management strategies.

[0182] For example, the user can view multiple candidate energy management strategies displayed on the central control screen and select the required energy management strategy according to his or her own needs. The vehicle can determine the energy management strategy corresponding to the vehicle status in response to the user's setting operation.

[0183] In another example, the user can touch the custom selection item displayed on the central control screen to enter the custom selection page. The custom selection page can display multiple different candidate energy management strategies according to the vehicle status, and the user can select the desired energy management strategy on the custom selection page.

[0184] Similarly, the user can also touch the default option displayed on the central control screen, and the vehicle can determine the default energy management strategy based on the current vehicle status. It is understandable that if the user selects the default option, the vehicle can select an appropriate energy management strategy based on the vehicle status and environmental conditions without user intervention to meet the basic functional requirements of the vehicle.

[0185] The above mainly introduces the solution provided by the embodiment of the present application from the perspective of the method. In order to realize the above functions, the vehicle energy management device or control system includes hardware structures and / or software modules corresponding to the execution of each function. Those skilled in the art should easily realize that, in combination with the units and algorithm steps of each example described in the embodiments disclosed herein, the present application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a function is executed in the form of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of this application.

[0186] The embodiments of the present application can exemplarily divide the functional modules of the vehicle energy management device or control system according to the above method. For example, the vehicle energy management device or control system may include various functional modules corresponding to the various functional divisions, or two or more functions may be integrated into one processing module. The above integrated modules can be implemented in the form of hardware or in the form of software functional modules. It should be noted that the division of modules in the embodiments of the present application is schematic and is only a logical functional division. There may be other division methods in actual implementation.

[0187] like Fig. 20 As shown, a schematic diagram of a vehicle energy management device provided in the present application includes: a processing unit 2001 and an acquisition unit 2002; the acquisition unit 2002 is used to: obtain the vehicle status; the processing unit 2001 is used to: when the ambient temperature is less than or equal to the preset ambient temperature threshold, perform energy management on the vehicle based on the energy management strategy corresponding to the vehicle status to achieve energy management requirements under different vehicle states.

[0188] The vehicle status includes at least a charging status, a parking status and a driving status, and at least two of the charging status, the parking status and the driving status correspond to different energy management strategies.

[0189] In some embodiments, the energy management strategy is used to manage the heating method of the vehicle, and the management of the heating method of the vehicle includes any one of the following operations: using battery internal resistance heating method; using zero torque stall heating method; using adjusted torque current ratio heating method; deactivating heating method.

[0190] In some embodiments, the energy management strategy corresponding to the charging state is any one of the following: a charging priority management strategy, an energy consumption priority management strategy, and a cabin temperature priority strategy.

[0191] Among them, the charging priority management strategy is used to shorten the vehicle's charging time; the energy consumption priority management strategy is used to reduce the vehicle's energy consumption; and the cabin temperature priority strategy is used to prioritize ensuring that the cabin temperature meets the temperature required by passengers.

[0192] In some embodiments, the energy management strategy corresponding to the charging state is also used to manage the charging power of the vehicle.

[0193] In some embodiments, the processing unit 2001 is specifically used to: in response to the vehicle state being a charging state and the energy management strategy being a charging priority management strategy, heat the battery of the vehicle by battery internal resistance heating until the battery temperature reaches a first temperature threshold, and charge the vehicle at the maximum charging power of the charging pile.

[0194] In some embodiments, the processing unit 2001 is specifically used to: in response to the vehicle state being a charging state and the energy management strategy being an energy consumption priority management strategy, disable the heating method, and control the charging power of the vehicle based on the temperature of the vehicle's battery.

[0195] In some embodiments, the processing unit 2001 is specifically used to: in response to the vehicle state being a charging state and the energy management strategy being a cabin temperature priority strategy, heat the vehicle cabin by zero torque stall heating until the cabin temperature reaches a second temperature threshold.

[0196] In some embodiments, the energy management strategy corresponding to the parking state is any one of the following: energy consumption priority management strategy, cabin temperature priority strategy, and endurance priority management strategy.

[0197] Among them, the energy consumption priority management strategy is used to reduce the vehicle's energy consumption; the cabin temperature priority strategy is used to prioritize ensuring that the cabin temperature meets the temperature required by passengers; and the range priority management strategy is used to prioritize ensuring that the vehicle has a range greater than the range threshold.

[0198] In some embodiments, the energy management strategy corresponding to the parking state is also used to manage at least one of the following: the discharge power of the vehicle, the battery temperature, and the cabin temperature.

[0199] In some embodiments, the processing unit 2001 is specifically used to: in response to the vehicle state being a parking state and the energy management strategy being a range priority management strategy, heat the battery of the vehicle by battery internal resistance heating until the battery temperature reaches a third temperature threshold, and allow the vehicle's discharge power to be a maximum discharge power.

[0200] In some embodiments, the processing unit 2001 is specifically used to: in response to the vehicle state being a parking state and the energy management strategy being an energy consumption priority management strategy, disable the heating mode, and control the discharge power of the vehicle based on the temperature of the vehicle's battery.

[0201] In some embodiments, the processing unit 2001 is specifically used to: in response to the vehicle state being a parking state and the energy management strategy being a cabin temperature priority strategy, heat the vehicle cabin temperature by zero torque stall heating until the cabin temperature reaches a second temperature threshold.

[0202] In some embodiments, the energy management strategy corresponding to the driving state is any one of the following: endurance priority management strategy, cabin temperature priority strategy, and power priority strategy.

[0203] Among them, the range priority management strategy is used to prioritize ensuring that the vehicle has a range greater than the range threshold; the cabin temperature priority strategy is used to prioritize ensuring that the cabin temperature meets the temperature required by passengers; and the power priority strategy is used to prioritize ensuring that the vehicle's driving power meets the needs of passengers.

[0204] In some embodiments, the energy management strategy corresponding to the driving state is also used to manage at least one of the following: the discharge power of the vehicle, the cabin temperature, and the current torque.

[0205] In some embodiments, the processing unit 2001 is specifically used to: in response to the vehicle state being a driving state and the energy management strategy being an endurance priority management strategy, heat the battery of the vehicle by battery internal resistance heating until the battery temperature reaches a third temperature threshold, and allow the vehicle's discharge power to be a maximum discharge power.

[0206] In some embodiments, the processing unit 2001 is specifically used to: in response to the vehicle state being a driving state and the energy management strategy being a cabin temperature priority strategy, heat the vehicle cabin by adjusting the torque-current ratio heating method until the cabin temperature reaches a second temperature threshold.

[0207] In some embodiments, the processing unit 2001 is specifically used to: in response to the vehicle state being a driving state and the energy management strategy being a power priority strategy, adjust the vehicle's current torque to a target torque, and heat the vehicle's battery by battery internal resistance heating until the battery temperature reaches a third temperature threshold, and allow the vehicle's discharge power to be a maximum discharge power.

[0208] In some embodiments, the processing unit 2001 is specifically used to: when the ambient temperature is less than or equal to a preset ambient temperature threshold, perform energy management on the vehicle based on an energy management strategy corresponding to the vehicle state.

[0209] In some embodiments, the device also includes a display unit; the display unit is used to: display an energy management strategy setting interface, the energy management strategy setting interface includes multiple candidate energy management strategies for the vehicle status; the processing unit 2001 is also used to: respond to the user's setting operation on the energy management strategy setting interface, and determine the energy management strategy corresponding to the vehicle status from multiple candidate energy management strategies.

[0210] An embodiment of the present application provides a computer program product comprising instructions. When the computer program product is run on a computer, the computer is enabled to execute the vehicle energy management method or the vehicle posture adjustment method in the above method embodiment.

[0211] An embodiment of the present application also provides a computer-readable storage medium, in which instructions are stored. When the instructions are executed on a computer, the computer executes the vehicle energy management method or the vehicle posture adjustment method in the method flow shown in the above method embodiment.

[0212] Among them, the computer-readable storage medium can be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination of the above. More specific examples of computer-readable storage media (a non-exhaustive list) include: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a register, a hard disk, an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above, or any other form of computer-readable storage medium known in the art. An exemplary storage medium is coupled to a processor so that the processor can read information from the storage medium and write information to the storage medium. Of course, the storage medium can also be a component of the processor. The processor and the storage medium can be located in an application specific integrated circuit (ASIC). In some embodiments, computer readable storage media may be any tangible media that can contain or store a program for use by or in connection with an instruction execution system, apparatus, or device.

[0213] An embodiment of the present invention provides a computer program product comprising instructions, which, when executed on a computer, causes the computer to execute the following Figure 6 and Fig.18 A vehicle energy management method or a vehicle posture adjustment method.

[0214] Since the computer-readable storage medium and computer program product in the embodiments of the present invention can be applied to the above method, the technical effects that can be obtained can also refer to the above method embodiments, and the embodiments of the present invention will not be described in detail here.

[0215] In the several embodiments provided in the present application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0216] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0217] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0218] The above are only specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art who is familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed by the present invention, which should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. A vehicle energy management method, characterized in that: The method comprises: When the ambient temperature is less than or equal to a preset ambient temperature threshold, energy management is performed on the vehicle based on an energy management strategy corresponding to the vehicle state to achieve energy management requirements under different vehicle states; The vehicle state includes at least a charging state, a parking state and a driving state, and the energy management strategies corresponding to at least two of the vehicle states among the charging state, the parking state and the driving state are different; The energy management strategy corresponding to the parking state is any one of the following: energy consumption priority management strategy, cabin temperature priority strategy, and endurance priority management strategy; wherein the energy consumption priority management strategy is used to reduce the energy consumption of the vehicle; the cabin temperature priority strategy is used to prioritize ensuring that the cabin temperature meets the temperature required by passengers; and the endurance priority management strategy is used to prioritize ensuring that the vehicle has a range greater than an endurance threshold; The performing energy management on the vehicle based on the energy management strategy corresponding to the vehicle state includes: In response to the vehicle state being a parking state and the energy management strategy being a range priority management strategy, the battery of the vehicle is heated by battery internal resistance heating until the temperature of the battery reaches a third temperature threshold, and the discharge power of the vehicle is allowed to be a maximum discharge power.

2. The method according to claim 1, characterized in that The energy management strategy is used to manage the heating method of the vehicle, and the management of the heating method of the vehicle includes any one of the following operations: Use battery internal resistance heating method; Use zero torque stall heating method; Use the heating method of adjusting the torque-current ratio; Deactivate heating mode.

3. The method according to claim 2, characterized in that The energy management strategy corresponding to the charging status is any one of the following: charging priority management strategy, energy consumption priority management strategy, and cabin temperature priority strategy; wherein the charging priority management strategy is used to shorten the charging time of the vehicle; the energy consumption priority management strategy is used to reduce the energy consumption of the vehicle; and the cabin temperature priority strategy is used to prioritize ensuring that the cabin temperature meets the temperature required by passengers.

4. The method according to claim 3, characterized in that The energy management strategy corresponding to the charging state is also used to manage the charging power of the vehicle.

5. The method according to claim 3 or 4, characterized in that: The performing energy management on the vehicle based on the energy management strategy corresponding to the vehicle state includes: In response to the vehicle state being a charging state and the energy management strategy being a charging priority management strategy, the battery of the vehicle is heated by battery internal resistance heating until the temperature of the battery reaches a first temperature threshold, and the vehicle is charged at the maximum charging power of the charging pile.

6. The method according to claim 3 or 4, characterized in that: The performing energy management on the vehicle based on the energy management strategy corresponding to the vehicle state includes: In response to the vehicle state being a charging state and the energy management strategy being an energy consumption priority management strategy, the heating mode is disabled, and the charging power of the vehicle is controlled based on the temperature of the battery of the vehicle.

7. The method according to claim 3 or 4, characterized in that: The performing energy management on the vehicle based on the energy management strategy corresponding to the vehicle state includes: In response to the vehicle state being a charging state and the energy management strategy being a cabin temperature priority strategy, the cabin of the vehicle is heated by zero-torque stall heating until the cabin temperature reaches a second temperature threshold.

8. The method according to claim 2, characterized in that: The energy management strategy corresponding to the parking state is also used to manage at least one of the following: the discharge power, battery temperature, and cabin temperature of the vehicle.

9. The method according to claim 2, characterized in that: The performing energy management on the vehicle based on the energy management strategy corresponding to the vehicle state includes: In response to the vehicle state being a parking state and the energy management strategy being an energy consumption priority management strategy, a heating mode is disabled, and a discharge power of the vehicle is controlled based on a temperature of a battery of the vehicle.

10. The method according to claim 2, characterized in that The performing energy management on the vehicle based on the energy management strategy corresponding to the vehicle state includes: In response to the vehicle state being a parking state and the energy management strategy being a cabin temperature priority strategy, the cabin of the vehicle is heated by zero-torque stall heating until the cabin temperature reaches a second temperature threshold.

11. The method according to claim 2, characterized in that The energy management strategy corresponding to the driving status is any one of the following: a range priority management strategy, a cabin temperature priority strategy, and a power priority strategy; wherein the range priority management strategy is used to prioritize ensuring that the vehicle has a range greater than a range threshold; the cabin temperature priority strategy is used to prioritize ensuring that the cabin temperature meets the temperature required by passengers; and the power priority strategy is used to prioritize ensuring that the vehicle's driving power meets the needs of passengers.

12. The method according to claim 11, characterized in that The energy management strategy corresponding to the driving state is also used to manage at least one of the following: the discharge power, cabin temperature, and current torque of the vehicle.

13. The method according to claim 11 or 12, characterized in that: The performing energy management on the vehicle based on the energy management strategy corresponding to the vehicle state includes: In response to the vehicle state being a driving state and the energy management strategy being a range priority management strategy, the battery of the vehicle is heated by battery internal resistance heating until the temperature of the battery reaches a third temperature threshold, and the discharge power of the vehicle is allowed to be a maximum discharge power.

14. The method according to claim 11 or 12, characterized in that: The performing energy management on the vehicle based on the energy management strategy corresponding to the vehicle state includes: In response to the vehicle state being a driving state and the energy management strategy being a cabin temperature priority strategy, the cabin of the vehicle is heated by adjusting a torque-current ratio heating mode until the cabin temperature reaches a second temperature threshold.

15. The method according to claim 11 or 12, characterized in that: The performing energy management on the vehicle based on the energy management strategy corresponding to the vehicle state includes: In response to the vehicle state being a driving state and the energy management strategy being a power priority strategy, the current torque of the vehicle is adjusted to a target torque, and the battery of the vehicle is heated by battery internal resistance heating until the temperature of the battery reaches a third temperature threshold, and the discharge power of the vehicle is allowed to be a maximum discharge power.

16. The method according to claim 1, characterized in that The method comprises: displaying an energy management strategy setting interface, wherein the energy management strategy setting interface includes a plurality of candidate energy management strategies for the vehicle state; In response to a setting operation of a user on the energy management strategy setting interface, an energy management strategy corresponding to the vehicle state is determined from the plurality of candidate energy management strategies.

17. A vehicle energy management device, characterized in that: The device comprises: a processing unit; The processing unit is used to perform energy management on the vehicle based on the energy management strategy corresponding to the vehicle state when the ambient temperature is less than or equal to the preset ambient temperature threshold, so as to achieve energy management requirements under different vehicle states; The vehicle state includes at least a charging state, a parking state and a driving state, and the energy management strategies corresponding to at least two of the vehicle states among the charging state, the parking state and the driving state are different; The energy management strategy corresponding to the parking state is any one of the following: energy consumption priority management strategy, cabin temperature priority strategy, and endurance priority management strategy; wherein the energy consumption priority management strategy is used to reduce the energy consumption of the vehicle; the cabin temperature priority strategy is used to prioritize ensuring that the cabin temperature meets the temperature required by passengers; and the endurance priority management strategy is used to prioritize ensuring that the vehicle has a range greater than an endurance threshold; The processing unit is also used to, in response to the vehicle state being a parking state and the energy management strategy being a range priority management strategy, heat the battery of the vehicle by battery internal resistance heating until the temperature of the battery reaches a third temperature threshold, and allow the discharge power of the vehicle to be a maximum discharge power.

18. A vehicle, characterized in that: include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the method according to any one of claims 1 to 16.

19. A computer-readable storage medium, wherein instructions are stored in the computer-readable storage medium, characterized in that: When a computer executes the instruction, the computer executes the method according to any one of claims 1 to 16.

20. A computer program product, comprising instructions, characterized in that: When the instructions are executed on a computer, the computer performs the method according to any one of claims 1 to 16.

Images