Double-source electrified vehicle energy control method and system

Abstract

The invention relates to the technical field of new energy vehicles, in particular to a double-source electrified vehicle energy control method and system. The double-source electrified vehicle energy control method comprises the steps that a wire net assembly is electrically connected with a vehicle, and the wire net assembly supplies energy to the vehicle to run. Energy is supplied to the vehicle to run based on the wire net assembly, and set data are obtained. Wherein the set data comprises the electric quantity of a power battery of the vehicle and the power distribution requirement of the wire net assembly. Based on vehicle braking and the dual-source electrified vehicle energy control system is in the first state, electric energy recovered by vehicle braking is transmitted to the wire net assembly. Wherein the first state comprises that the electric quantity of the power battery is greater than or equal to first set electric quantity and the required power of the wire net assembly is greater than first set power. Therefore, the problem that energy cannot be efficiently utilized when the double-source electrified vehicle is connected with the wire net assembly is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of new energy vehicles, and in particular to an energy control method and system for a dual-source electrified vehicle. Background Art

[0002] Dual-source electrified vehicles refer to vehicles that use the "overhead contact network + power battery" dual-source power solution. When the vehicle is traveling on an electrified road, it can directly use the power of the overhead contact network to drive the vehicle and charge the on-board power battery. When leaving the electrified road, it switches to the on-board power battery to drive the vehicle for seamless connection. The dual-source power solution can get rid of dependence on traditional fuel and achieve true zero-carbon emissions. Dual-source electrified vehicles are characterized by high efficiency, greenness, economy, and intelligence, and have huge application potential and market prospects in the fields of road freight and mining transportation.

[0003] When the power battery on the vehicle is at a high level, the electric energy recovered by the vehicle's braking will not be transmitted to the power battery, which will make the electric energy recovered by the vehicle's braking unusable, that is, when the vehicle needs to brake, only the vehicle's mechanical brake can be used. As a result, the electric energy generated by the vehicle's braking cannot be efficiently utilized.

[0004] For heavy trucks on electrified roads, when the dual-source electrified vehicles are connected to the overhead contact network, the energy from deceleration braking can be recycled, which has certain significance for the entire power supply system of the electrified road and the economy of the whole vehicle. It is also of great significance to improve the safety of the whole vehicle under long downhill and continuous braking conditions. Summary of the invention

[0005] In order to solve the problem that energy cannot be efficiently utilized when a dual-source electrified vehicle is connected to a wire network component, the present invention provides an energy control method and system for a dual-source electrified vehicle.

[0006] In a first aspect, the present invention provides an energy control method for a dual-source electrified vehicle, comprising:

[0007] Step S10, based on the electrical connection between the wire mesh component and the vehicle, the wire mesh component supplies energy to the vehicle for driving;

[0008] Step S20, based on the wire mesh component supplying energy to the vehicle for driving, obtaining setting data; wherein the setting data includes the power level of the power battery of the vehicle and the power distribution requirement of the wire mesh component;

[0009] Step S30, based on the vehicle braking and the dual-source electrified vehicle energy control system being in the first state, the electric energy recovered by the vehicle braking is transmitted to the wire network component; wherein, the first state includes the power of the power battery being greater than or equal to the first set power and the required power of the wire network component being greater than the first set power.

[0010] In some embodiments, the dual-source electrified vehicle energy control method further includes:

[0011] Step S40, based on the vehicle braking and the dual-source electrified vehicle energy control system being in the second state, the electric energy recovered by the vehicle braking is transmitted to the power battery of the vehicle; wherein the setting data also includes the road condition; the second state includes that the power of the power battery is less than the second set power and the road condition is uphill or flat.

[0012] In some embodiments, the dual-source electrified vehicle energy control method further includes:

[0013] Step S50, based on the vehicle braking and the dual-source electrified vehicle energy control system being in the third state, the electric energy recovered by the vehicle braking is transmitted to the wire network component and the power battery respectively; wherein the setting data also includes a road condition; the third state includes that the road condition is downhill, the power of the power battery is greater than or equal to a third set power and less than the first set power, and the receiving power demand of the wire network component is greater than the first set power.

[0014] In some embodiments, the electric energy recovered by vehicle braking in step S50 is respectively transmitted to the wire mesh component and the power battery. The electric energy recovered by vehicle braking is A, and the electric energy transmitted to the power battery is B; wherein, the setting data also includes the current position of the vehicle; A=Z*X; B=ZA; Z is the total electric energy recovered by vehicle braking, and X is the proportion coefficient; the distance between the vehicle and the starting point of the wire mesh component is proportional to X and 0<X<1; the third state also includes the vehicle driving to the set range of mileage covered by the wire mesh component.

[0015] In some embodiments, A≥Z*X.

[0016] In some embodiments, the dual-source electrified vehicle energy control method further includes:

[0017] Step S60, based on the vehicle braking and the dual-source electrified vehicle energy control system being in the fourth state, the electric energy recovered by the vehicle braking is transmitted to the wire network component; wherein, the fourth state includes that the power of the power battery is greater than or equal to the first set power, the road condition is downhill, and the receiving power demand of the wire network component is greater than the first set power.

[0018] In some embodiments, the dual-source electrified vehicle energy control method further includes:

[0019] Step S70, based on the fact that the receiving power demand of the wire mesh component is greater than the second set power, a vehicle traveling within the first set range of the mileage covered by the wire mesh component and whose power battery power is greater than a fourth set power transmits the power energy of the power battery to the wire mesh component.

[0020] In some embodiments, the dual-source electrified vehicle energy control method further includes:

[0021] Step S81, based on the fact that the received power demand of the wire mesh component is greater than the second set power, obtaining the estimated running power of the vehicle within the second set range of the mileage covered by the wire mesh component; wherein the estimated running power is the power of the vehicle from the end point of the wire mesh component to the end point of the trip;

[0022] Step S82, based on the fact that the power battery of the vehicle traveling within the second set range of the mileage covered by the wire mesh component is greater than the estimated driving power, the transmission power of the vehicle is obtained; wherein the transmission power is the difference between the remaining power of the vehicle and the estimated driving power;

[0023] Step S83, based on the obtained transmission power, the vehicle travels to a second set range of the mileage covered by the wire mesh component and transmits the electric energy of the transmission power of the power battery to the wire mesh component.

[0024] In some embodiments, the dual-source electrified vehicle energy control method further includes:

[0025] Step S90, based on the vehicle braking and the dual-source electrified vehicle energy control system being in the fifth state, the electric energy recovered by the vehicle braking is transmitted to the power battery respectively and the energy consumption units of the vehicle are running; wherein, the fifth state includes that the receiving power demand of the wire network component is less than or equal to the first set power and the power of the power battery is greater than or equal to the first set power.

[0026] In a second aspect, the present invention provides a dual-source electrified vehicle energy control system, comprising:

[0027] A vehicle, the vehicle comprising a vehicle body, a power battery, a connection unit, and an electronic control unit; the vehicle body is detachably connected to the power battery; the connection unit is detachably connected to the vehicle body; the electronic control unit comprises an electronic control box and a bidirectional DC converter; the electronic control box is detachably connected and electrically connected to the vehicle body; the bidirectional DC converter is detachably connected to the vehicle body; the bidirectional DC converter is electrically connected to the connection unit; the electronic control box is electrically connected to the bidirectional DC converter; the power battery is electrically connected to the electronic control box;

[0028] A wire mesh component is electrically connected to the connection unit.

[0029] In order to solve the problem that energy cannot be efficiently utilized when a dual-source electrified vehicle is connected to a wire network component, the present invention has the following advantages:

[0030] When the vehicle brakes and the dual-source electrified vehicle energy control system is in the first state, the electric energy recovered by the vehicle braking can be transmitted to the wire mesh component. The first state may include that the power of the power battery is greater than or equal to the first set power and the required power of the wire mesh component is greater than the first set power. The first set power can be 80% of the full power state of the power battery, so that when the wire mesh component cannot receive the electric energy recovered by the vehicle braking, the power battery can have spare space to receive the electric energy recovered by the vehicle braking, thereby effectively avoiding a large burden on mechanical braking. The first set power can be 80% of the full load power of the wire mesh component, so that when the power battery power is high and the wire mesh component has a large power demand, the electric energy recovered by the vehicle braking can be transmitted to the wire mesh component. Thereby, the electric energy recovered by the vehicle braking can be efficiently utilized. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 A flow chart showing an energy control method for a dual-source electrified vehicle according to an embodiment;

[0032] Figure 2 A schematic structural diagram of a dual-source electrified vehicle energy control system according to an embodiment is shown.

[0033] Figure numerals: vehicle 01; vehicle body 11; power battery 12; connection unit 13; electronic control unit 14; electronic control box 141; bidirectional DC converter 142; energy consumption unit 15; heating unit 151; cooling unit 152; wire mesh assembly 02; wire mesh unit 21; energy storage unit 22. DETAILED DESCRIPTION

[0034] The present disclosure will now be discussed with reference to several exemplary embodiments. It should be understood that these embodiments are discussed only to enable those skilled in the art to better understand and thus implement the present disclosure, rather than implying any limitation on the scope of the present disclosure.

[0035] As used herein, the term "including" and its variants are to be interpreted as open-ended terms meaning "including but not limited to". The term "based on" is to be interpreted as "based at least in part on". The terms "one embodiment" and "an embodiment" are to be interpreted as "at least one embodiment". The term "another embodiment" is to be interpreted as "at least one other embodiment". The orientation or position relationship indicated by the terms "upper", "lower", "left", "right", "front", "back", "top", "bottom", "inner", "outer", "vertical", "horizontal", "lateral", "longitudinal" and the like is based on the orientation or position relationship shown in the accompanying drawings. These terms are mainly for better describing the present application and its embodiments, and are not used to limit the indicated devices, elements or components to have a specific orientation, or to be constructed and operated in a specific orientation. In addition, in addition to being used to indicate an orientation or position relationship, some of the above terms may also be used to indicate other meanings, such as the term "upper" may also be used to indicate a certain dependency or connection relationship in some cases. For those of ordinary skill in the art, the specific meanings of these terms in this application can be understood according to the specific circumstances. In addition, the terms "install", "set", "provided with", "connected" and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral structure; it can be a mechanical connection, or an electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, or it can be an internal connection between two devices, elements or components. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to the specific circumstances. In addition, the terms "first", "second", etc. are mainly used to distinguish different devices, elements or components (the specific types and structures may be the same or different), and are not used to indicate or imply the relative importance and quantity of the indicated devices, elements or components. Unless otherwise specified, "plurality" means two or more.

[0036] In this embodiment, an energy control system of a dual-source electrified vehicle 01 may include a vehicle 01 and a wire mesh component 02. The vehicle 01 may include a vehicle body 11, a power battery 12, a connection unit 13, and an electronic control unit 14. The vehicle body 11 may be detachably connected to the power battery 12. The connection unit 13 may be detachably connected to the vehicle body 11. The electronic control unit 14 may include an electronic control box 141 and a bidirectional DC converter 142. The electronic control box 141 may be detachably and electrically connected to the vehicle body 11. The bidirectional DC converter 142 may be detachably connected to the vehicle body 11. The bidirectional DC converter 142 may be electrically connected to the connection unit 13. The electronic control box 141 may be electrically connected to the bidirectional DC converter 142. The power battery 12 may be electrically connected to the electronic control box 141. The wire mesh component 02 may be electrically connected to the connection unit 13. When vehicle 01 is traveling on an electrified road, vehicle 01 has two energy supply modes, namely, the power battery 12 on the vehicle body 11 supplies power to vehicle 01, and the wire mesh component 02 supplies power to vehicle 01 through the connection unit 13. When the wire mesh component 02 supplies power to vehicle 01, vehicle 01 is in a condition of short-term high-power output such as acceleration and climbing, and the wire mesh component 02 cannot support short-term high-power power supply. At this time, the power battery 12 can be used to drive vehicle 01. However, when the dual-source electrified vehicle 01 is connected to the wire mesh component 02, and the power battery 12 has a high charge, the electric energy recovered by the braking of vehicle 01 will not be transmitted to the power battery 12, which will cause the electric energy recovered by the braking of vehicle 01 to be unusable, that is, when vehicle 01 needs to brake, only the mechanical brake of vehicle 01 can be used. As a result, the electric energy generated by the braking of vehicle 01 cannot be efficiently utilized. Therefore, in order to solve the above problems, the present invention provides an energy control method for dual-source electrified vehicle 01.

[0037] like Figure 1 As shown, a dual-source electrified vehicle 01 energy control method may include steps S10 to S30, and steps S10 to S30 may be described in detail below.

[0038] Step S10, based on the electrical connection between the wire mesh component 02 and the vehicle 01, the DC voltage of the wire mesh component 02 can be 1500 V. The bidirectional DC converter 142 can reduce the voltage of the high-voltage DC power transmitted from the wire mesh component 02 to the vehicle 01, thereby providing energy for the vehicle 01 to travel.

[0039] Step S20, based on the power supply of the wire mesh component 02 to the vehicle 01 for driving, setting data can be obtained. The setting data may include the power of the power battery 12 of the vehicle 01 and the power allocation requirement of the wire mesh component 02. The power allocation requirement of the wire mesh component 02 may include the power that the wire mesh component 02 can output at present.

[0040] Step S30, based on the braking of vehicle 01 and the energy control system of dual-source electrified vehicle 01 being in the first state, the electric energy recovered by braking of vehicle 01 can be transmitted to wire network component 02 through bidirectional DC converter 142. Among them, the first state can include that the power of power battery 12 is greater than or equal to the first set power, and the required power of wire network component 02 is greater than the first set power. The first set power can be 80% of the full load power of wire network component 02, so that when the power of power battery 12 is high and the power demand of wire network component 02 is large, the electric energy recovered by braking of vehicle 01 can be transmitted to wire network component 02, and the electric energy recovered by braking of vehicle 01 can be transmitted to other vehicles in wire network component 02 connected to wire network component 02 for use. In this way, the electric energy recovered by braking can be efficiently utilized, the braking function of vehicle 01 can be realized, and the heavy burden of mechanical braking can be effectively avoided. Since the first set power level can be 80% of the fully charged state of the power battery 12, when the wire network component 02 cannot receive the electric energy recovered by the braking of the vehicle 01, the power battery 12 can have spare space to receive the electric energy recovered by the braking of the vehicle 01, thereby allowing the electric energy recovered by the braking of the vehicle 01 to be efficiently utilized.

[0041] In other embodiments, assuming that the maximum output power of vehicle 01 is Q, the current output power of vehicle 01 is W, the remaining power of vehicle 01 is E=QW, and the power that vehicle 01 can currently output to wire network component 02 is R=0.9*E. When vehicle 01 receives the demand of wire network component 02, if the additional power required by wire network component 02 is T, T≤R, then vehicle 01 can output power T to wire network component 02. If the additional power required by the wire network is Y, Y>R, then vehicle 01 can deliver all the output power R to wire network component 02, and other vehicles 01 in wire network component 02 can deliver the remaining power U=YR to the wire network. This ensures the normal operation of wire network component 02.

[0042] In this embodiment, the energy control method of the dual-source electrified vehicle 01 may further include step S40, which will be described in detail below.

[0043] Step S40, based on the braking of vehicle 01 and the energy control system of dual-source electrified vehicle 01 being in the second state, the electric energy recovered by braking of vehicle 01 is transmitted to the power battery 12 of vehicle 01. Among them, the setting data may also include the road condition state. The road condition state may include the tilt angle and altitude change range of vehicle 01. The second state may include that the power of power battery 12 is less than the second set power, and the road condition state is uphill or flat. The second set power may be 95%. Uphill may include the tilt angle of vehicle 01 being in the first angle range, the first angle range may be within 3° to 15°, and the altitude rises at a set speed. Flat road may include the tilt angle of the vehicle body being in the second angle range, the second angle range may be greater than 0° and less than 3°, and the altitude change of vehicle 01 within the set time is within the set range. When vehicle 01 is traveling on a flat road or in an uphill section, vehicle 01 is usually in a state of outputting a large power to push vehicle 01 to overcome gravity and friction and travel upward. At this time, the electric energy recovered by vehicle 01 during braking is relatively small, and there will be loss in the transmission of electric energy to wire mesh component 02, that is, wire mesh component 02 receives relatively small electric energy, or the electric energy loss during the transmission process is greater than that received by wire mesh component 02, thus causing the electric energy recovered by vehicle 01 during braking to be invalid. Therefore, as long as power battery 12 is not in a fully charged state, the electric energy recovered by vehicle 01 during braking can be directly transmitted to power battery 12, avoiding invalid recovery of electric energy recovered by vehicle 01 during braking, thereby making efficient use of the electric energy recovered by vehicle 01 during braking.

[0044] In this embodiment, the energy control method of the dual-source electrified vehicle 01 may further include step S50, which will be described in detail below.

[0045] Step S50, based on the braking of vehicle 01 and the energy control system of dual-source electrified vehicle 01 being in the third state, the electric energy recovered by braking of vehicle 01 can be transmitted to the wire network component 02 and the power battery 12 respectively. Among them, the setting data can also include the road condition state, and the road condition state can include the tilt angle and altitude change range of vehicle 01. The third state can include that the road condition state is downhill, the power of the power battery 12 is greater than or equal to the third set power and less than the first set power, and the receiving power demand of the wire network component 02 is greater than the first set power. Downhill can include the vehicle body tilt angle in the third angle range, the third angle range can be within 3°~15°, and the altitude decreases at a set speed. The third set power can be 30% of the full charge state of the power battery 12. When the vehicle 01 is on a downhill section, the power of the power battery 12 is greater than or equal to the third set power and less than the first set power, and the receiving power demand of the wire mesh component 02 is greater than the first set power, at this time, since the power demand of the wire mesh component 02 is large and the electric energy recovered by the vehicle 01 during the downhill section is large, the electric energy recovered by the vehicle 01 during the braking can be transmitted to the wire mesh component 02 and the power battery 12 respectively. In this way, the electric energy recovered by the vehicle 01 during the braking can be efficiently used.

[0046] In this embodiment, in step S50, the electric energy recovered by the vehicle 01 during braking is transmitted to the wire mesh component 02 and the power battery 12 respectively. The electric energy recovered by the vehicle 01 during braking is A, and the electric energy transmitted to the wire mesh component 02 is B. Among them, the setting data also includes the current position of the vehicle 01. A=Z*X. B=ZA. Z can be the total electric energy recovered by the vehicle 01 during braking, and X can be the proportion coefficient. The distance between the vehicle 01 and the starting point of the wire mesh component 02 is proportional to X and 0<X<1. The third state can also include the set range of mileage covered by the vehicle 01 traveling to the wire mesh component 02. Since the wire mesh component 02 does not necessarily cover the entire mileage traveled by the vehicle 01, when the vehicle 01 is on a road section without the wire mesh component 02, the vehicle 01 can only use the power battery 12 to power the vehicle 01. Therefore, the distribution ratio of the electric energy recovered by the vehicle 01 during braking can be determined according to the set range of mileage covered by the wire mesh component 02 traveled by the vehicle 01. When vehicle 01 is close to the end of the mileage covered by the wire mesh component 02, the electric energy recovered by vehicle 01 during braking will be more and transmitted to the power battery 12, that is, the proportion of X is higher, so as to ensure that after vehicle 01 leaves the wire mesh component 02, the power battery 12 has enough power to power vehicle 01. When vehicle 01 is close to the starting point of the mileage covered by the wire mesh component 02, the power of the power battery 12 is relatively sufficient, and the electric energy recovered by vehicle 01 during braking can be less and transmitted to the power battery 12, that is, the proportion of X is lower, so that sufficient power can be left for other vehicles 01 in the wire mesh component 02, thereby making the wire mesh component 02 run stably.

[0047] In this embodiment, A≥Z*X. In this way, safety redundancy can be reserved for the power battery 12. That is, more electric energy is transmitted to the power battery 12 by the electric energy recovered by the vehicle 01 during braking, so as to give priority to ensuring the normal driving of the vehicle 01, thereby avoiding the failure of the line network component 02 and other working conditions that cause the vehicle 01 to be unable to operate.

[0048] In this embodiment, the energy control method of the dual-source electrified vehicle 01 further includes step S60, which will be described in detail below.

[0049] Step S60, based on the braking of vehicle 01 and the energy control system of dual-source electrified vehicle 01 being in the fourth state, the electric energy recovered by braking of vehicle 01 is transmitted to wire network component 02. Among them, the fourth state may include that the power of power battery 12 is greater than or equal to the first set power, the road condition state may be downhill, and the receiving power demand of wire network component 02 is greater than the first set power. When vehicle 01 is on a downhill slope, since the power of power battery 12 is relatively sufficient, the electric energy recovered by braking of vehicle 01 can be transmitted to wire network component 02, and when the road section that does not cover wire network component 02 or the power demand of wire network component 02 is small and cannot accept the electric energy recovered by braking of vehicle 01, it can be ensured that power battery 12 has a certain amount of margin space to accept the electric energy recovered by braking of vehicle 01, thereby further ensuring that the electric energy recovered by braking of vehicle 01 is efficiently utilized.

[0050] In some other embodiments, when the power level of the power battery 12 is less than 20% of the full power level of the power battery 12, the electric energy recovered by the vehicle 01 during braking will be fully transferred to the power battery 12. Thus, when the wire grid component 02 cannot supply energy or the vehicle 01 leaves the road section covering the wire grid component 02, it can avoid the situation where the power level of the power battery 12 is too low, causing the vehicle 01 to be unable to drive normally.

[0051] In this embodiment, the energy control method of the dual-source electrified vehicle 01 may further include step S70, which will be described in detail below.

[0052] Step S70, based on the fact that the receiving power demand of the wire mesh component 02 is greater than the second set power, the vehicle 01 that travels within the first set range of the mileage covered by the wire mesh component 02 and the power of the power battery 12 is greater than the fourth set power transmits the power of the power battery 12 to the wire mesh component 02. The second set power is greater than the first set power. The first set range can be 0% to 50% of the mileage covered by the wire mesh component 02. The fourth set power can be 70% of the fully charged state of the power battery 12. For example, there are other vehicles 01 with low power in the wire mesh component 02 that need to be quickly recharged. At this time, the power demand of the wire mesh component 02 is large and the vehicle 01 travels within the first set range of the mileage covered by the wire mesh component 02. Since the power of the power battery 12 of the vehicle 01 is relatively sufficient, the wire mesh component 02 of the subsequent mileage can replenish enough power to the vehicle 01, so the power recovered by the braking of the vehicle 01 can be transmitted to the wire mesh component 02. Thereby meeting the operation requirements of the wire mesh component 02.

[0053] In this embodiment, the energy control method of the dual-source electrified vehicle 01 may further include steps S81 to S83, and steps S81 to S83 may be described in detail below.

[0054] Step S81, based on the fact that the receiving power demand of the wire mesh component 02 is greater than the second set power, for example, when there are other vehicles 01 with low power in the wire mesh component 02 that need to be quickly recharged, etc., the estimated driving power of the vehicle 01 within the second set range of the mileage covered by the wire mesh component 02 can be obtained. Among them, the estimated driving power is the power of the vehicle 01 from the end point of the wire mesh component 02 to the end point of the trip. The second set range can be 80% to 100% of the mileage of the vehicle 01 to the coverage range of the wire mesh component 02. After the vehicle 01 leaves the wire mesh component 02, it can be determined whether the power battery 12 has excess power on the premise that the power of the power battery 12 is sufficient for the vehicle 01 to travel to the end point of the trip.

[0055] Step S82, based on the fact that the power of the power battery 12 of the vehicle 01 is greater than the expected driving power within the second set range of the mileage covered by the line network component 02, the transmission power of the vehicle 01 is obtained. The transmission power is the difference between the remaining power of the vehicle 01 and the expected driving power. The expected driving power reserves a safety power redundancy, so as to give priority to ensuring that the vehicle 01 can drive normally to the end of the trip.

[0056] Step S83, based on the obtained transmission power, the vehicle 01 that travels to the second set range of the mileage covered by the wire mesh component 02 transmits the electric energy of the transmission power of the power battery 12 to the wire mesh component 02, so that the wire mesh component 02 can operate normally and stably. When the vehicle 01 travels to the second set range of the mileage covered by the wire mesh component 02, on the premise of ensuring that the power of the power battery 12 is sufficient to support the vehicle 01 to travel to the end of the entire journey, the excess electric energy of the power battery 12 can be transmitted to the wire mesh component 02. And there is usually a charging station at the end of the entire mileage. Since the charging speed of the power battery 12 is faster when it is charged from 20% to 90%, this allows each vehicle 01 to make full use of the power range of the charging station for fast charging, thereby improving the transportation efficiency of the vehicle 01.

[0057] In this embodiment, the energy control method of the dual-source electrified vehicle 01 further includes step S90, which will be described in detail below.

[0058] like Figure 2 As shown, the vehicle 01 may also include an energy consumption unit 15. The energy consumption unit 15 includes a heating unit 151 and a cooling unit 152. The heating unit 151 and the cooling unit 152 are respectively connected to the power battery 12 and are detachably connected. When the power battery 12 of the vehicle 01 has a large amount of electricity and the demand for the wire mesh component 02 is small, the heating unit 151 and the cooling unit 152 can control the temperature of the power battery 12 to consume the electric energy of the power battery 12 without changing the temperature of the power battery 12. Thereby, the power battery 12 has enough spare space to receive the electric energy recovered by the braking of the vehicle 01, so that the electric energy recovered by the braking of the vehicle 01 can be used for braking, reducing the intervention of mechanical braking, thereby efficiently utilizing the electric energy recovered by the braking of the vehicle 01.

[0059] Step S90, based on the braking of vehicle 01 and the energy control system of dual-source electrified vehicle 01 being in the fifth state, the electric energy recovered by braking of vehicle 01 is respectively transmitted to power battery 12 and the energy consumption unit 15 of vehicle 01 is in operation. Among them, the fifth state includes that the receiving power demand of wire mesh component 02 is less than or equal to the first set power and the power of power battery 12 is greater than or equal to the first set power. When both vehicle 01 and wire mesh component 02 are unable to receive the electric energy recovered by braking of vehicle 01, the heating part 151 and cooling part 152 of energy consumption unit 15 can be turned on to allow heating part 151 and cooling part 152 to consume the electric energy of power battery 12, while not changing the temperature of power battery 12, to ensure that power battery 12 is at a stable operating temperature. Thereby, power battery 12 has enough margin space to receive the electric energy recovered by braking of vehicle 01. In this way, the electric energy recovered by braking of vehicle 01 can be used for braking, effectively reducing the burden caused by mechanical braking.

[0060] In this embodiment, the energy control system of the dual-source electric vehicle 01 can be applied to any of the above embodiments. Figure 2 As shown, the energy control system of the dual-source electric vehicle 01 may include the vehicle 01 and a wiring network component 02 .

[0061] The vehicle 01 may include a vehicle body 11, a power battery 12, a connection unit 13, and an electronic control unit 14. The vehicle body 11 may be detachably connected to the power battery 12. The connection unit 13 may be detachably connected to the vehicle body 11. The electronic control unit 14 may include an electronic control box 141 and a bidirectional DC converter 142. The electronic control box 141 may be detachably and electrically connected to the vehicle body 11. The bidirectional DC converter 142 may be detachably connected to the vehicle body 11. The bidirectional DC converter 142 may be electrically connected to the connection unit 13. The electronic control box 141 may be electrically connected to the bidirectional DC converter 142. The power battery 12 may be electrically connected to the electronic control box 141. The wire mesh assembly 02 may be electrically connected to the connection unit 13. The electronic control box 141 may distribute power to the high-voltage electrical components of the vehicle 01.

[0062] The wire mesh component 02 may include a wire mesh unit 21 and an energy storage unit 22, and the wire mesh component 02 may be electrically connected to the connection unit 13. The wire mesh unit 21 may transmit electric energy to the bidirectional DC converter 142 through the connection unit 13, and the bidirectional DC converter 142 may reduce the high-voltage DC power of the wire mesh unit 21 and transmit it to the power battery 12, thereby achieving the purpose of the wire mesh component 02 supplying energy to the vehicle 01 for driving. The electric energy recovered by the braking of the vehicle 01 may be supplied to the vehicle 01 for driving, or may be transmitted to the wire mesh unit 21 through the bidirectional DC converter 142. Thus, the electric energy recovered by the braking of the vehicle 01 is efficiently utilized. When the wire mesh unit 21 needs to be powered, the energy storage unit 22 may be discharged. The energy storage unit 22 may supply energy to the wire mesh unit 21 when the substation fails, thereby ensuring the stable operation of the wire mesh component 02.

[0063] Those skilled in the art will appreciate that the above-mentioned embodiments are specific examples for implementing the present disclosure, and in actual applications, various changes may be made thereto in form and detail without departing from the scope of the present disclosure.

Claims

1. A dual-source electrified vehicle energy control method, characterized in that: The dual-source electrified vehicle energy control method comprises: Step S10, based on the electrical connection between the wire mesh component and the vehicle, the wire mesh component supplies energy to the vehicle for driving; Step S20, based on the wire mesh component supplying energy to the vehicle for driving, obtaining setting data; wherein the setting data includes the power level of the power battery of the vehicle and the power distribution requirement of the wire mesh component; Step S30, based on the vehicle braking and the dual-source electrified vehicle energy control system being in the first state, the electric energy recovered by the vehicle braking is transmitted to the wire network component; wherein, the first state includes the power of the power battery being greater than or equal to the first set power and the required power of the wire network component being greater than the first set power.

2. The energy control method of a dual-source electrified vehicle according to claim 1, characterized in that: The dual-source electrified vehicle energy control method further includes: Step S40, based on the vehicle braking and the dual-source electrified vehicle energy control system being in the second state, the electric energy recovered by the vehicle braking is transmitted to the power battery of the vehicle; wherein the setting data also includes the road condition; the second state includes that the power of the power battery is less than the second set power and the road condition is uphill or flat.

3. The energy control method of a dual-source electrified vehicle according to claim 1, characterized in that: The dual-source electrified vehicle energy control method further includes: Step S50, based on the vehicle braking and the dual-source electrified vehicle energy control system being in the third state, the electric energy recovered by the vehicle braking is transmitted to the wire network component and the power battery respectively; wherein the setting data also includes a road condition; the third state includes that the road condition is downhill, the power of the power battery is greater than or equal to a third set power and less than the first set power, and the receiving power demand of the wire network component is greater than the first set power.

4. The energy control method of a dual-source electrified vehicle according to claim 3, characterized in that: In the step S50, the electric energy recovered by the vehicle braking is transmitted to the wire mesh component and the power battery respectively. The electric energy recovered by the vehicle braking is A, and the electric energy transmitted to the power battery is B; wherein, the setting data also includes the current position of the vehicle; A=Z*X; B=ZA; Z is the total electric energy recovered by the vehicle braking, and X is the proportion coefficient; the distance between the vehicle and the starting point of the wire mesh component is proportional to X and 0<X<1; the third state also includes the vehicle driving to the set range of mileage covered by the wire mesh component.

5. The energy control method of a dual-source electrified vehicle according to claim 4, characterized in that: A≥Z*X.

6. The energy control method of a dual-source electrified vehicle according to claim 3, characterized in that: The dual-source electrified vehicle energy control method further includes: Step S60, based on the vehicle braking and the dual-source electrified vehicle energy control system being in the fourth state, the electric energy recovered by the vehicle braking is transmitted to the wire network component; wherein, the fourth state includes that the power of the power battery is greater than or equal to the first set power, the road condition is downhill, and the receiving power demand of the wire network component is greater than the first set power.

7. The energy control method of a dual-source electrified vehicle according to claim 1, characterized in that: The dual-source electrified vehicle energy control method further includes: Step S70, based on the fact that the receiving power demand of the wire mesh component is greater than the second set power, a vehicle traveling within the first set range of the mileage covered by the wire mesh component and whose power battery power is greater than a fourth set power transmits the power energy of the power battery to the wire mesh component.

8. The energy control method of a dual-source electrified vehicle according to claim 1, characterized in that: The dual-source electrified vehicle energy control method further includes: Step S81, based on the fact that the received power demand of the wire mesh component is greater than the second set power, obtaining the estimated running power of the vehicle within the second set range of the mileage covered by the wire mesh component; wherein the estimated running power is the power of the vehicle from the end point of the wire mesh component to the end point of the trip; Step S82, based on the fact that the power battery of the vehicle traveling within the second set range of the mileage covered by the wire mesh component is greater than the estimated driving power, the transmission power of the vehicle is obtained; wherein the transmission power is the difference between the remaining power of the vehicle and the estimated driving power; Step S83, based on the obtained transmission power, the vehicle travels to a second set range of the mileage covered by the wire mesh component and transmits the electric energy of the transmission power of the power battery to the wire mesh component.

9. A dual-source electrified vehicle energy control method according to claim 1 or 3, characterized in that: The dual-source electrified vehicle energy control method further includes: Step S90, based on the vehicle braking and the dual-source electrified vehicle energy control system being in the fifth state, the electric energy recovered by the vehicle braking is transmitted to the power battery respectively and the energy consumption units of the vehicle are running; wherein, the fifth state includes that the receiving power demand of the wire network component is less than or equal to the first set power and the power of the power battery is greater than or equal to the first set power.

10. A dual-source electrified vehicle energy control system, characterized in that: The dual-source electrified vehicle energy control system is applied to a dual-source electrified vehicle energy control method as described in any one of claims 1 to 9, and the dual-source electrified vehicle energy control system includes: A vehicle, comprising a vehicle body, a power battery, a connection unit, and an electronic control unit; the vehicle body is detachably connected to the power battery; the connection unit is detachably connected to the vehicle body; the electronic control unit comprises an electronic control box and a bidirectional DC converter; the electronic control box is detachably connected and electrically connected to the vehicle body; the bidirectional DC converter is detachably connected to the vehicle body; the bidirectional DC converter is electrically connected to the connection unit; the electronic control box is electrically connected to the bidirectional DC converter; the power battery is electrically connected to the electronic control box; A wire mesh component is electrically connected to the connection unit.

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