Motor home electric energy management method and system based on driving and parking dual power generation mode

Abstract

The invention discloses a motor home electric energy management method and system based on a driving and parking dual power generation mode, and relates to the technical field of electric energy management, and the method comprises the steps: carrying out the self-inspection of a motor home through a VCU after the whole vehicle is powered on, and enabling the motor home to enter a waiting state; confirming that the BMS, the BSG and the DCDC module have no fault through the CAN message, and confirming that the motor home is not connected with the charging equipment, and controlling the motor home to enter a pre-charging state; closing a main relay on the motor home, controlling the motor home to enter a working state, and judging whether a driving power generation condition or a parking power generation condition is met currently; if it is judged that the motor home meets the running power generation condition or the parking power generation condition, the motor home is controlled to generate power according to the corresponding power generation strategy. By adding parking power generation, conventional driving power generation can be carried out, parking power generation can be started through one key during parking for rest, charging and availability can be truly achieved anytime and anywhere, and therefore the user experience is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of electric energy management, and in particular to a method and system for managing electric energy of a motorhome based on a driving and parking dual power generation mode. Background Art

[0002] At present, most RVs are modified from pure internal combustion engine chassis cars, and with the development of intelligent and comfortable RVs, various electrical equipment such as air conditioners, refrigerators, induction cookers, etc. are gradually increasing, and can reach 3kw during peak hours. Most mainstream RVs on the market use 48V lithium batteries as energy storage devices, with a power of about 10 degrees. If you simply increase the battery power, it will add more attachments to the already bulky RV, so how to quickly replenish electricity anytime and anywhere is the solution.

[0003] At present, there are four main ways to supplement the power of RVs: driving power generation, mains charging, solar power generation and generator power generation. When users sleep or park at night, the driving power generation mode cannot supplement the power, so it is necessary to save electricity as much as possible to avoid battery exhaustion; mains charging requires a specific camp or fixed charging pile, which makes the travel limited by external facilities and conditions, and the itinerary is not free enough, which runs counter to the purpose of RV self-driving tours; photovoltaic power generation is limited by the weather, and it cannot generate electricity on rainy days and at night. It is also limited by the roof area, and many solar panels cannot be installed. The power generation is very limited and is generally used as an auxiliary power source; fuel generators are noisy and smelly, which is extremely unfriendly to the environment, and are generally heavy, inconvenient to carry and use.

[0004] It can be seen that under certain specific conditions, the existing RV power management cannot meet the owners' needs for worry-free electricity use and cannot truly achieve charging and use anytime and anywhere. Summary of the invention

[0005] In view of the shortcomings of the prior art, the purpose of the present invention is to provide a RV power management method and system based on driving and parking dual power generation modes, aiming to solve the problem that under certain specific conditions in the prior art, the existing RV power management cannot meet the owners' needs for worry-free electricity use and cannot truly achieve charging and use anytime and anywhere, so as to improve the user experience.

[0006] A first aspect of the present invention is to provide a method for managing electric energy of a motorhome based on a driving and parking dual power generation mode, the method comprising:

[0007] After the vehicle is powered on, the VCU performs a self-check on the RV, putting the RV into a waiting state;

[0008] Confirm through CAN messages that the BMS, BSG and DCDC modules are fault-free, and that the RV is not connected to a charging device, and control the RV to enter a pre-charging state;

[0009] Close the main relay on the RV to control the RV to enter the working state, and determine whether the driving power generation condition or the parking power generation condition is met at present;

[0010] If it is determined that the RV meets the driving power generation conditions or the parking power generation conditions, the RV is controlled to generate power according to the corresponding power generation strategy.

[0011] According to one aspect of the above technical solution, the driving power generation conditions include:

[0012] The RV is in forward gear, and when the SOC is <90% and the vehicle speed is >30km / h, it enters the first driving power generation mode;

[0013] Alternatively, the RV is in the forward gear and enters the second driving power generation mode when the SOC power is <20% and the vehicle speed is <30km / h.

[0014] According to one aspect of the above technical solution, when the driving power generation conditions are met, the RV is controlled to generate power according to the corresponding driving power generation strategy, including:

[0015] Calculate the current BMS chargeable power based on the BMS voltage and BMS current;

[0016] Calculate the current BSG speed according to the current EMS speed and the EMS speed ratio, and obtain the corresponding BSG chargeable power by looking up the table according to the current BSG speed;

[0017] Compare the BMS chargeable power with the BSG chargeable power and take the smaller one to obtain the available power;

[0018] Calculating the BSG required torque according to the generateable power and the current speed of the BSG;

[0019] Calculating the EMS required torque according to the BSG required torque and the BSG speed ratio;

[0020] The BSG demand torque and the EMS demand torque are processed to the maximum limit and then sent to the BSG and EMS respectively.

[0021] According to one aspect of the above technical solution, the calculation formula of the BSG required torque is:

[0022]

[0023] Where, T is the required torque of BSG, P is the power that can be generated, and n is the current speed of BSG.

[0024] According to one aspect of the above technical solution, the parking power generation conditions include:

[0025] When the RV is stationary, the RV gear is in the parking gear, the SOC power is <90%, and when the parking power generation switch signal is received, it enters the parking power generation mode.

[0026] According to one aspect of the above technical solution, when the parking power generation condition is met, the RV is controlled to generate power according to the corresponding parking power generation strategy, including:

[0027] Calculate the current BMS chargeable power based on the BMS voltage and BMS current;

[0028] Look up a table according to the BMS chargeable power to obtain a BSG target speed to obtain an EMS target speed, and send the EMS target speed to the EMS;

[0029] Calculate the current BSG speed according to the current EMS speed and the EMS speed ratio, and obtain the corresponding BSG chargeable power by looking up the table according to the current BSG speed;

[0030] Compare the BMS chargeable power with the BSG chargeable power and take the smaller one to obtain the available power;

[0031] Calculating the BSG required torque according to the generateable power and the current speed of the BSG;

[0032] The BSG required torque is processed to a maximum limit and sent to the BSG.

[0033] According to one aspect of the above technical solution, when the BSG target speed is greater than the BSG current speed, the power that can be generated is the power corresponding to the BSG current speed in the table;

[0034] When the BSG target speed is less than the BSG current speed, the generateable power is the BMS chargeable power.

[0035] The second aspect of the present invention is to provide a motorhome power management system based on a driving and parking dual power generation mode, which is applied to the method described in the above technical solution, and the system includes:

[0036] The RV self-check module is used to perform a self-check on the RV through the VCU after the whole vehicle is powered on, so that the RV enters a waiting state;

[0037] The first condition judgment module is used to confirm through CAN messages that the BMS, BSG and DCDC modules are fault-free, and to confirm that the RV is not connected to the charging device, and control the RV to enter the pre-charging state;

[0038] The second condition judgment module is used to close the main relay on the RV to control the RV to enter the working state and judge whether the driving power generation condition or the parking power generation condition is met at present;

[0039] The power generation control module is used to control the RV to generate electricity according to the corresponding power generation strategy if it is determined that the RV meets the driving power generation conditions or the parking power generation conditions.

[0040] The third aspect of the present invention is to provide a readable storage medium on which computer instructions are stored, and when the instructions are executed by a processor, the method described in the above technical solution is implemented.

[0041] The fourth aspect of the present invention is to provide a motorhome, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the method described in the above technical solution when executing the program.

[0042] Compared with the prior art, the RV power management method and system based on the driving and parking dual power generation modes shown in the present invention has the following beneficial effects:

[0043] In the method shown in the present invention, after the RV is powered on, the RV is self-checked through the VCU, so that the RV enters a waiting state, confirms that the BMS, BSG and DCDC modules are fault-free through CAN messages, and confirms that the RV is not connected to the charging device, controls the RV to enter a pre-charging state, closes the main relay on the RV, controls the RV to enter a working state, and determines whether the driving power generation conditions or the parking power generation conditions are currently met. If it is determined that the RV meets the driving power generation conditions or the parking power generation conditions, the RV is controlled to generate power according to the corresponding power generation strategy. Due to the addition of the parking power generation mode, the method shown in the present invention fills the gap in the RV's supplementary power, truly achieving charging and use anytime and anywhere, and realizes the dual power generation function from the software strategy, without adding any additional hardware equipment, and does not require other external conditions, thereby improving the user experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0045] Figure 1 It is a flow chart of a method for managing electric energy of a motorhome based on a driving and parking dual power generation mode in one embodiment of the present invention;

[0046] Figure 2 This is a control flow chart of the driving power generation mode in one embodiment of the present invention;

[0047] Figure 3 This is a control flow chart of the parking power generation mode in one embodiment of the present invention;

[0048] Figure 4 It is a structural block diagram of a motorhome power management system based on a driving and parking dual power generation mode in one embodiment of the present invention. DETAILED DESCRIPTION

[0049] In order to make the purpose, features and advantages of the present invention more obvious and easy to understand, the specific implementation methods of the present invention are described in detail below in conjunction with the accompanying drawings. Several embodiments of the present invention are shown in the accompanying drawings. However, the present invention can be implemented in many different forms and is not limited to the embodiments described herein. On the contrary, the purpose of providing these embodiments is to make the disclosure of the present invention more thorough and comprehensive.

[0050] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art of the present invention. The terms used herein in the specification of the present invention are only for the purpose of describing specific embodiments and are not intended to limit the present invention. The term "and / or" used herein includes any and all combinations of one or more related listed items.

[0051] Embodiment 1

[0052] See also Figure 1 The first embodiment of the present invention provides a method for managing electric energy of a motorhome based on a driving and parking dual power generation mode, the method comprising steps S10 to S40:

[0053] Step S10, after the whole vehicle is powered on, the RV is self-checked through the VCU, so that the RV enters a waiting state.

[0054] In this embodiment, after the RV is powered on, the VCU will perform a self-check on the RV status, including detecting the current SOC power, remaining fuel, etc. of the RV, so that the RV enters a waiting state and waits for the self-check to be completed.

[0055] Among them, VCU refers to the vehicle controller, a key component in the automotive electronic control system. It is mainly used for motor and electronic equipment control, torque, power and energy management, vehicle thermal management, up and down power control, fault diagnosis and degradation strategy, etc. It is equivalent to the brain of the car.

[0056] Specifically, in this embodiment, after the RV is powered on, relevant information will be obtained through the VCU, and then the whole vehicle will be self-checked based on conditional judgment. During the self-check process, the RV will enter a waiting state, and the process is usually fast.

[0057] Step S20, confirm through CAN messages that there are no faults in the BMS, BSG and DCDC modules, and confirm that the RV is not connected to the charging device, and control the RV to enter the pre-charging state.

[0058] First of all, it should be explained that BMS refers to battery management system. It is the link between the battery and the user, and mainly performs intelligent management and maintenance on each battery unit to ensure that the battery can be used safely, reliably and efficiently during its life cycle.

[0059] BSG refers to the BSG motor, which is a belt-driven starter generator that is connected to the engine through a belt and is usually located at the front end of the engine (P0 position). During the vehicle startup process, the BSG motor can help quickly increase the engine speed, allowing it to cross the low-speed jitter range and then ignite, thereby improving the vehicle's smoothness. In addition, the BSG motor can also recover braking energy, convert it into electrical energy and store it to improve fuel economy.

[0060] The DCDC module refers to a DC voltage conversion control unit, which is a DC / DC converter, also known as a DC-DC converter or a DC-DC converter.

[0061] In this embodiment, relevant signals of BMS, BSG and DCDC modules are obtained through CAN messages, and periodic messages of relevant signals of BMS, BSG and DCDC modules are used to detect whether BMS, BSG and DCDC modules are faulty. If there are no faults in BMS, BSG and DCDC modules, and the charging port of the RV is not connected to a charging device (usually a charging gun), the RV will be controlled to enter a pre-charging state, that is, a pre-charging state.

[0062] Step S30, closing the main relay on the RV, controlling the RV to enter a working state, and determining whether a driving power generation condition or a parking power generation condition is currently met.

[0063] In this embodiment, after the pre-charging is completed, the main relay for charging on the RV will be closed to put the RV into a working state. In this working state, it will be determined whether the preset driving power generation conditions and parking power generation conditions are currently met. There are slight differences between the conditions required for the driving power generation conditions and the parking power generation conditions, which will be described in detail below.

[0064] Among them, the driving power generation conditions include:

[0065] The RV is in forward gear, and when the SOC is <90% and the vehicle speed is >30km / h, it enters the first driving power generation mode;

[0066] Alternatively, the RV is in the forward gear and enters the second driving power generation mode when the SOC power is <20% and the vehicle speed is <30km / h.

[0067] The parking power generation conditions include:

[0068] When the RV is stationary, the RV gear is in the parking gear, the SOC power is <90%, and when the parking power generation switch signal is received, it enters the parking power generation mode.

[0069] Among them, the above-mentioned vehicle speed and SOC power are both set with hysteresis intervals.

[0070] In this embodiment, only when all the above conditions are met can the next power generation control process be entered.

[0071] Step S40: If it is determined that the RV meets the driving power generation condition or the parking power generation condition, the RV is controlled to generate power according to the corresponding power generation strategy.

[0072] like Figure 2 As shown, in this embodiment, when the driving power generation conditions are met, the RV is controlled to generate power according to the corresponding driving power generation strategy, including:

[0073] Calculate the current BMS chargeable power based on the BMS voltage and BMS current;

[0074] Calculate the current BSG speed according to the current EMS speed and the EMS speed ratio, and obtain the corresponding BSG chargeable power by looking up the table according to the current BSG speed;

[0075] Compare the BMS chargeable power with the BSG chargeable power and take the smaller one to obtain the available power;

[0076] Calculating the BSG required torque according to the generateable power and the current speed of the BSG;

[0077] Calculating the EMS required torque according to the BSG required torque and the BSG speed ratio;

[0078] The BSG demand torque and the EMS demand torque are processed to the maximum limit and then sent to the BSG and EMS respectively.

[0079] The calculation formula of the BSG required torque is:

[0080]

[0081] Where, T is the required torque of BSG, P is the power that can be generated, and n is the current speed of BSG.

[0082] Among them, EMS is the engine management system.

[0083] Specifically, when the vehicle status meets the driving power generation conditions, the VCU calculates the current BMS chargeable power based on the BMS voltage, current and other data, also known as the BMS maximum chargeable power;

[0084] Then, the current BSG speed is calculated based on the EMS current speed and the EMS speed ratio. The rechargeable power corresponding to the current BSG speed is obtained by looking up the table, and compared with the BMS rechargeable power to get the smaller one to get the final generateable power, which is specifically the maximum generateable power under various objective conditions.

[0085] Then, according to formula (1), the BSG required torque T is obtained:

[0086]

[0087] In formula (1), P is the generated power and n is the current speed of BSG.

[0088] Finally, the EMS required torque is obtained based on the BSG required torque and the BSG speed ratio, and the two torques are processed to the maximum limit and sent to the BSG and EMS respectively.

[0089] like Figure 3 As shown, in this embodiment, when the parking power generation condition is met, the RV is controlled to generate power according to the corresponding parking power generation strategy, including:

[0090] Calculate the current BMS chargeable power based on the BMS voltage and BMS current;

[0091] Look up a table according to the BMS chargeable power to obtain a BSG target speed to obtain an EMS target speed, and send the EMS target speed to the EMS;

[0092] Calculate the current BSG speed according to the current EMS speed and the EMS speed ratio, and obtain the corresponding BSG chargeable power by looking up the table according to the current BSG speed;

[0093] Compare the BMS chargeable power with the BSG chargeable power and take the smaller one to obtain the available power;

[0094] Calculating the BSG required torque according to the generateable power and the current speed of the BSG;

[0095] The BSG required torque is processed to a maximum limit and sent to the BSG.

[0096] Specifically, when the vehicle status meets the parking power generation conditions, the BMS chargeable power is also calculated first, and the BSG target speed is obtained by looking up the table based on the BMS chargeable power, and then the EMS target speed is obtained, and the limit amplitude is 800-2000r / min and sent to the EMS.

[0097] Then the BSG chargeable power is also obtained by looking up the table based on the current BSG speed, and the power arbitration logic is:

[0098] 1. When the BSG target speed is greater than the BSG current speed, the power that can be generated is the power corresponding to the BSG current speed in the table;

[0099] 2. When the BSG target speed is less than the BSG current speed, the power that can be generated is the BMS chargeable power.

[0100] The chargeable power is also calculated according to formula (1) to obtain the BSG required torque T, which is processed to the maximum limit and then sent to the BSG.

[0101] In summary, this embodiment adds a parking power generation mode, so that the RV can still charge the battery even when it is parked for rest, thereby ensuring the normal operation of various electrical appliances in the RV; and optimizes the control strategies of the driving power generation mode and the parking power generation mode. Specifically, the driving power generation mode is low-battery power is replenished preferentially, and the EMS speed is limited in the parking power generation mode to ensure the charging power while preventing the engine speed from being too fast when the RV is idling, thereby wasting fuel and generating noise; and in the driving power generation mode and the parking power generation mode, the available power is arbitrated to ensure that the BSG and the EMS do not work excessively.

[0102] Compared with the prior art, the RV power management method based on the driving and parking dual power generation modes shown in this embodiment has the following beneficial effects:

[0103] In the method shown in this embodiment, after the RV is powered on, the RV is self-checked through the VCU, so that the RV enters a waiting state, confirms that the BMS, BSG and DCDC modules are fault-free through CAN messages, and confirms that the RV is not connected to the charging device, controls the RV to enter a pre-charging state, closes the main relay on the RV, controls the RV to enter a working state, and determines whether the driving power generation conditions or the parking power generation conditions are currently met. If it is determined that the RV meets the driving power generation conditions or the parking power generation conditions, the RV is controlled to generate power according to the corresponding power generation strategy. Due to the addition of the parking power generation mode, the method shown in this embodiment fills the gap in the RV's supplementary power, truly achieving charging and use anytime and anywhere, and realizes the dual power generation function from a software strategy perspective, without adding any additional hardware equipment, and does not require other external conditions, thereby improving the user experience.

[0104] Embodiment 2

[0105] See also Figure 4 The second embodiment of the present invention provides a motorhome power management system based on a driving and parking dual power generation mode, which is applied to the method described in the above embodiment. The system includes: a motorhome self-test module 10, a first condition judgment module 20, a second condition judgment module 30 and a power generation control module 40.

[0106] The RV self-check module 10 is used to perform a self-check on the RV through the VCU after the whole vehicle is powered on, so that the RV enters a waiting state;

[0107] The first condition judgment module 20 is used to confirm through CAN messages that the BMS, BSG and DCDC modules are fault-free, and to confirm that the RV is not connected to a charging device, and to control the RV to enter a pre-charging state;

[0108] The second condition judgment module 30 is used to close the main relay on the RV to control the RV to enter the working state, and judge whether the driving power generation condition or the parking power generation condition is currently met;

[0109] The power generation control module 40 is used to control the RV to generate power according to the corresponding power generation strategy if it is determined that the RV meets the driving power generation condition or the parking power generation condition.

[0110] This embodiment adds a parking power generation mode. Even when the RV is parked for rest, it can still charge the battery, thereby ensuring the normal operation of various electrical appliances in the RV; and optimizes the driving and parking power generation mode strategies, giving priority to replenishing power when the driving power generation mode is low, and limiting the EMS speed during parking power generation. While ensuring the charging power, it prevents the engine from speeding too fast when the RV is idling, thereby wasting fuel and generating noise; and in the driving and parking power generation modes, the available power is arbitrated to ensure that the BSG and EMS do not work excessively.

[0111] Compared with the prior art, the RV power management system based on the driving and parking dual power generation modes shown in this embodiment has the following beneficial effects:

[0112] In the system shown in this embodiment, after the RV is powered on, the VCU performs a self-check on the RV, puts the RV into a waiting state, confirms that the BMS, BSG and DCDC modules are fault-free through CAN messages, and confirms that the RV is not connected to the charging device, controls the RV to enter a pre-charging state, closes the main relay on the RV, controls the RV to enter a working state, and determines whether the driving power generation conditions or the parking power generation conditions are currently met. If it is determined that the RV meets the driving power generation conditions or the parking power generation conditions, the RV is controlled to generate power according to the corresponding power generation strategy. Due to the addition of the parking power generation mode, the system shown in this embodiment fills the gap in the RV's supplementary power, truly achieving charging and use anytime and anywhere, and realizes the dual power generation function from a software strategy perspective, without adding any additional hardware equipment, and without requiring other external conditions, thereby improving the user experience.

[0113] Embodiment 3

[0114] A third embodiment of the present invention provides a readable storage medium having computer instructions stored thereon, which implement the method described in any of the above embodiments when the instructions are executed by a processor.

[0115] Embodiment 4

[0116] A fourth embodiment of the present invention provides a motorhome, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the method described in the above embodiments when executing the program.

[0117] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0118] The above-mentioned embodiments only express several implementation methods of the present invention, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the patent of the present invention. It should be pointed out that, for those of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present invention, and these all belong to the protection scope of the present invention. Therefore, the protection scope of the patent of the present invention shall be subject to the attached claims.

Claims

1. A method for managing RV power based on driving and parking dual power generation modes, characterized in that: The method comprises: After the vehicle is powered on, the VCU performs a self-check on the RV, putting the RV into a waiting state; Confirm through CAN messages that the BMS, BSG and DCDC modules are fault-free, and that the RV is not connected to a charging device, and control the RV to enter a pre-charging state; Close the main relay on the RV to control the RV to enter the working state, and determine whether the driving power generation condition or the parking power generation condition is met at present; If it is determined that the RV meets the driving power generation conditions or the parking power generation conditions, the RV is controlled to generate power according to the corresponding power generation strategy.

2. The RV power management method based on driving and parking dual power generation modes according to claim 1 is characterized in that: The driving power generation conditions include: The RV is in forward gear, and when the SOC is <90% and the vehicle speed is >30km / h, it enters the first driving power generation mode; Alternatively, the RV is in the forward gear and enters the second driving power generation mode when the SOC power is <20% and the vehicle speed is <30km / h.

3. The RV power management method based on driving and parking dual power generation modes according to claim 2 is characterized in that: When the driving power generation conditions are met, the RV is controlled to generate power according to the corresponding driving power generation strategy, including: Calculate the current BMS chargeable power based on the BMS voltage and BMS current; Calculate the current BSG speed according to the current EMS speed and the EMS speed ratio, and obtain the corresponding BSG chargeable power by looking up the table according to the current BSG speed; Compare the BMS chargeable power with the BSG chargeable power and take the smaller one to obtain the available power; Calculating the BSG required torque according to the generateable power and the current speed of the BSG; Calculating the EMS required torque according to the BSG required torque and the BSG speed ratio; The BSG demand torque and the EMS demand torque are processed to the maximum limit and then sent to the BSG and EMS respectively.

4. The RV power management method based on driving and parking dual power generation modes according to claim 3 is characterized in that: The calculation formula of the BSG required torque is: Where, T is the required torque of BSG, P is the power that can be generated, and n is the current speed of BSG.

5. The RV power management method based on driving and parking dual power generation modes according to claim 1 is characterized in that: The parking power generation conditions include: When the RV is stationary, the RV gear is in the parking gear, the SOC power is <90%, and when the parking power generation switch signal is received, it enters the parking power generation mode.

6. The RV power management method based on driving and parking dual power generation modes according to claim 5 is characterized in that: When the parking power generation conditions are met, the RV is controlled to generate power according to the corresponding parking power generation strategy, including: Calculate the current BMS chargeable power based on the BMS voltage and BMS current; Look up a table according to the BMS chargeable power to obtain a BSG target speed to obtain an EMS target speed, and send the EMS target speed to the EMS; Calculate the current BSG speed according to the current EMS speed and the EMS speed ratio, and obtain the corresponding BSG chargeable power by looking up the table according to the current BSG speed; Compare the BMS chargeable power with the BSG chargeable power and take the smaller one to obtain the available power; Calculating the BSG required torque according to the generateable power and the current speed of the BSG; The BSG required torque is processed to a maximum limit and sent to the BSG.

7. The RV power management method based on driving and parking dual power generation modes according to claim 6 is characterized in that: When the BSG target speed is greater than the BSG current speed, the power that can be generated is the power corresponding to the BSG current speed in the table; When the BSG target speed is less than the BSG current speed, the generateable power is the BMS chargeable power.

8. A motorhome power management system based on driving and parking dual power generation modes, characterized in that: The method applied to any one of claims 1 to 7, wherein the system comprises: The RV self-check module is used to perform a self-check on the RV through the VCU after the whole vehicle is powered on, so that the RV enters a waiting state; The first condition judgment module is used to confirm through CAN messages that the BMS, BSG and DCDC modules are fault-free, and to confirm that the RV is not connected to the charging device, and control the RV to enter the pre-charging state; The second condition judgment module is used to close the main relay on the RV to control the RV to enter the working state and judge whether the driving power generation condition or the parking power generation condition is met at present; The power generation control module is used to control the RV to generate electricity according to the corresponding power generation strategy if it is determined that the RV meets the driving power generation conditions or the parking power generation conditions.

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

10. A motorhome, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the program, the method according to any one of claims 1 to 7 is implemented.

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