Vehicle energy management control method and system and vehicle

Abstract

The invention discloses a vehicle energy management control method and system and a vehicle, and belongs to the technical field of vehicle control. The method comprises the steps of obtaining vehicle parameters and environment parameters of a vehicle; under the condition that the vehicle parameters meet the electricity protection condition, an engine and a power battery of the vehicle are controlled to execute an electricity protection strategy of a corresponding electricity protection grade, the electricity protection grade is determined based on the environment parameters, and the electricity protection grade is associated with the reference charge state of the power battery; under the condition that an engine and a power battery of the vehicle execute an electricity protection strategy, if the actual charge state of the power battery is smaller than a first charge state threshold value, the power battery is controlled to execute a discharge limiting strategy corresponding to a discharge limiting grade, and the discharge limiting grade is determined based on at least one of environment parameters or the battery core temperature of the power battery; the discharge limit level is associated with a discharge limit power of the power battery. The rationality and reliability of overall energy control of the vehicle are improved, stable operation of the vehicle is guaranteed, and the driving safety of the vehicle is improved.

Description

Technical Field

[0001] The embodiments of the present application relate to the field of vehicle control technology, and in particular to a vehicle energy management and control method, system, and vehicle. Background Art

[0002] With the development of the global automotive industry, new energy vehicles, especially hybrid vehicles, have gradually become one of the mainstream choices in the market due to their good fuel economy and low emissions.

[0003] In related technologies, hybrid vehicles utilize an energy management system (EMS) to coordinate power distribution between the engine and battery to maximize fuel efficiency and optimize noise (N), vibration (V), and harshness (H). This EMS is primarily designed for everyday vehicle use. Using the same EMS strategy for extreme driving conditions (such as high temperatures, high speeds, or continuous towing) can lead to rapid battery drain and power interruptions, compromising vehicle safety. Summary of the Invention

[0004] The embodiments of the present application provide a vehicle energy management and control method, system, and vehicle, which can improve the rationality and reliability of the vehicle's overall energy management and control. The technical solution is as follows:

[0005] In one aspect, an embodiment of the present application provides a vehicle energy management and control method, the method comprising:

[0006] Acquiring vehicle parameters and environmental parameters of the vehicle, the vehicle parameters including at least one of the vehicle speed, engine intake temperature, driving mode, engine operating state, or power battery cell temperature, and the environmental parameters including the ambient temperature of the vehicle;

[0007] When the vehicle parameters meet the power conservation conditions, controlling the engine and the power battery of the vehicle to execute a power conservation strategy corresponding to a power conservation level, the power conservation level being determined based on the environmental parameters and associated with a reference state of charge of the power battery;

[0008] When the engine and power battery of the vehicle execute a power conservation strategy, if the actual state of charge of the power battery is less than a first state of charge threshold, the power battery is controlled to execute a discharge limit strategy corresponding to a discharge limit level, where the discharge limit level is determined based on at least one of the environmental parameters or the cell temperature of the power battery, and the discharge limit level is associated with the discharge limit power of the power battery.

[0009] On the other hand, an embodiment of the present application provides a vehicle energy management and control system, the control system including an instrument host controller, a battery management system, and a vehicle controller, wherein the instrument host controller, the battery management system, and the vehicle controller are communicatively connected;

[0010] The instrument host controller and the battery management system send vehicle parameters and environmental parameters of the vehicle to the vehicle controller, wherein the vehicle parameters include at least one of the vehicle speed, engine intake temperature, driving mode, engine operating state, or power battery cell temperature, and the environmental parameters include the ambient temperature of the vehicle;

[0011] When the vehicle controller determines that the vehicle parameters meet the power conservation conditions, the vehicle controller sends a first control instruction to the instrument host controller and the battery management system;

[0012] After receiving the first control instruction, the instrument host controller and the battery management system control the engine and the power battery of the vehicle to execute a power conservation strategy corresponding to a power conservation level, wherein the power conservation level is determined based on the environmental parameters and is associated with a reference state of charge of the power battery;

[0013] The vehicle controller determines that the engine and power battery of the vehicle execute a power conservation strategy, and that the actual state of charge of the power battery is less than a first state of charge threshold, and sends a second control instruction to the battery management system;

[0014] After receiving the second control instruction, the battery management system controls the power battery to execute a discharge limit strategy corresponding to a discharge limit level, where the discharge limit level is determined based on at least one of the environmental parameters or the cell temperature of the power battery, and the discharge limit level is associated with the discharge limit power of the power battery.

[0015] On the other hand, an embodiment of the present application provides a vehicle, which includes a vehicle body, the vehicle body including an engine and a power battery; a vehicle energy management and control system, used to control the engine and the power battery to execute the above-mentioned vehicle energy management and control method.

[0016] On the other hand, an embodiment of the present application provides a computer device, which includes a processor and a memory, wherein the memory stores at least one program code, and the at least one program code is loaded and executed by the processor so that the computer device implements any of the above-mentioned vehicle energy management and control methods.

[0017] On the other hand, a computer-readable storage medium is also provided, in which at least one program code is stored. The at least one program code is loaded and executed by a processor to enable the computer to implement any of the above-mentioned vehicle energy management and control methods.

[0018] On the other hand, a computer program or computer program product is also provided, wherein the computer program or computer program product stores at least one computer instruction, and the at least one computer instruction is loaded and executed by a processor to enable the computer to implement any of the above-mentioned vehicle energy management and control methods.

[0019] The technical solutions provided by the embodiments of the present application bring at least the following beneficial effects:

[0020] This application obtains vehicle parameters and environmental parameters in a comprehensive manner. When the vehicle parameters meet the power conservation conditions, the power conservation level is determined based on the environmental parameters. The power conservation level is associated with the reference state of charge of the power battery. Under different environmental parameters, the vehicle's engine and power battery are controlled to execute the power conservation strategy corresponding to the power conservation level, ensuring that the power battery retains enough power to adapt to the ambient temperature, effectively guaranteeing the power reserve of the power battery under different environmental parameters. When the actual state of charge of the power battery is less than the state of charge threshold, the discharge limit level is determined based on the cell temperature. The discharge limit level is associated with the discharge limit power. Under different cell temperatures, the power battery is controlled to execute the discharge limit strategy corresponding to the discharge limit level to avoid excessive discharge of the power battery, thereby extending the service life of the power battery, improving the rationality and reliability of the vehicle's overall energy management control, ensuring stable operation of the vehicle, and improving vehicle driving safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. 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 any creative work.

[0022] Figure 1 This is a schematic diagram of an implementation environment provided by an embodiment of the present application;

[0023] Figure 2 This is a flow chart of a vehicle energy management and control method provided by an embodiment of the present application;

[0024] Figure 3 This is a flow chart of a vehicle energy management system in a high temperature scenario provided by an embodiment of the present application, which controls the vehicle to execute a power conservation strategy and a discharge limitation strategy;

[0025] Figure 4This is a flow chart of a vehicle energy management system in a trailer scenario provided by an embodiment of the present application, which controls the vehicle to execute a power conservation strategy and a discharge limitation strategy;

[0026] Figure 5 This is a schematic diagram of a vehicle energy management and control system provided by an embodiment of the present application;

[0027] Figure 6 This is a structural diagram of a server provided in an embodiment of the present application. DETAILED DESCRIPTION

[0028] In order to make the objectives, technical solutions and advantages of this application clearer, the implementation methods of this application will be further described in detail below with reference to the accompanying drawings.

[0029] It should be noted that the terms "first," "second," and the like in this application are used to distinguish similar objects and are not necessarily used to describe a specific order or precedence. It should be understood that the terms used in this manner are interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. Instead, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.

[0030] Figure 1 This is a schematic diagram of an implementation environment provided by an embodiment of the present application. Figure 1 As shown, the implementation environment may include a vehicle 101 and a vehicle energy management control 102. The vehicle energy management control 102 is used to control the vehicle 101 to perform corresponding operations. The vehicle energy management control 102 may be located in the vehicle 101, for example, the vehicle energy management control 102 is an on-board terminal; the vehicle energy management control 102 may also be located outside the vehicle 101, for example, the vehicle energy management control 102 is a cloud control system.

[0031] The vehicle energy management and control 102 may be an independent server, or the vehicle energy management and control 102 may be a server cluster composed of multiple servers that implement different functions, or the vehicle energy management and control 102 may be a cloud computing center.

[0032] Vehicle 101 may be a motor vehicle equipped with an engine and a power battery. Vehicle 101 may include but is not limited to a hybrid electric vehicle (HEV / PHEV), an extended-range electric vehicle (REEV), a plug-in extended-range hybrid electric vehicle, a mild hybrid electric vehicle (MHEV), and a crossover power vehicle equipped with a combined fuel engine and power battery drive system.

[0033] The vehicle 101 may also have a communication function. A communication module supporting wireless communication technology or wired communication technology may be provided in the vehicle 101 . The vehicle 101 exchanges data with the vehicle energy management control 102 through the communication module.

[0034] Based on the above Figure 1 In the implementation environment shown, the embodiment of the present application provides a method for managing and controlling vehicle energy. Figure 2 As shown, the method is applied to vehicle energy management control 102 , and the method may include steps 201 to 203 .

[0035] In step 201, vehicle parameters and environmental parameters of the vehicle are obtained. The vehicle parameters include at least one of the vehicle speed, engine intake temperature, driving mode, engine operating status or power battery cell temperature. The environmental parameters include the ambient temperature of the vehicle.

[0036] In an exemplary embodiment of the present application, the vehicle energy management system collects key state parameters (vehicle parameters) and external environmental characteristic parameters (environmental parameters) during vehicle operation in real time or periodically through sensors configured in the vehicle. Vehicle parameters include, but are not limited to, vehicle speed, engine intake temperature, driving mode, engine operating status, or power battery cell temperature.

[0037] Vehicle speed reflects the vehicle's current speed. Speed ​​sensors (such as Hall sensors and magnetoelectric sensors) installed on the vehicle's transmission output shaft or wheels collect wheel speed signals in real time. The Instrument Host Unit (IHU) or Hybrid Control Unit (HCU) converts the speed signals into vehicle speed based on parameters such as wheel diameter and transmission ratio.

[0038] An engine's intake air temperature (H1) refers to the temperature of the air entering the combustion chamber through the engine's intake manifold. It directly affects intake air density and fuel combustion efficiency. This temperature is detected by an intake air temperature sensor installed in the engine's intake manifold. The temperature sensor converts the temperature signal into an electrical signal, which is then transmitted to the vehicle control unit (HCU) via the engine control unit (ECU).

[0039] Driving modes refer to the vehicle's preset power output and energy management logic modes based on user needs or usage scenarios, such as normal driving mode, towing mode, sport mode, and economy mode. Driving modes are determined via physical buttons, the central control screen, or voice commands. After receiving the user's command, the instrument panel head unit (IHU) or body control module (BCM) sends the driving mode signal to the vehicle control unit (HCU).

[0040] The engine's operating status represents the current operating phase of the engine, including but not limited to startup, idling, normal operation, and shutdown. The operating phase can also indicate whether the engine is engaged in power output or power generation. The vehicle control unit (HCU) determines the engine's operating status by receiving signals from the crankshaft position sensor, ignition signals, fuel injection signals, and other signals from the engine control module (ECU).

[0041] The cell temperature (Ts) of a power battery refers to the real-time temperature of the battery cells in the power battery pack. It is a key indicator for assessing the battery's thermal state and safety performance. The Battery Management System (BMS) directly collects the temperature of each cell through temperature sensors embedded in the power battery pack. After processing the collected data, the BMS sends the cell temperature to the vehicle control unit (HCU).

[0042] The vehicle's ambient temperature (Te) refers to the air temperature outside the vehicle, reflecting the external climate conditions in which the vehicle operates. This temperature is detected by an external ambient temperature sensor installed in the vehicle. The sensor converts the ambient temperature signal into an electrical signal, which is then transmitted to the vehicle control unit (HCU) via the instrument unit head unit (IHU).

[0043] In step 202 , when the vehicle parameters meet the power conservation conditions, the vehicle's engine and power battery are controlled to execute a power conservation strategy corresponding to a power conservation level. The power conservation level is determined based on environmental parameters and is associated with a reference state of charge of the power battery.

[0044] In an exemplary embodiment of the present application, when the vehicle is in different driving conditions, the corresponding power conservation conditions are different. For example, when the power conservation condition is that the vehicle speed is greater than the first speed threshold and the engine intake temperature is greater than the temperature threshold, the vehicle's driving condition is considered to be a high-temperature condition, also known as a high-temperature scenario. When the power conservation condition is that the vehicle speed is greater than the second speed threshold, the driving mode is the trailer mode, and the engine's operating state is the start state, the vehicle's driving condition is considered to be a high-speed trailer condition, also known as a high-speed trailer scenario. Among them, the second speed threshold and the first speed threshold can be the same or different. For example, the first speed threshold is 20 km / h (kilometers / hour), the second speed threshold is 20 km / h (kilometers / hour), and the temperature threshold is 66°C (degrees Celsius). It should be noted that the speed threshold and temperature threshold in this application are exemplary descriptions and can also be set based on the actual driving process of the vehicle. This application does not impose any restrictions on this.

[0045] In an exemplary embodiment of the present application, the environmental parameters include multiple ambient temperature intervals, the temperatures in the ambient temperature intervals are positively correlated with the power conservation level, and the power conservation level is positively correlated with the reference state of charge.

[0046] Exemplarily, the ambient temperature in the environmental parameters is divided into multiple continuous or discrete ambient temperature intervals (e.g., a first ambient temperature interval and a second ambient temperature interval), and each ambient temperature interval corresponds to a specific temperature range. The higher the ambient temperature, the greater the energy management pressure of the power battery, the faster the power decay rate, and the load of accessories such as air conditioning increases under extremely high temperatures. At the same time, high-load conditions (such as rapid acceleration and climbing) have higher requirements for power. The temperature in the ambient temperature interval is positively correlated with the power protection level, that is, the higher the temperature value in the ambient temperature interval, the higher the corresponding power protection level. By improving the power protection level, the power reserve capacity of the power battery is enhanced to cope with the power consumption pressure in high temperature environments.

[0047] The power conservation level is positively correlated with the reference state of charge, meaning that the higher the power conservation level, the higher the corresponding reference state of charge (i.e., the target power level that the power battery needs to maintain under the power conservation level). For example, when the ambient temperature enters a higher range, the reference state of charge is automatically adjusted upwards. For example, a lower power conservation level corresponds to a lower reference state of charge, and a higher power conservation level corresponds to a higher reference state of charge. The vehicle's energy management and control system controls the engine to prioritize power generation under low and medium loads, bringing the power battery's actual state of charge closer to the reference state of charge. Under high-load conditions, the engine is primarily driven directly, with the battery providing auxiliary power to ensure that the power reserve adapts to the ambient temperature requirements.

[0048] The embodiment of the present application establishes a positive correlation mechanism among the ambient temperature range, the power conservation level and the reference state of charge, so that the vehicle energy management and control system can dynamically adapt to different ambient temperature conditions by controlling the vehicle's engine and power battery to execute the power conservation strategy corresponding to the power conservation level. In a high-temperature environment, by improving the power conservation level and the reference state of charge, it is ensured that the power battery retains sufficient power to cope with the increase in accessory load and high-load power demand, and effectively avoids power attenuation caused by insufficient power at extreme temperatures; and through graded power conservation, accurate power reserves are achieved, which not only avoids energy waste caused by excessive power conservation in low-temperature environments, but also ensures the safety and power stability of the battery in high-temperature environments, and improves the vehicle's adaptability in complex temperature environments and the user's driving experience.

[0049] In an exemplary embodiment of the present application, the multiple ambient temperature intervals include a first ambient temperature interval and a second ambient temperature interval, and the temperature value of the first ambient temperature interval is less than the temperature value of the second ambient temperature interval; the number of power protection levels is multiple, and the power protection levels include a first power protection level and a second power protection level, and the first power protection level is less than the second power protection level; the reference state of charge includes a first reference state of charge and a second reference state of charge, the first power protection level is associated with the first reference state of charge, and the second power protection level is associated with the second reference state of charge.

[0050] The process of controlling the vehicle's engine and power battery to execute a power conservation strategy includes: when the ambient temperature is within a first ambient temperature range, controlling the vehicle's engine and power battery to execute a power conservation strategy of a first power conservation level, so that the difference between the actual state of charge of the power battery and the first reference state of charge is less than or equal to a second state of charge threshold or the actual state of charge of the power battery is greater than the first reference state of charge.

[0051] When the ambient temperature is within the second ambient temperature range, the vehicle's engine and power battery are controlled to execute a power conservation strategy of the second power conservation level, so that the difference between the actual state of charge of the power battery and the second reference state of charge is less than or equal to the third state of charge threshold or the actual state of charge of the power battery is greater than the second reference state of charge.

[0052] Exemplarily, when the ambient temperature is in the first ambient temperature range, the power conservation strategy of the first power conservation level is triggered: by controlling the engine to enter the power generation mode at small and medium loads to charge the power battery, or adjusting the power distribution logic to reduce battery power consumption, so that the difference between the actual state of charge (SOC) of the power battery and the first reference state of charge is controlled within a preset second state of charge threshold (that is, the actual state of charge fluctuates slightly around the first reference value), or ensuring that the actual state of charge is higher than the first reference state of charge, so as to achieve basic power reserve in this temperature range.

[0053] When the ambient temperature is in the second ambient temperature range, switch to the second power conservation level power conservation strategy: further strengthen the engine's power generation priority or optimize the energy recovery logic, so that the difference between the actual state of charge of the power battery and the second reference state of charge is controlled within the preset third state of charge threshold, or ensure that the actual state of charge is higher than the second reference state of charge, and cope with the power consumption pressure in high temperature environment (such as increased air conditioning load, battery performance fluctuations, etc.) through higher power reserves.

[0054] It should be noted that the number of temperature ranges and corresponding power protection levels in this application can be set based on actual circumstances. For example, the first and second ambient temperature ranges may include at least one sub-ambient temperature range; the first and second power protection levels may include at least one sub-power protection level. This application does not limit the number of temperature ranges and corresponding power protection levels.

[0055] In addition, the reference state of charge corresponding to different power protection levels can also be set based on vehicle operating conditions, power battery health status (State of Health, SOH) or user-defined requirements; the second state of charge threshold and the third state of charge threshold can also be set based on actual conditions, and this application does not limit this.

[0056] The embodiments of this application achieve precise dynamic control of the power battery's charge level by grading the relationship between ambient temperature ranges, power conservation levels, and reference state of charge. For example, in lower temperature environments, a low-level power conservation strategy can be used to avoid energy waste caused by excessive power reserves. In higher temperature environments, a high-level power conservation strategy can be used to ensure that the battery retains sufficient charge to cope with increased loads and performance fluctuations. Furthermore, threshold control ensures that power fluctuations remain within a reasonable range, thus meeting the stability of power demand in different temperature environments while reducing ineffective energy consumption, thereby improving vehicle energy utilization efficiency and power battery safety.

[0057] In step 203, when the vehicle's engine and power battery execute a power conservation strategy, if the actual state of charge of the power battery is less than a first state of charge threshold, the power battery is controlled to execute a discharge limit strategy corresponding to a discharge limit level. The discharge limit level is determined based on at least one of an environmental parameter or a cell temperature of the power battery, and the discharge limit level is associated with a discharge limit power of the power battery.

[0058] In an exemplary embodiment of the present application, the vehicle's engine and power battery are in the process of executing a power conservation strategy, and the actual state of charge of the power battery is obtained in real time. When it is detected that the actual state of charge of the power battery is less than a first state of charge threshold, it indicates that the current power level is lower than the range that can be stably maintained by the power conservation strategy. If no intervention is made, the power level may continue to drop to a dangerous level, or the battery life and safety may be affected due to excessive discharge. Therefore, the power battery is controlled to execute a discharge limitation strategy corresponding to the discharge limitation level.

[0059] Ambient temperature directly affects the battery's heat dissipation efficiency. High temperatures reduce the battery's heat dissipation capacity, and excessive discharge can easily lead to a sudden temperature rise and thermal runaway. Cell temperature directly reflects the actual heating state of the battery. Even if the ambient temperature is not high, if the cell experiences localized overheating due to the charge / discharge process or internal resistance differences, discharge limitation is necessary to reduce heat generation. Therefore, at least one of the ambient temperature and the cell temperature can determine the discharge limit level.

[0060] The lower the discharge limit level, the higher the allowable discharge limit power, which only imposes basic constraints on battery discharge to ensure that the vehicle can still provide a certain amount of power when the battery is low (for example, to meet normal acceleration and climbing requirements). The higher the discharge limit level, the lower the allowable discharge limit power, which strictly limits the battery output to only meet the energy consumption of the vehicle's low-voltage loads (such as lights, central control) and necessary accessories (such as minimum cooling / heating of the air conditioner), avoiding battery depletion or thermal runaway due to excessive discharge.

[0061] In an exemplary embodiment of the present application, the ambient temperature in the environmental parameters is divided into multiple continuous or discrete ambient temperature intervals (such as a third ambient temperature interval and a fourth ambient temperature interval), and each ambient temperature interval corresponds to a specific temperature range. The higher the ambient temperature, the greater the heat dissipation pressure of the power battery. Changes in battery activity in a high-temperature environment may cause a decrease in charging and discharging efficiency, and excessive discharge may easily lead to the risk of thermal runaway. The temperature in the ambient temperature interval is positively correlated with the discharge limit level, that is, the higher the temperature value in the ambient temperature interval, the higher the corresponding discharge limit level. By increasing the discharge limit level, the discharge limit power is reduced to reduce battery heating, thereby coping with thermal safety pressure in a high-temperature environment.

[0062] The cell temperature of the power battery is divided into multiple continuous or discrete cell temperature intervals (e.g., a first cell temperature interval and a second cell temperature interval), each of which corresponds to a specific temperature range. The cell temperature is a direct reflection of the actual heating state of the battery. Even if the ambient temperature is not high, if the cell temperature rises due to charge and discharge cycles or internal resistance differences, excessive discharge will aggravate local overheating. The temperature in the cell temperature interval is positively correlated with the discharge limit level, that is, the higher the temperature value in the cell temperature interval, the higher the corresponding discharge limit level.

[0063] The discharge limit level is negatively correlated with the discharge limit power, that is, the higher the discharge limit level, the lower the corresponding discharge limit power. For example, when the ambient temperature enters a higher range or the battery cell temperature enters a higher range, the discharge limit level is automatically increased and the discharge limit power is reduced. For example, a lower discharge limit level corresponds to a higher discharge limit power, and a higher discharge limit level corresponds to a lower discharge limit power. Among them, the vehicle energy management and control system dynamically adjusts the discharge limit level and corresponding power of the power battery according to the range of the ambient temperature and the battery cell temperature: in a high temperature environment or when the battery cell is overheated, the discharge power is reduced through a high-level limit to reduce battery heating; when the temperature returns to the normal range, the discharge power is released through a low-level limit to ensure power output, ensuring that the discharge strategy adapts to the battery thermal state requirements.

[0064] The embodiment of the present application establishes an association mechanism between ambient temperature ranges, battery cell temperature ranges, discharge limit levels, and discharge limit power, so that the vehicle energy management and control system can dynamically adjust the discharge limit strategy. This can not only limit the discharge power in high temperature environments or when the battery cell is overheated to avoid the risk of thermal runaway, but also reduce the limit when the temperature is normal to ensure power performance. It effectively balances the safety protection of the power battery and the vehicle's power output requirements, avoids battery safety hazards at extreme temperatures and power attenuation caused by excessive restrictions, and improves the accuracy of vehicle energy management and user driving reliability.

[0065] In an exemplary embodiment of the present application, the multiple ambient temperature intervals include a third ambient temperature interval and a fourth ambient temperature interval, and the temperature value of the third ambient temperature interval is less than the temperature value of the fourth ambient temperature interval; the number of discharge limit levels is multiple, and the discharge limit levels include a first discharge limit level and a second discharge limit level, and the first discharge limit level is less than the second discharge limit level; the discharge limit power includes a first discharge limit power and a second discharge limit power, and the first discharge limit power is associated with the first discharge limit level, and the second discharge limit power is associated with the second discharge limit level.

[0066] The process of controlling the power battery to execute the discharge limit strategy includes: when the ambient temperature is within the third ambient temperature range, controlling the power battery to execute the discharge limit strategy of the first discharge limit level, so that the discharge power of the power battery is less than or equal to the first discharge limit power or the difference between the discharge power of the power battery and the first discharge limit power is less than or equal to the first power threshold.

[0067] When the ambient temperature is within a fourth ambient temperature range, the power battery is controlled to execute a discharge limit strategy of a second discharge limit level, so that the discharge power of the power battery is less than or equal to the second discharge limit power or the difference between the discharge power of the power battery and the second discharge limit power is less than or equal to a second power threshold.

[0068] For example, when the ambient temperature is in the third ambient temperature range, the discharge limit strategy of the first discharge limit level is triggered: the output power of the power battery is regulated by the battery management system (BMS) so that the actual discharge power does not exceed the first discharge limit power, or the deviation from the first discharge limit power is within the first power threshold (that is, the actual power fluctuates slightly around the first limit value), thereby reducing battery heat while meeting basic power requirements and adapting to thermal safety requirements in this temperature range.

[0069] When the ambient temperature is in the fourth ambient temperature range, the discharge limit strategy switches to the second discharge limit level: the discharge power limit logic is further tightened. By lowering the maximum allowable discharge power or dynamically adjusting the power output upper limit, the actual discharge power does not exceed the second discharge limit power, or the difference with the second discharge limit power is controlled within the second power threshold. The energy output of the power battery is reduced through stricter power limits, thereby reducing the risk of heating in high temperature environments. For example, it prevents the power battery from experiencing a sudden temperature rise or energy attenuation due to excessive discharge.

[0070] It should be noted that the number of ambient temperature intervals and the corresponding number of discharge limit levels can be set based on actual circumstances. For example, the third and fourth ambient temperature intervals may include at least one sub-ambient temperature interval; and the first and second discharge limit levels may include at least one sub-discharge limit level. This application does not impose any restrictions on the number of temperature intervals or the corresponding number of discharge limit levels.

[0071] In addition, the discharge limit power (first discharge limit power, second discharge limit power) corresponding to different discharge limit levels can also be set based on the power battery type, vehicle power requirements or usage scenarios; the first power threshold and the second power threshold can also be set based on actual conditions, and this application does not limit this.

[0072] The embodiments of the present application achieve precise dynamic regulation of the power battery discharge power by grading the association between ambient temperature ranges, discharge limit levels, and discharge limit power. For example, in lower temperature environments, a low-level discharge limit strategy is used to ensure the continuity of basic power output; in higher temperature environments, a high-level discharge limit strategy is used to strictly control power output to reduce battery heating. Furthermore, power threshold control ensures that discharge power fluctuations remain within a reasonable range, which not only meets the battery thermal safety requirements in different temperature environments, but also minimizes excessive restrictions on vehicle power performance, thereby improving the safety of the power battery and the adaptability of vehicle energy management.

[0073] In an exemplary embodiment of the present application, the multiple battery cell temperature intervals include a first battery cell temperature interval and a second battery cell temperature interval, and the temperature value of the first battery cell temperature interval is less than the temperature value of the second battery cell temperature interval; the number of discharge limit levels is multiple, the discharge limit levels include a third discharge limit level and a fourth discharge limit level, the third discharge limit level is less than the fourth discharge limit level, the discharge limit power includes a third discharge limit power and a fourth discharge limit power, the third discharge limit power is associated with the third discharge limit level, and the fourth discharge limit power is associated with the fourth discharge limit level.

[0074] The process of controlling the power battery to execute the discharge limitation strategy includes: when the cell temperature of the power battery is within the first cell temperature range, controlling the power battery to execute the discharge limitation strategy of the third discharge limitation level, so that the discharge power of the power battery is less than or equal to the third discharge limitation power or the difference between the discharge power of the power battery and the third discharge limitation power is less than or equal to the third power threshold.

[0075] When the cell temperature of the power battery is within the second cell temperature range, the power battery is controlled to execute a discharge limit strategy of a fourth discharge limit level, so that the discharge power of the power battery is less than or equal to the fourth discharge limit power or the difference between the discharge power of the power battery and the fourth discharge limit power is less than or equal to a fourth power threshold.

[0076] For example, when the cell temperature of the power battery is in the first cell temperature range, the discharge limit strategy of the third discharge limit level is triggered: the cell temperature is monitored in real time and the discharge power is regulated through the battery management system (BMS), so that the actual discharge power of the power battery does not exceed the third discharge limit power, or the deviation from the third discharge limit power is controlled within the third power threshold (that is, the actual power fluctuates slightly around the third limit value), while meeting the basic power requirements of the vehicle, avoiding excessive heating of the cell due to discharge, and adapting to the thermal stability requirements of the cell in this temperature range.

[0077] When the cell temperature of the power battery is in the second cell temperature range, the discharge limitation strategy switches to the fourth discharge limit level: further strengthen the limitation of discharge power, by lowering the maximum allowable discharge power or dynamically compressing the power output range, so that the actual discharge power does not exceed the fourth discharge limit power, or the difference with the fourth discharge limit power is controlled within the fourth power threshold. Through stricter power constraints, the energy output of the cell is reduced, thereby reducing the heating risk of the cell in a high temperature state. For example, problems such as local temperature rise, internal resistance increase or cycle life degradation caused by continuous high-power discharge of the cell are avoided.

[0078] It should be noted that the number of cell temperature ranges and the corresponding discharge limit levels can be set based on actual conditions. For example, the first cell temperature range and the second cell temperature range may include at least one sub-cell temperature range; the third discharge limit level and the fourth discharge limit level may include at least one sub-discharge limit level. This application does not limit the number of cell temperature ranges and the corresponding discharge limit levels.

[0079] In addition, the discharge limit power (third discharge limit power, fourth discharge limit power) corresponding to different discharge limit levels can also be set based on the battery cell type, battery health status (SOH) or vehicle usage scenario; the third power threshold and the fourth power threshold can also be set based on the actual control accuracy requirements, which is not limited in this application.

[0080] The embodiments of the present application achieve precise dynamic regulation of the power battery discharge power by grading the association between the battery cell temperature range, the discharge limit level, and the discharge limit power. For example, when the battery cell temperature is low, a low-level discharge limit strategy is used to ensure sufficient power output; when the battery cell temperature is high, a high-level discharge limit strategy is used to strictly control power output to suppress battery cell heating. In addition, power threshold control is used to ensure that discharge power fluctuations are within a reasonable range, which not only meets the thermal safety requirements under different battery cell temperature conditions, but also minimizes excessive restrictions on vehicle power performance, thereby improving the safety of the power battery and the accuracy of vehicle energy management.

[0081] For example, the vehicle is traveling in a high-temperature environment. For example, the first speed threshold is 20 km / h, the temperature threshold is 66°C, and there are four ambient temperature ranges (Te≤42°C; 42°C<Te≤45°C; 45°C<Te≤50°C; Te>50°C). The corresponding power protection levels are also four, S1 to S4. Figure 3 This is a flowchart of a vehicle energy management system for controlling a vehicle to execute a power conservation strategy and a discharge limitation strategy in a high-temperature scenario, provided by an embodiment of the present application. The process of controlling a vehicle to execute a power conservation strategy and a discharge limitation strategy in a high-temperature scenario includes steps 301 to 311.

[0082] Step 301: Obtain the vehicle speed and the engine intake air temperature.

[0083] Step 302: Is the vehicle speed greater than 20 km / h? If yes, proceed to step 303; if no, end.

[0084] Step 303: Check whether the engine intake air temperature is greater than 66° C. If yes, execute at least one of steps 304 to 307; if no, end the process.

[0085] For example, various vehicle sensors collect real-time vehicle operating data. The vehicle speed signal V1 is acquired by the vehicle speed sensor and transmitted to the instrument unit controller (IHU). The engine intake air temperature signal is acquired by the engine intake air temperature sensor and also transmitted to the IHU. The IHU then sends the vehicle speed signal and the engine intake air temperature signal to the vehicle control unit (HCU).

[0086] After receiving the vehicle speed signal V1 from the instrument unit controller (IHU), the vehicle control unit (HCU) compares it with a preset first speed threshold of 20 km / h. If the speed V1 is greater than 20 km / h, the vehicle is traveling at a medium-high speed. Further evaluation is required to determine whether the engine intake air temperature meets the high-temperature condition to determine whether to implement subsequent power conservation and discharge limiting strategies. If the speed is less than 20 km / h, the vehicle is traveling at a low speed or idling. In this case, the energy management strategy for the current high-temperature scenario is not activated, and the process ends.

[0087] After the vehicle control unit (HCU) confirms the vehicle speed is greater than 20 km / h, it assesses the engine intake air temperature (H1). If H1 exceeds 66°C, the vehicle is in a high-temperature environment, placing the power battery under significant thermal management pressure and power consumption risk. Immediately initiate appropriate power conservation and discharge limiting strategies to safeguard battery safety and vehicle performance. If H1 is not greater than 66°C, the ambient temperature has not yet reached a high enough level to require energy management intervention, and the process ends.

[0088] Step 304 : If the engine intake air temperature Te is less than or equal to 42° C., the power conservation strategy of the power conservation level S1 is triggered.

[0089] For example, when the engine intake air temperature Te ≤ 42°C, the vehicle's engine and power battery are controlled to implement a power conservation strategy at power conservation level S1. For example, the reference state of charge corresponding to power conservation level S1 is 25%. During the implementation of the power conservation strategy at power conservation level S1, the actual state of charge of the power battery is brought closer to the target value of 25% by optimizing the energy distribution logic between the engine and power battery. For example, when the vehicle is under low or medium load conditions, the engine is prioritized to operate in the high-efficiency power generation range to charge the power battery and reserve a basic amount of power for the vehicle to cope with the subsequent power consumption in high-temperature environments.

[0090] Step 305 : If the engine intake air temperature is 42° C. <Te≤45° C., the power conservation strategy of the power conservation level S2 is triggered.

[0091] When the engine intake temperature is 42°C<Te≤45°C, the vehicle's engine and power battery are controlled to implement the power conservation strategy of power conservation level S2. For example, the reference state of charge corresponding to power conservation level S2 is 50%. In the process of implementing the power conservation strategy of power conservation level S2, the actual state of charge of the power battery is brought closer to the target value of 50% by further optimizing the energy distribution logic between the engine and the power battery. For example, when the vehicle is under small and medium load conditions, the power generation priority of the engine is further improved, and the operating time of the engine in the high-efficiency power generation area is increased to charge the power battery and strengthen the power reserve capacity of the power battery to better adapt to the slightly higher power consumption pressure in this temperature range.

[0092] Step 306 : If the engine intake air temperature is 45° C. <Te≤50° C., trigger the power conservation strategy of power conservation level S3 .

[0093] For example, when the engine intake temperature is 45°C<Te≤50°C, the vehicle's engine and power battery are controlled to execute a power conservation strategy at power conservation level S3. For example, the reference state of charge corresponding to power conservation level S3 is 70%. In the process of executing the power conservation strategy at power conservation level S3, the actual state of charge of the power battery is brought closer to the target value of 70% by continuing to optimize the energy distribution logic between the engine and the power battery. For example, when the vehicle is in a small or medium load condition, the power generation priority of the engine is continued to be improved, further increasing the engine's operating time in the high-efficiency power generation area, while optimizing the working intensity of the energy recovery system to ensure that the actual state of charge of the power battery is stable at a high level to meet the power requirements of scenarios such as increased accessory loads in high temperature environments.

[0094] Step 307 : If the engine intake air temperature Te is greater than 50° C., the power conservation strategy of the power conservation level S4 is triggered.

[0095] For example, when the engine intake temperature Te>50°C, the vehicle's engine and power battery are controlled to execute a power conservation strategy at power conservation level S4. For example, the reference state of charge corresponding to power conservation level S4 is 80%. In the process of executing the power conservation strategy at power conservation level S4, the actual state of charge of the power battery is brought closer to the target value of 80% by maximizing the optimization of the energy distribution logic between the engine and the power battery. For example, when the vehicle is in a small or medium load condition, the engine's power generation capacity is maximized so that it can charge the power battery as much as possible under various operating conditions. At the same time, the power of non-essential electrical equipment is strictly limited to ensure that the power battery is fully charged to the greatest extent possible and avoid power attenuation due to insufficient power at high temperatures.

[0096] Step 308: Determine whether the actual state of charge of the power battery is less than a first state of charge threshold. If so, execute at least one of steps 309 to 311; if not, end.

[0097] After executing the power conservation strategy, the vehicle control unit (HCU) continuously monitors the actual state of charge signal sent by the battery management system (BMS) and compares it with the preset first state of charge threshold L1. If the actual state of charge is less than the first state of charge threshold L1, it indicates that the power battery charge is already at a low level and the discharge limit strategy needs to be immediately activated to prevent further decrease in charge. If the actual state of charge is not less than the first state of charge threshold L1, it indicates that the current charge can still meet the normal operation requirements of the vehicle, and the process ends.

[0098] Step 309 : If the engine intake air temperature is 42° C. < Te ≤ 45° C., the discharge limit strategy of the discharge limit level P1 is triggered.

[0099] For example, when the engine intake air temperature is 42°C<Te≤45°C, the power battery is controlled to execute the discharge limit strategy of the discharge limit level P1. For example, the discharge limit power corresponding to the discharge limit level P1 is 15kw. In the process of executing the discharge limit strategy of the discharge limit level P1, the discharge power of the power battery is monitored and regulated in real time through the battery management system (BMS) so that the discharge power of the power battery does not exceed 15kw, or is around 15kw. For example, when the vehicle is in normal driving conditions, the discharge power of the power battery is limited to only meet the basic power requirements of the vehicle. While ensuring the basic power of the vehicle, the heat generated by the battery due to discharge is reduced, thereby reducing the risk of thermal runaway.

[0100] Step 310 : If the engine intake air temperature is 45° C. < Te ≤ 50° C., a discharge limiting strategy of the discharge limiting level P2 is triggered.

[0101] For example, when the engine intake air temperature is 45°C<Te≤50°C, the power battery is controlled to execute the discharge limit strategy of the discharge limit level P2. For example, the discharge limit power corresponding to the discharge limit level P2 is 10kw. In the process of executing the discharge limit strategy of the discharge limit level P2, the discharge power of the power battery is monitored and regulated in real time through the battery management system (BMS), so that the discharge power of the power battery does not exceed 10kw, or is around 10kw. For example, when the vehicle is in normal driving conditions, the discharge power of the power battery is further limited. Compared with the P1 level, the P2 level further reduces the upper limit of the allowable discharge power. By more strictly controlling the battery discharge, the heating of the battery at high temperature is further alleviated.

[0102] Step 311 : If the engine intake air temperature Te is greater than 50° C., the discharge limit strategy of the discharge limit level P3 is triggered.

[0103] For example, when the engine intake air temperature Te>50°C, the power battery is controlled to execute the discharge limit strategy of discharge limit level P3. For example, the discharge limit power corresponding to discharge limit level P3 is 6kw. During the execution of the discharge limit strategy of discharge limit level P3, the battery management system (BMS) monitors and controls the discharge power of the power battery in real time, so that the discharge power of the power battery does not exceed 6kw, and only the power consumed by the low-voltage load and air conditioning load is retained. For example, when the vehicle is in normal driving conditions, the discharge power of the power battery is greatly reduced. By significantly reducing the discharge power of the power battery, the battery heating is minimized to ensure the safety of the battery in high temperature environments.

[0104] For example, the second speed threshold is 20 km / h, the temperature threshold is 66°C, and there are four ambient temperature ranges (Te≤42°C; 42°C<Te≤45°C; 45°C<Te≤50°C; Te>50°C). The corresponding power protection levels are also four, S1 to S4. Figure 4 This is a flowchart of a vehicle energy management system in a trailer scenario, provided by an embodiment of the present application, for controlling a vehicle to execute a power conservation strategy and a discharge limitation strategy. The process of controlling a vehicle to execute a power conservation strategy and a discharge limitation strategy in a trailer scenario includes steps 401 to 411.

[0105] Step 401: Acquire the vehicle speed, driving mode, and engine operating status.

[0106] For example, various sensors on a vehicle collect real-time operating data. The vehicle speed signal V1 is acquired by the speed sensor and transmitted to the instrument unit controller (IHU). The driving mode signal is acquired by the vehicle's mode selector switch or related control module and also transmitted to the IHU. The engine operating status signal is acquired by the engine control unit (ECU) and also transmitted to the IHU. The IHU then sends the vehicle speed signal, driving mode signal, and engine operating status signal to the vehicle control unit (HCU).

[0107] Step 402: Is the vehicle speed greater than 20 km / h? If yes, proceed to step 403; if no, end.

[0108] After receiving the vehicle speed signal V1 from the instrument unit controller (IHU), the vehicle control unit (HCU) compares it with a preset first speed threshold of 20 km / h. If the speed V1 is greater than 20 km / h, the vehicle is traveling at a medium-to-high speed. Further evaluation is required to determine whether the engine operating status and driving mode meet the requirements to determine whether to implement subsequent power conservation and discharge limiting strategies. If the speed is less than 20 km / h, the vehicle is traveling at a low speed or idling. In this case, the energy management strategy for the current trailer scenario is not activated, and the process ends.

[0109] Step 403: Check whether the engine is in the starting state. If yes, proceed to step 404; if not, end.

[0110] After the vehicle control unit (HCU) confirms the vehicle speed is greater than 20 km / h, it determines the engine's operating status. If the engine is running, it indicates the vehicle has the power to execute the subsequent strategy and needs to determine whether the driving mode is trailer mode. If the engine is not running, it indicates that the vehicle's power system may be abnormal or does not meet the strategy execution conditions, and the process ends.

[0111] Step 404: Check whether the driving mode is trailer mode. If yes, execute at least one of steps 405 to 408; if no, end.

[0112] After confirming that the engine is in the started state, the vehicle controller (HCU) will judge the driving mode. If the driving mode is trailer mode, it means that the vehicle is in a special driving scenario, and the corresponding power conservation and discharge limit strategies need to be activated to ensure the vehicle's energy management and battery safety in this mode; if the driving mode is not trailer mode, it means that the vehicle is in a normal driving state, the current special energy management strategy will not be activated for the time being, and the process ends. When the driving mode is trailer mode, the vehicle controller (HCU) will increase the vehicle's reference state of charge to 80%. This allows the vehicle to prioritize power conservation at low speeds and low loads, and when the user accelerates sharply, the engine can directly drive to provide power. If there is excess power demand, the power battery has enough power to provide power, which can meet the user's short-distance high-speed towing scenario.

[0113] Step 405 : If the engine intake air temperature Te≤42° C., trigger the power conservation strategy of power conservation level S1 .

[0114] Step 406 : If the engine intake air temperature is 42° C. <Te≤45° C., trigger the power conservation strategy of power conservation level S2 .

[0115] Step 407 : If the engine intake air temperature is 45° C. <Te≤50° C., trigger the power conservation strategy of power conservation level S3 .

[0116] Step 408 : If the engine intake air temperature Te is greater than 50° C., the power conservation strategy of power conservation level S4 is triggered.

[0117] Step 409: Is the actual state of charge less than the first state of charge threshold? If so, proceed to step 410 or step 411; if not, end.

[0118] The contents of steps 405 to 409 are similar to those of steps 304 to 308 , and reference may be made to the relevant descriptions, which will not be repeated here.

[0119] In step 410 , if the cell temperature is 38° C. ≤ Ts ≤ 40° C., the discharge limit strategy of the discharge limit level B1 is triggered.

[0120] For example, when the cell temperature of the power battery is 38°C ≤ Ts ≤ 40°C, the power battery is controlled to execute the discharge limit strategy of the discharge limit level B1. For example, the discharge limit power corresponding to the discharge limit level B1 is 15kw. In the process of executing the discharge limit strategy of the discharge limit level B1, the discharge power of the power battery is monitored and regulated in real time through the battery management system (BMS) so that the discharge power of the power battery does not exceed 15kw, or is around 15kw. For example, when the vehicle is in a trailer driving condition, the discharge power of the power battery is limited to only meet the basic power requirements of the vehicle. While ensuring the basic power of the vehicle, the heat generated by the battery due to discharge is reduced, thereby reducing the risk of thermal runaway.

[0121] Step 411 : If the cell temperature Ts is greater than 40° C., a discharge limit strategy of the discharge limit level B2 is triggered.

[0122] For example, when the cell temperature Ts of the power battery is greater than 40°C, the power battery is controlled to execute the discharge limit strategy of the discharge limit level B2. For example, the discharge limit power corresponding to the discharge limit level B2 is 10kw. In the process of executing the discharge limit strategy of the discharge limit level B2, the discharge power of the power battery is monitored and regulated in real time by the battery management system (BMS), so that the discharge power of the power battery does not exceed 10kw, and only the power consumed by the low-voltage load and the air-conditioning load is retained. For example, when the vehicle is in the towing driving condition, the discharge power of the power battery is greatly reduced. By greatly reducing the discharge power of the power battery, the battery heating is minimized to ensure the safety of the battery in a high temperature environment.

[0123] In an exemplary embodiment of the present application, when the environmental parameters meet the first adjustment condition, the power conservation level of the power conservation strategy executed by the vehicle engine and the power battery is adjusted or the execution of the power conservation strategy is canceled; or, when the cell temperature of the power battery meets the second adjustment condition, the discharge limit level of the discharge limit strategy executed by the power battery is adjusted or the execution of the discharge limit strategy is canceled.

[0124] Exemplarily, when environmental parameters meet a first adjustment condition, the vehicle energy management and control system adjusts the battery conservation strategy, including adjusting the battery conservation level or canceling the battery conservation strategy. For example, when the ambient temperature drops to a first ambient temperature adjustment threshold, the thermal management pressure on the battery is reduced, and the system can appropriately lower the battery conservation level, reducing the engine's power generation load to improve fuel economy. When the ambient temperature drops to a second ambient temperature adjustment threshold, the battery conservation strategy can be canceled, allowing the battery to charge and discharge freely according to actual demand. The second ambient temperature adjustment threshold is lower than the first ambient temperature adjustment threshold.

[0125] For example, as the ambient temperature decreases, when Te is less than 47°C, the P3 discharge limit strategy is exited and the P2 discharge limit strategy is implemented. As the ambient temperature continues to decrease, when Te is less than 43°C, the P2 discharge limit strategy is exited and the P1 discharge limit strategy is implemented. As the ambient temperature continues to decrease, when Te is less than 40°C, the P1 discharge limit strategy is exited and the discharge limit strategy is canceled. As the ambient temperature decreases, the vehicle's power output capacity gradually recovers to adapt to different driving scenarios.

[0126] When the power battery cell temperature meets the second adjustment condition, the vehicle energy management and control system adjusts the discharge limit strategy, including adjusting the discharge limit level or canceling the discharge limit strategy. For example, when the cell temperature drops to the first cell temperature adjustment threshold, the risk of thermal runaway of the battery is reduced, and the system can appropriately reduce the discharge limit level and increase the battery's discharge power to meet the power demand during towing. When the cell temperature drops to the second cell temperature adjustment threshold, the discharge limit strategy is canceled, allowing the battery to discharge freely according to actual demand, where the second cell temperature adjustment threshold is lower than the first cell temperature adjustment threshold.

[0127] For example, during the process of cell temperature decreasing, when the cell temperature Ts is less than 39°C, the B2 level discharge limitation strategy is exited and the B1 level discharge limitation strategy is executed; as the cell temperature continues to decrease, when the cell temperature Ts is less than 36°C, the B1 level discharge limitation strategy is exited and the discharge limitation strategy is canceled.

[0128] The embodiments of the present application achieve precise management of the battery under different operating conditions by dynamically adjusting the power conservation strategy and the discharge limit strategy. In high-temperature scenarios, the discharge limit level is adjusted in a timely manner according to changes in ambient temperature, which not only ensures the safety of the battery at high temperatures but also avoids insufficient power caused by excessive restrictions. In towing scenarios, the discharge limit strategy is adjusted according to changes in battery cell temperature to ensure the vehicle's power output and battery safety during towing. This dynamic adjustment mechanism not only improves the battery's service life and safety, but also enhances the vehicle's power performance and energy utilization efficiency under various operating conditions, providing users with a more reliable and efficient driving experience.

[0129] This application obtains vehicle parameters and environmental parameters in a comprehensive manner. When the vehicle parameters meet the power conservation conditions, the power conservation level is determined based on the environmental parameters. The power conservation level is associated with the reference state of charge of the power battery. Under different environmental parameters, the vehicle's engine and power battery are controlled to execute the power conservation strategy corresponding to the power conservation level, ensuring that the power battery retains enough power to adapt to the ambient temperature, effectively guaranteeing the power reserve of the power battery under different environmental parameters. When the actual state of charge of the power battery is less than the state of charge threshold, the discharge limit level is determined based on the cell temperature. The discharge limit level is associated with the discharge limit power. Under different cell temperatures, the power battery is controlled to execute the discharge limit strategy corresponding to the discharge limit level to avoid excessive discharge of the power battery, thereby extending the service life of the power battery, improving the rationality and reliability of the vehicle's overall energy control, ensuring stable operation of the vehicle, and improving vehicle driving safety.

[0130] The present application also provides a vehicle energy management and control system. Figure 5 This is a schematic diagram of a vehicle energy management and control system provided by an embodiment of the present application, such as Figure 5 As shown, the system includes an instrument host controller (IHU), a battery management system (BMS), and a vehicle control unit (HCU). The instrument host controller (IHU) and the battery management system (BMS) are communicatively connected to the vehicle control unit (HCU).

[0131] The instrument host controller (IHU) and the battery management system (BMS) send the vehicle parameters and environmental parameters of the vehicle to the vehicle control unit (HCU). The vehicle parameters include at least one of the vehicle speed, engine intake temperature, driving mode, engine operating status or power battery cell temperature. The environmental parameters include the ambient temperature of the vehicle.

[0132] When the vehicle controller (HCU) determines that the vehicle parameters meet the power preservation conditions, it sends a first control instruction to the instrument host controller (IHU) and the battery management system (BMS).

[0133] The instrument host controller (IHU) and the battery management system (BMS) receive the first control instruction, and control the engine and the power battery of the vehicle to execute a power preservation strategy corresponding to a power preservation level, the power preservation level being determined based on the environmental parameter, and the power preservation level being associated with a reference state of charge of the power battery.

[0134] The whole vehicle controller (HCU) determines that the engine and the power battery of the vehicle execute the power preservation strategy, and that the actual state of charge of the power battery is less than the first state of charge threshold, and sends a second control instruction to the battery management system (BMS).

[0135] The battery management system (BMS) receives the second control instruction, and controls the power battery to execute a discharge limiting strategy corresponding to a discharge limiting level, the discharge limiting level being determined based on at least one of the environmental parameter or the temperature of the power battery cell, and the discharge limiting level being associated with a discharge limiting power of the power battery.

[0136] It should be noted that the related content of the vehicle energy management control system of the present application has been described in detail in steps 201 to 203, and the related content of steps 201 to 203 can be referred to, and will not be described here.

[0137] The whole vehicle controller (HCU) obtains the vehicle parameters and the environmental parameters, and in the case that the vehicle parameters meet the power preservation condition, determines a power preservation level according to the environmental parameters, the power preservation level being associated with a reference state of charge of the power battery, and in different environmental parameters, the whole vehicle controller (HCU) sends a first control instruction to the instrument host controller (IHU) and the battery management system (BMS), and the instrument host controller (IHU) and the battery management system (BMS) control the engine and the power battery of the vehicle to execute a power preservation strategy corresponding to the power preservation level according to the first control instruction, so as to ensure that the power battery retains an amount of power suitable for the environmental temperature, and effectively guarantees the power reserve of the power battery under different environmental parameters. When the whole vehicle controller (HCU) determines that the actual state of charge of the power battery is less than the state of charge threshold, a discharge limiting level is determined based on the temperature of the power battery cell, the discharge limiting level being associated with a discharge limiting power, the whole vehicle controller (HCU) sends a second control instruction to the battery management system (BMS), and the battery management system (BMS) controls the power battery to execute a discharge limiting strategy corresponding to the discharge limiting level under different temperatures of the power battery cell according to the second control instruction, so as to avoid excessive discharge of the power battery, thereby prolonging the service life of the power battery, improving the rationality and reliability of the overall energy control of the vehicle, guaranteeing stable operation of the vehicle, and improving the driving safety of the vehicle.

[0138] It should be understood that the above-mentioned system only uses the division of the above-mentioned functional modules as an example to illustrate its functions. 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 modules to complete all or part of the functions described above. In addition, the device and method embodiments provided in the above embodiments are based on the same concept. The specific implementation process is detailed in the method embodiment and will not be repeated here.

[0139] The present application also provides a vehicle comprising: a vehicle body including an engine and a power battery; and a vehicle energy management and control system configured to control the engine and the power battery to execute the vehicle energy management and control method described above. The vehicle energy management and control method has been described in steps 201 to 203 and will not be further elaborated here.

[0140] Figure 6 This is a schematic diagram of the structure of a server provided in an embodiment of the present application. The server 600 may vary significantly due to different configurations or performance, and may include one or more processors 601 and one or more memories 602. The one or more memories 602 store at least one program code, which is loaded and executed by the one or more processors 601 to implement the vehicle energy management and control methods provided in the various method embodiments described above. Of course, the server 600 may also include components such as a wired or wireless network interface, a keyboard, and input / output interfaces for input and output. The server 600 may also include other components for implementing device functions, which are not detailed here.

[0141] In an exemplary embodiment, a computer-readable storage medium is further provided, in which at least one program code is stored. The at least one program code is loaded and executed by a processor to enable a computer to implement any of the above-mentioned vehicle energy management and control methods.

[0142] Optionally, the computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a compact disc (CD-ROM), a magnetic tape, a floppy disk, an optical data storage device, or the like.

[0143] In an exemplary embodiment, a computer program or computer program product is also provided, in which at least one computer instruction is stored. The at least one computer instruction is loaded and executed by a processor to enable the computer to implement any of the above-mentioned vehicle energy management and control methods.

[0144] It should be noted that the information (including but not limited to user device information, user personal information, etc.), data (including but not limited to data used for analysis, stored data, displayed data, etc.), and signals involved in this application are all authorized by the user or fully authorized by all parties, and the collection, use, and processing of relevant data must comply with the relevant laws, regulations, and standards of the relevant countries and regions. For example, the vehicle parameters, environmental parameters, power conservation conditions, power conservation strategies, and discharge limit strategies involved in this application are all obtained with full authorization.

[0145] It should be understood that the term "plurality" used herein refers to two or more. "And / or" describes a relationship between associated objects, indicating that three possible relationships exist. For example, "A and / or B" can mean: A exists alone, A and B exist simultaneously, or B exists alone. The character " / " generally indicates an "or" relationship between the associated objects.

[0146] The above description is merely an exemplary embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent replacements, improvements, etc. made within the principles of the present application shall be included in the scope of protection of the present application.

Claims

1. A vehicle energy management and control method, characterized in that: The method comprises: Acquiring vehicle parameters and environmental parameters of the vehicle, the vehicle parameters including at least one of the vehicle speed, engine intake temperature, driving mode, engine operating state, or power battery cell temperature, and the environmental parameters including the ambient temperature of the vehicle; When the vehicle parameters meet the power conservation conditions, controlling the engine and the power battery of the vehicle to execute a power conservation strategy corresponding to a power conservation level, the power conservation level being determined based on the environmental parameters and associated with a reference state of charge of the power battery; When the engine and power battery of the vehicle execute a power conservation strategy, if the actual state of charge of the power battery is less than a first state of charge threshold, the power battery is controlled to execute a discharge limit strategy corresponding to a discharge limit level, where the discharge limit level is determined based on at least one of the environmental parameters or the cell temperature of the power battery, and the discharge limit level is associated with the discharge limit power of the power battery.

2. The method according to claim 1, characterized in that The power protection conditions include at least one of the following: The vehicle parameters include a vehicle speed and an intake air temperature of the engine, wherein the vehicle speed is greater than a first vehicle speed threshold and the intake air temperature of the engine is greater than a temperature threshold; The vehicle parameters include the vehicle speed, the driving mode, and the operating state of the engine. The vehicle speed is greater than a second speed threshold, the driving mode is a trailer mode, and the operating state of the engine is a start state.

3. The method according to claim 1, characterized in that The environmental parameters include a plurality of ambient temperature intervals, the temperatures in the ambient temperature intervals are positively correlated with the power conservation level, and the power conservation level is positively correlated with the reference state of charge.

4. The method according to claim 3, characterized in that The multiple ambient temperature intervals include a first ambient temperature interval and a second ambient temperature interval, and the temperature value of the first ambient temperature interval is lower than the temperature value of the second ambient temperature interval; the number of the power protection levels is multiple, and the power protection levels include a first power protection level and a second power protection level, and the first power protection level is lower than the second power protection level; the reference state of charge includes a first reference state of charge and a second reference state of charge, the first power protection level is associated with the first reference state of charge, and the second power protection level is associated with the second reference state of charge; The controlling the engine and power battery of the vehicle to execute a power conservation strategy includes: When the ambient temperature is within the first ambient temperature range, controlling the engine and the power battery of the vehicle to execute the power conservation strategy of the first power conservation level, so that the difference between the actual state of charge of the power battery and the first reference state of charge is less than or equal to a second state of charge threshold or the actual state of charge of the power battery is greater than the first reference state of charge; When the ambient temperature is within the second ambient temperature range, the engine and power battery of the vehicle are controlled to execute the power conservation strategy of the second power conservation level, so that the difference between the actual state of charge of the power battery and the second reference state of charge is less than or equal to a third state of charge threshold or the actual state of charge of the power battery is greater than the second reference state of charge.

5. The method according to claim 1, wherein The environmental parameters include a plurality of environmental temperature intervals, the temperatures in the environmental temperature intervals are positively correlated with the discharge limit level, and the discharge limit level is negatively correlated with the discharge limit power; The battery cell temperature includes a plurality of battery cell temperature intervals. The temperatures in the battery cell temperature intervals are positively correlated with the discharge limit level, and the discharge limit level is negatively correlated with the discharge limit power.

6. The method according to claim 5, characterized in that The multiple ambient temperature intervals include a third ambient temperature interval and a fourth ambient temperature interval, and the temperature value of the third ambient temperature interval is lower than the temperature value of the fourth ambient temperature interval; the number of the discharge limit levels is multiple, and the discharge limit levels include a first discharge limit level and a second discharge limit level, and the first discharge limit level is lower than the second discharge limit level; the discharge limit power includes a first discharge limit power and a second discharge limit power, and the first discharge limit power is associated with the first discharge limit level, and the second discharge limit power is associated with the second discharge limit level; The controlling the power battery to execute a discharge limiting strategy includes: When the ambient temperature is within the third ambient temperature range, controlling the power battery to execute the discharge limit strategy of the first discharge limit level, so that the discharge power of the power battery is less than or equal to the first discharge limit power or the difference between the discharge power of the power battery and the first discharge limit power is less than or equal to a first power threshold; When the ambient temperature is within the fourth ambient temperature range, the power battery is controlled to execute the discharge limit strategy of the second discharge limit level, so that the discharge power of the power battery is less than or equal to the second discharge limit power or the difference between the discharge power of the power battery and the second discharge limit power is less than or equal to a second power threshold.

7. The method according to claim 5, characterized in that The multiple battery cell temperature intervals include a first battery cell temperature interval and a second battery cell temperature interval, and a temperature value of the first battery cell temperature interval is lower than a temperature value of the second battery cell temperature interval; the number of the discharge limit levels is multiple, and the discharge limit levels include a third discharge limit level and a fourth discharge limit level, and the third discharge limit level is lower than the fourth discharge limit level; the discharge limit power includes a third discharge limit power and a fourth discharge limit power, and the third discharge limit power is associated with the third discharge limit level, and the fourth discharge limit power is associated with the fourth discharge limit level; The controlling the power battery to execute a discharge limiting strategy includes: When the cell temperature of the power battery is within the first cell temperature range, controlling the power battery to execute the discharge limit strategy of the third discharge limit level, so that the discharge power of the power battery is less than or equal to the third discharge limit power or the difference between the discharge power of the power battery and the third discharge limit power is less than or equal to a third power threshold; When the cell temperature of the power battery is within the second cell temperature range, the power battery is controlled to execute the discharge limit strategy of the fourth discharge limit level, so that the discharge power of the power battery is less than or equal to the fourth discharge limit power or the difference between the discharge power of the power battery and the fourth discharge limit power is less than or equal to a fourth power threshold.

8. The method according to any one of claims 1 to 7, characterized in that: The method further comprises: When the environmental parameter satisfies a first adjustment condition, adjusting the power conservation level of the power conservation strategy executed by the vehicle engine and the power battery or canceling execution of the power conservation strategy; Alternatively, when the cell temperature of the power battery meets a second adjustment condition, the discharge restriction level of the discharge restriction strategy executed by the power battery is adjusted or the execution of the discharge restriction strategy is canceled.

9. A vehicle energy management and control system, characterized in that: The control system includes an instrument host controller, a battery management system and a vehicle controller, and the instrument host controller, the battery management system and the vehicle controller are communicatively connected; The instrument host controller and the battery management system send vehicle parameters and environmental parameters of the vehicle to the vehicle controller, wherein the vehicle parameters include at least one of the vehicle speed, engine intake temperature, driving mode, engine operating state, or power battery cell temperature, and the environmental parameters include the ambient temperature of the vehicle; When the vehicle controller determines that the vehicle parameters meet the power conservation conditions, the vehicle controller sends a first control instruction to the instrument host controller and the battery management system; After receiving the first control instruction, the instrument host controller and the battery management system control the engine and the power battery of the vehicle to execute a power conservation strategy corresponding to a power conservation level, wherein the power conservation level is determined based on the environmental parameters and is associated with a reference state of charge of the power battery; The vehicle controller determines that the engine and power battery of the vehicle execute a power conservation strategy, and that the actual state of charge of the power battery is less than a first state of charge threshold, and sends a second control instruction to the battery management system; After receiving the second control instruction, the battery management system controls the power battery to execute a discharge limit strategy corresponding to a discharge limit level, where the discharge limit level is determined based on at least one of the environmental parameters or the cell temperature of the power battery, and the discharge limit level is associated with the discharge limit power of the power battery.

10. A vehicle, characterized in that: The vehicle comprises: The vehicle body includes the engine and power battery; A vehicle energy management and control system, used to control the engine and the power battery to execute the vehicle energy management and control method according to any one of claims 1 to 8.

Images