An energy management method and system for an electric vehicle in a stuck state

Abstract

The application discloses an energy management method and system for an electric vehicle in a state of getting rid of trouble, and the method comprises the following steps: acquiring a vehicle running state parameter; judging the state of the vehicle according to the vehicle running state parameter; acquiring the maximum power allowed to be output by a power battery and the maximum power allowed to be output by a driving motor when the vehicle is in the state of getting rid of trouble; judging the size relationship between the maximum power allowed to be output by the power battery and the maximum power allowed to be output by the driving motor; and controlling the power battery and the power driving unit to supply power to the driving motor simultaneously when the maximum power allowed to be output by the driving motor is greater than the maximum power allowed to be output by the power battery. The power demand of the vehicle in the state of getting rid of trouble can be met.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle energy control technology, and in particular to an energy management method and system for electric vehicles in a state of being out of trouble. Background Technology

[0002] The statements in this section are merely background information related to the present invention and do not necessarily constitute prior art.

[0003] The heavy-duty vehicle industry is gradually introducing range-extended pure electric drive control systems. Multi-axle drive electric heavy-duty vehicles are entering the new energy vehicle field by adopting distributed control drive technology, which has improved energy efficiency compared with traditional power vehicles.

[0004] Currently, the energy demand of multi-axle electric vehicles is determined by the vehicle's calibrated torque and speed. The power generation unit and battery are then controlled based on this determined energy demand to provide energy, resulting in significant lag. Particularly in challenging conditions such as when stationary or under low-speed, heavy loads, the current method shows a large discrepancy between the determined energy demand and the actual vehicle energy demand. Furthermore, managing the vehicle's energy based on this current method negatively impacts overall vehicle performance, failing to meet performance requirements for acceleration, heavy-load hill climbing, and other key performance indicators. Summary of the Invention

[0005] To address the aforementioned problems, this invention proposes an energy management method and system for electric vehicles in a state of being out of trouble, which can meet the power requirements of the vehicle in this state.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: Firstly, a method for energy management of electric vehicles in a state of being able to escape from a difficult situation is proposed, including: Obtain vehicle operating status parameters; Determine the vehicle's status based on its operating status parameters; When the vehicle is in a state of extrication, obtain the maximum allowable output power of the power battery and the maximum allowable output power of the drive motor; Determine the relationship between the maximum allowable output power of the power battery and the maximum allowable output power of the drive motor; When the maximum allowable output power of the drive motor is greater than the maximum allowable output power of the power battery, the control power battery and the power drive unit simultaneously supply power to the drive motor.

[0007] Furthermore, when the drive motor is allowed to output maximum power P M The power output P is greater than the maximum allowable output power of the power battery. B The maximum power output P of the power battery is less than or equal to twice that of the battery.B At the same time, the output voltage and current of the power battery are obtained; based on the output voltage and current of the power battery, the output power of the power battery and the output power of the power generation unit are determined; based on the output power of the power battery and the output power of the power generation unit, the power battery and the power drive unit are respectively controlled to supply power to the drive motor.

[0008] Furthermore, when the drive motor is allowed to output maximum power P M A power battery with more than twice the capacity allows for a maximum output power P. B At that time, the output voltage and current of the power battery are obtained; the output power of the power battery is determined based on the output voltage and current of the power battery; the output power of the power battery is used as the output power of the power generation unit; based on the maximum allowable output power of the power battery and the output power of the power generation unit, the power battery and the power drive unit are controlled to supply power to the drive motor respectively.

[0009] Furthermore, it also obtains the SOC of the power battery; Determine the power battery's supplemental power based on the power battery's state of charge (SOC). The power generation unit is controlled to charge the power battery according to the replenishment power of the power battery.

[0010] Furthermore, when the drive motor is allowed to output maximum power P M The power output P is greater than the maximum allowable output power of the power battery. B At the same time, the power battery and the power drive unit simultaneously supply power to the drive motor, and determine the output power of the power motor; wherein, the output power of the power motor is the sum of the output power of the power battery and the output power of the power generation unit; The power motor is controlled based on its output power.

[0011] Furthermore, when the drive motor is allowed to output maximum power P M Less than or equal to the maximum allowable output power P of the power battery B At that time, the power battery supplies power to the drive motor.

[0012] Secondly, an energy management system for electric vehicles in a state of being able to escape from a difficult situation is proposed, including: The status acquisition unit is used to acquire vehicle operating status parameters; The status determination unit is used to determine the status of the vehicle based on the vehicle's operating status parameters. The power determination unit is used to obtain the maximum allowable output power of the power battery and the maximum allowable output power of the drive motor when the vehicle is in a traction state; and to determine the relationship between the maximum allowable output power of the power battery and the maximum allowable output power of the drive motor. The control unit is used to control the power battery and the power drive unit to supply power to the drive motor simultaneously when the maximum allowable output power of the drive motor is greater than the maximum allowable output power of the power battery.

[0013] Thirdly, a computer device is proposed, the device comprising: A processor, adapted to execute computer programs; A computer-readable storage medium storing a computer program, which, when executed by the processor, implements the energy management method for an electric vehicle in a distressed state as proposed in the first aspect.

[0014] Fourthly, a computer-readable storage medium is proposed, wherein the computer-readable storage medium stores a computer program adapted to be loaded by a processor and executed by a processor to provide an energy management method for an electric vehicle in a distressed state as proposed in the first aspect.

[0015] Fifthly, a computer program product is proposed, which includes a computer program that, when executed by a processor, implements the energy management method for electric vehicles in a state of being out of trouble proposed in the first aspect.

[0016] Compared with the prior art, the beneficial effects of the present invention are as follows: This invention proposes an energy management method and system for electric vehicles in a traction-free state. When the vehicle is in a traction-free state, the method determines the relationship between the maximum allowable output power of the power battery and the maximum allowable output power of the drive motor. When the maximum allowable output power of the drive motor is greater than the maximum allowable output power of the power battery, the method controls the power battery and the power drive unit to supply power to the drive motor simultaneously, ensuring the high power output of the drive motor, enabling the drive motor to output maximum torque, ensuring that the vehicle can exert its maximum power, and ultimately making it easier for the vehicle to get out of trouble.

[0017] Advantages of additional aspects of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0018] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments of this application and their descriptions are used to explain this application and do not constitute an undue limitation of this application.

[0019] Figure 1 Here is a flowchart of an energy management method for an electric vehicle in a difficult-to-get-out-of-trouble state, as disclosed in an embodiment. Figure 2 The overall energy management process of an electric vehicle disclosed in the embodiments; Figure 3 This is a schematic diagram of the electrical system architecture of a multi-axis drive distributed electric vehicle disclosed in an embodiment. Detailed Implementation

[0020] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0021] It should be noted that the following detailed descriptions are illustrative and intended to provide further explanation of this application. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains.

[0022] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0023] Example 1 This embodiment discloses an energy management method for electric vehicles in a ditch-free state, applied to a multi-axle drive distributed electric vehicle. The electrical system architecture of the multi-axle drive distributed electric vehicle is as follows: Figure 3 As shown, Figure 3 In the diagram, solid lines represent mechanical transmission paths, while dashed lines represent electrical transmission paths, including high-voltage power electrical and low-voltage electrical signal buses. In multi-axle distributed electric vehicles, each drive axle houses two drive motors, positioned on the left and right sides respectively. The drive motors are mechanically connected to the vehicle's wheel rims and controlled by individual motor drivers. The two motor drivers are combined into a single drive and braking unit. Typically, multiple axles correspond to multiple drive and braking units.

[0024] The vehicle has two sources of high-voltage electricity: one is the high-voltage electricity generated by the power generation unit, and the other is the high-voltage electricity output from the power battery. The power generation unit can directly power the drive motor or charge the power battery. There is more than one power battery, which can only power the drive motor, but the power batteries can exchange information and flexibly configure their power supply. Therefore, there are several power distribution modes during vehicle operation: power battery only, power generation unit only, power battery power supply while power generation unit charges the power battery, power generation unit power supply while charging the power battery, and power battery power supply while power generation unit power supply.

[0025] The energy control system of a multi-axis drive distributed electric vehicle includes a vehicle controller (VCU), multiple power battery pack units, a vehicle power generation unit, high and low voltage electrical wiring harnesses, a high voltage power distribution unit, multiple drive and braking units, and a braking energy unit. The vehicle control unit (VCU) is used to determine the vehicle's operating condition during vehicle start-up, acceleration, and normal driving by collecting signals from the accelerator pedal, brake pedal, power battery unit, drive and brake unit, and vehicle speed. Based on the driver's operating instructions, the VCU controls the vehicle. After collecting relevant instruction information or vehicle status information, the VCU enters the energy demand control system to regulate and control the energy demand of the vehicle. The drive and brake unit is used to control the working status of the drive and brake unit according to the commands of the vehicle controller, and to send the drive and brake unit monitoring information to the vehicle controller. The vehicle power generation unit is used to control the power generation unit to output energy according to the instructions of the vehicle controller; The vehicle controller, power battery unit, drive and braking unit, and power generation unit are connected through a communication network to exchange information; the power battery unit, drive and braking unit, power generation unit, and braking energy unit are respectively connected to the vehicle's power lines.

[0026] The vehicle speed signal is collected from the motor speed signal of the drive and braking unit, and processed into a vehicle speed signal by the vehicle controller; the high-voltage power distribution unit manages the high-voltage power distribution of the power generation unit, drive and braking unit, power battery unit, and power-on and power-off of the braking energy unit, and manages the energy transmission path in real time.

[0027] Based on the above system framework, this application proposes an energy management method for electric vehicles in a state of being out of trouble. It can select appropriate energy distribution schemes according to different operating conditions of the vehicle, so that the energy supply of multi-axle heavy-duty distributed electric drive vehicles can always meet the power demand of the vehicle; and can avoid frequent charging and discharging of the power battery system, thus extending the battery life.

[0028] Next, a detailed description will be given of an energy management method for an electric vehicle in a state of being out of trouble, as disclosed in this embodiment.

[0029] This embodiment discloses an energy management method for electric vehicles in a state of being able to escape from a difficult situation, such as... Figure 1 , Figure 2 As shown, it includes: Obtain vehicle operating status parameters; Determine the vehicle's status based on its operating status parameters; When the vehicle is in a state of extrication, obtain the maximum allowable output power of the power battery and the maximum allowable output power of the drive motor; Determine the relationship between the maximum allowable output power of the power battery and the maximum allowable output power of the drive motor; When the maximum allowable output power of the drive motor is greater than the maximum allowable output power of the power battery, the control power battery and the power drive unit simultaneously supply power to the drive motor.

[0030] When the drive motor is allowed to output maximum power P M Less than or equal to the maximum allowable output power P of the power battery B At that time, the power battery supplies power to the drive motor.

[0031] During the driving process of a multi-axle vehicle, the power supply of the power system needs to be adjusted according to the vehicle's operating status and its own condition. The vehicle control unit (VCU) collects the accelerator pedal opening, vehicle speed signal, wheel motor speed signal, and remaining charge (SOC) information of the power battery cells. After comprehensive calculation, it determines the total energy demand of the vehicle. Based on the energy demand, it sends commands to control the output of the power battery and the operation of the generator unit's motor.

[0032] First, consider the energy distribution management of multi-axle drive distributed electric vehicles under typical conditions. The energy sources for multi-axle drive distributed electric vehicles include a power generation unit and a power battery. Energy consumption is transferred to the vehicle in the form of a drive motor. The total vehicle power requirement is calculated using Formula 1; qualitative analysis, ignoring losses, can use this as the target output power of the motor.

[0033] The vehicle operating status obtained in this embodiment includes the accelerator pedal opening, vehicle speed, speed of each wheel motor, power battery SOC, and the output voltage and current of the power battery.

[0034] When the vehicle speed is 0 and the accelerator pedal is in acceleration mode, it indicates that the vehicle is in the starting and getting out of trouble phase. At this time, the vehicle is in a state of getting out of trouble, and the vehicle's power generation unit is in a state of increasing power generation. The output of the power battery is determined according to the energy demand of the whole vehicle.

[0035] When the vehicle speed is greater than or equal to the set speed, if the accelerator pedal opening and the vehicle speed signal are within a certain range, the vehicle is determined to be in a normal, constant-speed driving process. The vehicle enters a constant energy demand phase, where the overall torque demand and overall energy demand are constant. The overall energy demand is calculated based on the vehicle torque and speed, with the principle of minimizing the vehicle's current operating state as a reference. The estimated energy demand is updated only once. The set speed can be set according to actual needs, such as 5 km / h.

[0036] When the accelerator pedal opening increases and the vehicle speed signal change rate is low, it indicates that the vehicle is in the normal acceleration phase. At this time, the vehicle's torque demand increases and energy demand increases. The output energy of the power generation unit is determined according to the accelerator pedal opening. When the accelerator pedal opening is stable and the vehicle speed changes frequently, it indicates that the vehicle has entered an uneven road surface. The vehicle's overall torque demand signal remains unchanged, and the vehicle's power generation unit is in a constant energy output stage.

[0037] When the vehicle is traveling at a constant speed under normal conditions, the drive motor is powered by the battery, meaning the output power P of the drive motor during normal constant speed driving is... m Less than or equal to the maximum allowable output power P of the power battery B .

[0038] In order to enable the vehicle to have short-term high power output, the maximum allowable output power P of the drive motor when running at full power is... M Often exceeds the maximum allowable output power P of the power battery B At this point, both the power generation unit and the power battery need to supply power to the drive motor simultaneously, and the motor is allowed to output its maximum power P. M The power output P is greater than the maximum allowable output power of the power battery. B It is less than the sum of the maximum allowable output power of the power battery and the power generation unit.

[0039] P 整车 =N*n / 9550 Formula 1 P B <P M <P B + P D Among them, P 整车 N represents the required power output of the vehicle (in KW); N represents the required torque of the vehicle; N represents the vehicle speed; P represents the total power output of the vehicle (in KW); N represents the required torque of the vehicle; N represents the vehicle speed; P represents the total power output of the vehicle (in KW); N represents the required torque of the vehicle (in KW); ... (in KW m P is the output power of the drive motor. b P is the output power of the power battery. d P is the output power of the power generation unit. M P is the maximum allowable output power of the drive motor. B P represents the maximum allowable output power of the power battery. D This is the maximum power output allowed for the power generation unit.

[0040] When considering the vehicle alone in a stuck and difficult situation, the required power of the entire vehicle is calculated using Formula 1. The required torque N is usually determined by looking up a table based on the driver's control of the throttle opening and the motor speed.

[0041] Table 1. Torque Demand Allocation for a Single Motor (Coefficient: %)

[0042] As shown in the table above, when the vehicle speed is zero, the motor speed is zero, and the accelerator pedal opening is 100%, the power demand of the whole vehicle calculated according to Formula 1 is zero. However, this is inconsistent with the actual working conditions. The whole vehicle power has torque driving force and is in a state of getting out of trouble.

[0043] At this time, the power generation unit outputs power P d The output power P of the power battery is zero. b =U*I; U is the output voltage of the power battery, I is the output current of the power battery; N is the upper limit of the vehicle's power output torque. 上限 =9550*P 允许输出最大功率 / n, theoretically, N has an infinite upper limit, but in practice, it is limited by the maximum output power of the power battery, and the output torque of the drive motor is limited, so the maximum output torque of the drive motor cannot be utilized. At this time, the energy management of the distributed electric drive vehicle is as shown in the table below.

[0044]

[0045] That is, when the drive motor is allowed to output maximum power P M Less than or equal to the maximum allowable output power P of the power battery B At this time, the power battery supplies power to the drive motor, and the drive motor can output maximum torque.

[0046] And most vehicles P B <P M Powered only by the power battery, the drive motor cannot operate at full power. The motor output power is the maximum power allowed by the power battery, and the drive motor cannot output the maximum torque.

[0047] At this point, the power demand of the power unit, as per Formula 1, no longer conforms to the actual operating conditions. The vehicle requires high power input to provide high torque, but the motor output is limited by the power battery, which cannot deliver maximum power and thus cannot achieve maximum torque output. Meanwhile, the power unit is idle, which is an unreasonable energy distribution method. The power unit needs to participate in energy output.

[0048] Therefore, when the maximum allowable output power of the drive motor exceeds the maximum allowable output power of the power battery, the power battery and the power drive unit simultaneously supply power to the drive motor, and the output power of the drive motor is determined; wherein, the output power of the drive motor is the sum of the output power of the power battery and the output power of the power generation unit; the drive motor is controlled according to the output power of the drive motor. Specifically: When the drive motor is allowed to output maximum power P M The power output P is greater than the maximum allowable output power of the power battery. B The maximum power output P of the power battery is less than or equal to twice that of the battery. BThe system acquires the output voltage and current of the power battery; based on these values, it determines the output power of the power battery and the output power of the power generation unit; and based on these values, it controls the power battery and the power drive unit to supply power to the drive motor, respectively. The output power of the power generation unit is equal to the output power of the power battery.

[0049]

[0050] As shown in the table above, when the power generation unit participates in energy output and its output power is equal to that of the power battery, the maximum output power of the drive motor is twice that of Formula 1 combined with the table lookup allocation method. However, the actual output power of the drive motor may be limited by the maximum allowable output power P of the drive motor. M If the motor has a large performance redundancy, and the maximum allowable output power of the drive motor is more than twice the maximum allowable output power of the power battery, then the vehicle's output power is twice that of the power battery. When the maximum allowable output power P of the drive motor... M The power output P is greater than the maximum allowable output power of the power battery. B The maximum power output P of the power battery is less than or equal to twice that of the battery. B At this point, the vehicle's output power is at the maximum output power of the motor. Since all the vehicle's driving power comes from the motor, the motor can output its maximum power, allowing the vehicle to exert its maximum power. Therefore, under this condition, the vehicle's output power increases significantly, making it easier for the vehicle to get out of trouble when starting at low speeds and climbing hills under heavy loads.

[0051] When the drive motor is allowed to output maximum power P M A power battery with more than twice the capacity allows for a maximum output power P. B At the same time, the output voltage and current of the power battery are acquired; based on the output voltage and current of the power battery, the output power of the power battery is determined; the output power of the power battery is used as the output power of the power generation unit; based on the maximum allowable output power of the power battery and the output power of the power generation unit, the power battery and the power drive unit are controlled to supply power to the drive motor respectively. Specifically: When the drive motor is allowed to output maximum power P M A power battery with more than twice the capacity allows for a maximum output power P. B At this time, the power battery may experience overload operation, i.e., P b >P B Overloading of the power battery output affects system safety. To ensure the normal operation of the power battery, it is necessary to increase the output power of the power generation unit. The excess power from the power battery will be transferred to the power generation unit. The energy demand allocation is shown in the table below.

[0052]

[0053] P d1 To supplement the output power of the power unit, P d1 =P b -P B .

[0054] The SOC of the power battery will gradually decrease as the power battery output decreases. If necessary, it is also necessary to increase the output power of the power unit to charge the power battery. Therefore, in this embodiment, the SOC of the power battery is also obtained when performing energy management. Determine the power battery replenishment power P based on the power battery's SOC. b1 ; The power generation unit is controlled to charge the power battery according to the replenishment power of the power battery.

[0055] At this time, the power generation unit outputs two parts of energy. One part is to supplement the power battery and charge the power battery. The other part is the same as the output power of the power battery and together with the power battery, it supplies power to the drive motor.

[0056] The energy demand allocation is shown in the table below.

[0057]

[0058] Power battery replenishment power P b1 Based on the battery's SOC, refer to the battery supplementary power table to determine the appropriate power level. The battery supplementary power table is as follows:

[0059] When both overload and SOC (State of Charge) of the power battery occur simultaneously, the power generation unit simultaneously increases the supplementary power P of the power battery. b1 And the power unit supplements the output power P d1 This ensures that the power battery does not operate under overload and that the power battery's SOC is in good condition.

[0060] This embodiment uses the energy management method described above to estimate the vehicle's energy demand. This energy demand is the main part of the vehicle's overall energy demand. The energy demand of the vehicle's auxiliary equipment (oil pump, air pump, DC-DC power supply, etc.) is calculated based on the sum of their rated energy demands. The energy demand for charging while driving is determined by the vehicle controller collecting information on the remaining charge of the power battery unit and the current power generation information of the vehicle's power generation unit, provided that the normal operation of the vehicle's components is met and a certain vehicle speed is maintained. When the power battery unit is below 60% of its full charge, the power generation unit increases its energy demand to charge the power battery unit during driving. This is beneficial for improving the power and energy efficiency of distributed electric vehicles. The vehicle always has a saturated energy reserve mechanism, which improves the vehicle's operability and mobility even when the vehicle's power generation system fails.

[0061] This embodiment discloses an energy management method for electric vehicles in a traction-free state. When the vehicle is in a traction-free state, the method determines the relationship between the maximum allowable output power of the power battery and the maximum allowable output power of the drive motor. When the maximum allowable output power of the drive motor is greater than the maximum allowable output power of the power battery, the method controls the power battery and the power drive unit to supply power to the drive motor simultaneously, ensuring the high power output of the drive motor, enabling the drive motor to output maximum torque, ensuring that the vehicle can exert its maximum power, and ultimately making it easier for the vehicle to get out of trouble.

[0062] Example 2 In this embodiment, an energy management system for an electric vehicle in a ditch-free state is disclosed, comprising: The status acquisition unit is used to acquire vehicle operating status parameters; The status determination unit is used to determine the status of the vehicle based on the vehicle's operating status parameters. The power determination unit is used to obtain the maximum allowable output power of the power battery and the maximum allowable output power of the drive motor when the vehicle is in a traction state; and to determine the relationship between the maximum allowable output power of the power battery and the maximum allowable output power of the drive motor. The control unit is used to control the power battery and the power drive unit to supply power to the drive motor simultaneously when the maximum allowable output power of the drive motor is greater than the maximum allowable output power of the power battery.

[0063] The present invention also discloses a computer device, the device comprising: A processor, adapted to execute computer programs; A computer-readable storage medium storing a computer program, which, when executed by the processor, implements an energy management method for an electric vehicle in a distressed state as disclosed in Embodiment 1.

[0064] The present invention also discloses a computer-readable storage medium storing a computer program adapted to be loaded by a processor and executed by a processor to perform an energy management method for an electric vehicle in a distressed state as disclosed in Embodiment 1.

[0065] The present invention also discloses a computer program product, which includes a computer program. When the computer program is executed by a processor, it implements an energy management method for an electric vehicle in a distressed state as disclosed in Embodiment 1.

[0066] The method disclosed in Example 1 can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor. The software modules can reside in readily available storage media in the art, such as random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, or registers. This storage medium is located in memory, and the processor reads information from the memory and, in conjunction with its hardware, completes the steps of the above method. To avoid repetition, detailed descriptions are omitted here.

[0067] Those skilled in the art will recognize that the units and algorithm steps described in conjunction with the embodiments herein can be implemented in electronic hardware or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0068] While the specific embodiments of the present invention have been described above in conjunction with the accompanying drawings, this is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art without creative effort based on the technical solutions of the present invention are still within the scope of protection of the present invention.

Claims

1. An energy management method for an electric vehicle in a state of being able to escape from a difficult situation, characterized in that, include: Obtain vehicle operating status parameters; Determine the vehicle's status based on its operating status parameters; When the vehicle is in a state of extrication, obtain the maximum allowable output power of the power battery and the maximum allowable output power of the drive motor; Determine the relationship between the maximum allowable output power of the power battery and the maximum allowable output power of the drive motor; When the maximum allowable output power of the drive motor is greater than the maximum allowable output power of the power battery, the control power battery and the power drive unit simultaneously supply power to the drive motor. When the maximum allowable output power of the drive motor is greater than twice the maximum allowable output power of the power battery, the output voltage and current of the power battery are obtained; the output power of the power battery is determined based on the output voltage and current of the power battery; the output power of the power battery is used as the output power of the power generation unit; based on the maximum allowable output power of the power battery and the output power of the power generation unit, the power battery and the power drive unit are controlled to supply power to the drive motor respectively.

2. The energy management method for an electric vehicle in a difficult-to-get-out-of-trouble state as described in claim 1, characterized in that, When the maximum allowable output power of the drive motor is greater than the maximum allowable output power of the power battery, but less than or equal to twice the maximum allowable output power of the power battery, the output voltage and current of the power battery are obtained; based on the output voltage and current of the power battery, the output power of the power battery and the output power of the power generation unit are determined; based on the output power of the power battery and the output power of the power generation unit, the power battery and the power drive unit are controlled to supply power to the drive motor respectively.

3. The energy management method for an electric vehicle in a difficult-to-get-out-of-trouble state as described in claim 1, characterized in that, It also acquires the SOC of the power battery; Determine the power battery's supplemental power based on the power battery's state of charge (SOC). The power generation unit is controlled to charge the power battery according to the replenishment power of the power battery.

4. The energy management method for an electric vehicle in a difficult-to-get-out-of-trouble state as described in claim 1, characterized in that, When the maximum allowable output power of the drive motor is greater than the maximum allowable output power of the power battery, the power battery and the power drive unit simultaneously supply power to the drive motor, and the output power of the drive motor is determined; wherein, the output power of the drive motor is the sum of the output power of the power battery and the output power of the power generation unit; The power motor is controlled based on its output power.

5. The energy management method for an electric vehicle in a difficult-to-get-out-of-trouble state as described in claim 1, characterized in that, When the maximum allowable output power of the drive motor is less than or equal to the maximum allowable output power of the power battery, the power battery is controlled to supply power to the drive motor.

6. An energy management system for an electric vehicle in a state of being able to escape from a difficult situation, characterized in that, include: The status acquisition unit is used to acquire vehicle operating status parameters; The status determination unit is used to determine the status of the vehicle based on the vehicle's operating status parameters. The power determination unit is used to obtain the maximum allowable output power of the power battery and the maximum allowable output power of the drive motor when the vehicle is in a tethered state. Determine the relationship between the maximum allowable output power of the power battery and the maximum allowable output power of the drive motor; The control unit is used to control the power battery and the power drive unit to supply power to the drive motor simultaneously when the maximum allowable output power of the drive motor is greater than the maximum allowable output power of the power battery. When the maximum allowable output power of the drive motor is greater than twice the maximum allowable output power of the power battery, the output voltage and current of the power battery are obtained; the output power of the power battery is determined based on the output voltage and current of the power battery; the output power of the power battery is used as the output power of the power generation unit; based on the maximum allowable output power of the power battery and the output power of the power generation unit, the power battery and the power drive unit are controlled to supply power to the drive motor respectively.

7. An electronic device, characterized in that, The device includes: A processor, adapted to execute computer programs; A computer-readable storage medium storing a computer program, which, when executed by the processor, implements the energy management method for an electric vehicle in a difficult-to-get-out-of-trouble state as described in any one of claims 1-5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program adapted to be loaded by a processor and executed by the processor to provide an energy management method for an electric vehicle in a state of being out of trouble, as described in any one of claims 1-5.

9. A computer program product, characterized in that, The computer program product includes a computer program that, when executed by a processor, implements the energy management method for an electric vehicle in a state of being able to escape from a difficult situation as described in any one of claims 1-5.

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