Vehicle energy management method and device, vehicle and medium

Abstract

The invention relates to the technical field of vehicles, in particular to a vehicle energy management method and device, a vehicle and a medium, and the method comprises the steps: obtaining the historical charging information of the vehicle; identifying a charging habit type of the vehicle according to the historical charging information; and managing energy of a power battery of the vehicle according to the charging habit type. Therefore, the problems that in a traditional algorithm in the related technology, the battery is preferentially discharged, when the battery electric quantity is too low, the engine is frequently started to supplement the battery electric quantity, however, the economical efficiency and the NVH performance of the engine are poor when the engine is frequently started and stopped, and the user experience is greatly reduced are solved.

Description

Technical Field

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

[0002] A hybrid vehicle refers to a vehicle whose drive system is composed of two or more single drive systems that can operate simultaneously. The vehicle's driving power is provided by the single drive systems individually or jointly according to the actual driving state of the vehicle. Hybrid vehicles can be divided into mild hybrid, medium hybrid, full hybrid and plug-in hybrid types according to the size of the motor and battery.

[0003] The energy management strategy of a hybrid vehicle is based on pre-set rules that are the same for all drivers; this means that the vehicle will adopt the same energy management strategy regardless of the user's driving habits.

[0004] In related technologies, traditional algorithms prioritize battery discharge, and when the battery power is too low, the engine is frequently started to replenish the battery power. However, frequent starting and stopping of the engine results in poor economy and NVH performance, greatly reducing the user experience. Summary of the invention

[0005] The present application provides a vehicle energy management method, device, vehicle and medium to solve the problems in the related art that the traditional algorithm gives priority to discharging the battery, and frequently starts the engine to replenish the battery power when the battery power is too low, but the frequent start and stop of the engine has poor economy and NVH performance, which greatly reduces the user experience.

[0006] The first aspect of the present application provides a vehicle energy management method, comprising the following steps: acquiring historical charging information of the vehicle; identifying the charging habit type of the vehicle based on the historical charging information; and managing the energy of the vehicle's power battery based on the charging habit type.

[0007] Optionally, identifying the charging habit type of the vehicle based on the historical charging information includes: obtaining the mileage of the power battery in a low-power state and the maximum mileage after each charge in the historical charging information; calculating the mileage ratio of the power battery in a low-power state based on the mileage in the low-power state and the maximum mileage after each charge; and determining the charging habit type of the vehicle based on the mileage ratio of the power battery in a low-power state.

[0008] Optionally, identifying the charging habit type of the vehicle based on the historical charging information further includes: identifying the charging frequency of the vehicle within a preset time period in the historical charging information; and determining the charging habit type of the vehicle based on the charging frequency of the vehicle within the preset time period.

[0009] Optionally, determining the charging habit type of the vehicle based on the charging frequency of the vehicle within a preset time period includes: if the charging frequency of the vehicle within the preset time period is greater than or equal to a first preset threshold, the charging habit type of the vehicle is a first charging type; if the charging frequency of the vehicle within the preset time period is greater than or equal to a second preset threshold and less than the first preset threshold, the charging habit type of the vehicle is a second charging type; if the charging frequency of the vehicle within the preset time period is less than the second preset threshold, the charging habit type of the vehicle is a third charging type, wherein the first preset threshold is greater than the second preset threshold.

[0010] Optionally, identifying the charging habit type of the vehicle based on the historical charging information further includes: identifying the charging frequency of the vehicle within a preset mileage in the historical charging information; and determining the charging habit type of the vehicle based on the charging frequency of the vehicle within the preset mileage.

[0011] Optionally, determining the charging habit type of the vehicle based on the charging frequency of the vehicle within a preset mileage includes: if the charging frequency of the vehicle within the preset mileage is greater than or equal to a third preset threshold, the charging habit type of the vehicle is a first charging type; if the charging frequency of the vehicle within the preset mileage is greater than or equal to a fourth preset threshold and less than the third preset threshold, the charging habit type of the vehicle is a second charging type; if the charging frequency of the vehicle within the preset mileage is less than the fourth preset threshold, the charging habit type of the vehicle is a third charging type, wherein the third preset threshold is greater than the fourth preset threshold.

[0012] Optionally, managing the energy of the power battery of the vehicle according to the charging habit type includes: if the charging habit type is a first type, controlling the energy of the power battery of the vehicle to be at a first level; if the charging habit type is a second charging type, controlling the energy of the power battery of the vehicle to be at a second level; if the charging habit type is a third charging type, controlling the energy of the power battery of the vehicle to be at a third level.

[0013] The second aspect of the present application provides an energy management device for a vehicle, including: an acquisition module for acquiring historical charging information of the vehicle; an identification module for identifying the charging habit type of the vehicle based on the historical charging information; and a management module for managing the energy of the vehicle's power battery based on the charging habit type.

[0014] A third aspect of 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 perform the vehicle energy management method as described in the above embodiment.

[0015] The fourth aspect of the present application provides a computer-readable storage medium having a computer program stored thereon, which is executed by a processor to perform the vehicle energy management method as described in the above embodiment.

[0016] Therefore, this application has at least the following beneficial effects:

[0017] The embodiments of the present application can effectively identify the charging habit type of the vehicle based on historical charging information, thereby managing the energy of the vehicle's power battery according to different charging habit types, so as to control the vehicle to learn according to users with different habits, improve engine economy and NVH performance, and enhance the user's driving experience.

[0018] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which:

[0020] Figure 1 A flowchart of a vehicle energy management method provided according to an embodiment of the present application;

[0021] Figure 2 A flowchart of an energy management method based on user charging habits provided according to an embodiment of the present application;

[0022] Figure 3 A block diagram of an energy management device for a vehicle provided according to an embodiment of the present application;

[0023] Figure 4 A schematic diagram of an energy management device for a vehicle provided according to an embodiment of the present application;

[0024] Figure 5 It is a schematic diagram of the structure of a vehicle provided according to an embodiment of the present application. DETAILED DESCRIPTION

[0025] Embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0026] In the related technology (1), the number of external charging times of the vehicle in the current mileage unit is obtained; the number range of the external charging times is determined, and the number range includes an upward adjustment range, a maintaining range or a downward adjustment range; on the other hand, a comprehensive evaluation value is obtained according to vehicle parameters, and the starting state of charge is adjusted according to a first adjustment value corresponding to the number range and a second adjustment value corresponding to the comprehensive evaluation value to obtain a target state of charge; the target state of charge is used as the starting state of charge of the range extender in the next mileage unit, thereby improving the problem in the prior art that the fixed starting SOC of the range extender cannot adapt to flexible vehicle usage habits.

[0027] In the related technology (2), the current destination corresponding to the target vehicle and the target driving route corresponding to the current destination are obtained; based on the relationship between the current destination and the target driving route, it is determined whether the target vehicle needs to be charged when traveling to the current destination; based on the current departure date, the current departure time and the target driving route, the destination type corresponding to the current destination is determined; based on the destination type, the determination result of whether the target vehicle needs to be charged when traveling to the current destination and the target driving route, the energy management method corresponding to the target vehicle is determined to optimize energy consumption.

[0028] In the related technology (3), S1, the driver adds and plans the original highway trip; S2, calculates the vehicle's total range "anxiety" charging threshold based on the electric vehicle's driving and charging habits, and determines whether charging is required before entering the highway trip; S3, during the process of entering the highway route, the traffic flow during the original planned route is detected through big data intelligent networking, and it is determined whether there is a traffic jam; S31, if there is no traffic jam, the driver is recommended to stop at a service area with a better queue before the "anxiety" charging threshold, and the driver continues the original trip after charging. By calculating the corresponding matching "anxiety" charging threshold based on the driving habits of different drivers, and based on the specific data of the highway traffic jam state and the non-traffic jam state, the charging queue time and power anxiety problems are effectively reduced.

[0029] In the related technology (1) in the above article, the startup SOC is simply adjusted according to the number of charging times every 500km. There is a defect that miscounting may occur when the external environment or vehicle problems cause repeated plugging and unplugging. In addition, the optimization dimensions and scenarios are single, and the performance improvement is limited. In the related technology (2), whether the user has the intention to charge is determined based on the historical charging time period and charging power range, which is different from the optimization goal of the present invention. In the related technology (3), the "anxiety" charging threshold is calculated based on the user's charging frequency and driving habits, and the user is reminded to go to charge before the "anxiety" charging threshold. The charging frequency and optimization path are different from the method proposed in the present invention.

[0030] This application proposes an energy management optimization method that takes into account user charging habits. Energy management strategies are preset for user types such as never charging, infrequent charging, and frequent charging. User charging habits are automatically identified through central control user selection or software, and different types of energy management strategies are matched to achieve the purpose of improving vehicle performance for users with different charging habits. The adaptive learning algorithm solves the defect that traditional algorithms cannot optimize personalized scheduling strategies, so as to continuously improve vehicle performance.

[0031] The following describes the vehicle energy management method, device, vehicle and storage medium of the embodiments of the present application with reference to the accompanying drawings.

[0032] Specifically, Figure 1 A schematic flow chart of a vehicle energy management method provided in an embodiment of the present application.

[0033] like Figure 1 As shown, the vehicle energy management method includes the following steps:

[0034] In step S101, historical charging information of the vehicle is obtained.

[0035] Among them, the historical charging information may include the mileage of the power battery when it is in a low-power state, the maximum mileage after each charge, the charging frequency within a fixed mileage, and the charging frequency within a fixed time, etc. Among them, the specific method for determining the charging frequency can be determined based on charging information such as battery power, plug-in status, charging status, charging failure, and plug-in charging gun type.

[0036] It is understandable that the embodiments of the present application can obtain the historical charging information of the vehicle so as to subsequently identify the charging habit type of the vehicle based on the historical charging information.

[0037] It should be noted that the specific method for determining the charging frequency can be determined based on charging information such as battery power, plug-in status, charging status, charging failure, plug-in charging gun type, etc. Specifically:

[0038] (1) The change in battery power can reflect the user's charging behavior within a specific time period. For example, if the battery power quickly recovers from low power to full power or high power in a short period of time, this may indicate that the user has charged the battery.

[0039] (2) The change of the plug-in status can directly indicate the occurrence of charging behavior. For example, the change from the unplugged state to the plugged state indicates that the user is preparing for charging.

[0040] (3) The change in the charging state can reflect the progress of the charging process. For example, from the beginning to the end of charging, this process can be used to calculate the duration of a single charge.

[0041] (4) When a charging failure occurs, it should be considered an invalid charging attempt and should not be counted in the charging frequency to avoid erroneously affecting the user's charging habit identification.

[0042] (5) Different types of charging guns (e.g., home slow charging, public fast charging, etc.) may be associated with the user's charging habits. For example, frequent use of a fast charging gun may indicate that the user often charges outside.

[0043] In step S102 , the charging habit type of the vehicle is identified based on the historical charging information.

[0044] The charging habit types include first to third charging types, the first charging type is a frequent charging type, the second charging type is an infrequent charging type, and the third charging type is a never charging type.

[0045] It can be understood that the embodiments of the present application can identify the charging habit type of the vehicle based on the historical charging information, so as to subsequently manage the energy of the vehicle's power battery according to the charging habit type.

[0046] In an embodiment of the present application, the charging habit type of the vehicle is identified based on historical charging information, including: obtaining the mileage of the power battery in a low-power state and the maximum mileage after each charge in the historical charging information; calculating the mileage ratio of the power battery in a low-power state based on the mileage in the low-power state and the maximum mileage after each charge; and determining the charging habit type of the vehicle based on the mileage ratio of the power battery in a low-power state.

[0047] It can be understood that the embodiment of the present application can determine the charging habit type of the vehicle based on the mileage ratio when the power battery is in a low-power state, thereby improving the accuracy of the charging habit type determination, so as to facilitate the subsequent management of the energy of the vehicle's power battery according to the charging habit type.

[0048] Specifically, the vehicle's low-power mileage ratio represents the amount of low-power mileage. The larger the value, the lower the user's charging tendency. The low-power mileage ratio can be calculated using the following formula:

[0049]

[0050] in, Represents the mileage ratio of low-battery state, D Drv_Cs Represents the mileage of low-power driving, D Drv_Total A low-battery state refers to when the power battery's power level enters the target power fluctuation range of the vehicle's energy management strategy, which is considered a low-battery state. It represents the mileage the vehicle can travel after each successful charge.

[0051] In an embodiment of the present application, identifying the charging habit type of the vehicle based on historical charging information also includes: identifying the charging frequency of the vehicle within a preset time period in the historical charging information; and determining the charging habit type of the vehicle based on the charging frequency of the vehicle within the preset time period.

[0052] Among them, the preset duration can be 30 days, which can be set according to actual needs without specific limitation.

[0053] It is understandable that the embodiments of the present application can determine the charging habit type of the vehicle based on the charging frequency of the vehicle within a preset time period, so as to subsequently manage the energy of the vehicle's power battery according to the charging habit type.

[0054] In an embodiment of the present application, the charging habit type of the vehicle is determined based on the charging frequency of the vehicle within a preset time, including: if the charging frequency of the vehicle within the preset time is greater than or equal to a first preset threshold, the charging habit type of the vehicle is a first charging type; if the charging frequency of the vehicle within the preset time is greater than or equal to a second preset threshold and less than the first preset threshold, the charging habit type of the vehicle is a second charging type; if the charging frequency of the vehicle within the preset time is less than the second preset threshold, the charging habit type of the vehicle is a third charging type, wherein the first preset threshold is greater than the second preset threshold.

[0055] Among them, the first preset threshold can be 12 times, and the second preset threshold can be 3 times. They can be set according to actual needs and vehicle models without specific limitations.

[0056] Specifically, the fixed-time charging frequency represents the charging habits of users in daily car use scenarios. The larger the value, the higher the user's charging frequency and the more convenient the charging conditions. The fixed time period should be appropriately extended, and the single recognition accuracy should not be pursued, but the user's long-term car charging habits should be learned. According to statistical data, it is recommended that 30 days be a judgment cycle. If the charging frequency is ≥12 times within 30 days, it is considered a frequent charging user; if the charging frequency is ∈[3,12) times within 30 days, it is considered an infrequent charging user; if the charging frequency is <3 times within 30 days, it is considered a non-charging user.

[0057] In an embodiment of the present application, identifying the charging habit type of the vehicle based on historical charging information also includes: identifying the charging frequency of the vehicle within a preset mileage in the historical charging information; and determining the charging habit type of the vehicle based on the charging frequency of the vehicle within the preset mileage.

[0058] It is understandable that the embodiments of the present application can determine the charging habit type of the vehicle based on the charging frequency of the vehicle within a preset mileage, so as to subsequently manage the energy of the vehicle's power battery according to the charging habit type.

[0059] In an embodiment of the present application, the charging habit type of the vehicle is determined based on the charging frequency of the vehicle within a preset mileage, including: if the charging frequency of the vehicle within the preset mileage is greater than or equal to a third preset threshold, the charging habit type of the vehicle is a first charging type; if the charging frequency of the vehicle within the preset mileage is greater than or equal to a fourth preset threshold and less than the third preset threshold, the charging habit type of the vehicle is a second charging type; if the charging frequency of the vehicle within the preset mileage is less than the fourth preset threshold, the charging habit type of the vehicle is a third charging type, wherein the third preset threshold is greater than the fourth preset threshold.

[0060] Among them, the third preset threshold is 5 times, and the fourth preset threshold is 2 times, which can be set according to actual needs and vehicle models without specific limitation.

[0061] Specifically, the fixed mileage charging frequency represents the user's charging habits in daily car mileage. The larger the value, the higher the user's charging frequency and the more convenient the charging conditions. The fixed mileage is related to the matching battery rated capacity. According to statistical data, it is recommended to use 10 times the official pure electric mileage as the calculation basis for more accurate identification. If the pure electric mileage of the vehicle model is 100km, the single identification fixed mileage segment is 1000km. If the number of charges within a fixed mileage is ≥5 times, it is considered a frequent charging user; if the number of charges within a fixed mileage is ∈[2,5) times, it is considered an infrequent charging user; if the number of charges within a fixed mileage is <2 times, it is considered a non-charging user.

[0062] It should be noted that when a charging failure occurs, the current charging should be considered an invalid scenario to avoid the accumulation of invalid charging frequency.

[0063] In step S103 , the energy of the power battery of the vehicle is managed according to the charging habit type.

[0064] It can be understood that the embodiments of the present application can manage the energy of the vehicle's power battery according to the charging habit type, so as to control the vehicle to learn according to users with different habits, improve engine economy and NVH performance, and enhance the user's driving experience.

[0065] In an embodiment of the present application, the energy of the vehicle's power battery is managed according to the charging habit type, including: if the charging habit type is a first type, the energy of the vehicle's power battery is controlled to be at a first level; if the charging habit type is a second charging type, the energy of the vehicle's power battery is controlled to be at a second level; if the charging habit type is a third charging type, the energy of the vehicle's power battery is controlled to be at a third level.

[0066] The first level may be 0%-15%, the second level may be 15-35%, and the third level may be 35-60%, which may be set according to demand without specific limitation.

[0067] Specifically, three types of energy management strategies are preset for charging habits. For users who never charge, a higher level of power battery reserve energy is controlled, with a recommended value of 35-60%. At the same time, the engine power generation in each speed range is reduced to improve the NVH effect, and sufficient energy is used to adapt to various working conditions. For example, the vehicle can continue to drive in pure electric mode at low speeds, and when the vehicle speed is at medium or high speeds, the vehicle can control efficient power generation and store it in the power battery, greatly improving the actual use economy and working condition adaptability.

[0068] For users who do not charge frequently, it is recommended to control the power battery reserve energy at a moderate level, with a recommended value of 15-35%, taking into account the adaptability and economy of the vehicle.

[0069] For users who charge frequently, the power battery backup energy is controlled at a lower level, with a recommended value of 0%-15%. At the same time, the engine power generation is appropriately increased to improve the power conservation effect, and more low-cost electricity from the power grid is used to drive the vehicle to reduce the user's vehicle cost.

[0070] It should be noted that after the engine power generation is adjusted, it is still limited by the NVH performance boundary to avoid noise problems caused by excessive power generation at low vehicle speeds; when a power system failure occurs, the energy management strategy should be intelligently adjusted to generate electricity in the most economical way, extend the vehicle's range, and help users limp home.

[0071] According to the vehicle energy management method proposed in the embodiment of the present application, the vehicle's charging habit type is effectively identified based on historical charging information, so as to manage the energy of the vehicle's power battery according to different charging habit types, so as to control the vehicle to learn according to users with different habits, improve engine economy and NVH performance, and enhance users' driving experience.

[0072] The following will be combined Figure 2 The energy management method of the vehicle of the present application is described in detail, and the specific steps are as follows:

[0073] Step 1: The controller is initialized and reads the charging habit type identified in the previous driving cycle in the storage module. After the initialization is completed, the preset energy management strategy is directly selected based on the stored type and the calculation of this driving cycle is started.

[0074] If it is in the factory state, it is the factory default type value. It is recommended to default to the regular charging type.

[0075] Step 2: Get the charging habit settings of the central control, including battery level, plug-in status, charging status, charging failure and other charging information, as well as plug-in charging gun type identification.

[0076] Get the central control charging habit settings: The central control interface has intelligent recognition, never charging, occasionally charging, and manual selection switches for frequent charging. After the user selects, the central control control unit will send the type value to the charging habit analysis module; when the user selects never charging, occasionally charging, and frequent charging, the corresponding type value is directly output.

[0077] When the user selects smart identification, the charging habit type is identified according to the following strategy:

[0078] (1) The vehicle's low-battery mileage ratio represents the amount of low-battery mileage. The larger the value, the lower the user's charging tendency. The low-battery mileage ratio can be calculated using the following formula:

[0079]

[0080] in, Represents the mileage ratio of low-battery state, D Drv_Cs Represents the mileage of low-power driving, D Drv_Total A low-battery state refers to when the power battery's power level enters the target power fluctuation range of the vehicle's energy management strategy, which is considered a low-battery state. It represents the mileage the vehicle can travel after each successful charge.

[0081] (2) The fixed-time charging frequency represents the charging habits of users in daily car use scenarios. The larger the value, the higher the user's charging frequency and the more convenient the charging conditions. The fixed time period should be appropriately extended, not pursuing single-time recognition accuracy, but pursuing learning the user's long-term car charging habits. According to statistical data, it is recommended that 30 days be a judgment cycle. If the charging frequency within 30 days is ≥12 times, it is considered a frequent charging user; if the charging frequency within 30 days is ∈[3,12) times, it is considered an infrequent charging user; if the charging frequency within 30 days is <3 times, it is considered a non-charging user.

[0082] (3) Fixed mileage charging frequency represents the user's charging habits in daily vehicle mileage. The larger the value, the higher the user's charging frequency and the more convenient the charging conditions. The fixed mileage is related to the matching battery rated capacity. According to statistical data, it is recommended to use 10 times the official pure electric mileage as the calculation basis for more accurate identification. If the pure electric mileage of the vehicle model is 100km, the single identification fixed mileage segment is 1000km. If the number of charges within the fixed mileage is ≥5 times, it is considered a frequent charging user; if the number of charges within the fixed mileage is ∈[2,5) times, it is considered an infrequent charging user; if the number of charges within the fixed mileage is <2 times, it is considered a non-charging user.

[0083] It should be noted that when a charging failure occurs, the current charging should be considered an invalid scenario to avoid the accumulation of invalid charging frequency.

[0084] Step 3: Select a preset energy management correction strategy based on the charging habit type identified in step 2. This module presets energy management strategies for three types of charging habits.

[0085] For users who never charge their car, a higher level of power battery reserve energy is controlled, with a recommended value of 35-60%. At the same time, the engine power generation in each speed range is reduced to improve the NVH effect, and sufficient energy is used to adapt to various working conditions. For example, the car can be driven in pure electric mode continuously when the speed is low, and when the speed is medium or high, the car can be controlled to generate electricity efficiently and store it in the power battery, which greatly improves the actual economy and adaptability to working conditions.

[0086] For users who do not charge frequently, it is recommended to control the power battery reserve energy at a moderate level, with a recommended value of 15-35%, taking into account the adaptability and economy of the vehicle.

[0087] For users who charge frequently, the power battery backup energy is controlled at a lower level, with a recommended value of 0%-15%. At the same time, the engine power generation is appropriately increased to improve the power conservation effect, and more low-cost electricity from the power grid is used to drive the vehicle to reduce the user's vehicle cost.

[0088] It should be noted that after the engine power generation is adjusted, it is still limited by the NVH performance boundary to avoid noise problems caused by excessive power generation at low vehicle speeds; when a power system failure occurs, the energy management strategy should be intelligently adjusted to generate electricity in the most economical way, extend the vehicle's range, and help users limp home.

[0089] Step 4: The identified charging habit type is stored in real time, and the strategy is modified based on the storage value output by the storage module as a reference value at the beginning of the next driving cycle.

[0090] In summary, this application presets energy management strategies for users who never charge, charge infrequently, and charge frequently. Through the central control user selection or the software automatically identifying the user's charging habits, different types of energy management strategies are matched to achieve the purpose of improving vehicle performance for users with different charging habits. The adaptive learning algorithm solves the defect that traditional algorithms cannot optimize personalized scheduling strategies and continuously improves vehicle performance. The algorithm proposed in this application can be deployed in the vehicle-side controller, with low computing power requirements and high recognition accuracy.

[0091] Next, the energy management device for a vehicle according to an embodiment of the present application will be described with reference to the accompanying drawings.

[0092] Figure 3 It is a block diagram of the energy management device of a vehicle according to an embodiment of the present application.

[0093] like Figure 3 As shown, the vehicle energy management device 10 includes: an acquisition module 100 , an identification module 200 and a management module 300 .

[0094] Among them, the acquisition module 100 is used to obtain the historical charging information of the vehicle; the identification module 200 is used to identify the charging habit type of the vehicle based on the historical charging information; and the management module 300 is used to manage the energy of the vehicle's power battery based on the charging habit type.

[0095] It should be noted that the above explanation of the embodiment of the vehicle energy management method is also applicable to the vehicle energy management device of this embodiment, and will not be repeated here.

[0096] Specifically, if Figure 4 As shown, the energy management device of the vehicle includes a charging information collection module, a charging habit analysis module, an energy management correction module and a storage module, wherein:

[0097] The charging information collection module is used to obtain the central control charging habit settings, battery power, plug-in status, charging status, charging failure and other charging information, as well as plug-in charging gun type identification.

[0098] The charging habit analysis module determines the current user's charging habit type based on the charging habits automatically selected by the user on the central control interface, or the proportion of mileage driven with the vehicle running low on power, or the charging frequency within a fixed time interval, or the charging frequency within a fixed mileage interval.

[0099] The energy management correction module presets energy management strategies for three types of charging habits: users who never charge have the highest battery reserve energy, the lowest power generation tendency, and a large SOC change range; users who charge infrequently have moderate battery reserve energy, moderate power generation tendency, and a medium SOC change range; users who charge frequently have the lowest battery reserve energy, a high power generation tendency, and a small SOC change range. The receiving charging habit analysis module identifies the output charging habit type and selects the corresponding energy management strategy.

[0100] The storage module stores the charging habit class habits identified by the charging habit analysis module for use in calculating the benchmark value of the next driving cycle.

[0101] According to the vehicle energy management device proposed in the embodiment of the present application, the vehicle's charging habit type is effectively identified based on historical charging information, so as to manage the energy of the vehicle's power battery according to different charging habit types, so as to control the vehicle to learn according to users with different habits, improve engine economy and NVH performance, and enhance the user's driving experience.

[0102] Figure 5 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application. The vehicle may include:

[0103] A memory 501 , a processor 502 , and a computer program stored in the memory 501 and executable on the processor 502 .

[0104] When the processor 502 executes the program, the vehicle energy management method provided in the above embodiment is implemented.

[0105] Furthermore, the vehicle also includes:

[0106] The communication interface 503 is used for communication between the memory 501 and the processor 502 .

[0107] The memory 501 is used to store computer programs that can be executed on the processor 502 .

[0108] The memory 501 may include a high-speed RAM memory, and may also include a non-volatile memory (non-volatile memory), such as at least one disk memory.

[0109] If the memory 501, the processor 502 and the communication interface 503 are implemented independently, the communication interface 503, the memory 501 and the processor 502 can be connected to each other through a bus and communicate with each other. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 5 Only one thick line is used in the diagram, but this does not mean that there is only one bus or only one type of bus.

[0110] Optionally, in a specific implementation, if the memory 501, the processor 502 and the communication interface 503 are integrated on a chip, the memory 501, the processor 502 and the communication interface 503 can communicate with each other through an internal interface.

[0111] The processor 502 may be a central processing unit (CPU), or an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present application.

[0112] An embodiment of the present application also provides a computer-readable storage medium having a computer program or instructions stored thereon. When the computer program or instructions are executed by a processor, the above-mentioned vehicle energy management method is implemented.

[0113] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. 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 application. In this specification, the schematic representations of the above terms do 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 N embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0114] In addition, 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 technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0115] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, fragment or portion of code comprising one or N executable instructions for implementing the steps of a custom logical function or process, and the scope of the preferred embodiments of the present application includes alternative implementations in which functions may not be performed in the order shown or discussed, including performing functions in a substantially simultaneous manner or in reverse order depending on the functions involved, which should be understood by technicians in the technical field to which the embodiments of the present application belong.

[0116] It should be understood that the various parts of the present application can be implemented by hardware, software, firmware or a combination thereof. In the above embodiment, the N steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one or a combination of multiple of the following technologies known in the art: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0117] A person skilled in the art may understand that all or part of the steps in the method for implementing the above-mentioned embodiment may be completed by instructing related hardware through a program, and the program may be stored in a computer-readable storage medium, which, when executed, includes one or a combination of the steps of the method embodiment.

Claims

1. A vehicle energy management method, characterized in that: The following steps are involved: Get the historical charging information of the vehicle; identifying a charging habit type of the vehicle according to the historical charging information; Managing energy of a power battery of the vehicle according to the charging habit type.

2. The vehicle energy management method according to claim 1, characterized in that: The identifying the charging habit type of the vehicle according to the historical charging information includes: Obtain the mileage of the power battery in a low-power state and the maximum mileage after each charge in the historical charging information; Calculate the mileage ratio of the power battery in the low-power state according to the mileage in the low-power state and the maximum mileage after each charge; The charging habit type of the vehicle is determined according to the mileage ratio when the power battery is in a low-power state.

3. The vehicle energy management method according to claim 1, characterized in that: The identifying the charging habit type of the vehicle according to the historical charging information further includes: Identifying the charging frequency of the vehicle within a preset time period in the historical charging information; The charging habit type of the vehicle is determined according to the charging frequency of the vehicle within a preset time period.

4. The vehicle energy management method according to claim 3, characterized in that: The determining the charging habit type of the vehicle according to the charging frequency of the vehicle within a preset time period includes: If the charging frequency of the vehicle within the preset time is greater than or equal to the first preset threshold, the charging habit type of the vehicle is the first charging type; If the charging frequency of the vehicle within the preset time is greater than or equal to the second preset threshold and less than the first preset threshold, the charging habit type of the vehicle is the second charging type; If the charging frequency of the vehicle within the preset time is less than the second preset threshold, the charging habit type of the vehicle is the third charging type, wherein the first preset threshold is greater than the second preset threshold.

5. The vehicle energy management method according to claim 1, characterized in that: The identifying the charging habit type of the vehicle according to the historical charging information further includes: Identifying the charging frequency of the vehicle within a preset mileage in the historical charging information; The charging habit type of the vehicle is determined according to the charging frequency of the vehicle within a preset mileage.

6. The vehicle energy management method according to claim 5, characterized in that: The determining the charging habit type of the vehicle according to the charging frequency of the vehicle within a preset mileage includes: If the charging frequency of the vehicle within the preset mileage is greater than or equal to a third preset threshold, the charging habit type of the vehicle is the first charging type; If the charging frequency of the vehicle within the preset mileage is greater than or equal to the fourth preset threshold and less than the third preset threshold, the charging habit type of the vehicle is the second charging type; If the charging frequency of the vehicle within the preset mileage is less than a fourth preset threshold, the charging habit type of the vehicle is the third charging type, wherein the third preset threshold is greater than the fourth preset threshold.

7. The vehicle energy management method according to claim 1, characterized in that: The managing the energy of the power battery of the vehicle according to the charging habit type includes: If the charging habit type is the first type, controlling the energy of the power battery of the vehicle to be at the first level; If the charging habit type is the second charging type, controlling the energy of the power battery of the vehicle to be at the second level; If the charging habit type is the third charging type, the energy of the power battery of the vehicle is controlled to be at the third level.

8. A vehicle energy management device, characterized in that: include: An acquisition module, used to obtain historical charging information of the vehicle; an identification module, configured to identify the charging habit type of the vehicle according to the historical charging information; A management module is used to manage the energy of the power battery of the vehicle according to the charging habit type.

9. 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 vehicle energy management method according to any one of claims 1 to 7.

10. A computer-readable storage medium having a computer program or instruction stored thereon, characterized in that: When the computer program or instruction is executed by a processor, it is used to implement the vehicle energy management method as described in any one of claims 1-7.

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