Charging management method and device for plug-in hybrid electric vehicle and vehicle

Abstract

The invention relates to the technical field of new energy automobiles, and provides a plug-in hybrid electric vehicle charging management method and device and an automobile. The method comprises the steps that under the condition that an automobile is charged, the charging mode of the automobile and the charging scene of a battery pack in the charging mode are determined, and the charging scene is the actual working state of the battery pack in the charging mode; and according to the automobile energy state data and a preset engine power compensation strategy, an energy management strategy of the automobile in the charging scene is determined so as to control the power of the power converter and the heat management system. According to the invention, when the plug-in hybrid vehicle is charged, energy management strategies during alternating current charging and direct current charging are respectively designed according to preheating before charging, during charging and non-charging scenes, and the output power distribution of the vehicle is optimized, so that the vehicle use experience and the vehicle use safety of a user are improved.

Description

Technical Field

[0001] The present application relates to the technical field of new energy vehicles, and in particular to a charging management method, device and vehicle for a plug-in hybrid electric vehicle. Background Art

[0002] Plug-in hybrid electric vehicle (PHEV), also known as plug-in hybrid electric vehicle, plug-in hybrid electric vehicle or plug-in hybrid vehicle, is a type of hybrid electric vehicle. Compared with general hybrid electric vehicles, the feature of PHEV is that its rechargeable battery can be charged by the generator driven by the internal combustion engine of the car, and can also be charged by plugging in an external power source. Generally speaking, the battery capacity of PHEV is smaller than that of pure electric vehicles, but mostly larger than that of ordinary hybrid electric vehicles. In addition, like pure electric vehicles, plug-in hybrid electric vehicles also have a battery management system that is responsible for monitoring, protecting, controlling and optimizing the working status of the battery to ensure battery safety, life and performance. However, the plug-in hybrid models currently on the market do not have energy management strategies designed for charging scenarios, which makes the car have the risk of lowering the battery power and overcharging the battery pack. Summary of the invention

[0003] In view of this, the embodiments of the present application provide a plug-in hybrid electric vehicle charging management method, device and vehicle to solve the technical problem that existing plug-in hybrid electric vehicle models do not have an energy management strategy for charging scenarios.

[0004] According to a first aspect of an embodiment of the present application, a method for charging management of a plug-in hybrid electric vehicle is provided, comprising: when the vehicle is charging, determining the charging mode of the vehicle and the charging scenario of the battery pack under the charging mode; and determining the energy management strategy of the vehicle under the charging scenario according to the energy status data of the vehicle and a preset engine power compensation strategy, so as to control the power of the power converter and the thermal management system.

[0005] According to a second aspect of an embodiment of the present application, a charging management device for a plug-in hybrid electric vehicle is provided, comprising: a state identification module, configured to determine the charging mode of the vehicle and the charging scenario of the battery pack under the charging mode when the vehicle is charging; an energy management module, configured to determine the energy management strategy of the vehicle under the charging scenario according to the vehicle energy state data and a preset engine power compensation strategy, so as to control the power of the power converter and the thermal management system.

[0006] According to a third aspect of an embodiment of the present application, a vehicle is provided, comprising a generator, a battery pack and a battery management system. The battery management system comprises at least a memory, a processor and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps of the above method are implemented.

[0007] The plug-in hybrid vehicle charging management method provided by the embodiment of the present application has the following beneficial effects compared with the prior art: by designing energy management strategies for AC charging and DC charging according to the preheating before charging, charging, and non-charging scenarios when charging the plug-in hybrid vehicle, the vehicle output power distribution is optimized, and the optimization includes but is not limited to distinguishing between battery and passenger compartment requirements and controlling the passenger compartment air conditioning power, thereby improving the user experience and safety of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0009] Figure 1 It is a flow chart of a plug-in hybrid electric vehicle charging management method provided in an embodiment of the present application;

[0010] Figure 2 It is a structural schematic diagram of a plug-in hybrid electric vehicle charging management device provided in an embodiment of the present application;

[0011] Figure 3 It is a partial structural schematic diagram of a car provided in an embodiment of the present application;

[0012] Figure 4 It is a structural schematic diagram of a battery management system provided in an embodiment of the present application. DETAILED DESCRIPTION

[0013] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application may also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present application.

[0014] For cars with battery packs, such as plug-in hybrid vehicles, energy distribution during charging is particularly important. However, current plug-in hybrid models are not designed with energy management strategies for charging scenarios, and there is a risk of low battery level and overcharging of the battery pack.

[0015] In view of the above problems, an embodiment of the present application provides a plug-in hybrid electric vehicle charging management method, and designs different energy management strategies for plug-in hybrid electric vehicles in DC and AC charging scenarios, so as to expand the energy source and optimize the energy distribution of the vehicle.

[0016] Furthermore, the embodiment of the present application also provides a charging management method for a plug-in hybrid vehicle, which mainly identifies the charging mode and the charging scenario of the battery pack, combines the vehicle energy status data and the engine start strategy, and formulates energy management strategies for different charging scenarios to optimize the vehicle's output power distribution, thereby improving the charging efficiency and the overall performance of the power system, ensuring that the energy flow can be effectively managed during the charging process, and extending the service life of the battery pack.

[0017] See also Figure 1 In a first embodiment of the present application, a plug-in hybrid electric vehicle charging management method is provided, such as Figure 1 As shown, the plug-in hybrid electric vehicle charging management method includes the following steps:

[0018] S101, when the vehicle is being charged, determining a charging mode of the vehicle and a charging scenario of the battery pack under the charging mode;

[0019] S102, determining an energy management strategy of the vehicle in a charging scenario according to the vehicle energy state data and a preset engine power compensation strategy, so as to control the power of a power converter and a thermal management system.

[0020] This embodiment provides a corresponding energy management strategy for charging scenarios of the battery pack under different charging modes. The energy management strategy includes but is not limited to controlling the air conditioning power of the passenger compartment by differentiating the power requirements of the battery and the passenger compartment, thereby improving the user experience and safety of the vehicle.

[0021] In practical applications, plug-in hybrid electric vehicles can be charged with AC power or DC power. When charging, the battery pack can have different charging scenarios, including but not limited to the preheating state before charging, the charging state, and the plug-in non-charging state. When charging the car, it can first detect whether the car is currently using AC charging or DC charging, and then detect the charging scenario of the battery pack, so as to grasp the charging scenario of the battery pack in real time during the charging process of the car.

[0022] In some optional embodiments, in the above step S101, determining the charging mode of the vehicle and the charging scenario of the battery pack in the charging mode includes: determining the charging mode of the vehicle, the charging mode includes an AC charging mode and a DC charging mode; when the vehicle is in the AC charging mode, determining the current charging scenario of the battery pack, the charging scenario includes a preheating state before AC charging, an AC charging state, or an AC plug-in non-charging state; when the vehicle is in the DC charging mode, determining the current charging scenario of the battery pack, the charging scenario includes a preheating state before DC charging, a DC charging state, or a DC plug-in non-charging state.

[0023] Specifically, the charging modes of the car include AC charging mode and DC charging mode; when the car is in AC charging mode, the current charging scenario of the battery pack is determined, and the charging scenarios include the preheating state before AC charging, the AC charging state, or the AC plug-in non-charging state; when the car is in DC charging mode, the current charging scenario of the battery pack is determined, and the charging scenarios include the preheating state before DC charging, the DC charging state, or the DC plug-in non-charging state.

[0024] AC charging mode (AC Charging) and DC charging mode (DC Charging) are the two main ways to charge electric vehicles. When using AC for charging, the charging inverter inside the car is usually required to convert AC into DC in order to charge the battery. When using DC for charging, the DC is directly sent to the battery, omitting the inverter conversion process inside the car, and the charging efficiency is higher.

[0025] There is no unique way to identify the charging mode of a car. For example, by monitoring the charging voltage and current characteristics, AC charging is usually manifested as an AC voltage (e.g., 230V or 400V, frequency 50 / 60Hz), while DC charging is manifested as a DC voltage (e.g., 50V to 800V). If the monitored current is in AC form (sine wave), it is AC charging; if it is a DC constant current, it is DC charging. For another example, since the communication protocol between the charging pile and the car is also different, the car can obtain the signal sent by the charging pile through a communication interface (such as CAN bus or power line communication) to determine the charging mode it supports. For another example, the battery management system of the car can identify the charging mode when receiving the charging signal based on the preset configuration file and algorithm. Of course, other methods can also be used in practice to determine the charging mode of the car, and the embodiments of the present application are not limited to this.

[0026] When charging a car, the battery pack has a preheating state before charging, a charging state, and a plug-in non-charging state. Specifically, when charging with AC power, the battery management system can be used to obtain the current charging scenario of the battery pack, and the corresponding charging scenario can be the preheating state before AC charging, the AC charging state, or the AC plug-in non-charging state. When charging with DC power, the battery management system can also be used to obtain the current charging scenario of the battery pack, and the corresponding charging scenario can be the preheating state before DC charging, the DC charging state, or the DC plug-in non-charging state.

[0027] Among them, the specific real-time method of identifying the battery pack charging scene is not unique. For example, taking AC charging as an example, when the charging gun is inserted, the battery management system determines the current state of the battery pack by performing the following steps: If the system detects that the external temperature is lower than the set temperature threshold and starts the battery preheating function, it is determined that the battery pack is currently in the preheating state before AC charging; monitor the changes in charging current and voltage. If the current reaches the threshold (for example, 10A), the battery voltage is within the target range (for example, 380V), and the battery preheating function is started, it is determined that the battery pack is currently in the AC charging state; if the current is detected to be 0A, or the charging voltage is lower than the target starting voltage (for example, 48V), it is determined that the battery pack is currently in the AC plug-in non-charging state.

[0028] In addition, since the working principle of the battery pack charging scenario recognition method is similar in the scenarios of using direct current to charge the car and using alternating current to charge the car, it will not be repeated here.

[0029] The embodiment of the present application designs energy management strategies for AC charging and DC charging according to the preheating before charging, charging, and non-charging scenarios, and optimizes the output power distribution of the vehicle, including but not limited to controlling DC / DC (abbreviation of Direct Current-Direct Current Converter, translated as power converter) and air conditioning, and intelligently setting the maximum allowable discharge power P of the air conditioning system used in the passenger compartment. 空调MAX , in order to improve the user's car experience and safety.

[0030] In the above step S102, the vehicle energy status data is the real-time operating parameter information of the power system and the electrical system during the vehicle charging process. In a plug-in hybrid vehicle, the power system includes but is not limited to the GCU, range extender and thermal management system; and the electrical system includes but is not limited to the power battery, storage battery, DC / DC, PTC and high-voltage accessories.

[0031] Specifically, the real-time operating parameter information of the power system and electrical system during the vehicle charging process includes but is not limited to: 1. The charging request power P of the battery management system 请求, allowable discharge power P 放电 , remaining power SOC, battery pack charging scenario, and the allowed charging power P within the battery management system 充电 , battery real-time power P 实时 (Charging is negative, discharging is positive); 2. DC / DC input current I DC / DC and voltage U DC / DC , and DC / DC power P DC / DC (kw)=I DC / DC *U DC / DC / 1000; 3.GCU generator power signal P GCU , where GCU is the abbreviation of Generator Control Unit, which can be translated as range extender generator controller or generator control unit; 4. Receive the actual power P of PTC PTC , where PTC is the abbreviation of Positive Temperature Coefficient, which can be translated as resistance heating material; 5. High voltage accessory power P 附件 =P DC / DC +P PTC +P GCU , the car controller needs to change P 附件 Sent to BMS for charging management; 6. The thermal management system calculates the thermal management power requirement P that meets the user's passenger compartment temperature setting 乘员舱 , power P that meets the thermal management requirements of the battery pack 电池包 .

[0032] Furthermore, the preset engine power compensation strategy refers to the selection or setting of the engine start setting item during charging by the user in the energy management interface. Specifically, the engine start setting item during charging includes: 1. Do not allow the engine to be started for power compensation during charging; 2. Allow the engine to be started for power compensation during charging. The user can select one of them as the preset engine power compensation strategy in the energy management interface.

[0033] In some optional embodiments, when charging with AC power, if the battery pack is in a preheating state before AC charging, in the above step S102, the energy management strategy of the vehicle in the charging scenario is determined according to the vehicle energy status data and the preset engine power compensation strategy, including: when it is determined that the battery pack is in a preheating state before AC charging, the power allocation of the power converter and the thermal management system is determined according to the preset first priority strategy; and according to the vehicle output power, the remaining output power is determined after the power requirement of the power converter and the thermal management power requirement of the battery pack are met, and the maximum allowable discharge power of the passenger compartment air conditioning system is controlled to be the smaller of the remaining output power and the preset first power limit value.

[0034] Specifically, when it is determined that the battery pack is in a preheating state before AC charging, the current output power of the vehicle is allocated according to a first priority strategy, wherein the first priority strategy includes: the power consumption of the power converter takes precedence over the actual power consumption of the thermal management system, the actual power consumption of the thermal management system includes the thermal management requirements of the battery pack and the thermal management requirements of the passenger compartment, and the thermal management requirements of the battery pack take precedence over the thermal management requirements of the passenger compartment.

[0035] This embodiment aims at the scenario where the battery pack is in the preheating state before AC charging in AC charging mode. The current output power of the car is allocated according to the first priority strategy to ensure the normal operation of the core functions. Especially in the case of limited output power, the highest level of power consumption requirements are met according to the above-mentioned first priority strategy, so as to achieve reasonable power allocation between the battery pack and other systems of the car, thereby improving system reliability and energy utilization. And by giving priority to meeting the power requirements of DC / DC and battery pack thermal management, and then intelligently adjusting the power usage of the air-conditioning system according to the remaining energy, the normal operation of key systems is guaranteed, the energy utilization efficiency of the car is improved, and the relationship between passenger comfort and energy consumption is balanced.

[0036] Further, when the current output power of the vehicle is determined, the first remaining output power after the current output power of the vehicle satisfies the power requirements of the power converter and the thermal management power requirements of the battery pack is calculated, and the maximum allowable discharge power of the air conditioning system used in the passenger compartment is limited to the smaller of the first remaining output power and the first power limit value. In this embodiment, the remaining output power includes the first remaining output power.

[0037] For example, in AC charging mode, the energy for the vehicle's output power comes from OBC (On-Board Charger) output, battery pack and engine power generation, and the high-voltage loads mainly include DC / DC, thermal management system and battery pack. In the scenario where the battery pack charging scenario is in the preheating state before AC charging, the energy for the vehicle's output power comes from OBC output, and the corresponding energy management strategy is: power consumption priority is: DC / DC power consumption > actual power consumption of thermal management system, where the actual power consumption of thermal management system includes battery pack thermal management requirements and passenger compartment thermal management requirements, and battery pack thermal management requirements > passenger compartment thermal management requirements. And, according to the calculation formula, P 请求 -P DC / DC -P 电池包 The first remaining output power after the current output power of the vehicle satisfies the power requirements of the power converter and the thermal management power requirements of the battery pack is calculated, and the maximum allowable discharge power of the air conditioning system is set to the smaller one of the first remaining output power and the first power limit value (for example, 10 kW), so as to intelligently set the maximum allowable discharge power P of the air conditioning system used in the passenger compartment.空调MAX .

[0038] It can be seen that the embodiments of the present application ensure the normal operation of key systems, improve the energy utilization efficiency of the vehicle, and balance the relationship between passenger comfort and energy consumption by giving priority to meeting the power requirements of DC / DC and battery pack thermal management, and then intelligently adjusting the power usage of the air-conditioning system according to the remaining energy.

[0039] Furthermore, in some optional embodiments, when charging with AC power, if the battery pack is in the AC charging state, in the above step S102, the energy management strategy of the vehicle in the charging scenario is determined according to the vehicle energy state data and the preset engine power compensation strategy, including: when it is determined that the battery pack is in the AC charging state, the power allocation of the power converter and the thermal management system is determined according to the preset second priority strategy; when the battery charge state of the battery pack and the allowable discharge power of the vehicle meet the target requirements, the output power of the vehicle is determined according to the preset engine power compensation strategy to meet the power requirements of the power converter and / or the thermal management power of the battery pack. The remaining output power after the demand; and according to the remaining output power and the preset first power limit value, determine the maximum allowable discharge power of the passenger compartment air conditioning system; when the battery state of charge of the battery pack and the allowable discharge power of the vehicle do not meet the target requirements, determine the adjustment power according to the preset engine power compensation strategy, the thermal management power demand set by the passenger compartment temperature and the generator power demand; determine the remaining output power of the vehicle output power after meeting at least one of the adjustment power, the power demand of the power converter and the thermal management power demand of the battery pack, and determine the maximum allowable discharge power of the passenger compartment air conditioning system according to the adjustment power, the remaining output power and the first power limit value.

[0040] Specifically, when it is determined that the battery pack is in an AC charging state, the current output power of the vehicle is allocated according to a second priority strategy, wherein the second priority strategy includes: the power consumption of the power converter takes precedence over the actual power consumption of the thermal management system, the actual power consumption of the thermal management system takes precedence over the battery pack charging power, the actual power consumption of the thermal management system includes the thermal management requirements of the battery pack and the thermal management requirements of the passenger compartment, and the thermal management requirements of the battery pack take precedence over the thermal management requirements of the passenger compartment.

[0041] In this embodiment, the target requirement includes that the battery state of charge is greater than a preset charge threshold, and the vehicle's allowable discharge power is greater than a preset discharge power threshold. Therefore, by detecting whether the battery state of charge is greater than the preset charge threshold, and the vehicle's allowable discharge power is greater than the preset discharge power threshold;

[0042] If the target requirements are met, the preset engine power compensation strategy is identified: when the preset engine power compensation strategy is to allow the engine to be started during charging, the current output power of the vehicle is determined, and the second remaining output power after the current output power of the vehicle preferentially meets the power demand of the power converter and the thermal management power demand of the battery pack is calculated, and the maximum allowable discharge power of the air-conditioning system used in the passenger compartment is limited to the smaller of the second remaining output power and the first power limit value; when the preset engine power compensation strategy is to not allow the engine to be started during charging, the current output power of the vehicle is determined, and the third remaining output power after the current output power of the vehicle preferentially meets the thermal management power demand of the battery pack is calculated, and the maximum allowable discharge power of the air-conditioning system used in the passenger compartment is limited to the smaller of the third remaining output power and the first power limit value;

[0043] If the target requirement is not met, the preset engine power compensation strategy is identified: when the preset engine power compensation strategy is to allow the engine to be started during charging, the first adjustment power is determined according to the thermal management power demand and the generator power demand set by the passenger compartment temperature; and the current output power of the vehicle is determined, and the fourth residual output power after the current output power of the vehicle preferentially meets the power demand of the power converter and the thermal management power demand of the battery pack is calculated, and the maximum allowable discharge power of the air conditioning system used in the passenger compartment is limited to the smaller of the fourth residual output power and the first adjustment power; when the preset engine power compensation strategy is to not allow the engine to be started during charging, the second adjustment power is determined according to the thermal management power demand set by the passenger compartment temperature; and the current output power of the vehicle is determined, and the fifth residual output power after the current output power of the vehicle preferentially meets the thermal management power demand of the battery pack and the second adjustment power is calculated, and the maximum allowable discharge power of the air conditioning system used in the passenger compartment is limited to the smaller of the fifth residual output power and the first power limit value. In this embodiment, the residual output power includes the second residual output power, the third residual output power, the fourth residual output power, and the fifth residual output power.

[0044] When the battery pack is in AC charging state, the energy management strategy also includes power consumption priority and the maximum allowable discharge power P of the air conditioning system used in the passenger compartment. 空调MAX Among them, according to the current battery charge state of the battery pack and the size of the vehicle's allowable discharge power, the maximum allowable discharge power P of the air conditioning system is different. 空调MAX The maximum allowable discharge power P of the air conditioning system will be adjusted according to the preset engine power compensation strategy. 空调MAX In this embodiment, the maximum allowable discharge power of the air conditioning system is P 空调MAX There are multiple scenarios, but the power consumption priority is the same in each scenario.

[0045] For example, when the battery pack is in AC charging mode, the energy for the vehicle's output power comes from the OBC output, the battery pack, and the engine power generation. The energy management strategy is:

[0046] First, the power consumption priority is: DC / DC power consumption > actual power consumption of thermal management system (priority: battery pack thermal management requirements > passenger compartment thermal management requirements) > battery pack charging power. Here, the preset charge threshold is preferably 5%, and the preset discharge power threshold is preferably 10kW. Of course, the actual charge threshold and discharge power threshold can also be other values, which are not limited in the embodiments of the present application.

[0047] Second, according to the SOC of the battery pack and the allowable discharge power of the vehicle, the maximum allowable discharge power P of the air conditioning system used in the passenger compartment is intelligently set. 空调MAX .

[0048] First, when SOC>5% and P 放电 >10kW, when the setting item of engine start during charging is "Allow engine start during charging", the energy source of the vehicle output power includes the allowable discharge power P 放电 , the charging request power P of the battery management system 请求 and generator power P GCU , then the formula P 放电 +P 请求 +P GCU -P DC / DC -P 电池包 The second remaining output power after the current output power of the vehicle satisfies the power requirements of the power converter and the thermal management power requirements of the battery pack is calculated, and the maximum allowable discharge power of the air conditioning system is limited to the smaller of the second remaining output power and the first power limit value (for example, 10KW). When the setting item of the engine start during charging is that the engine is not allowed to start during charging, the energy source of the vehicle output power includes the allowable discharge power P 放电 , Charging request power P 请求 and the power converter power P DC / DC , then the formula P 放电 +P 请求 +P DC / DC -P 电池包 To calculate the third remaining output power after the current output power of the vehicle satisfies the thermal management power requirement of the battery pack, and set the maximum allowable discharge power of the air-conditioning system to the smaller of the third remaining output power and the first power limit value (for example, 10KW).

[0049] Second, when SOC≤5% or P 放电When the engine start setting item is set to "Allow engine start during charging", the energy source of the vehicle output power includes the allowable discharge power P 放电 , the charging request power P of the battery management system 请求 and generator power P GCU , then the formula P 请求 +P GCU -P DC / DC -P 电池包 To calculate the fourth remaining output power after the current output power of the vehicle satisfies the power requirements of the power converter and the thermal management power requirements of the battery pack, and limit the maximum allowable discharge power of the air-conditioning system to the smaller of the fourth remaining output power and the first adjustment power.

[0050] The first adjustment power a can be determined by the following Table 1:

[0051] <![CDATA[P 乘员舱 \P GCU ]]> 0-2 2-5 5-10 0-2 2 2 2 2-5 5 3 3 5-10 10 8 8

[0052] Table 1: Lookup table for the first adjustment power

[0053] In Table 1, the thermal management power requirement P can be set according to the user's passenger compartment temperature. 乘员舱 and generator power P GCU To query the first adjustment power a. It is worth mentioning that, depending on the model of the car, P 乘员舱 and P GCU The range of P is also different. In this embodiment, 乘员舱 and P GCU The optional range is 0-10W.

[0054] When the setting item of engine start during charging is "Do not allow the engine to start during charging", the energy source of the vehicle output power includes the allowable discharge power P 放电 , Charging request power P 请求 and the power converter power P DC / DC , then the formula P 放电 +P 请求 +P DC / DC -P 电池包-b is used to calculate the fifth remaining output power after the current output power of the vehicle satisfies the thermal management power demand of the battery pack and the second adjustment power, and the maximum allowable discharge power of the air-conditioning system is limited to the smaller of the fifth remaining output power and the second adjustment power. Here, the second adjustment power is used to adjust the remaining output power after the power demand of the power converter is met first, so as to control the maximum allowable discharge power of the air-conditioning system, prevent the excessive power demand of the air-conditioning from causing excessive power generation, and cause the original NVH (Noise, Vibration, Harshness in English, which can be translated as noise, vibration and sound roughness) to be too poor, while fully considering the user's passenger compartment comfort needs at this time.

[0055] The second adjustment power b can be determined by the following Table 2:

[0056] <![CDATA[P 乘员舱 ]]> 0-2 2-5 5-10 b 3 2 1

[0057] Table 2: Lookup table for the second adjustment power

[0058] In Table 2, the thermal management power requirement P can be set according to the user's passenger compartment temperature. 乘员舱 To query the second adjustment power b. It is worth mentioning that according to different car models, the thermal management power requirement P set by the user's passenger compartment temperature 乘员舱 The range of P is also different. In this embodiment, 乘员舱 The optional range is 0-10W.

[0059] The embodiment of the present application optimizes the thermal management of the battery pack and the passenger compartment by reasonably allocating the current output power of the vehicle in the AC charging scenario, giving priority to the power requirements of the power converter and the thermal management system, thereby improving the energy utilization efficiency during the battery charging process, and by detecting the battery charge state and judging the engine start strategy, the maximum allowable discharge power of the passenger compartment air conditioning system is limited when the engine is allowed or not allowed to start, ensuring that after the necessary power requirements are met, the power of the air conditioning system will not exceed the remaining output power of the vehicle or the preset power limit value, thereby balancing the management of comfort and energy consumption. This method can effectively control the priority allocation of each power consuming device during the charging process, improve charging efficiency and extend the vehicle's endurance.

[0060] Further, in some optional embodiments, when charging with AC power, if the battery pack is in a plugged-in but not charging state, in the above step S102, the energy management strategy of the vehicle in the charging scenario is determined according to the vehicle energy status data and the preset engine power compensation strategy, including: when the battery pack is in an AC plugged-in but not charging state, the power allocation of the power converter and the thermal management system is determined according to the preset first priority strategy; when the battery state of charge of the battery pack and the allowable discharge power of the vehicle meet the target requirements, the remaining output power of the vehicle output power after meeting the power requirement of the power converter and the thermal management power requirement of the battery pack is determined; and the maximum allowable discharge power of the passenger compartment air conditioning system is determined according to the remaining output power and the first power limit value; when the battery state of charge of the battery pack and the allowable discharge power of the vehicle do not meet the target requirements, the remaining output power of the vehicle output power after meeting the power requirement of the power converter and the thermal management power requirement of the battery pack is determined; and the maximum allowable discharge power of the passenger compartment air conditioning system is determined according to the remaining output power and the preset second power limit value.

[0061] Specifically, when the battery pack is in the AC plug-in non-charging state, the current output power of the vehicle is allocated according to the first priority strategy, and it is determined whether the target requirement is met, that is, whether the battery charge state is greater than a preset charge threshold, and the vehicle's allowable discharge power is greater than a preset discharge power threshold;

[0062] If the target requirements are met, the current output power of the vehicle is determined, and the sixth remaining output power after the current output power of the vehicle satisfies the power requirements of the power converter and the thermal management power requirements of the battery pack is calculated, and the maximum allowable discharge power of the air conditioning system used in the passenger compartment is limited to the smaller of the sixth remaining output power and the first power limit value;

[0063] If the target requirement is not met, the current output power of the vehicle is determined, and the sixth remaining output power after the current output power of the vehicle satisfies the power requirements of the power converter and the thermal management power requirements of the battery pack is calculated, and the maximum allowable discharge power of the air conditioning system used in the passenger compartment is limited to the smaller of the sixth remaining output power and the second power limit value, and the second power limit value is less than the first power limit value. In this embodiment, the remaining output power includes the sixth remaining output power.

[0064] When the battery pack is not charged and is plugged into an AC power source, the energy management strategy also includes power consumption priority and the maximum allowable discharge power P of the air conditioning system used in the passenger compartment. 空调MAXAmong them, the first priority strategy is: the power consumption of the power converter takes precedence over the actual power consumption of the thermal management system. The actual power consumption of the thermal management system includes the thermal management requirements of the battery pack and the thermal management requirements of the passenger compartment, and the thermal management requirements of the battery pack take precedence over the thermal management requirements of the passenger compartment. In addition, according to the current battery charge state of the battery pack and the size of the allowable discharge power of the vehicle, the maximum allowable discharge power P of the air conditioning system is controlled 空调MAX , that is, the maximum allowable discharge power of the air conditioning system P 空调MAX There are various situations.

[0065] For example, when the battery pack is not charged by the AC plug, the energy for the vehicle's output power comes from the battery pack, and the engine will not start when the plug is not charged. The energy management strategy is:

[0066] First, the power consumption priority is: power consumption of the power converter > actual power consumption of the thermal management system. The actual power consumption of the thermal management system includes the thermal management requirements of the battery pack and the thermal management requirements of the passenger compartment, among which the thermal management requirements of the battery pack > the thermal management requirements of the passenger compartment.

[0067] Second, according to the SOC of the battery pack and the allowable discharge power of the vehicle, the maximum allowable discharge power P of the air conditioning system used in the passenger compartment is intelligently set. 空调MAX .

[0068] First, when SOC>5% and P 放电 When the output power of the vehicle is greater than 10kW, the energy source of the vehicle output power is the discharge power P 放电 According to the formula P 放电 -P DC / DC -P 电池包 To calculate the sixth remaining output power after the current output power of the vehicle preferentially meets the power requirements of the power converter and the thermal management power requirements of the battery pack, and limit the maximum allowable discharge power of the air-conditioning system used in the passenger compartment to the smaller of the sixth remaining output power and the first power limit value (for example, 10kW).

[0069] Second, when SOC≤5% or P 放电 When ≤10kW, the energy source of the vehicle output power is the discharge power P 放电 According to the formula P 放电 -P DC / DC -P 电池包 To calculate the sixth remaining output power after the current output power of the vehicle preferentially meets the power requirements of the power converter and the thermal management power requirements of the battery pack, and limit the maximum allowable discharge power of the air-conditioning system used in the passenger compartment to the smaller of the sixth remaining output power and the second power limit value (for example, 3kW).

[0070] In the above example, the preset charge threshold is preferably 5%, and the preset discharge power threshold is preferably 10 kW. Of course, in practice, the charge threshold and the discharge power threshold may also be other values, which is not limited in the embodiments of the present application.

[0071] The embodiment of the present application reasonably allocates the output power of the vehicle according to power priority when the battery pack is in the state of AC plug but not charging, and limits the maximum discharge power of the passenger compartment air conditioning system according to the battery charge state and the allowed discharge power. Regardless of whether the battery charge state exceeds the preset value, the system gives priority to meeting the power requirements of the power converter and the battery pack thermal management, and then limits the power consumption of the air conditioner. When the battery state is low, a smaller power limit value is used to better protect the battery and improve energy efficiency in non-charging scenarios, ensuring a balance between normal operation of the vehicle and passenger comfort.

[0072] In addition, in DC charging mode, energy comes from the output of the charging pile and the battery pack. The high-voltage loads mainly include DC / DC, thermal management system and battery pack. In the DC charging scenario, the power is sufficient for the entire vehicle, so the energy management strategy is also different from the DC charging mode.

[0073] In some optional embodiments, when charging with direct current, if the battery pack is in a preheating state before DC charging, in the above step S102, the energy management strategy of the vehicle in the charging scenario is determined according to the vehicle energy status data and the preset engine power compensation strategy, including: when the battery pack is in a preheating state before DC charging, the power allocation of the power converter and the thermal management system is determined according to the preset first priority strategy; when the charging power is allowed to be zero inside the battery management system, the charging current of the battery management system is adjusted in real time; when the charging power is allowed to be greater than zero and less than the first power threshold inside the battery management system, if there is a thermal management requirement, it is determined that the vehicle output power meets the thermal management power of the battery pack The remaining output power after the demand, and the maximum allowable discharge power of the passenger compartment air-conditioning system is determined according to the remaining output power and a preset third power limit value, wherein the third power limit value is a dynamic value that increases with time, and the initial value of the third power limit value is zero; when the charging power allowed inside the battery management system is greater than or equal to the first power threshold, the charging current is determined according to the sum of the charging power allowed inside the battery management system and the high-voltage accessory power; and when there is a thermal management demand, it is determined that the vehicle output power meets the power demand of the power converter, the thermal management power demand of the battery pack and the remaining output power after the first power threshold, and the maximum allowable discharge power of the passenger compartment air-conditioning system is determined according to the remaining output power.

[0074] Specifically, when the battery pack is in a preheating state before DC charging, the current output power of the vehicle is allocated according to a first priority strategy, wherein the first priority strategy includes: the power consumption of the power converter takes precedence over the actual power consumption of the thermal management system, the actual power consumption of the thermal management system includes the thermal management requirements of the battery pack and the thermal management requirements of the passenger compartment, and the thermal management requirements of the battery pack take precedence over the thermal management requirements of the passenger compartment;

[0075] At the same time, the allowable charging power inside the battery management system is detected: when the allowable charging power inside the battery management system is equal to zero, the charging current of the battery management system is adjusted in real time; when the allowable charging power inside the battery management system is greater than zero and less than the first power threshold, it is determined whether there is a thermal management demand at present: if so, the current output power of the vehicle is determined, and the seventh remaining output power after the current output power of the vehicle satisfies the thermal management power demand of the battery pack is calculated, and the maximum allowable discharge power of the air-conditioning system used in the passenger compartment is limited to the seventh remaining output power and the third power limit value, wherein the initial value of the third power limit value is zero and increases with time, and when the third power limit value increases to exceed the first power limit value, the maximum allowable discharge power of the air-conditioning system used in the passenger compartment is limited to the smaller of the seventh remaining output power and the first power limit value;

[0076] When the charging power allowed inside the battery management system is greater than or equal to the first power threshold, the charging current is controlled according to the sum of the charging power allowed inside the battery management system and the high-voltage accessory power, and it is determined whether there is a thermal management requirement at present: if so, the current output power of the vehicle is determined, and the eighth remaining output power after the current output power of the vehicle preferentially meets the power requirements of the power converter, the thermal management power requirements of the battery pack, and the first power threshold is calculated, and the maximum allowable discharge power of the air conditioning system used in the passenger compartment is limited to the eighth remaining output power. In this embodiment, the remaining output power includes the seventh remaining output power and the eighth remaining output power.

[0077] Specifically, when the battery pack is in the preheating state before DC charging, the energy comes from the output of the fast charging pile and the battery pack. The battery thermal management before DC charging is performed, and the battery cannot be disconnected from the high voltage. The corresponding energy management strategy also includes power consumption priority and controls the maximum allowable discharge power P of the air conditioning system used in the passenger compartment. 空调MAX .

[0078] For example, in an application scenario, when the battery pack is in a preheating state before DC charging, the energy management strategy of the vehicle is:

[0079] First, the power consumption priority is: power consumption of the power converter > actual power consumption of the thermal management system. The actual power consumption of the thermal management system includes the thermal management requirements of the battery pack and the thermal management requirements of the passenger compartment. Among them, the thermal management requirements of the battery pack > the thermal management requirements of the passenger compartment.

[0080] Second, adjust the maximum allowable discharge power P of the air conditioning system used in the passenger compartment according to the allowable charging power inside the battery management system. 空调MAX .

[0081] First, when P 充电 = 0kW, the battery management system adjusts the charging current in real time, P 实时 Between 0-1kW, the regulation target is P 实时 =0kW. Specifically, if P 实时 Between 0 and 1kW, when there is a need for thermal management, the 1kW-P 电池包 To calculate the seventh remaining output power after the current output power of the vehicle meets the thermal management power requirements of the battery pack, and P 空调MAX Initially set to MAX (1kW-P 电池包 , 0 increase by 1kW every 5s until min(P 请求 -P 电池包 , 10kW), that is, the maximum allowable discharge power of the air conditioning system used in the passenger compartment is limited to the larger one of the seventh residual output power and the third power limit value, wherein the third power limit value has an initial value of zero and increases with time. When the third power limit value increases to exceed the first power limit value, then according to min(P 请求 -P 电池包 , 10kW) to limit the maximum allowable discharge power of the air-conditioning system used in the passenger compartment to the smaller of the seventh residual output power and the first power limit value.

[0082] Second, when P 充电 >1kW, according to the allowable charging power P in the battery management system 充电 +P 附件 To control the charging current, P 附件 is the power of high voltage accessories; if P 实时 >1kW, if there is a need for thermal management, then according to the formula P 请求 -P DC / DC -P 电池包 -1kW is used to calculate the current output power of the vehicle to first meet the power requirements of the power converter, the thermal management power requirements of the battery pack and the eighth remaining output power after the first power threshold, and according to P 空调MAX =P 请求 -P DC / DC -P 电池包-1kW to control the maximum allowable discharge power of the air conditioning system used in the passenger compartment.

[0083] The embodiment of the present application ensures that the priority requirements of thermal management of the power converter and the battery pack are met by reasonably allocating the vehicle output power according to the power consumption priority when the battery pack is in the preheating state before DC charging. The charging current is dynamically adjusted according to the charging power allowed within the battery management system, and the maximum allowable discharge power of the passenger compartment air conditioning system is limited when there is a need for thermal management. This solution flexibly adjusts the power limit of the air conditioning system when the battery allows the charging power to change, especially when the initial power value is zero and gradually increases. By limiting the air conditioning power, the system is prevented from overloading, energy efficiency management and passenger comfort during the charging process are ensured, and the safety and efficiency of preheating charging are improved.

[0084] Further, in some optional embodiments, when charging with direct current, if the battery pack is in a charging state, in the above step S102, the energy management strategy of the vehicle in the charging scenario is determined according to the vehicle energy status data and the preset engine power compensation strategy, including: when the battery pack is in a DC charging state, the power allocation of the power converter and the thermal management system is determined according to the preset second priority strategy; when the battery state of charge of the battery pack and the allowable discharge power of the vehicle meet the target requirements, the remaining output power after the vehicle output power meets the power requirement of the power converter and the thermal management power requirement of the battery pack is determined, and the maximum allowable discharge power of the passenger compartment air conditioning system is determined according to the remaining output power and the preset first power limit value; when the battery state of charge of the battery pack and the allowable discharge power of the vehicle do not meet the target requirements, the remaining output power after the vehicle output power meets the power requirement of the power converter and the thermal management power requirement of the battery pack is determined, and the maximum allowable discharge power of the passenger compartment air conditioning system is determined according to the remaining output power and the second power limit value.

[0085] Specifically, when the battery pack is in a DC charging state, the current output power of the vehicle is allocated according to the second priority strategy, wherein the second priority strategy includes: the power consumption of the power converter takes precedence over the actual power consumption of the thermal management system, the actual power consumption of the thermal management system takes precedence over the charging power of the battery pack, the actual power consumption of the thermal management system includes the thermal management requirements of the battery pack and the thermal management requirements of the passenger compartment, and the thermal management requirements of the battery pack take precedence over the thermal management requirements of the passenger compartment;

[0086] Further, determine whether the battery charge state and the allowable discharge power of the vehicle meet the target requirements, that is, detect whether the battery charge state is greater than a preset charge threshold, and the allowable discharge power of the vehicle is greater than a preset discharge power threshold: if the target requirements are met, determine the current output power of the vehicle, and calculate the ninth remaining output power after the current output power of the vehicle preferentially meets the power requirements of the power converter and the thermal management power requirements of the battery pack, and limit the maximum allowable discharge power of the air conditioning system used in the passenger compartment to the smaller of the ninth remaining output power and the first power limit value; if the target requirements are not met, determine the current output power of the vehicle, and calculate the tenth remaining output power after the current output power of the vehicle preferentially meets the power requirements of the power converter and the thermal management power requirements of the battery pack, and limit the maximum allowable discharge power of the air conditioning system used in the passenger compartment to the smaller of the tenth remaining output power and the second power limit value. In this embodiment, the remaining output power includes the ninth remaining output power and the tenth remaining output power.

[0087] Specifically, when the battery pack is in the DC charging state, the energy for the vehicle's output power comes from the output of the charging pile and the battery pack allowed by the battery management system. The corresponding energy management strategy also includes power consumption priority and the maximum allowable discharge power P of the air conditioning system used in the passenger compartment. 空调 MAX.

[0088] For example, in an application scenario, when the battery pack is in the preheating state before DC charging, the energy management strategy of the vehicle is:

[0089] First, the power consumption priority is: power consumption of the power converter > actual power consumption of the thermal management system. The actual power consumption of the thermal management system includes the thermal management requirements of the battery pack and the thermal management requirements of the passenger compartment, among which the thermal management requirements of the battery pack > the thermal management requirements of the passenger compartment.

[0090] Second, the energy of the car's output power comes from the output of the charging pile and the battery pack allowed by the battery management system. According to the size of the allowed charging power inside the battery management system, the maximum allowable discharge power P of the air conditioning system used in the passenger compartment is adjusted. 空调MAX .

[0091] First, when SOC>5% and P 放电 When the vehicle output power is greater than 10kW, the energy source of the vehicle output power is the charging request power P of the battery management system. 请求 And the allowable discharge power P 放电 , and according to the formula P 放电 +P 请求 -P DC / DC -P 电池包To calculate the current output power of the car to meet the power requirements of the power converter and the thermal management power requirements of the battery pack, the ninth remaining output power is calculated, and then according to P 空调MAX =Min(P 放电 +P 请求 -P DC / DC -P 电池包 , 10KW) limits the maximum allowable discharge power of the air-conditioning system used in the passenger compartment to the smaller of the ninth residual output power and the first power limit value (for example, 10KW).

[0092] Second, when SOC≤5% or P 放电 When ≤10kW, the energy source of the vehicle output power is the charging request power P of the battery management system. 请求 , and according to the formula P 请求 -P DC / DC -P 电池包 To calculate the remaining output power after the current output power of the car meets the power requirements of the power converter and the thermal management power requirements of the battery pack, and then according to P 空调MAX =min(P 请求 -P DC / DC -P 电池包 , 2Kw) limits the maximum allowable discharge power of the air-conditioning system used in the passenger compartment to the smaller of the tenth residual output power and the second power limit value (e.g. 2Kw).

[0093] The embodiment of the present application ensures system stability and efficiency during the charging process by reasonably allocating the output power of the vehicle according to the power priority when the battery pack is in a DC charging scenario, giving priority to meeting the power requirements of the power converter and the thermal management of the battery pack. By detecting the battery state of charge and the allowed discharge power, the remaining output power is calculated respectively, and the maximum allowed discharge power of the passenger compartment air conditioning system is limited. Regardless of whether the battery state of charge exceeds the preset value, the system can dynamically adjust the power consumption of the air conditioning system to ensure balanced power distribution and optimized battery charging efficiency during the charging process, while ensuring comfort management inside the car.

[0094] Further, in some optional embodiments, when charging with direct current, if the battery pack is in a plugged-in but not charging state, in the above step S102, the energy management strategy of the vehicle in the charging scenario is determined according to the vehicle energy status data and the preset engine power compensation strategy, including: when the battery pack is in a DC plugged-in but not charging state, the power allocation of the power converter and the thermal management system is determined according to the preset first priority strategy; when the battery state of charge of the battery pack and the allowable discharge power of the vehicle meet the target requirements, the remaining output power after the vehicle output power meets the power requirements of the power converter and the thermal management power requirements of the battery pack is determined, and the maximum allowable discharge power of the passenger compartment air conditioning system is determined according to the remaining output power and the preset first power limit value; when the battery state of charge of the battery pack and the allowable discharge power of the vehicle do not meet the target requirements, the remaining output power after the vehicle output power meets the power requirements of the power converter and the thermal management power requirements of the battery pack is determined, and the maximum allowable discharge power of the passenger compartment air conditioning system is determined according to the remaining output power.

[0095] Specifically, when the battery pack is in a non-charging state at the DC plug, the current output power of the vehicle is allocated according to the first priority strategy, and it is determined whether the battery state of charge and the allowable discharge power of the vehicle meet the target requirements, that is, whether the battery state of charge is greater than a preset charge threshold, and the allowable discharge power of the vehicle is greater than a preset discharge power threshold:

[0096] If the target requirements are met, the current output power of the vehicle is determined, and the remaining output power after the current output power of the vehicle satisfies the power requirements of the power converter and the thermal management power requirements of the battery pack is calculated, and the maximum allowable discharge power of the air conditioning system used in the passenger compartment is limited to the smaller of the remaining output power and the power limit value;

[0097] If the target requirements are not met, determine the current output power of the vehicle, and calculate the eleventh remaining output power after the current output power of the vehicle preferentially meets the power requirements of the power converter and the thermal management power requirements of the battery pack, and limit the maximum allowable discharge power of the air conditioning system used in the passenger compartment to the eleventh remaining output power.

[0098] Specifically, when the battery pack is plugged in but not charged, the energy for the vehicle's output power comes from the battery pack, and the engine will not start when the plug is not charged. The corresponding energy management strategy also includes power consumption priority and the maximum allowable discharge power P of the air conditioning system used in the passenger compartment. 空调MAX .

[0099] For example, in an application scenario, when the battery pack is in a plug-in and not charging state, the energy management strategy of the car is:

[0100] First, the power consumption priority is: power consumption of the power converter > actual power consumption of the thermal management system. The actual power consumption of the thermal management system includes the thermal management requirements of the battery pack and the thermal management requirements of the passenger compartment, among which the thermal management requirements of the battery pack > the thermal management requirements of the passenger compartment.

[0101] Second, the energy of the car's output power comes from the battery management system's allowable discharge power P 放电 , according to the allowable charging power inside the battery management system, adjust the maximum allowable discharge power P of the air conditioning system used in the passenger compartment 空调MAX .

[0102] First, when SOC>5% and Pdischarge>10kW, the energy source of the vehicle output power is the discharge power allowed by the battery management system P 放电 According to the formula P 放电 -P DC / DC -P 电池包 To calculate the remaining output power after the current output power of the vehicle meets the power requirements of the power converter and the thermal management power requirements of the battery pack, and according to P 空调MAX =Min(P 放电 -P DC / DC -P 电池包 , 10kW) limits the maximum allowable discharge power of the air-conditioning system used in the passenger compartment to the smaller of the remaining output power and the first power limit value (e.g. 10kW).

[0103] Second, when SOC≤5% or P 放电 When ≤10kW, the energy source of the vehicle output power is the allowable discharge power P of the battery management system. 放电 According to the formula P 空调MAX =P 放电 -P DC / DC -P 电池包 To calculate the eleventh remaining output power after the vehicle's current output power has priority in meeting the power requirements of the power converter and the thermal management power requirements of the battery pack, and to limit the maximum allowable discharge power of the air-conditioning system used in the passenger compartment to the eleventh remaining output power.

[0104] In the embodiment of the present application, when the battery pack is in the state of being plugged into a DC power source but not being charged, the output power of the vehicle is reasonably allocated to give priority to the power requirements of the power converter and the thermal management of the battery pack. The remaining power is dynamically adjusted to be allocated to the passenger compartment air conditioning system according to the battery state of charge and the allowed discharge power. Regardless of whether the battery state of charge exceeds the preset threshold, the system can calculate the remaining output power and limit the maximum discharge power of the air conditioning system to ensure reasonable management of energy consumption in non-charging scenarios, while balancing the thermal management requirements of the vehicle and the comfort of the passengers.

[0105] All the above optional technical solutions can be arbitrarily combined to form optional embodiments of the present application, which will not be described one by one here.

[0106] The following is an embodiment of the device of the present application, which can be used to execute the embodiment of the method of the present application. For details not disclosed in the embodiment of the device of the present application, please refer to the embodiment of the method of the present application.

[0107] See also Figure 2 In a second embodiment of the present application, a plug-in hybrid electric vehicle charging management device is provided, comprising:

[0108] The state recognition module 201 determines the charging mode of the vehicle and the charging scenario of the battery pack in the charging mode when the vehicle is charging, where the charging scenario is the actual working state of the battery pack in the charging mode;

[0109] The energy management module 202 determines the energy management strategy of the vehicle in the charging scenario according to the vehicle energy status data and the preset engine power compensation strategy, so as to control the power of the power converter and the thermal management system.

[0110] According to the technical solution provided in the embodiment of the present application, energy management strategies for AC charging and DC charging are designed according to the preheating before charging, charging, and non-charging scenarios when charging a plug-in hybrid vehicle, so as to optimize the output power distribution of the vehicle. The optimization includes but is not limited to distinguishing the needs of the battery and the passenger compartment, and controlling the air conditioning power of the passenger compartment, so as to improve the user experience and safety of the vehicle.

[0111] In some optional embodiments, the state identification module 201 determines the charging mode of the vehicle, which includes an AC charging mode and a DC charging mode; when the vehicle is in the AC charging mode, the current charging scenario of the battery pack is determined, which includes a preheating state before AC charging, an AC charging state, or an AC plug-in non-charging state; when the vehicle is in the DC charging mode, the current charging scenario of the battery pack is determined, which includes a preheating state before DC charging, a DC charging state, or a DC plug-in non-charging state.

[0112] In some optional embodiments, the energy management module 202 determines the power allocation of the power converter and the thermal management system according to a preset first priority strategy when it is determined that the battery pack is in a preheating state before AC charging; and determines the remaining output power after meeting the power requirements of the power converter and the thermal management power requirements of the battery pack according to the vehicle output power, and controls the maximum allowable discharge power of the passenger compartment air conditioning system to be the smaller of the remaining output power and the preset first power limit value.

[0113] In some optional embodiments, the energy management module 202 determines the power allocation of the power converter and the thermal management system according to a preset second priority strategy when it is determined that the battery pack is in an AC charging state; determines the remaining output power of the vehicle after meeting the power requirement of the power converter and / or the thermal management power requirement of the battery pack according to a preset engine power compensation strategy when the battery state of charge of the battery pack and the allowable discharge power of the vehicle meet the target requirements; and determines the maximum allowable discharge power of the passenger compartment air conditioning system according to the remaining output power and a preset first power limit value; determines the adjustment power according to the preset engine power compensation strategy, the thermal management power requirement set for the passenger compartment temperature, and the generator power requirement when the battery state of charge of the battery pack and the allowable discharge power of the vehicle do not meet the target requirements; determines the remaining output power of the vehicle after meeting at least one of the adjustment power, the power requirement of the power converter, and the thermal management power requirement of the battery pack, and determines the maximum allowable discharge power of the passenger compartment air conditioning system according to the adjustment power, the remaining output power, and the first power limit value.

[0114] In some optional embodiments, the energy management module 202 determines the power allocation of the power converter and the thermal management system according to a preset first priority strategy when the battery pack is in an AC plug-in non-charging state; determines the remaining output power of the vehicle after meeting the power requirement of the power converter and the thermal management power requirement of the battery pack when the battery state of charge of the battery pack and the allowable discharge power of the vehicle meet the target requirements; and determines the maximum allowable discharge power of the passenger compartment air conditioning system based on the remaining output power and the first power limit value; determines the remaining output power of the vehicle after meeting the power requirement of the power converter and the thermal management power requirement of the battery pack when the battery state of charge of the battery pack and the allowable discharge power of the vehicle do not meet the target requirements; and determines the maximum allowable discharge power of the passenger compartment air conditioning system based on the remaining output power and the preset second power limit value.

[0115] In some optional embodiments, when the battery pack is in a preheating state before DC charging, the energy management module 202 determines the power allocation of the power converter and the thermal management system according to a preset first priority strategy; when the charging power allowed inside the battery management system is equal to zero, the charging current of the battery management system is adjusted in real time; when the charging power allowed inside the battery management system is greater than zero and less than the first power threshold, if there is a thermal management requirement, the remaining output power after the vehicle output power meets the thermal management power requirement of the battery pack is determined, and the maximum allowable discharge power of the passenger compartment air conditioning system is determined based on the remaining output power and a preset third power limit value, wherein the third power limit value is a dynamic value that increases with time, and the initial value of the third power limit value is zero; when the charging power allowed inside the battery management system is greater than or equal to the first power threshold, the charging current is determined based on the sum of the charging power allowed inside the battery management system and the high-voltage accessory power; and when there is a thermal management requirement, the remaining output power after the vehicle output power meets the power requirement of the power converter, the thermal management power requirement of the battery pack and the first power threshold is determined, and the maximum allowable discharge power of the passenger compartment air conditioning system is determined based on the remaining output power.

[0116] In some optional embodiments, the energy management module 202 determines the power allocation of the power converter and the thermal management system according to a preset second priority strategy when the battery pack is in a DC charging state; determines the remaining output power of the vehicle after the output power of the vehicle meets the power requirement of the power converter and the thermal management power requirement of the battery pack, and determines the maximum allowable discharge power of the passenger compartment air conditioning system based on the remaining output power and a preset first power limit value when the battery pack is in a DC charging state; determines the remaining output power of the vehicle after the output power of the vehicle meets the power requirement of the power converter and the thermal management power requirement of the battery pack, and determines the maximum allowable discharge power of the passenger compartment air conditioning system based on the remaining output power and the preset first power limit value when the battery state of charge of the battery pack and the allowable discharge power of the vehicle do not meet the target requirements.

[0117] In some optional embodiments, the energy management module 202 determines the power allocation of the power converter and the thermal management system according to a preset first priority strategy when the battery pack is in a DC plug-in non-charging state; determines the remaining output power of the vehicle after the output power of the vehicle meets the power requirements of the power converter and the thermal management power requirements of the battery pack, and determines the maximum allowable discharge power of the passenger compartment air conditioning system based on the remaining output power and the preset first power limit value when the battery pack is in a DC plug-in non-charging state; determines the remaining output power of the vehicle after the output power of the vehicle meets the power requirements of the power converter and the thermal management power requirements of the battery pack, and determines the maximum allowable discharge power of the passenger compartment air conditioning system based on the remaining output power and the preset first power limit value when the battery pack is in a DC plug-in non-charging state, and determines the maximum allowable discharge power of the passenger compartment air conditioning system based on the remaining output power.

[0118] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0119] See also Figure 3 and Figure 4 In the third embodiment of the present application, a car 3 is provided, including a generator 31, a battery pack 32 and a battery management system 33, wherein the battery management system 33 includes: a processor 331, a memory 332 and a computer program 333 stored in the memory 332 and executable on the processor 331. When the processor 331 executes the computer program 333, the steps in the above-mentioned method embodiments are implemented. Alternatively, when the processor 331 executes the computer program 333, the functions of the modules in the above-mentioned device embodiments are implemented.

[0120] The battery management system 33 may include but is not limited to a processor 331 and a memory 332. Those skilled in the art will appreciate that Figure 4 The battery management system 33 is merely an example and does not limit the battery management system 33 , and may include more or less components than those shown in the figure, or different components.

[0121] The processor 331 can be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.

[0122] The memory 332 may be an internal storage unit of the battery management system 33, for example, a hard disk or memory of the battery management system 33. The memory 332 may also be an external storage device of the battery management system 33, for example, a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. equipped on the battery management system 33. The memory 332 may also include both an internal storage unit of the battery management system 33 and an external storage device. The memory 332 is used to store computer programs and other programs and data required by the battery management system.

[0123] Those skilled in the art can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional modules in the embodiment can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units.

[0124] If the integrated module is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium (e.g., a computer-readable storage medium). Based on this understanding, the present application implements all or part of the processes in the above-mentioned embodiment method, and can also be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium, and the computer program can implement the steps of the above-mentioned various method embodiments when executed by the processor. The computer program may include computer program code, which may be in source code form, object code form, executable file or some intermediate form. Computer-readable storage media may include: any entity or device capable of carrying computer program code, recording medium, U disk, mobile hard disk, disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signal, telecommunication signal and software distribution medium, etc.

[0125] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A plug-in hybrid electric vehicle charging management method, characterized in that: include: In the case of car charging, determining a charging mode of the car and a charging scenario of the battery pack under the charging mode, wherein the charging scenario is an actual working state of the battery pack under the charging mode; According to the vehicle energy status data and the preset engine power compensation strategy, the energy management strategy of the vehicle in the charging scenario is determined to control the power of the power converter and the thermal management system.

2. The method according to claim 1, characterized in that The determining of the charging mode of the vehicle and the charging scenario of the battery pack under the charging mode includes: Determining a charging mode of the vehicle, wherein the charging mode includes an AC charging mode and a DC charging mode; When the vehicle is in AC charging mode, determine the current charging scenario of the battery pack, wherein the charging scenario includes a preheating state before AC charging, an AC charging state, or an AC plug-in non-charging state; When the vehicle is in DC charging mode, the current charging scenario of the battery pack is determined, wherein the charging scenario includes a preheating state before DC charging, a DC charging state, or a DC plug-in non-charging state.

3. The method according to claim 2, characterized in that According to the vehicle energy status data and the preset engine power compensation strategy, the energy management strategy of the vehicle in the charging scenario is determined, including: When it is determined that the battery pack is in a preheating state before AC charging, determining the power allocation of the power converter and the thermal management system according to a preset first priority strategy; And based on the vehicle output power, determine the remaining output power after meeting the power requirements of the power converter and the thermal management power requirements of the battery pack, and control the maximum allowable discharge power of the passenger compartment air conditioning system to be the smaller of the remaining output power and a preset first power limit value.

4. The method according to claim 3, characterized in that According to the vehicle energy status data and the preset engine power compensation strategy, the energy management strategy of the vehicle in the charging scenario is determined, including: When it is determined that the battery pack is in an AC charging state, determining the power allocation of the power converter and the thermal management system according to a preset second priority strategy; Under the condition that the battery state of charge of the battery pack and the allowable discharge power of the vehicle meet the target requirements, according to the preset engine power compensation strategy, determine the remaining output power of the vehicle after the power requirement of the power converter and / or the thermal management power requirement of the battery pack is met; and determine the maximum allowable discharge power of the passenger compartment air conditioning system according to the remaining output power and the preset first power limit value; When the battery state of charge of the battery pack and the allowable discharge power of the vehicle do not meet the target requirements, the adjustment power is determined according to the preset engine power compensation strategy, the thermal management power requirement set for the passenger compartment temperature and the generator power requirement; the remaining output power of the vehicle after meeting at least one of the adjustment power, the power requirement of the power converter and the thermal management power requirement of the battery pack is determined, and the maximum allowable discharge power of the passenger compartment air conditioning system is determined according to the adjustment power, the remaining output power and the first power limit value.

5. The method according to claim 4, characterized in that The step of determining the energy management strategy of the vehicle in the charging scenario according to the vehicle energy status data and the preset engine power compensation strategy includes: When the battery pack is in an AC plug-in non-charging state, the power distribution of the power converter and the thermal management system is determined according to a preset first priority strategy; Under the condition that the battery state of charge of the battery pack and the allowable discharge power of the vehicle meet the target requirements, determine the remaining output power of the vehicle after the output power of the vehicle meets the power requirement of the power converter and the thermal management power requirement of the battery pack; and determine the maximum allowable discharge power of the passenger compartment air conditioning system according to the remaining output power and the first power limit value; When the battery state of charge of the battery pack and the allowable discharge power of the vehicle do not meet the target requirements, determine the remaining output power of the vehicle after meeting the power requirements of the power converter and the thermal management power requirements of the battery pack; and determine the maximum allowable discharge power of the passenger compartment air conditioning system based on the remaining output power and a preset second power limit value.

6. The method according to claim 2, characterized in that The step of determining the energy management strategy of the vehicle in the charging scenario according to the vehicle energy status data and the preset engine power compensation strategy includes: When the battery pack is in a preheating state before DC charging, determining the power allocation of the power converter and the thermal management system according to a preset first priority strategy; When the charging power allowed in the battery management system is equal to zero, the charging current of the battery management system is adjusted in real time; In the case where the charging power allowed within the battery management system is greater than zero and less than the first power threshold, if there is a thermal management requirement, determining the remaining output power after the vehicle output power meets the thermal management power requirement of the battery pack, and determining the maximum allowable discharge power of the passenger compartment air conditioning system according to the remaining output power and a preset third power limit value, wherein the third power limit value is a dynamic value that increases with time, and the initial value of the third power limit value is zero; When the charging power allowed inside the battery management system is greater than or equal to the first power threshold, the charging current is determined based on the sum of the charging power allowed inside the battery management system and the high-voltage accessory power; and when there is a thermal management requirement, the vehicle output power is determined to meet the power requirement of the power converter, the thermal management power requirement of the battery pack and the remaining output power after the first power threshold, and based on the remaining output power, the maximum allowable discharge power of the passenger compartment air conditioning system is determined.

7. The method according to claim 6, characterized in that The step of determining the energy management strategy of the vehicle in the charging scenario according to the vehicle energy status data and the preset engine power compensation strategy includes: When the battery pack is in a DC charging state, determining the power allocation of the power converter and the thermal management system according to a preset second priority strategy; When the battery state of charge of the battery pack and the allowable discharge power of the vehicle meet the target requirements, determine the remaining output power after the vehicle output power meets the power requirement of the power converter and the thermal management power requirement of the battery pack, and determine the maximum allowable discharge power of the passenger compartment air conditioning system according to the remaining output power and a preset first power limit value; When the battery state of charge of the battery pack and the allowable discharge power of the vehicle do not meet the target requirements, the remaining output power after the vehicle output power meets the power requirement of the power converter and the thermal management power requirement of the battery pack is determined, and the maximum allowable discharge power of the passenger compartment air conditioning system is determined based on the remaining output power and the second power limit value.

8. The method according to claim 7, characterized in that The step of determining the energy management strategy of the vehicle in the charging scenario according to the vehicle energy status data and the preset engine power compensation strategy includes: When the battery pack is in a DC plug-in non-charging state, the power distribution of the power converter and the thermal management system is determined according to a preset first priority strategy; When the battery state of charge of the battery pack and the allowable discharge power of the vehicle meet the target requirements, determine the remaining output power after the vehicle output power meets the power requirement of the power converter and the thermal management power requirement of the battery pack, and determine the maximum allowable discharge power of the passenger compartment air conditioning system according to the remaining output power and a preset first power limit value; When the battery state of charge of the battery pack and the allowable discharge power of the vehicle do not meet the target requirements, the remaining output power after the vehicle output power meets the power requirements of the power converter and the thermal management power requirements of the battery pack is determined, and based on the remaining output power, the maximum allowable discharge power of the passenger compartment air conditioning system is determined.

9. A plug-in hybrid electric vehicle charging management device, characterized in that: include: A state recognition module, when the vehicle is being charged, determines a charging mode of the vehicle and a charging scenario of the battery pack under the charging mode, wherein the charging scenario is an actual working state of the battery pack under the charging mode; The energy management module determines the energy management strategy of the vehicle in the charging scenario according to the vehicle energy status data and the preset engine power compensation strategy to control the power of the power converter and the thermal management system.

10. An automobile, comprising a generator, a battery pack and a battery management system, wherein the battery management system comprises at least a memory, a processor and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 8 are implemented.

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