Vehicle energy management method and vehicle

Abstract

The invention provides a vehicle energy management method and a vehicle, and the method comprises the steps: obtaining the energy consumption information of vehicle-mounted equipment, the current state information of a vehicle-mounted energy supply system, and navigation information, wherein the navigation information comprises the target state information of the vehicle-mounted energy supply system determined by the dynamic electricity price of a target distance node and the state of a charging pile; determining an energy management strategy of the vehicle based on the energy consumption information of the vehicle-mounted equipment and the current state information and the target state information of the vehicle-mounted energy supply system; the energy management strategy is used for performing level-to-level management control on the vehicle-mounted equipment; and controlling the vehicle-mounted equipment based on the energy management strategy of the vehicle. Therefore, in combination with the dynamic electricity price of the target distance node, the state of the charging pile, the target state information and the current state information of the vehicle-mounted energy supply system and the energy consumption information of the vehicle-mounted equipment, hierarchical management control is performed on the vehicle-mounted equipment, and the energy consumption of the vehicle-mounted equipment is planned and controlled, so that the travel is ensured, and the external discharging scene of the vehicle is expanded and enriched.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a vehicle energy management method and a vehicle. Background Technology

[0002] With the increasing number of vehicles on the road and the booming development of the automotive industry, new energy vehicles have gradually emerged and developed in order to achieve environmental friendliness. These new energy vehicles include hybrid electric vehicles, electric vehicles, clean fuel cell vehicles, and fuel cell electric vehicles (FCEVs). Taking fuel cell electric vehicles as an example, their fuel cells can burn hydrogen, meaning they can actively generate electricity using hydrogen as a feedstock. Their emissions are mainly water, producing almost no harmful gases or particulate matter, which is of great significance for improving air quality and alleviating environmental pressure.

[0003] In some application scenarios, the electrical energy generated by the fuel cell in a fuel cell electric vehicle can be used entirely for its own consumption, either directly driving the vehicle or charging the battery, without transferring excess electricity from the fuel cell to the external environment. Alternatively, fuel cell electric vehicles can discharge electricity in fixed locations such as homes or workplaces, making their external discharge scenarios relatively limited.

[0004] Therefore, how to dynamically plan vehicle energy management strategies by combining vehicle on-the-go information to expand the scenarios for vehicle external discharge has become a technical problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0005] In view of the above problems, this application provides a vehicle energy management method and vehicle that overcomes or at least partially solves the above technical problems, and the technical solution is as follows: In a first aspect, this application provides a vehicle energy management method, comprising: The system acquires energy consumption information of on-board equipment, current status information of the on-board power supply system, and navigation information. The navigation information includes the target status information of the on-board power supply system at the target route node, which is determined by the dynamic electricity price and charging pile status at the target route node. Based on the energy consumption information of the vehicle-mounted equipment, the current status information of the vehicle-mounted power supply system, and the target status information of the vehicle-mounted power supply system in the navigation information, the energy management strategy of the vehicle is determined; the energy management strategy is used for hierarchical management and control of the vehicle-mounted equipment. The onboard equipment is controlled based on the vehicle's energy management strategy.

[0006] The above technical solution provides a method for determining the vehicle's energy management strategy by combining the dynamic electricity price of the target route node, the status of the charging pile, and the target status information of the vehicle's power supply system during long-distance or short-distance navigation. This allows for intelligent management of the energy consumption of the vehicle's equipment and dynamic planning of the vehicle's energy usage strategy, thereby expanding and enriching the vehicle's external discharge scenarios while ensuring the travel distance.

[0007] Optionally, in some possible implementations, the on-board energy supply system in this vehicle energy management method includes a power battery system and a fuel cell system; Obtaining the current status information of the vehicle power supply system includes: obtaining the current remaining power of the power battery and obtaining the current remaining fuel of the fuel cell; Obtaining the navigation information includes: obtaining the target remaining power of the power battery and the target remaining fuel of the fuel cell when the vehicle reaches the target route node as planned in the navigation information; the target remaining power and the target remaining fuel are determined based on the dynamic electricity price and the status of the charging pile at the target route node.

[0008] In the above technical solution, the vehicle power supply system includes a power battery system and a fuel cell system, thereby providing an energy management method suitable for fuel cell electric vehicles. In long-distance or short-distance navigation, by combining the dynamic electricity price of the target route node, the status of the charging pile, and the target remaining power and fuel of the on-board power supply system, the vehicle's energy management strategy can be determined to intelligently manage the energy consumption of on-board equipment and dynamically plan the on-board energy usage strategy, thereby expanding and enriching the vehicle's external discharge scenarios while ensuring the journey.

[0009] Optionally, in some possible implementations, the method for determining the energy management strategy of the vehicle includes: Based on the navigation information, determine the energy management scenario for the current road segment; Based on the energy management scenario of the current road segment, the energy consumption information of the on-board equipment, and the current status information of the on-board power supply system, the energy management strategy of the vehicle is determined. The energy management scenario is a precise reserve scenario, a discharge priority scenario, or a free and comfortable scenario; the target remaining power in the precise reserve scenario is less than the target remaining power in the discharge priority scenario; the total energy consumption of the on-board equipment in the free and comfortable scenario is greater than the total energy consumption of the on-board equipment in the precise reserve scenario, and the total energy consumption of the on-board equipment in both the free and comfortable scenario and the precise reserve scenario is greater than the total energy consumption of the on-board equipment in the discharge priority scenario.

[0010] In the above technical solution, different energy management scenarios are divided by combining navigation information and the energy consumption information of vehicle equipment and the current status information of vehicle power supply system to determine the corresponding energy management strategy. This enables hierarchical management and control of vehicle equipment under different energy management scenarios, which facilitates the vehicle to selectively charge or discharge based on dynamic electricity prices, thereby ensuring the journey while expanding and enriching the vehicle's external discharge scenarios.

[0011] Optionally, in some possible implementations, the vehicle energy management method includes at least safety core equipment, driving necessity equipment, comfort equipment, and entertainment expansion equipment. The vehicle's energy management strategy includes: under the precise reserve scenario, controlling the core safety devices and the necessary driving devices to operate without power restrictions, the power consumption of the comfort devices being less than a first power, and the power consumption of the entertainment and expansion devices being less than a second power.

[0012] In the aforementioned technical solution, under the precise reserve scenario, the remaining battery power of the power battery system needs to be precisely controlled to a certain target value when the vehicle reaches the target route node, as planned in the navigation information, so as to enable charging at a low price at the target route node. Therefore, the hierarchical management and control method of in-vehicle equipment under this precise reserve scenario may include: reducing the power consumption of comfort equipment compared to full-power use, and also reducing the power consumption of entertainment and expansion equipment compared to full-power use, to meet the battery reserve requirements and facilitate vehicle charging at route nodes with lower electricity prices.

[0013] Optionally, in some possible implementations, the vehicle energy management method includes at least safety core equipment, driving necessity equipment, comfort equipment, and entertainment expansion equipment. The vehicle's energy management strategy includes: in the discharge priority scenario, controlling the core safety devices and the necessary driving devices to operate without power restrictions, ensuring that the power consumption of the comfort devices is less than the third power, and turning off the entertainment and expansion devices.

[0014] In the above technical solution, under the discharge-priority scenario, the vehicle, as planned in the navigation information, needs to store a significant amount of energy to discharge at the target destination. Therefore, the hierarchical management and control method for onboard equipment in this discharge-priority scenario can include: strictly limiting the power consumption of comfort devices and turning off entertainment and other extended-range devices to minimize the total energy consumption of onboard equipment. This ensures that the vehicle can store a sufficient amount of energy when it reaches the target destination, meeting the vehicle's need for external discharge and expanding the vehicle's external discharge scenarios.

[0015] Optionally, in some possible implementations, the vehicle energy management method includes at least safety core equipment, driving necessity equipment, comfort equipment, and entertainment expansion equipment. The vehicle's energy management strategy includes: under the free and comfortable scenario, controlling the core safety devices, the necessary driving devices, the comfort devices, and the entertainment enhancement devices to operate without power limitations.

[0016] In the above technical solution, under the free and comfortable scenario, since the vehicle planned in the navigation information has no energy storage requirement when it reaches the target route node, the hierarchical management and control method of the vehicle equipment under this free and comfortable scenario may include: all types of vehicle equipment can be used without power restrictions, so as to complete the trip while taking into account the comfort and entertainment expansion needs of the driver and passengers.

[0017] Optionally, in some possible implementations, after determining the vehicle's energy management strategy, the vehicle energy management method further includes: Based on the vehicle's energy management strategy, corresponding prompts are displayed to the user; the prompts include the planned energy management scenario and the operating modes of different on-board devices under the corresponding energy management scenario.

[0018] In the above technical solution, based on the vehicle's energy management strategy, corresponding prompts are displayed to the user to inform the user of the current or optimizable energy management scenarios of the vehicle and the operating modes of different on-board devices under the corresponding energy management scenarios. This makes it easier for the user to understand the real-time operating status of the vehicle. At the same time, the user can choose to prioritize comfort, entertainment and extended experiences, or charging and discharging according to their own needs. This allows the user to selectively charge or discharge the vehicle when needed, thereby ensuring the trip while expanding and enriching the vehicle's external discharge scenarios.

[0019] Optionally, in some possible implementations, after displaying the corresponding prompt information to the user, the vehicle energy management method further includes: Receive user feedback regarding the prompt information; Based on the feedback information and the vehicle's energy management strategy, the on-board equipment is controlled.

[0020] In the above technical solution, the on-board equipment is controlled by combining user feedback on prompts and the vehicle's energy management strategy. User needs are taken into account during the vehicle energy management process, which can flexibly meet the needs of different users.

[0021] Optionally, in some possible implementations, the vehicle energy management method further includes: Based on the vehicle's arrival at the target route node, the actual vehicle status information is compared with the target status information; the target status information includes the target status information of the vehicle power supply system at the current target route node in the navigation information, and the actual vehicle status information includes the current status information of the vehicle power supply system at the current target route node; If the actual vehicle status information and the target status information are within a preset deviation range, the vehicle is controlled to charge in the precise reserve scenario, or the vehicle is controlled to discharge in the discharge priority scenario; the control of vehicle discharge includes discharge based on fuel cell combustion and / or power battery discharge. If the actual vehicle status information and the target status information are not within the preset deviation range, the vehicle's charging and discharging strategy is re-determined based on the actual vehicle status information.

[0022] In the above technical solution, the actual vehicle condition is checked at the target route node planned by the navigation information, and the corresponding charging and discharging strategy is executed when the deviation is small. Thus, while ensuring that the charging and discharging strategy is reasonable, it is possible to charge at a low price and / or discharge at a high price.

[0023] Secondly, this application also provides a vehicle including a memory, a processor, and a computer program stored in the memory and running on the processor, wherein the processor executes the computer program to implement the steps of any of the vehicle energy management methods provided in the first aspect.

[0024] The technical solution provided in this application has the following advantages compared with the prior art: The vehicle and its energy management method provided in this application include the following steps: acquiring energy consumption information of on-board equipment, current status information of the on-board power supply system, and navigation information; the navigation information includes target status information of the on-board power supply system at a target route node, which is determined based on the dynamic electricity price and charging pile status at the target route node; determining the vehicle's energy management strategy based on the energy consumption information of the on-board equipment, the current status information of the on-board power supply system, and the target status information of the on-board power supply system in the navigation information; the energy management strategy is used to perform hierarchical management and control of the on-board equipment; and controlling the on-board equipment based on the vehicle's energy management strategy. Therefore, the vehicle energy management method of this application can combine the energy consumption information of the vehicle equipment, the current status information of the vehicle power supply system, and the target status information planned in the navigation information to form an energy management strategy for hierarchical management and control of the vehicle equipment. The target status information is determined by the dynamic electricity price and charging pile status of the target route node, and can be dynamically changed adaptively based on the dynamic electricity price and charging pile status. Therefore, compared with the vehicle only discharging externally in fixed places such as home or workplace, this application provides a vehicle energy management strategy that can be applied to long-distance or short-distance navigation and dynamically planned in combination with navigation information. Specifically, by combining the dynamic electricity price of the target route node, the charging pile status, and the target status information and current status information of the vehicle power supply system, the vehicle's energy management strategy is dynamically determined to intelligently manage the energy consumption of the vehicle equipment and dynamically plan the vehicle energy usage strategy, thereby expanding and enriching the vehicle's external discharge scenarios while ensuring the journey.

[0025] The above description is merely an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, specific embodiments of this application are given below. Attached Figure Description

[0026] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0027] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0028] Various other advantages and benefits will become apparent to those skilled in the art upon reading the detailed description of the embodiments listed below. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A schematic flowchart of a vehicle energy management method provided in an embodiment of this application is shown; Figure 2 This paper shows a schematic diagram of the structure of a vehicle energy management system provided in an embodiment of this application; Figure 3 A schematic diagram illustrating an example of an applicable scenario for a vehicle energy management method provided in this application embodiment is shown; Figure 4 This application provides a schematic diagram of the structure of a vehicle according to an embodiment. Figure 5 A schematic diagram of the structure of a vehicle energy management device provided in an embodiment of this application is shown. Detailed Implementation

[0029] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0030] With the increasing number of vehicles on the road and the booming development of the automotive industry, new energy vehicles have gradually emerged and developed in order to achieve environmental friendliness. These new energy vehicles can include hybrid electric vehicles, electric vehicles, clean fuel cell vehicles, and fuel cell electric vehicles. Taking fuel cell electric vehicles as an example, their fuel cells can burn hydrogen, meaning they can actively generate electricity using hydrogen as a raw material. Their emissions are mainly water, producing almost no harmful gases or particulate matter, which is of great significance for improving air quality and alleviating environmental pressure.

[0031] In some application scenarios, the electrical energy generated by the fuel cell in a fuel cell electric vehicle can be used entirely for its own consumption, either directly driving the vehicle or charging the battery, without transferring excess electricity from the fuel cell to an external source. Alternatively, fuel cell electric vehicles can discharge electricity in fixed locations such as homes or workplaces, limiting their external discharge scenarios.

[0032] Therefore, how to dynamically plan vehicle energy management strategies by combining vehicle on-the-go information to expand and enrich vehicle external discharge scenarios has become a technical problem that urgently needs to be solved by those skilled in the art.

[0033] To address, or at least partially address, the aforementioned problems, this application provides a vehicle energy management method that dynamically plans a vehicle energy management strategy based on vehicle on-the-go information to expand vehicle energy management scenarios for external discharge. This vehicle energy management method includes: acquiring energy consumption information of on-board equipment, current status information of the on-board power supply system, and navigation information; the navigation information includes dynamic electricity prices at target route nodes, charging pile status, and target status information of the on-board power supply system; determining a vehicle energy management strategy based on the on-board equipment energy consumption information, the current status information of the on-board power supply system, and the navigation information; the energy management strategy is used to perform hierarchical management and control of the on-board equipment based on the dynamic electricity prices at target route nodes, charging pile status, target status information of the on-board power supply system, and current status information of the on-board power supply system; and controlling the on-board equipment based on the vehicle energy management strategy. Therefore, this paper provides a method for determining the vehicle's energy management strategy in long-distance or short-distance navigation by combining the dynamic electricity price of the target route node, the status of the charging pile, and the target status information of the vehicle's power supply system. This method aims to intelligently manage the energy consumption of the vehicle's equipment and dynamically plan the vehicle's energy usage strategy, thereby expanding and enriching the vehicle's external discharge scenarios while ensuring the travel distance.

[0034] The vehicle and its energy management method provided in the embodiments of this application will be described exemplarily below with reference to the accompanying drawings.

[0035] For example, Figure 1 This illustration shows a flowchart of a vehicle energy management method according to an embodiment of this application. This vehicle energy management method can be executed by a vehicle energy management device, which can be built into a vehicle. For example, the vehicle energy management device can be a decision and control module in an onboard controller (e.g., a vehicle controller). Figure 2 ).

[0036] In other embodiments, the vehicle energy management method can also be executed by other terminals with decision-making and control functions that communicate with the vehicle, such as mobile terminals or the cloud, and is not limited here. Specifically, when the vehicle energy management method is executed by other terminals that communicate with the vehicle, the vehicle can transmit real-time vehicle information to the other terminals that communicate with it and receive control commands generated by the other terminals in executing the vehicle energy management method. Based on the received control commands, the vehicle-mounted equipment is controlled to perform corresponding actions. The main difference between this and the scheme where the vehicle energy management method is executed on the vehicle side is the different executing entities. The understanding of each step in the vehicle energy management method can be referred to the explanation of each step in the case where the vehicle energy management method is executed on the vehicle side, and will not be repeated here.

[0037] refer to Figure 1The vehicle energy management method specifically includes the following steps.

[0038] S11. Obtain energy consumption information of vehicle equipment, current status information of vehicle power supply system, and navigation information.

[0039] In this embodiment, the vehicle-mounted equipment includes equipment configured in the vehicle, mainly referring to vehicle-mounted energy-consuming equipment. This vehicle-mounted equipment may include in-vehicle electrical equipment. For example, in-vehicle electrical equipment may include, but is not limited to, instrument panels, basic headlights, power steering, brake assist, VCU (Vehicle Control Unit), air conditioning blower (low to medium speed), windows, wipers, defroster, air conditioning compressor, air conditioning high-pressure positive temperature coefficient (PTC) heating resistor, seat heating, seat ventilation, steering wheel heating, high-power audio system, in-vehicle infotainment screen (for audio-visual games), passenger-side screen, rear-seat entertainment screen, and in-vehicle refrigerator, etc., which are not elaborated upon or limited herein.

[0040] In some application scenarios, the equipment configured in the vehicle may also include devices electrically connected to the vehicle. For example, devices electrically connected to the vehicle may include mobile terminals, specifically including but not limited to mobile computers, tablets, mobile phones, and other vehicles, which are not elaborated upon or limited here. In this application scenario, the energy consumption information of the on-board equipment may be the current total energy consumption of the on-board equipment, specifically the sum of the power consumption of in-vehicle and external electrical equipment.

[0041] In this embodiment, the vehicle-mounted device energy consumption information refers to the energy consumption information of the vehicle-mounted device, used to characterize the energy consumption status of the vehicle-mounted device. For example, the vehicle-mounted device energy consumption information may be the power consumed by the vehicle-mounted device. For example, the vehicle-mounted device energy consumption information may include the energy consumption information of each vehicle-mounted device, and may also include the total energy consumption information of all vehicle-mounted devices.

[0042] In this embodiment, obtaining vehicle-mounted device energy consumption information may specifically include the vehicle energy management device receiving vehicle-mounted device energy consumption information collected by the sensing end. In some application scenarios, vehicle-mounted device energy consumption information may be collected by the sensing end and transmitted to the vehicle monitoring controller. The vehicle monitoring controller then summarizes the vehicle-mounted device energy consumption information collected by the sensing end and transmits it to the vehicle energy management device. Correspondingly, the vehicle energy management device receives the vehicle-mounted device energy consumption information transmitted by the vehicle monitoring controller, thereby realizing the acquisition of vehicle-mounted device energy consumption information. In this paragraph, the sensing end may include a sensing component configured for the vehicle-mounted device to sense the vehicle-mounted device energy consumption information. This sensing component may be a single component or multiple components, which is not limited here.

[0043] In this embodiment of the application, the vehicle power supply system is a system configured in the vehicle that can provide energy to the vehicle. The energy provided to the vehicle can, on the one hand, drive the vehicle to move, for example, to complete the planned journey from the starting point to the end point of the journey, and on the other hand, it can supply the vehicle equipment for use.

[0044] For example, taking a fuel cell electric vehicle as an example, the on-board power supply system may include a power battery system and a fuel cell system. The power battery system can provide electrical energy to on-board equipment and is charged based on the electrical energy generated by the combustion of fuel in the fuel cell system; the fuel cell system can generate electrical energy by burning fuel, which can be used to drive the vehicle, charge the power battery system, or directly power on-board equipment.

[0045] In some application scenarios, the fuel can be hydrogen. This application provides an energy management method for on-the-go vehicles based on dynamic electricity prices and hydrogen energy reserves. It can optimize the optimal sequence of "when to generate electricity with hydrogen, when to charge the grid, and when to discharge to the grid" based on the navigation-planned route and dynamic electricity prices, thus expanding and enriching the scenarios for vehicles to discharge to the outside while ensuring the journey.

[0046] In other embodiments, the fuel cell electric vehicle may also use other clean fuels, which are not limited here.

[0047] In other embodiments, the vehicle may also be a hybrid vehicle, which includes a power battery system and a second battery system. The second battery system can generate electricity, which can be used to drive the vehicle, charge the power battery system, or directly power on-board equipment. The specific implementation of the second battery system is not limited in the embodiments of this application.

[0048] In this embodiment of the application, the current state information of the vehicle power supply system is the state information of the vehicle power supply system at the current moment. This state information is used to characterize the current state of the vehicle power supply system, such as characterizing the available energy of the vehicle power supply system at the current moment.

[0049] For example, taking a fuel cell electric vehicle as an example, the current status information of the on-board power supply system may include the current status information of the power battery system and the current status information of the fuel cell system. The current status information of the power battery system may include the current available power of the power battery, such as the current remaining power; the current status information of the fuel cell system may include the current available fuel quantity of the fuel cell, such as the current remaining fuel quantity.

[0050] In other embodiments, when the vehicle is another hybrid vehicle, the current state information of the on-board power supply system may include the current state information of the power battery system and the current state information of the second battery system. The current state information of the second battery system may include at least one state quantity associated with the current available power of the second battery system. The specific state quantity may be set according to the specific implementation of the second battery system, which will not be elaborated or limited here.

[0051] In this embodiment, obtaining the current status information of the vehicle power supply system may specifically include the vehicle energy management device receiving the current status information of the vehicle power supply system collected by the sensing end. In some application scenarios, the current status information of the vehicle power supply system may be collected by the sensing end and transmitted to the vehicle monitoring controller. The vehicle monitoring controller then summarizes the current status information of the vehicle power supply system collected by the sensing end and transmits it to the vehicle energy management device. Correspondingly, the vehicle energy management device receives the current status information of the vehicle power supply system transmitted by the vehicle monitoring controller, thereby realizing the acquisition of the current status information of the vehicle power supply system. In this paragraph, the sensing end may include a sensing component configured for the vehicle power supply system to sense the current status information of the vehicle power supply system. The sensing component may be a single component or multiple components, which is not limited here.

[0052] In this embodiment, the navigation information is navigation information planned based on the starting point and ending point of the journey. This navigation information is used to guide the vehicle from the starting point to the ending point. Simultaneously, the navigation information also includes the target state information of the vehicle's onboard energy supply system at the target journey node. This target state information is determined based on the dynamic electricity price and charging pile status at the target journey node. Alternatively, the navigation information includes the dynamic electricity price, charging pile status, and target state information of the onboard energy supply system at the target journey node. This allows for the combination of the current state information of the onboard energy supply system and the energy consumption information of the onboard equipment to formulate an energy management strategy. This energy management strategy enables hierarchical management and control of the onboard equipment, ensuring that the state of the onboard energy supply system meets the target state when the vehicle reaches the target journey node. This facilitates the execution of charging and discharging strategies at the target journey node, ensuring the journey is completed while expanding and enriching the vehicle's external discharge scenarios.

[0053] Navigation information in related technologies generally only provides distance information from the starting point to the end point of the journey, used to guide vehicles from the starting point to the end point. In contrast, in this embodiment, by setting the navigation information to include target state information of the vehicle's power supply system determined by the dynamic electricity price of the target route node and the status of the charging pile, it is possible to combine the dynamic electricity price of the target node, the status of the charging pile, and the current state information of the vehicle's power supply system to plan the control mode of the vehicle's on-board equipment during the vehicle's journey, forming an energy management strategy for the current route segment. This allows the vehicle to flexibly charge or discharge when it reaches the target route node, provided the charging pile is idle and the state of the vehicle's power supply system reaches the target state. This enables charging at route nodes with lower electricity prices, thereby saving energy at low cost; and / or discharging at route nodes with higher electricity prices, thereby expanding and enriching the vehicle's external discharge scenarios while ensuring the journey is completed.

[0054] In this context, dynamic electricity price refers to a dynamically changing electricity price, which can be understood as the market price of electricity changing dynamically. Based on this, there may be points along the route with lower electricity prices and points with higher electricity prices. By charging at points with lower electricity prices and discharging at points with higher electricity prices, the travel distance can be ensured while expanding the vehicle's external discharge scenarios. In other implementations, dynamic electricity price can also be understood as the electricity price changing dynamically over a period of time. Therefore, charging can be done during periods of lower electricity prices and discharging during periods of higher electricity prices, thereby ensuring and expanding the vehicle's external discharge scenarios.

[0055] In some application scenarios, when the electricity price fluctuates little throughout the journey and can be considered stable, the current electricity price can be compared with a reference price. Charging can be performed when the current price is lower than the reference price, and the vehicle can discharge electricity when the current price is higher than the reference price. This expands the possibilities for vehicle-to-electricity discharge while ensuring the journey is completed. In this paragraph, the reference price can be the cost of electricity generated by the vehicle itself, the average electricity price over a period of time, or the average electricity price over a specific segment of the journey; it is not limited here.

[0056] The charging pile status refers to the state in which charging or discharging is permitted. For example, the charging pile status may include an idle state and an occupied state. Vehicles are permitted to charge or discharge only when the charging pile is in an idle state; conversely, vehicles are not permitted to charge or discharge when the charging pile is in an occupied state.

[0057] Among them, the target state information of the vehicle power supply system is the state that the vehicle should reach when it travels to the target route node as planned in the navigation information. It is used to characterize the state that the vehicle should meet when it travels to the target route node as planned in the navigation information. It can be determined by combining the current state information of the vehicle power supply system, dynamic electricity price, charging pile status and energy consumption of vehicle equipment.

[0058] For example, if the charging pile at the target route node is in an idle state, that is, the vehicle is allowed to charge or discharge, and if the electricity price at the target route node is high, and it is determined based on the current state information of the vehicle power supply system that there is remaining power available for discharge, then the target state information of the vehicle power supply system can be planned by restricting the use of the vehicle equipment, so that the vehicle has remaining power available for discharge when it reaches the target route node, thereby expanding and enriching the vehicle's external discharge scenarios.

[0059] Alternatively, if the charging station at the target route node is in an idle state, meaning the vehicle is allowed to charge or discharge, and if the electricity price at the target route node is low, and the vehicle's energy is not at full capacity based on the current status information of the on-board power supply system, meaning the vehicle can be charged when it reaches the target route node, then the planned use of the on-board equipment can be used to plan the target status information of the on-board power supply system so that the vehicle is in a charging state when it reaches the target route node.

[0060] Alternatively, if the charging station at the target route node is occupied, meaning the vehicle is not allowed to charge or discharge, the vehicle has no need to charge or discharge, and the on-board equipment can be used without restriction according to the user's needs.

[0061] In this embodiment, obtaining navigation information may specifically include the vehicle energy management device receiving navigation information planned and distributed by the cloud (or cloud backend). For example, the navigation app configured in the vehicle can upload the starting point (origin) and ending point (destination) of the user's navigation process to the cloud. The cloud-based collaborative planning platform receives the information uploaded by the navigation app and integrates a high-precision map (for the user's planned navigation route), real-time charging pile status (for providing the status of available charging piles within the target route node), and dynamic electricity price information (for providing dynamic electricity prices). It then plans optimal charging and / or discharging route nodes on the user's current navigation route to obtain comprehensive navigation information, which is then transmitted to the vehicle energy management device, thereby achieving the acquisition of navigation information. This facilitates charging the vehicle when electricity prices are low (i.e., off-peak hours) and / or discharging into the grid when electricity prices are high (i.e., peak hours), thus ensuring the journey while expanding and enriching the vehicle's external discharge scenarios.

[0062] In this embodiment, the energy consumption information of the vehicle equipment, the current status information of the vehicle power supply system, and the navigation information can be obtained by the vehicle energy management device to prepare data for subsequent steps.

[0063] S12. Based on the energy consumption information of the vehicle equipment, the current status information of the vehicle power supply system, and the target status information of the vehicle power supply system in the navigation information, determine the vehicle's energy management strategy.

[0064] In this embodiment, the energy management strategy is a strategy for managing vehicle energy, including a strategy for controlling on-board equipment. Specifically, it is used to perform hierarchical management and control of on-board equipment based on the dynamic electricity price of the target route node, the status of the charging pile, the target status information of the on-board energy supply system, and the current status information of the on-board energy supply system. For example, it can perform unrestricted operation control, power-limited operation, or shutdown operation based on the upper limit of energy that can be used in the current road segment and the type of on-board equipment, so that when the vehicle travels to the target route node, the real-time status of the on-board energy supply system can reach the target status, thereby meeting the charging or discharging needs at the target route node.

[0065] In some application scenarios, this energy management strategy may also include an internal energy transfer strategy for the on-board power supply system. For example, taking a fuel cell electric vehicle as an example, this energy management strategy may also include controlling the electrical energy generated by the fuel cell system to be stored in the power battery system, so as to meet the need for the vehicle to directly discharge using the power battery system when it reaches a target destination in certain scenarios.

[0066] It should be noted that the energy management strategy of the vehicle includes strategies for managing energy-related devices and / or systems in the vehicle, which include on-board energy-consuming devices and may further include on-board functional systems. Compared to related technologies where vehicle equipment is controlled solely based on user needs during the journey, the vehicle energy management method proposed in this application requires the vehicle's energy management strategy to be determined in conjunction with navigation information. This navigation information includes the dynamic electricity price of the target route node, the charging pile status, and the target status information of the vehicle's power supply system. Therefore, this energy management strategy is not only related to user needs but also to the dynamic electricity price and charging pile status of the target route node. Specifically, it can combine the dynamic electricity price and charging pile status of the target node with the current status information of the vehicle's power supply system to plan the control mode of the vehicle's onboard equipment during the vehicle's journey, forming an energy management strategy for the current route segment. This allows the vehicle to flexibly charge or discharge when the charging pile is idle and the vehicle's power supply system reaches the target status, enabling charging at route nodes with lower electricity prices to accumulate energy at low cost; and / or discharging at route nodes with higher electricity prices, thereby ensuring the journey while expanding and enriching the vehicle's external discharge scenarios.

[0067] S13. Control the on-board equipment based on the vehicle's energy management strategy.

[0068] In this embodiment, the vehicle's energy management strategy is a vehicle-mounted equipment control method planned by combining the dynamic electricity price of the target node, the status of the charging pile, and the current status information of the vehicle's energy supply system. Based on this energy management strategy, the vehicle's equipment is managed and controlled hierarchically. For example, it can perform unrestricted operation control, power-restricted operation, or shutdown operation (detailed below) according to the upper limit of the energy that can be used in the current road segment and the type of vehicle equipment. This ensures that when the vehicle reaches the target road node, the real-time status of the vehicle's energy supply system can reach the target status, thereby meeting the charging or discharging needs at the target road node. This facilitates flexible charging or discharging when the vehicle reaches the target road node, provided that the charging pile is idle and the vehicle's energy supply system is in the target status. This allows for charging at road nodes with lower electricity prices, thereby saving energy at low cost; and / or discharging at road nodes with higher electricity prices, thereby expanding and enriching the vehicle's external discharge scenarios while ensuring the journey.

[0069] This application provides a technical solution for application in navigation (including long-distance and short-distance navigation), which dynamically plans vehicle energy management strategies based on vehicle on-the-go information to expand and enrich vehicle external discharge scenarios. Specifically, the vehicle energy management method includes acquiring energy consumption information of on-board equipment, current status information of the on-board power supply system, and navigation information; the navigation information includes dynamic electricity prices at target route nodes, charging pile status, and target status information of the on-board power supply system; based on the energy consumption information of on-board equipment, the current status information of the on-board power supply system, and the navigation information, a vehicle energy management strategy is determined; the energy management strategy is used to perform hierarchical management and control of on-board equipment according to the dynamic electricity prices at target route nodes, charging pile status, target status information of the on-board power supply system, and current status information of the on-board power supply system; and the on-board equipment is controlled based on the vehicle's energy management strategy. Therefore, this paper provides a method for determining the vehicle's energy management strategy in long-distance or short-distance navigation by combining the dynamic electricity price of the target route node, the status of the charging pile, and the target status information of the vehicle's power supply system. This method aims to intelligently manage the energy consumption of the vehicle's equipment and dynamically plan the vehicle's energy usage strategy, thereby expanding and enriching the vehicle's external discharge scenarios while ensuring the travel distance.

[0070] In some possible implementations, Figure 2 A schematic diagram of a vehicle energy management system according to an embodiment of this application is shown. (Reference) Figure 2The vehicle energy management system includes a cloud platform and a vehicle. The cloud platform may include a cloud-based collaborative planning platform 03, and the vehicle may include a vehicle monitoring 01, a vehicle-side decision and control module 02, and a vehicle charging, discharging, and trading module 04. The cloud-based collaborative planning platform 03 receives information from the navigation app uploaded by the vehicle-side decision-making and control module 02, including the starting point, ending point, and route preferences (such as short distance priority, low cost priority, fewer red lights priority, fewer intersections priority, etc.). It integrates high-precision maps, real-time charging pile status, and dynamic electricity price information to determine navigation information and sends it to the vehicle-side decision-making and control module 02. The vehicle-side decision-making and control module 02 receives this navigation information and, in conjunction with the real-vehicle status information uploaded by the vehicle monitoring 01, determines the vehicle's energy management strategy. After the vehicle reaches the target route node, if the real-vehicle status meets the target status, it uses the vehicle charging and discharging and trading module 04 to control and trade charging and discharging, so as to charge at route nodes with lower electricity prices, thereby charging and storing electricity at low cost; and / or, the vehicle can discharge at route nodes with higher electricity prices, thereby ensuring the journey while expanding and enriching the vehicle's external discharge scenarios.

[0071] In some possible implementations, refer to Figure 2 The vehicle monitoring module 01 mainly includes monitoring the status of the on-board power supply system and on-board equipment (i.e., on-board energy-consuming equipment), and uploading the monitoring results to the vehicle-side decision and control module 02. Taking a fuel cell electric vehicle as an example, the on-board power supply system includes the power battery system and the fuel cell system.

[0072] For example, the power battery system is equipped with a Battery Management System (BMS). The BMS can monitor the remaining power capacity of the power battery, and this remaining power capacity can be uploaded to the vehicle-side decision and control module 02. For example, this remaining power capacity can be characterized using SOC (State of Charge). SOC represents the percentage of the power battery's current remaining power capacity relative to its nominal capacity, reflecting the power battery's charging status and available power.

[0073] For example, taking hydrogen as the fuel for a fuel cell system, the fuel cell system may include a hydrogen storage tank and a fuel cell stack. The hydrogen storage tank and the fuel cell stack may be equipped with corresponding sensors. The sensors configured in the hydrogen storage tank can monitor the remaining amount of hydrogen in the hydrogen storage tank, and the remaining amount of hydrogen can be uploaded to the vehicle-side decision and control module 02. The sensors configured in the fuel cell stack can monitor the net output power of the fuel cell, which is the net output power that the fuel cell system can output after it has consumed its own energy, and the net output power of the fuel cell can be uploaded to the vehicle-side decision and control module 02.

[0074] This application provides an energy management method suitable for fuel cell electric vehicles. In long-distance or short-distance navigation, by combining the dynamic electricity price of the target route node, the status of the charging pile, and the target status information of the vehicle's power supply system, the energy management strategy of the vehicle can be determined to intelligently manage the energy consumption of the vehicle's equipment and dynamically plan the vehicle's energy usage strategy, thereby expanding and enriching the vehicle's external discharge scenarios while ensuring the trip's safety.

[0075] Based on the above, in the vehicle energy management method, obtaining the current status information of the on-board energy supply system may specifically include: obtaining the current remaining power of the power battery and obtaining the current remaining fuel of the fuel cell.

[0076] In this embodiment, the current remaining charge of the power battery can be monitored by the power battery system BMS and uploaded to the vehicle energy management device. The current remaining fuel of the fuel cell can be monitored by the sensors configured in the fuel cell system and uploaded to the vehicle energy management system. Correspondingly, the vehicle energy management system receives the current remaining charge of the power battery and the current remaining fuel of the fuel cell, thereby realizing the acquisition of the current remaining charge of the power battery and the current remaining fuel of the fuel cell.

[0077] Based on the above, in the vehicle energy management method, obtaining navigation information may specifically include: obtaining the target remaining power of the power battery when the vehicle travels to the target route node as planned in the navigation information, and the target remaining fuel of the fuel cell; the target remaining power and the target remaining fuel are determined based on the dynamic electricity price and charging pile status of the target route node.

[0078] In this embodiment, the target remaining power of the power battery and the target remaining fuel of the fuel cell when the vehicle reaches the target route node are determined in combination with the dynamic electricity price and charging pile status of the target route node. This allows control of the on-board equipment to achieve energy management for different energy management scenarios. The vehicle can be charged when the electricity price at the target route node is low, and / or discharged when the electricity price at the target route node is high. This enables selective charging or discharging, thereby expanding and enriching the vehicle's external discharge scenarios while ensuring the journey.

[0079] For example, if the electricity price is high at the target route node and there are available charging stations, the planned vehicle discharges at the target route node. This allows for a higher planned remaining battery capacity and fuel level, facilitating discharge when the vehicle reaches the target route node. In this case, the energy management strategy within the current road segment aims to keep the total energy consumption of onboard equipment relatively low, for example, by limiting the power consumption of certain onboard devices to reserve dischargeable battery capacity.

[0080] Alternatively, if the electricity price is low and charging stations are available at the target route node, the planned remaining electricity and fuel levels can be lower when the vehicle is scheduled to charge at the target route node. This allows the vehicle to charge at a lower price when it reaches the target route node, reducing charging costs. In this case, the energy management strategy for the current road segment is to control the total energy consumption of onboard equipment to a higher level, for example, by limiting the power consumption of onboard equipment.

[0081] Alternatively, if all charging stations at the target route node are occupied, the vehicle cannot charge or discharge at that node. In this case, the energy management strategy can be flexibly adjusted based on the vehicle's power supply system, on-board energy-consuming devices, and user needs. For example, if the vehicle's power supply system has sufficient charge and energy, the on-board devices can be used without power restrictions. However, if the vehicle's power supply system has low charge and energy remaining and cannot be replenished within a short distance, some on-board devices can operate with limited power or be shut down to prioritize the journey.

[0082] In this embodiment, the vehicle power supply system includes a power battery system and a fuel cell system, thereby providing an energy management method suitable for fuel cell electric vehicles. In long-distance or short-distance navigation, the vehicle's energy management strategy can be determined by combining the dynamic electricity price of the target route node, the status of the charging pile, and the target remaining power and fuel of the on-board power supply system. This allows for intelligent management of on-board equipment energy consumption and dynamic planning of on-board energy usage strategies, thereby expanding and enriching the vehicle's external discharge scenarios while ensuring the travel distance.

[0083] In some possible implementations, the vehicle energy management method includes determining the vehicle's energy management strategy, which may specifically include: Based on navigation information, determine the energy management scenario for the current road segment; Based on the energy management scenario of the current road section, the energy consumption information of the on-board equipment, and the current status information of the on-board power supply system, the energy management strategy of the vehicle is determined.

[0084] In this embodiment, the energy management scenario is determined based on the dynamic electricity price, charging pile status, target remaining battery capacity, and target remaining fuel capacity of the fuel cell when the vehicle reaches the target route node, as planned in the navigation information. Different energy management scenarios result in different total energy available to the vehicle on the current route, thus imposing different power limitations on onboard equipment and generating different energy management strategies. Therefore, by controlling the operating power of onboard equipment, different energy management scenarios can be flexibly applied, enabling the vehicle to charge when the electricity price at the target route node is low, and / or discharge when the electricity price is high, thereby achieving selective charging or discharging. This ensures the vehicle's travel distance while expanding and enriching its external discharge scenarios.

[0085] Specifically, based on the target remaining charge of the power battery and the target remaining fuel of the fuel cell when the vehicle reaches the target route node as planned in the navigation information, and / or the total energy consumption of the vehicle's on-board equipment in the current road segment, the energy management scenario can be divided into precise reserve scenario, discharge priority scenario, or free and comfortable scenario.

[0086] In the precise energy reserve scenario, the vehicle's battery system can store a certain amount of electricity. The dynamic electricity price at the target route node in the navigation information is low, and the planned remaining battery capacity is less than the fully charged capacity, allowing the vehicle to be charged at a low price at the target route node. In this scenario, the power usage of certain onboard devices will be limited to meet the energy (including electricity and fuel) reserve requirements.

[0087] In discharge-priority scenarios, the vehicle's battery system needs to store a significant amount of electricity. The dynamic electricity price at the target route node in the navigation information is high, and the planned remaining charge can be equal to or close to the full charge, allowing the vehicle to discharge at the target route node. In some applications, the fuel cell can also be used to generate electricity for direct or indirect discharge, achieving comprehensive discharge. In this scenario, the power usage of certain onboard devices will be further limited or directly shut down to store as much remaining energy as possible for vehicle discharge.

[0088] In the free and comfortable scenario, there is no need for discharge within a certain distance or time, or the power battery system and fuel cell system in the vehicle's functional system have ample power and fuel. In this scenario, since there is no need for energy storage, all on-board equipment can be used freely according to the user's needs.

[0089] In this embodiment of the application, the target remaining power in the precise reserve scenario is less than the target remaining power in the discharge priority scenario.

[0090] In the precise reserve scenario, the vehicle's power battery system can store a smaller amount of electricity so that the vehicle can be charged at a low cost when it reaches the target destination, reducing charging costs. In the discharge-priority scenario, the vehicle's power battery system needs to store a larger amount of electricity so that the vehicle can discharge when it reaches the target destination. Therefore, by setting the target remaining electricity level in the precise reserve scenario to be less than that in the discharge-priority scenario, the vehicle can selectively charge or discharge based on dynamic electricity pricing, thus expanding and enriching the vehicle's external discharge scenarios.

[0091] In this embodiment, the total energy consumption of the vehicle-mounted equipment in the free and comfortable scenario is greater than that in the precise reserve scenario, and both the total energy consumption of the vehicle-mounted equipment in the free and comfortable scenario and the total energy consumption of the vehicle-mounted equipment in the precise reserve scenario are greater than that in the discharge priority scenario.

[0092] In the "Free and Comfortable" scenario, the onboard power supply system requires no energy storage planning, and onboard devices can be used freely without power restrictions, resulting in the highest total energy consumption for onboard devices. In the "Discharge Priority" scenario, the onboard power supply system needs to store as much energy as possible to discharge when the vehicle reaches its destination, thus imposing the strictest restrictions on the use of onboard devices, resulting in the lowest total energy consumption for onboard devices. In the "Precise Storage" scenario, the onboard power supply system needs to store a certain amount of energy to ensure the journey is completed while charging at lower electricity prices at destinations. Therefore, while there are some restrictions on the power consumption of onboard devices in this scenario, they are not strict, and the total energy consumption for onboard devices is in the middle range.

[0093] In this embodiment, navigation information is combined to divide different energy management scenarios, and the corresponding energy management strategy is determined by combining the energy consumption information of the vehicle equipment and the current status information of the vehicle power supply system. This enables hierarchical management and control of the vehicle equipment under different energy management scenarios, making it easier for the vehicle to selectively charge or discharge based on dynamic electricity prices, thereby ensuring the journey while expanding and enriching the vehicle's external discharge scenarios.

[0094] In some possible implementations, refer to Figure 2 Vehicle-mounted equipment includes at least the following categories: safety core equipment (P0 category), driving necessity equipment (P1 category), comfort equipment (P2 category), and entertainment enhancement equipment (P3 category).

[0095] In this embodiment, the vehicle-mounted equipment is classified so that it can operate without power restrictions, with power restrictions to a certain extent, or completely shut down according to different energy management scenarios, in order to meet the energy management needs of different energy management scenarios.

[0096] Among these, core safety devices are those essential for ensuring vehicle safety. Examples of core safety devices include, but are not limited to, instrument panels, basic headlights, power steering, power brakes, and vehicle controllers.

[0097] Among them, the essential driving equipment is equipment that is indispensable for the vehicle to drive. For example, the essential driving equipment may include, but is not limited to, air conditioning blower (medium and low settings), windows, wipers, defroster, etc.

[0098] Comfort equipment refers to devices in a vehicle that meet the comfort needs of drivers and passengers. Examples of comfort equipment include air conditioning compressors, high-pressure positive temperature coefficient heating resistors for air conditioning, seat heating, seat ventilation, steering wheel heating, and high-power audio systems.

[0099] Among them, entertainment enhancement devices are those that provide entertainment or other additional functions within the vehicle. Examples of entertainment enhancement devices include, but are not limited to, in-vehicle infotainment screens (for audio-visual entertainment and games), passenger-side screens, rear-seat entertainment screens, and in-vehicle refrigerators.

[0100] In other embodiments, the vehicle-mounted equipment may also include other vehicle-mounted energy-consuming devices known to those skilled in the art, which will not be elaborated upon or limited herein.

[0101] In some application scenarios, in addition to the aforementioned in-vehicle electrical equipment, vehicle-mounted equipment may also include vehicle-configured discharge equipment. For example, vehicle-to-load (V2L) discharge, vehicle-to-grid (V2G) discharge, or vehicle-to-vehicle (V2V) discharge. During the vehicle's journey, the vehicle-configured discharge equipment primarily refers to vehicle-to-load discharge. For example, a load refers to an electrical appliance that can be charged by the vehicle, such as a mobile phone, tablet, or portable computer, and is not limited here. In some application scenarios (such as emergency rescue), during the vehicle's journey, the vehicle-configured discharge equipment may also include vehicle-to-vehicle discharge. Vehicle-to-grid discharge mainly refers to the vehicle-to-grid discharge performed when the vehicle reaches a target destination.

[0102] In some possible implementations, the vehicle energy management strategy of this vehicle energy management method includes: in a precise storage scenario, controlling the operation of core safety devices and driving-necessary devices without power restrictions to meet safety and driving requirements and ensure the journey; the power consumption of comfort devices is less than the first power, and the power consumption of entertainment and expansion devices is less than the second power, so as to reduce total energy consumption and facilitate vehicle energy storage.

[0103] The first power is a power level lower than the operating power of the comfort equipment at full power, thus limiting the operating power of the comfort equipment; the second power is a power level lower than the operating power of the entertainment and expansion equipment at full power, thus limiting the operating power of the entertainment and expansion equipment. The relative magnitudes of the first and second power are not limited in this embodiment. The first power can be set to limit the operation of the comfort equipment according to the precise reserve scenario, and the second power can be set to limit the operation of the entertainment and expansion equipment according to the precise reserve scenario.

[0104] For example, the triggering condition for a precise reserve scenario could be: the vehicle energy management module receives navigation information that plans to "precisely control the SOC of the power battery at a target value (e.g., 80% ± 2%) at future travel nodes (e.g., after 50 kilometers); the corresponding energy management strategy could be: controlling the normal use of core safety devices and driving-necessary devices to ensure the journey; reducing the power consumption of comfort devices (e.g., raising the cooling temperature of the air conditioner in summer or lowering the heating temperature of the air conditioner in winter); and recommending that high-power modes of entertainment devices (e.g., cinema mode) be turned off.

[0105] In this embodiment of the application, under the precise reserve scenario, since the target remaining power of the power battery system needs to be precisely controlled at a certain target value when the vehicle reaches the target route node as planned in the navigation information, so as to charge at a low price at the target route node. Therefore, the hierarchical management and control method of the vehicle equipment under this precise reserve scenario may include: controlling the power consumption of comfort equipment to reduce its power consumption compared to the full power consumption, and also controlling the power consumption of entertainment and expansion equipment to reduce its power consumption compared to the full power consumption, so as to meet the power reserve requirements and facilitate the vehicle to achieve low-cost charging at route nodes with lower electricity prices.

[0106] In some possible implementations, the vehicle energy management strategy of this vehicle energy management method includes: in a discharge-priority scenario, controlling the operation of core safety devices and driving-necessary devices without power restrictions to meet safety and driving requirements and ensure the journey; the power consumption of comfort devices is less than the third power, and entertainment-enhancing devices are turned off.

[0107] The third power is less than the first power, so as to adopt stricter control over comfort equipment, reduce the energy consumption of on-board equipment as much as possible, and thus store more energy; entertainment and expansion equipment is turned off, also in order to store as much energy as possible, so as to discharge at the point where the electricity price is higher, thereby expanding and enriching the vehicle's external discharge scenarios.

[0108] For example, the triggering condition for a discharge-priority scenario could be: the vehicle's energy management module receives navigation information and determines that "the next service area is an excellent discharge window (high peak electricity price, and the vehicle has the conditions to discharge)." The corresponding energy management strategy could be: controlling the normal use of core safety devices and essential driving devices to ensure the journey; applying stricter power limits to comfort devices, such as forcibly turning on the air conditioning in economy mode and reducing the power limit of heating devices; and allowing entertainment devices to be directly or recommended for shutdown. Recommended shutdown refers to shutting down the device in response to user confirmation. Specifically, the in-vehicle information system could pop up a window asking the user: "To expand and enrich the vehicle's external discharge scenarios, do you agree to temporarily turn off the passenger-side screen and refrigerator?" If the user replies "agree to shut down," the vehicle will then shut down the passenger-side screen and refrigerator.

[0109] In this embodiment, under the discharge-priority scenario, the vehicle, as planned in the navigation information, needs to store a significant amount of energy to discharge at the target destination. Therefore, the hierarchical management and control method for onboard equipment in this discharge-priority scenario may include: strictly limiting the power consumption of comfort devices and turning off entertainment and extension devices to minimize the total energy consumption of onboard equipment. This ensures that the vehicle can store a sufficient amount of energy to meet the discharge requirements when it reaches the target destination, thereby expanding and enriching the vehicle's external discharge scenarios.

[0110] In some possible implementations, the vehicle energy management strategy of this vehicle energy management method includes: in a free and comfortable scenario, control safety core equipment, driving necessities equipment, comfort equipment, and entertainment expansion equipment all operate without power restrictions.

[0111] In the free and comfortable scenario, the vehicle has no energy storage requirements and can use various in-vehicle devices according to user needs without power limitations.

[0112] For example, the triggering condition for a free and comfortable scenario could be: the navigation information received by the vehicle energy management module in the vehicle configuration determines that "the next leg of the journey is relatively long and there is no immediate discharge task, or the hydrogen / electricity supply is extremely abundant"; the corresponding energy management strategy could be: all types of onboard devices are used normally according to user needs, without power limitations.

[0113] In this embodiment of the application, in a free and comfortable scenario, since the vehicle planned in the navigation information has no energy storage requirement when it reaches the target route node, the hierarchical management and control method of the vehicle equipment in this free and comfortable scenario may include: all types of vehicle equipment can be used without power restrictions, so as to complete the trip while taking into account the comfort and entertainment needs of the driver and passengers.

[0114] In some possible implementations, after determining the vehicle's energy management strategy, the vehicle energy management method further includes: Based on the vehicle's energy management strategy, corresponding prompts are displayed to the user; the prompts include the planned energy management scenario and the operating mode of different on-board devices under the corresponding energy management scenario.

[0115] In this embodiment of the application, prompt information can be displayed to the user based on the information system in the vehicle-mounted device. The information system may include a display system and / or a voice system; correspondingly, the prompt information can be displayed to the user through a display interface and / or voice prompts.

[0116] For example, in a precise energy reserve scenario, the prompt message displayed to the user could be: "The vehicle is reserving energy for low-cost charging at the next destination (e.g., service area A). Precise energy consumption control is enabled. The vehicle is in a precise energy reserve scenario, and the power of comfort devices may be limited. High-energy-consuming modes for entertainment and extension devices may be turned off." This allows users to clearly understand that the power limitation of the corresponding comfort devices is due to adjustments in the current energy management scenario, rather than a malfunction of the devices themselves, thus avoiding misjudgment of device failure.

[0117] For example, in a discharge-priority scenario, the prompt message displayed to the user could be: "Discharge is available at the next road node (e.g., service area B)!" The current energy management scenario can be optimized to a discharge-priority scenario, with comfort devices activating energy-saving mode and entertainment / extension devices recommended to be turned off. Agree to the optimization, expected effect one; maintain the status quo, expected effect two. This allows users to understand and flexibly choose the energy management scenario according to their needs.

[0118] For example, in a free and comfortable scenario, the prompt message displayed to the user could be: The vehicle currently has sufficient energy, there are no charging or discharging plans at the next destination (e.g., a service area), and all devices are available for use.

[0119] In this embodiment, based on the vehicle's energy management strategy, corresponding prompts are displayed to the user to inform them of the current or optimizable energy management scenarios of the vehicle and the operating modes of different on-board devices under the corresponding energy management scenarios. This allows the user to understand the vehicle's actual operating status and choose to prioritize comfort, entertainment, or charging / discharging based on their own needs. This allows the user to selectively charge or discharge when needed, thus ensuring the trip is completed while expanding the vehicle's external discharge scenarios.

[0120] In some possible implementations, the prompts displayed to the user may include queries. The vehicle energy management device may also combine the user's feedback on the queries with the current energy management strategy to determine the final energy management strategy and control the operation of the on-board equipment based on the final energy management strategy.

[0121] For example, after displaying the corresponding prompt information to the user, the vehicle energy management method further includes: Receive user feedback regarding the prompts; The onboard equipment is controlled based on feedback information and the vehicle's energy management strategy.

[0122] For example, in a discharge-priority scenario, the prompt message displayed to the user may include the following query information: "Discharge is available at the next road node (e.g., service area B)!" "The current energy management scenario can be optimized to a discharge-priority scenario. Agree to the optimization, expected effect 1; maintain the status quo, expected effect 2. Please confirm whether you agree to the optimization."

[0123] In response to this prompt, the user's feedback can include: agreeing to the optimization or disagreeing with the optimization. If the feedback indicates agreement to the optimization, the vehicle's energy management strategy will be optimized to a discharge-priority scenario management strategy; if the feedback indicates disagreement with the optimization, the vehicle will maintain its current energy management strategy.

[0124] In this embodiment, the on-board equipment is controlled by combining user feedback on prompts and the vehicle's energy management strategy. This approach takes user needs into account during vehicle energy management and can flexibly meet the needs of different users.

[0125] In some possible implementations, when the vehicle reaches the target route node, the actual vehicle status can be checked first. If the deviation between the actual vehicle status and the target status of the vehicle at the target route node planned in the navigation information is within a preset deviation range, the corresponding charging and discharging operation can be performed. If the deviation exceeds the preset deviation range, the corresponding charging and discharging strategy needs to be re-determined based on the actual vehicle status to ensure that the charging and discharging strategy meets the requirements of the actual vehicle status.

[0126] For example, the vehicle energy management method may further include: Based on the vehicle's arrival at the target route node, the actual vehicle status information is compared with the target status information; the target status information includes the target status information of the on-board power supply system at the current target route node in the navigation information, and the actual vehicle status information includes the current status information of the on-board power supply system at the current target route node. If the actual vehicle status information and the target status information are within the preset deviation range, i.e. the deviation is reasonable, the vehicle charging is controlled in the precise reserve scenario, or the vehicle discharging is controlled in the discharge priority scenario; controlling the vehicle discharge includes based on fuel cell combustion discharge and / or power battery discharge. If the actual vehicle status information and the target status information are not within the preset deviation range, i.e. the deviation is too large, the vehicle's charging and discharging strategy will be re-determined based on the actual vehicle status information.

[0127] In this embodiment, after the vehicle reaches the target route node (e.g., a service area) planned in the navigation information, a real-vehicle status check is first performed. For example, for precise reserve scenarios and discharge priority scenarios, the vehicle's power battery SOC is compared with the corresponding scenario's target SOC value at that route node to determine whether the deviation is reasonable, for example, whether the SOC difference is less than 5%. If the deviation is reasonable, the vehicle is controlled to charge in the precise reserve scenario or to discharge in the discharge priority scenario to achieve actual charging or discharging. If the deviation is large, the charging and discharging strategy is recalculated.

[0128] Among these features, at charging points along the route, vehicles can connect to charging stations and charge from the grid during off-peak electricity prices.

[0129] At the discharge points, the vehicle can connect to V2G charging stations, and the specific discharge methods can include the following: Method 1, direct discharge of fuel cell system power generation, that is, starting the fuel cell stack and directly transmitting the power generated by the fuel cell stack to the grid through the vehicle inverter; Method 2, discharge of power battery system, that is, transmitting the electrical energy stored in the power battery to the grid; Method 3, hybrid discharge, that is, a combination of Method 1 and Method 2.

[0130] Furthermore, after the discharge is completed, a settlement is performed, and the discharge process ends here.

[0131] For example, refer to Figure 2 The above-mentioned vehicle charging, discharging and trading steps can be completed by the vehicle-side decision and control module 02 controlling the vehicle charging, discharging and trading module 04.

[0132] In this embodiment, the actual vehicle condition is checked at the target route node planned by the navigation information, and the corresponding charging and discharging strategy is executed when the deviation is small. This ensures that the charging and discharging strategy is reasonable, while enabling low-cost charging and / or high-cost discharging, thereby reducing charging costs and expanding the range of vehicle discharging scenarios.

[0133] In some possible implementations, Figure 3 This diagram illustrates an example of an applicable scenario for a vehicle energy management method provided in this application embodiment. While enriching the scenarios for vehicle external power discharge, it can also simultaneously generate certain benefits. (Reference) Figure 3The target route nodes may include the service areas planned in the navigation information. During the entire journey from the starting point to the destination, there are off-peak and peak electricity prices. In this example, the following are also set: the battery capacity of the vehicle's power battery system is 40kWh; the off-peak electricity price for public charging stations is from 22:00 to 8:00 the next day, with an electricity price of 0.7 yuan / kWh; the peak electricity price for public charging stations is from 8:00 to 22:00, with an electricity price of 1.5 yuan / kWh; and the hydrogen energy conversion cost is: 20% hydrogen is converted into 10 kWh of electricity, with a cost of 1 yuan (this is only for ease of calculation).

[0134] Service area A is located at a low electricity price of 0.7 yuan / kWh. The navigation information indicates that when the vehicle reaches service area A, its battery SOC is 50%, meaning it has 20 kWh of remaining electricity and 90% of its hydrogen reserves. Therefore, from the starting point to service area A, the vehicle is in a precise reserve scenario. At service area A, the vehicle will execute a charging strategy, with the power grid charging the vehicle's battery system. The charging amount will be 20 kWh, and the charging cost will be 20 kWh × 0.7 yuan / kWh = 14 yuan.

[0135] Service area B is located during peak electricity price season, with an electricity price of 1.5 yuan / kWh. The navigation information indicates that the vehicle's battery SOC is 100% when it reaches service area B, meaning it has 40 kWh of remaining electricity and 80% of its hydrogen reserves. Therefore, the route from service area A to service area B is in a discharge-priority scenario (i.e., a revenue-priority scenario). The vehicle will execute a discharge strategy at service area B, discharging 20 kWh from the battery system to the grid and generating 10 kWh from the hydrogen fuel cell system. This corresponds to a hydrogen consumption of 20%. The settlement costs are: 20 kWh × (1.5 - 0.7) yuan / kWh = 16 yuan, and 10 kWh × (1.5 - 1) yuan / kWh = 5 yuan, totaling 21 yuan.

[0136] Service area C is located during peak electricity price, with an electricity price of 2 yuan / kWh. The navigation information indicates that when the vehicle reaches service area B, the battery SOC is 100%, meaning the remaining battery power is 40 kWh (including 20 kWh generated from hydrogen), and the remaining hydrogen is 50%. Therefore, the vehicle is in a discharge-priority scenario (i.e., a revenue-priority scenario) from service area B to service area C. In service area C, the vehicle will execute a discharge strategy, discharging 30 kWh from the battery system to the grid and 10 kWh from the hydrogen fuel cell system to the grid, corresponding to a hydrogen consumption of 20%. The settlement is: 30 kWh × (2 - 0.7) yuan / kWh = 39 yuan, and 10 kWh × (1.5 - 1) yuan / kWh = 5 yuan, totaling 44 yuan.

[0137] At the end of the journey, the vehicle does not need to be charged or discharged, and the section from the service area to the end of the journey can be planned as a free and comfortable route.

[0138] This application provides an energy management scheme for a navigation vehicle based on dynamic electricity prices and hydrogen energy reserves. The vehicle can actively generate electricity using hydrogen as a raw material. The generated electricity is not only used for its own consumption, directly driving the vehicle or charging the power battery, but also the surplus electricity can be converted to the external power grid to earn the price difference profit.

[0139] The embodiments of this application consider the dynamic discharge opportunities of vehicles during short or long-distance travel, and enrich the scenarios for external discharge from fixed locations such as homes or workplaces, thus expanding the scenarios for vehicle external discharge.

[0140] Meanwhile, vehicle energy management, navigation route planning, and grid electricity price information are integrated and coordinated for decision-making. Based on vehicle travel and dynamic electricity prices, the optimal sequence of "when to generate hydrogen electricity, when to charge the grid, and when to discharge to the grid" is optimized. The energy management strategy is flexible and rich. Specifically, based on the energy consumption of on-board equipment, the dynamic electricity price of the target route node, and the status of charging piles, the vehicle's energy management strategy is dynamically planned to control the vehicle's hydrogen-electric energy usage strategy and the hierarchical management and control of on-board equipment, thereby expanding and enriching the vehicle's external discharge scenarios while ensuring travel distance.

[0141] For example, in combination Figure 2 The vehicle monitoring module 01 uploads the necessary information to the vehicle-side decision-making and control module 02, including information on in-vehicle electrical equipment, discharge equipment, and the current status of the vehicle's power supply system. Correspondingly, the vehicle-side decision-making and control module 02 collects and monitors in-vehicle energy consumption information in real time, uploads user navigation information to the cloud-based collaborative planning platform 03 via the navigation app, and receives the planned path (navigation information) returned by the cloud-based collaborative planning platform 03. Furthermore, based on the navigation information, the vehicle-side decision-making and control module 02 controls various in-vehicle and external devices to reach predetermined remaining battery power targets. This facilitates the execution of corresponding charging and discharging strategies after the vehicle reaches the target route node, enabling the planning of optimal charging / discharging points along the current navigation route. This allows for charging during off-peak hours and discharging to the grid during peak hours, ensuring the vehicle's travel distance while expanding and enriching its external discharge scenarios.

[0142] In the energy management method related to vehicle navigation provided in this application embodiment, the navigation information includes the dynamic electricity price and charging pile status of the target route node. In the precise reserve scenario or the discharge priority scenario, with the goal of minimizing energy consumption, an energy management strategy is generated that is associated with the charging and discharging strategies of the target route node. Based on the energy management strategy, the energy consumption management scenario of the vehicle equipment is automatically switched so that the vehicle reaches the planned target state when it travels to the target route node. This facilitates the execution of corresponding charging and discharging operations at the planned target route node, so as to achieve selective charging or discharging, thereby expanding and enriching the vehicle's external discharge scenarios while ensuring the travel distance.

[0143] This application also provides a vehicle, which includes a memory, a processor, and a computer program stored in the memory and running on the processor. When the processor executes the computer program, it implements the steps in any of the vehicle energy management methods provided in the above embodiments, and has the corresponding technical effects.

[0144] For example, Figure 4 A schematic diagram of the structure of a vehicle according to an embodiment of this application is shown. (Reference) Figure 4 The vehicle may include: a processor 31, a memory 32, an input / output interface 33, a communication interface 34, and a bus 35. The processor 31, memory 32, input / output interface 33, and communication interface 34 are interconnected within the vehicle via the bus 35. The processor 31 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification. The memory 32 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 32 can store the operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 32 and is called and executed by the processor 31. Input / output interface 33 is used to connect input / output modules / components to realize information input and output. Input / output modules / components can be configured as components in the vehicle (not shown in the figure) or externally connected to the vehicle to provide corresponding functions. Input modules / components may include keyboards, mice, touch screens, microphones, various sensors, etc., while output modules / components may include displays (touch screens), speakers, vibrators, indicator lights, etc.

[0145] Communication interface 34 is used to connect to a communication module (not shown in the figure) to enable communication and interaction between the vehicle and other devices / systems. The communication module can communicate via wired means (e.g., USB, Ethernet cable, etc.) or wireless means (e.g., mobile network, WIFI, Bluetooth, etc.). Bus 35 includes a pathway for transmitting information between various components of the vehicle, such as processor 31, memory 32, input / output interface 33, and communication interface 34. It should be noted that although the above-described device only shows the processor 31, memory 32, input / output interface 33, communication interface 34, and bus 35, in specific implementations, the vehicle may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described vehicle may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0146] The vehicles provided in the above embodiments are used to implement the steps of the corresponding vehicle energy management method in any embodiment of this application, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0147] In some possible implementations, the vehicle may include a body controller and a vehicle-mounted system. In the embodiments of this application, both the body controller and the vehicle-mounted system are equipped with the processor described above. The body controller and the vehicle-mounted system use their respective processors to call computer programs stored in memory to implement the steps of the vehicle energy management method provided in any of the above embodiments.

[0148] Based on the same inventive concept, this application also provides a vehicle energy management device, which is configured in any of the vehicles provided in the above embodiments and can execute the steps of any of the vehicle energy management methods provided in the above embodiments, with specific corresponding technical effects.

[0149] For example, Figure 5 A schematic diagram of a vehicle energy management device according to an embodiment of this application is shown. (Reference) Figure 5The vehicle energy management device may include: an information acquisition module 51, used to acquire energy consumption information of on-board equipment, current status information of the on-board power supply system, and navigation information; the navigation information includes dynamic electricity prices of target route nodes, charging pile status, and target status information of the on-board power supply system; a strategy determination module 52, used to determine the vehicle's energy management strategy based on the energy consumption information of on-board equipment, current status information of the on-board power supply system, and navigation information; the energy management strategy is used to perform hierarchical management and control of on-board equipment according to the dynamic electricity prices of target route nodes, charging pile status, target status information of the on-board power supply system, and current status information of the on-board power supply system; and an equipment control module 53, used to control the on-board equipment based on the vehicle's energy management strategy.

[0150] In the embodiments of this application, a solution is provided that, in long-distance or short-distance navigation, by combining the dynamic electricity price of the target route node, the status of the charging pile, and the target status information of the vehicle power supply system, the energy management strategy of the vehicle is determined, so as to intelligently manage the energy consumption of the vehicle equipment and dynamically plan the vehicle energy usage strategy, thereby expanding and enriching the vehicle's external discharge scenarios while ensuring the trip.

[0151] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement the steps of the vehicle energy management method provided in the above embodiment, and has the beneficial effects of the corresponding method embodiment, which will not be elaborated here.

[0152] Computer-readable storage media may take the form of any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may, for example, include, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or devices, or any combination thereof. More specific examples of readable storage media (a non-exhaustive list) include: electrical connections having one or more wires, portable disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0153] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement any of the vehicle energy management methods provided in the above embodiments.

[0154] Computer program products can be written in any combination of one or more programming languages ​​to perform the operations of the embodiments of the present invention. The programming languages ​​include object-oriented programming languages ​​such as Java and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0155] The beneficial effects of the above embodiments can be referred to the beneficial effects of the corresponding methods provided above, and will not be repeated here. Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above 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.

[0156] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be coupled or communicated, which can be electrical, mechanical, or other forms. They can be combined or integrated into another device, or some features may be ignored or not performed. Furthermore, the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces, or the indirect coupling or communication connection of devices or units may be electrical, mechanical, or other forms.

[0157] In the description of this disclosure, it should be understood that if the terms "upper", "lower", "front", "rear", "left" and "right" are used to indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, they are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the position or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this disclosure. It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element.

[0158] The above are merely embodiments of this disclosure and are not intended to limit the scope of this disclosure. Various modifications and variations can be made to this disclosure by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this disclosure should be included within the scope of the claims of this disclosure.

Claims

1. A vehicle energy management method, characterized in that, include: Acquire energy consumption information of in-vehicle equipment, current status information of the in-vehicle power supply system, and navigation information; The navigation information includes the target status information of the vehicle's onboard power supply system at the target route node, and the target status information of the onboard power supply system is determined by the dynamic electricity price and charging pile status at the target route node. Based on the energy consumption information of the vehicle-mounted equipment, the current status information of the vehicle-mounted power supply system, and the target status information of the vehicle-mounted power supply system in the navigation information, the energy management strategy of the vehicle is determined, and the energy management strategy is used to perform hierarchical management and control of the vehicle-mounted equipment. The onboard equipment is controlled based on the vehicle's energy management strategy.

2. The vehicle energy management method according to claim 1, characterized in that, The on-board power supply system includes a power battery system and a fuel cell system; Obtaining the current status information of the vehicle power supply system includes: obtaining the current remaining power of the power battery and obtaining the current remaining fuel of the fuel cell; Obtaining the navigation information includes: obtaining the target remaining power of the power battery and the target remaining fuel of the fuel cell when the vehicle reaches the target route node as planned in the navigation information; the target remaining power and the target remaining fuel are determined based on the dynamic electricity price and the status of the charging pile at the target route node.

3. The vehicle energy management method according to claim 2, characterized in that, Determining the energy management strategy for the vehicle includes: Based on the navigation information, determine the energy management scenario for the current road segment; Based on the energy management scenario of the current road segment, the energy consumption information of the on-board equipment, and the current status information of the on-board power supply system, the energy management strategy of the vehicle is determined. The energy management scenario is a precise reserve scenario, a discharge priority scenario, or a free and comfortable scenario; the target remaining power in the precise reserve scenario is less than the target remaining power in the discharge priority scenario; the total energy consumption of the on-board equipment in the free and comfortable scenario is greater than the total energy consumption of the on-board equipment in the precise reserve scenario, and the total energy consumption of the on-board equipment in both the free and comfortable scenario and the precise reserve scenario is greater than the total energy consumption of the on-board equipment in the discharge priority scenario.

4. The vehicle energy management method according to claim 3, characterized in that, The in-vehicle equipment includes at least core safety equipment, essential driving equipment, comfort equipment, and entertainment enhancement equipment; The vehicle's energy management strategy includes: under the precise reserve scenario, controlling the core safety devices and the necessary driving devices to operate without power restrictions, the power consumption of the comfort devices being less than a first power, and the power consumption of the entertainment and expansion devices being less than a second power.

5. The vehicle energy management method according to claim 3, characterized in that, The in-vehicle equipment includes at least core safety equipment, essential driving equipment, comfort equipment, and entertainment enhancement equipment; The vehicle's energy management strategy includes: in the discharge priority scenario, controlling the core safety devices and the necessary driving devices to operate without power restrictions, ensuring that the power consumption of the comfort devices is less than the third power, and turning off the entertainment and expansion devices.

6. The vehicle energy management method according to claim 3, characterized in that, The in-vehicle equipment includes at least core safety equipment, essential driving equipment, comfort equipment, and entertainment enhancement equipment; The vehicle's energy management strategy includes: under the free and comfortable scenario, controlling the core safety devices, the necessary driving devices, the comfort devices, and the entertainment enhancement devices to operate without power limitations.

7. The vehicle energy management method according to any one of claims 3-6, characterized in that, After determining the energy management strategy for the vehicle, the vehicle energy management method further includes: Based on the vehicle's energy management strategy, corresponding prompts are displayed to the user; the prompts include the planned energy management scenario and the operating modes of different on-board devices under the corresponding energy management scenario.

8. The vehicle energy management method according to claim 7, characterized in that, After displaying the corresponding prompt information to the user, the vehicle energy management method further includes: Receive user feedback regarding the prompt information; Based on the feedback information and the vehicle's energy management strategy, the on-board equipment is controlled.

9. The vehicle energy management method according to any one of claims 3-6, characterized in that, The vehicle energy management method also includes: Based on the vehicle's arrival at the target route node, the actual vehicle status information is compared with the target status information; the target status information includes the target status information of the vehicle power supply system at the current target route node in the navigation information, and the actual vehicle status information includes the current status information of the vehicle power supply system at the current target route node; If the actual vehicle status information and the target status information are within a preset deviation range, the vehicle is controlled to charge in the precise reserve scenario, or the vehicle is controlled to discharge in the discharge priority scenario. If the actual vehicle status information and the target status information are not within the preset deviation range, the vehicle's charging and discharging strategy is re-determined based on the actual vehicle status information.

10. A vehicle, characterized in that, It includes a memory, a processor, and a computer program stored in the memory and running on the processor, wherein the processor executes the computer program to implement the steps of the vehicle energy management method as described in any one of claims 1-9.

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