Energy management method and energy management device for vehicle

Abstract

The invention relates to an energy management method and an energy management device for a vehicle. The method comprises the steps of obtaining driving time and charging time; in response to the condition that the driving time is not less than the charging time, executing a first operation: under the driving condition, determining a first energy management strategy based on the current SOC of the trailer, the driving power required by the vehicle and the maximum discharging power of the trailer, and under the braking condition, determining a second energy management strategy; a second energy management strategy is determined based on the current SOC of the main vehicle, the actual recovery power capable of being provided by the vehicle and the allowable recovery power of the main vehicle; executing a second operation in response to the driving time being less than the charging time: determining total driving energy and total recovery energy, executing the first operation in response to the current electric quantity of the trailer being not greater than the total driving energy, or executing the second operation in response to the current electric quantity of the trailer being greater than the total driving energy and the sum of the current electric quantity of the main vehicle and the total recovery energy not meeting the requirement; and determining a third energy management strategy based on the current SOC of the trailer and the total driving energy. The transportation efficiency of the vehicle can be improved.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of energy management of a vehicle, and more particularly, to an energy management method for a vehicle, an energy management apparatus for a vehicle, an electronic device, a computer-readable storage medium, a computer program product, and a vehicle. BACKGROUND

[0002] With the acceleration of the transformation of the logistics transportation industry to new energy, the market share of new energy vehicles is increasing year by year. As a key technology to improve the endurance mileage and load capacity of new energy vehicles, the electric trailer can be equipped with an independent electric drive system to effectively share the power demand of the host vehicle. SUMMARY

[0003] A brief summary of the present disclosure is given in the following to provide a basic understanding of some aspects of the present disclosure. However, it should be understood that this summary is not a comprehensive overview of the present disclosure. It is not intended to determine the key or important parts of the present disclosure or to limit the scope of the present disclosure. Its purpose is only to give some concepts of the present disclosure in a simplified form as a prelude to the more detailed description given later.

[0004] Since the electric capacity of the vehicle is limited, energy management needs to be performed on the vehicle. The energy management method in the related art is relatively simple. For example, energy is recovered when the vehicle brakes, and energy is released when the vehicle drives. However, the simple energy management method in the related art cannot be applied to the complex and variable multiple driving conditions of the vehicle, and the usability is low.

[0005] In order to overcome the above problems in the related art, the present disclosure embodiments propose the following solutions to more reliably implement energy management of the vehicle. It can be understood that the "vehicle" in the present disclosure refers to a new energy vehicle that can use electric energy as energy, such as a pure electric or hybrid new energy vehicle.

[0006] According to a first aspect of the present disclosure, an energy management method for a vehicle is provided, the vehicle comprising a host vehicle and a trailer, the method comprising: obtaining a driving time of the vehicle from a current location to a destination; determining a charging time required to meet a preset power requirement of the host vehicle based on a current State of Charge (SOC) of the host vehicle; in response to the driving time being no less than the charging time, performing a first operation, wherein the first operation comprises: in a driving working condition, determining a first energy management strategy for the vehicle based on a current SOC of the trailer, a required driving power of the vehicle and a maximum discharging power of the trailer, and in a braking working condition, determining a second energy management strategy for the vehicle based on the current SOC of the host vehicle, an actual recovery power that can be provided by the vehicle and an allowed recovery power of the host vehicle; in response to the driving time being less than the charging time, performing a second operation, wherein the second operation comprises: determining a total driving energy required by the vehicle from the current location to the destination and a total recovery energy that can be recovered, in response to an amount of power indicated by the current SOC of the trailer being no more than the total driving energy, performing the first operation, or in response to the amount of power indicated by the current SOC of the trailer being greater than the total driving energy and a sum of the amount of power indicated by the current SOC of the host vehicle and the total recovery energy failing to meet the preset power requirement of the host vehicle, determining a third energy management strategy for the vehicle based on the current SOC of the trailer and the total driving energy.

[0007] In some embodiments, determining the first energy management strategy comprises at least one of: in response to the current SOC of the trailer being within an allowed discharging range of the trailer and the required driving power of the vehicle being no greater than the maximum discharging power of the trailer, determining that the first energy management strategy indicates that the discharging power of the trailer is the required driving power of the vehicle and the discharging power of the host vehicle is zero; in response to the current SOC of the trailer being within the allowed discharging range of the trailer and the required driving power of the vehicle being greater than the maximum discharging power of the trailer, determining that the first energy management strategy indicates that the discharging power of the trailer is the maximum discharging power of the trailer and the discharging power of the host vehicle is a difference between the required driving power of the vehicle and the maximum discharging power of the trailer; in response to the current SOC of the trailer not being within the allowed discharging range of the trailer, determining that the first energy management strategy indicates that the discharging power of the trailer is zero and the discharging power of the host vehicle is the required driving power of the vehicle.

[0008] In some embodiments, determining the second energy management strategy comprises at least one of: in response to the host vehicle current SOC being within the allowed charging range of the host vehicle and the allowed recovery power of the host vehicle being not less than the actual recovery power available from the vehicle, determining that the second energy management strategy indicates that the host vehicle recovers energy at the actual recovery power available from the vehicle and the trailer does not recover energy; in response to the host vehicle current SOC being within the allowed charging range of the host vehicle and the allowed recovery power of the host vehicle being less than the actual recovery power available from the vehicle, determining that the second energy management strategy indicates that the host vehicle recovers energy at the allowed recovery power of the host vehicle and the trailer recovers energy at a specified recovery power, the specified recovery power being a difference between the actual recovery power available from the vehicle and the allowed recovery power of the host vehicle; in response to the host vehicle current SOC not being within the allowed charging range of the host vehicle, determining that the second energy management strategy indicates that the host vehicle does not recover energy and the trailer recovers energy.

[0009] In some embodiments, the trailer recovering energy comprises at least one of: in a case where the allowed recovery power of the trailer is not less than the actual recovery power available from the vehicle, the trailer recovering energy at the actual recovery power available from the vehicle; in a case where the allowed recovery power of the trailer is less than the actual recovery power available from the vehicle, the trailer recovering energy at the allowed recovery power of the trailer.

[0010] In some embodiments, the third energy management strategy indicates that the trailer charges the host vehicle within a range of a difference between an amount of electricity indicated by a current SOC of the trailer and the total driving energy.

[0011] In some embodiments, determining the total driving energy and the total recovery energy available from the vehicle from the current location to the destination comprises: dividing a route from the current location to the destination into flat road segments, uphill road segments, and downhill road segments, and determining a first driving energy for the flat road segments, a second driving energy for the uphill road segments, and a third driving energy and a total recovery energy for the downhill road segments; and determining the total driving energy based on the first driving energy, the second driving energy, and the third driving energy.

[0012] In some embodiments, the route comprises at least one flat road segment, and determining the first driving energy for the flat road segments comprises: determining a travel time and a required driving power of the vehicle for each flat road segment; and determining the first driving energy based on the travel time and the required driving power of the vehicle for each flat road segment.

[0013] In some embodiments, determining the driving power required by the vehicle for each flat road section comprises: determining a rolling resistance of the vehicle on the flat road section based on a mass of the vehicle, a gravitational acceleration, and a friction resistance coefficient; determining an air resistance of the vehicle on the flat road section based on a windward area of the vehicle, a speed of the vehicle, an air density, and an air resistance coefficient; determining an acceleration resistance of the vehicle on the flat road section based on the mass of the vehicle, a rotational mass conversion coefficient of the vehicle, and an acceleration of the vehicle; determining a flat road section driving force required by the vehicle based on the rolling resistance, the air resistance, and the acceleration resistance of the vehicle on the flat road section; and determining the driving power required by the vehicle for the flat road section based on the flat road section driving force required by the vehicle and the speed of the vehicle.

[0014] In some embodiments, the road sections comprise at least one uphill road section, and determining the second driving energy for the uphill road sections comprises: determining a travel time and a driving power required by the vehicle for each uphill road section; and determining the second driving energy based on the travel time and the driving power required by the vehicle for each uphill road section.

[0015] In some embodiments, determining the driving power required by the vehicle for each uphill road section comprises: determining a rolling resistance of the vehicle on the uphill road section based on a mass of the vehicle, a gravitational acceleration, a friction resistance coefficient, and a slope of the uphill road section; determining a slope resistance of the vehicle on the uphill road section based on the mass of the vehicle, the gravitational acceleration, and the slope of the uphill road section; determining an air resistance of the vehicle on the uphill road section based on a windward area of the vehicle, a speed of the vehicle, an air density, and an air resistance coefficient; determining an acceleration resistance of the vehicle on the uphill road section based on the mass of the vehicle, a rotational mass conversion coefficient of the vehicle, and an acceleration of the vehicle; determining an uphill road section driving force required by the vehicle based on the rolling resistance, the slope resistance, the air resistance, and the acceleration resistance of the vehicle on the uphill road section; and determining the driving power required by the vehicle for the uphill road section based on the uphill road section driving force required by the vehicle and the speed of the vehicle.

[0016] In some embodiments, the road sections comprise at least one downhill road section, and determining the third driving energy and the total recovery energy for the downhill road sections comprises: determining a downhill road section driving force required by the vehicle for each downhill road section; determining whether the downhill road section is a first downhill road section or a second downhill road section based on the downhill road section driving force required by the vehicle for each downhill road section, wherein the downhill road section driving force required by the vehicle for the first downhill road section is in the same direction as a travel direction of the vehicle, and the downhill road section driving force required by the vehicle for the second downhill road section is in the opposite direction as the travel direction of the vehicle; determining the third driving energy for the first downhill road section; and determining the total recovery energy for the second downhill road section.

[0017] In some embodiments, determining the downhill section driving force required by the vehicle for each downhill section comprises: determining a rolling resistance of the vehicle on the downhill section based on a mass of the vehicle, a gravitational acceleration, a friction resistance coefficient, and a slope of the downhill section; determining a slope resistance of the vehicle on the downhill section based on the mass of the vehicle, the gravitational acceleration, and the slope of the downhill section; determining an air resistance of the vehicle on the downhill section based on an air- facing area of the vehicle, a speed of the vehicle, an air density, and an air resistance coefficient; determining an acceleration resistance of the vehicle on the downhill section based on the mass of the vehicle, a rotational mass conversion coefficient of the vehicle, and an acceleration of the vehicle; and determining the downhill section driving force required by the vehicle based on the rolling resistance, the slope resistance, the air resistance, and the acceleration resistance of the vehicle on the downhill section.

[0018] In some embodiments, the road section comprises at least one first downhill section, and determining the third driving energy for the first downhill section comprises: determining a driving power required by the vehicle for each first downhill section based on the downhill section driving force required by the vehicle for each first downhill section and a speed of the vehicle; determining a passing time of the vehicle for each first downhill section; and determining the third driving energy based on the passing time of the vehicle for each first downhill section and the driving power required by the vehicle for each first downhill section.

[0019] In some embodiments, the road section comprises at least one second downhill section, and determining the total recovery energy for the second downhill section comprises: determining a passing time of the vehicle for each second downhill section; determining a total energy of the vehicle for each second downhill section based on a speed of the vehicle, the passing time of the vehicle for each second downhill section, and the downhill section driving force required by the vehicle for each second downhill section, the total energy comprising a recovery energy and a friction braking energy of the vehicle for each second downhill section; determining the recovery energy of the vehicle for each second downhill section based on the total energy of the vehicle for each second downhill section and a recovery energy proportionality coefficient; and determining the total recovery energy based on the recovery energy of the vehicle for each second downhill section.

[0020] In some embodiments, the second operation further comprises: in response to the amount of electricity indicated by the current SOC of the trailer being greater than the total driving energy and the sum of the amount of electricity indicated by the current SOC of the host vehicle and the total recovery energy satisfying a preset amount of electricity requirement of the host vehicle, determining a fourth energy management strategy for the vehicle, the fourth energy management strategy indicating that the host vehicle recovers energy within the total recovery energy range.

[0021] According to a second aspect of the present disclosure, an energy management apparatus for a vehicle is provided, comprising: an obtaining module configured to obtain a driving time of the vehicle from a current location to a destination; a determining module configured to determine a charging time required to meet a preset power requirement of the host vehicle based on a current state of charge (SOC) of the host vehicle; a first executing module configured to: in response to the driving time being no less than the charging time, execute a first operation, wherein the first operation comprises: in a driving working condition, determining a first energy management strategy for the vehicle based on a current SOC of the trailer, a required driving power of the vehicle, and a maximum discharging power of the trailer, and in a braking working condition, determining a second energy management strategy for the vehicle based on the current SOC of the host vehicle, an actual recovery power that can be provided by the vehicle, and an allowed recovery power of the host vehicle; and a second executing module configured to: in response to the driving time being less than the charging time, execute a second operation, wherein the second operation comprises: determining a total driving energy required by the vehicle from the current location to the destination and a total recovery energy that can be recovered, in response to an amount of power indicated by the current SOC of the trailer being no greater than the total driving energy, executing the first operation, or in response to the amount of power indicated by the current SOC of the trailer being greater than the total driving energy and a sum of the amount of power indicated by the current SOC of the host vehicle and the total recovery energy failing to meet the preset power requirement of the host vehicle, determining a third energy management strategy for the vehicle based on the current SOC of the trailer and the total driving energy.

[0022] According to a third aspect of the present disclosure, an electronic device is provided, comprising: a processor; and a memory storing computer-executable instructions that, when executed by the processor, cause the processor to perform the energy management method for a vehicle according to the first aspect of the present disclosure.

[0023] According to a fourth aspect of the present disclosure, a computer-readable storage medium having stored thereon computer-executable instructions that, when executed by a computer, cause the computer to perform the energy management method for a vehicle according to the first aspect of the present disclosure.

[0024] According to a fifth aspect of the present disclosure, a computer program product is provided, the computer program product comprising instructions that, when executed by a processor, implement the energy management method for a vehicle according to the first aspect of the present disclosure.

[0025] According to a sixth aspect of the present disclosure, a vehicle is provided, comprising: the energy management apparatus for a vehicle according to the second aspect of the present disclosure or the electronic device according to the third aspect of the present disclosure.

[0026] An energy management method for a vehicle according to embodiments of the present disclosure takes the driving time and charging time of the vehicle determined in real time as the basis for the vehicle to switch between a first operation and a second operation, and further determines a personalized energy management strategy based on various state information of the host vehicle and the trailer in the first operation and the second operation. The energy management strategy of the present disclosure has high availability for various driving conditions, can realize the collaborative energy management of the host vehicle and the trailer and improve the energy management efficiency of the vehicle in various driving conditions, thereby improving the transportation efficiency of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0027] The foregoing and other features and advantages of the present disclosure will become apparent to those of ordinary skill in the art from the following description of the embodiments of the present disclosure with reference to the accompanying drawings. The drawings are incorporated in and constitute a part of this specification and are included for further explanation of the principles of the present disclosure and to enable those of ordinary skill in the art to make and use the present disclosure. In the drawings: Figure 1 is a non-limiting illustrative schematic diagram showing a vehicle according to some embodiments of the present disclosure; Figure 2 is a flowchart showing an energy management method for a vehicle according to some embodiments of the present disclosure; Figure 3 is a flowchart showing a non-limiting example process of an energy management method for a vehicle according to some embodiments of the present disclosure; Figure 4 is a schematic block diagram showing an energy management device for a vehicle according to some embodiments of the present disclosure; Figure 5 is a schematic block diagram showing an electronic device according to some embodiments of the present disclosure; Figure 6 is a schematic block diagram showing an energy management device for a vehicle according to some embodiments of the present disclosure.

[0028] Note that, in the following embodiments, the same reference numerals are sometimes used across different drawings to designate the same or similar parts or parts having the same function, and repeated description thereof is omitted. In some cases, similar reference numerals and letters are used to represent similar items, and therefore, once an item is defined in one drawing, it need not be further discussed in subsequent drawings.

[0029] For ease of understanding, the positions, sizes, ranges, etc. of the structures shown in the drawings, etc. are sometimes not actual positions, sizes, ranges, etc. Therefore, the present disclosure is not limited to the positions, sizes, ranges, etc. disclosed in the drawings, etc. DETAILED DESCRIPTION

[0030] Various exemplary embodiments of the present disclosure will be described in detail below with reference to the drawings. Note that the relative arrangement, numerical expressions, and numerical values of components and steps set forth in these embodiments are not limiting to the scope of the present disclosure unless otherwise specifically stated.

[0031] The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the scope of the present disclosure and its applications or uses. That is, the structures and methods presented herein are set forth in an illustrative fashion to explain the different embodiments of structures and methods in the present disclosure. However, those skilled in the art will appreciate that they are merely illustrative and are not exhaustive of all possible embodiments of the present disclosure. Further, the drawings are not necessarily drawn to scale and some features can be exaggerated to illustrate details of particular components.

[0032] In addition, techniques, methods, and apparatus known to those of ordinary skill in the relevant art can not be discussed in detail herein, but should be considered as part of the specification, where appropriate.

[0033] In all of the examples shown and discussed herein, any specific values should be interpreted as merely illustrative and not as a limitation. Thus, other examples of the exemplary embodiments can have different values.

[0034] A method for energy management of a vehicle according to the present disclosure will be described in detail below with reference to the drawings. It should be understood that the actual method for energy management of a vehicle can also include other additional steps, but in order to avoid obscuring the gist of the present disclosure, these other additional steps are not discussed herein and are not shown in the drawings.

[0035] Figure 1 is a non-limiting illustrative schematic diagram showing a vehicle 10 according to some embodiments of the present disclosure. As Figure 1 shown, the vehicle 10 can include a host vehicle 12 and a trailer 14, where the host vehicle 12 employs a dual electric drive axle, the trailer 14 employs a multi-electric drive axle, and the vehicle 10 employs a multi-axle powertrain. It can be understood that Figure 1 The embodiments of the present disclosure are also applicable to other various specific structures of new energy vehicles with a host vehicle and a trailer, which are merely illustrative and not limiting.

[0036] Figure 2 is a flowchart showing a method 100 for energy management of a vehicle (hereinafter referred to as “method 100”) according to some embodiments of the present disclosure. As Figure 2 shown, the method 100 can include steps S102 to S108.

[0037] At step S102, the driving time of the vehicle from the current location to the destination is obtained.

[0038] In some examples, the driving time of the vehicle can be calculated based on a navigation route of the vehicle from a current location to a destination, high-precision map data, real-time traffic data, and driving habits of the driver (such as historical average driving speed of the driver, etc.) via an estimated time of arrival (ETA). It can be understood that the present disclosure does not limit the specific implementation of the ETA, and any specific ETA algorithm or model (for example, a neural network model) can be applied to the embodiments of the present disclosure.

[0039] At step S104, a charging time required to meet a preset power requirement of the host vehicle based on a current SOC of the host vehicle is determined.

[0040] In some examples, the preset power requirement of the host vehicle can be that the SOC is in a high zone (for example, 95%). For example, the charging time required to charge to the high zone can be estimated by a battery management system (BMS) of the vehicle according to the current SOC of the vehicle.

[0041] At step S106, in response to the driving time being not less than the charging time, a first operation is performed. Here, the first operation can include: determining a first energy management strategy for the vehicle based on a current SOC of the trailer, a required driving power of the vehicle, and a maximum discharging power of the trailer in a driving condition; and determining a second energy management strategy for the vehicle based on a current SOC of the host vehicle, an actual recovery power that can be provided by the vehicle, and an allowed recovery power of the host vehicle in a braking condition. In the present disclosure, the vehicle in the driving condition means that the vehicle is in a non-braking state, and the driving condition can also be referred to as a "running condition".

[0042] At step S108, in response to the driving time being less than the charging time, a second operation is performed. Here, the second operation can include: determining a total driving energy required for the vehicle from a current location to a destination and a total recovery energy that can be recovered; in response to an amount of power indicated by the current SOC of the trailer being not greater than the total driving energy, performing the first operation, or in response to the amount of power indicated by the current SOC of the trailer being greater than the total driving energy and a sum of the amount of power indicated by the current SOC of the host vehicle and the total recovery energy not meeting the preset power requirement of the host vehicle, determining a third energy management strategy for the vehicle based on the current SOC of the trailer and the total driving energy.

[0043] Thus, by comparing the driving time and the charging time, the driving section of the vehicle can be divided into a first driving section (may also be referred to as a midway driving section) in which the driving time meets the charging time and a second driving section (may also be referred to as a nearby terminal driving section) in which the driving time does not meet the charging time, and the first operation and the second operation for the vehicle are determined for the first driving section and the second driving section, respectively, and then the energy management strategy is personalized according to various state information of the vehicle (such as the current SOC, the required driving power, the maximum discharge power, the actual recovery power, the allowed recovery power, etc.), so that the determined energy management strategy can be applied to various driving conditions of the vehicle, the availability of the energy management strategy is improved, the collaborative energy management of the host vehicle and the trailer is realized, and the energy management efficiency of the vehicle is improved, and then the transportation efficiency of the vehicle is improved.

[0044] In some embodiments, determining the first energy management strategy can include: in response to the current SOC of the trailer being within the allowed discharge range of the trailer and the required driving power of the vehicle being not greater than the maximum discharge power of the trailer, determining that the first energy management strategy indicates that the discharge power of the trailer is the required driving power of the vehicle and the discharge power of the host vehicle is zero. For example, the allowed discharge range of the trailer indicates that the SOC of the trailer is within the range of 20% to 100%.

[0045] Thus, when the electric quantity of the trailer is sufficient to support the driving of the vehicle, the discharge priority of the trailer can be set to be higher than the discharge priority of the host vehicle, so that only the electric quantity of the trailer is consumed without consuming the electric quantity of the host vehicle, thereby helping the SOC of the host vehicle to be in a high position area when the host vehicle reaches the destination, and then realizing fast unhooking.

[0046] In some embodiments, determining the first energy management strategy can include: in response to the current SOC of the trailer being within the allowed discharge range of the trailer and the required driving power of the vehicle being greater than the maximum discharge power of the trailer, determining that the first energy management strategy indicates that the discharge power of the trailer is the maximum discharge power of the trailer and the discharge power of the host vehicle is the difference between the required driving power of the vehicle and the maximum discharge power of the trailer.

[0047] Thus, when the electric quantity of the trailer is insufficient to support the driving of the vehicle, the discharge priority of the trailer is still set to be higher than the discharge priority of the host vehicle, so that the electric quantity of the trailer is consumed first and then the electric quantity of the host vehicle is consumed, thereby minimizing the consumption of the electric quantity of the host vehicle.

[0048] In some embodiments, determining the first energy management strategy can include: in response to the current SOC of the trailer not being within the allowed discharge range of the trailer, determining that the first energy management strategy indicates that the discharge power of the trailer is zero and the discharge power of the host vehicle is the required driving power of the vehicle. For example, when the SOC of the trailer is lower than 20%, the trailer discharge is limited.

[0049] Thus, when the SOC of the trailer is too low, the discharge priority of the host vehicle is set higher than the discharge priority of the trailer to limit the discharge of the trailer and provide the driving power required by the vehicle from the host vehicle, thereby preventing the battery of the trailer from being damaged by over-discharge and avoiding the trailer from being unable to support its own power consumption after over-discharge, and the host vehicle also needs to charge the trailer, which brings additional power loss to the host vehicle.

[0050] In some embodiments, determining the first energy management strategy can include at least one of the plurality of operations of determining the first energy management strategy as mentioned above.

[0051] In some embodiments, determining the second energy management strategy can include determining, in response to the current SOC of the host vehicle being within the allowed charging range of the host vehicle and the allowed recovery power of the host vehicle being not less than the actual recovery power available to the vehicle, that the second energy management strategy indicates that the host vehicle recovers energy at the actual recovery power available to the vehicle and the trailer does not recover energy. For example, the allowed charging range of the host vehicle indicates that the SOC is not more than 95%. As a non-limiting illustrative example, the allowed recovery power of the host vehicle can be the allowed recovery power under the motor and drive axle limit of the host vehicle. In some examples, the actual recovery power available to the vehicle can be determined via a brake management system of the vehicle.

[0052] Thus, when the current SOC of the host vehicle is within the allowed charging range of the host vehicle and the allowed recovery power of the host vehicle is not less than the actual recovery power available to the vehicle, the energy recovery priority of the host vehicle is set higher than the energy recovery priority of the trailer, so that the recovery energy of the vehicle is all used for charging the host vehicle, thereby helping the SOC of the host vehicle to be in a high position when the host vehicle reaches the destination, and thus achieving fast unhooking.

[0053] In some embodiments, determining the second energy management strategy can include determining, in response to the current SOC of the host vehicle being within the allowed charging range of the host vehicle and the allowed recovery power of the host vehicle being less than the actual recovery power available to the vehicle, that the second energy management strategy indicates that the host vehicle recovers energy at the allowed recovery power of the host vehicle and the trailer recovers energy at a specified recovery power. Here, the specified recovery power is the difference between the actual recovery power available to the vehicle and the allowed recovery power of the host vehicle.

[0054] Thus, when the current SOC of the host vehicle is within the allowed charging range of the host vehicle and the actual recovery power available to the vehicle exceeds the allowed recovery power of the host vehicle, the energy recovery priority of the host vehicle is still set higher than the energy recovery priority of the trailer, so that the host vehicle can be preferentially charged to help the SOC of the host vehicle to be in a high position when the host vehicle reaches the destination. In addition, the trailer can also recover energy at the excess actual recovery power available to the vehicle (i.e., the difference between the actual recovery power available to the vehicle and the allowed recovery power of the host vehicle), thereby making full use of the recovery energy and improving the endurance of the vehicle.

[0055] In some embodiments, determining the second energy management strategy can include: in response to the current SOC of the host vehicle not being within the allowed charging range of the host vehicle, determining that the second energy management strategy indicates that the host vehicle does not perform energy recovery and the trailer performs energy recovery. In this way, when the host vehicle does not need to be charged (e.g., when the SOC of the host vehicle is higher than 95%), the priority of energy recovery of the trailer is set to be higher than that of the host vehicle to limit overcharging of the host vehicle and to perform energy recovery by the trailer so as to make full use of the recovered energy and improve the endurance of the vehicle.

[0056] In some embodiments, the second energy management strategy can also be determined based on the allowed recovery power of the trailer when the current SOC of the host vehicle is not within the allowed charging range of the host vehicle. In some embodiments, the energy recovery performed by the trailer can include at least one of: in a case where the allowed recovery power of the trailer is not less than the actual recovery power that can be provided by the vehicle, the trailer performs energy recovery at the actual recovery power that can be provided by the vehicle; or in a case where the allowed recovery power of the trailer is less than the actual recovery power that can be provided by the vehicle, the trailer performs energy recovery at the allowed recovery power of the trailer.

[0057] It can be understood that, in the driving working condition, the trailer mainly provides the electrical energy required for driving for the vehicle, which makes the SOC of the trailer generally not in the high position area. Therefore, when the host vehicle does not need to be charged, the trailer can be directly charged. Of course, in some embodiments, the second energy strategy can also be further determined in combination with whether the current SOC of the trailer is within the allowed charging range of the trailer, and the specific process is similar to that of determining the second energy strategy based on the current SOC of the host vehicle and the allowed charging range of the host vehicle, which will not be described here.

[0058] In some embodiments, determining the total driving energy required for the vehicle to travel from the current location to the destination and the total recovery energy that can be recovered includes: dividing the road section from the current location to the destination into a flat road section, an uphill road section and a downhill road section, and determining a first driving energy for the flat road section, a second driving energy for the uphill road section, a third driving energy for the downhill road section and a total recovery energy; and determining the total driving energy based on the first driving energy, the second driving energy and the third driving energy.

[0059] In some examples, it can be determined whether the road section in front of the vehicle belongs to the flat road section, the uphill road section or the downhill road section based on the prediction and planning of the future road condition via the predictive cruise control (PCC) and the feedback information of the road surface based on the navigation route from the current location to the destination and the high-precision map.

[0060] In some embodiments, the road segments can include at least one flat road segment, determining the first driving energy for the flat road segment can include determining a passing time and a required driving power of the vehicle for each flat road segment, and determining the first driving energy based on the passing time and the required driving power of the vehicle for each flat road segment.

[0061] In some examples, determining the passing time of the vehicle for each road segment, such as the flat road segment, the uphill road segment and the downhill road segment, can be determined based on the length of the road segment and the speed of the vehicle on the road segment. Here, the speed of the vehicle can be the average speed of the vehicle, and can also be the expected driving speed of the driver determined according to the transportation task, the road segment speed limit and other factors. Of course, the passing time of the vehicle for each road segment can also be determined based on the PCC in combination with more factors such as road conditions, road segment speed limits, etc.

[0062] In some embodiments, determining the required driving power of the vehicle for each flat road segment can include determining the rolling resistance of the vehicle on the flat road segment based on the mass of the vehicle, the gravitational acceleration and the friction resistance coefficient, determining the air resistance of the vehicle on the flat road segment based on the vehicle's windward area, the speed of the vehicle, the air density and the air resistance coefficient, determining the acceleration resistance of the vehicle on the flat road segment based on the mass of the vehicle, the rotational mass conversion coefficient of the vehicle and the acceleration of the vehicle, determining the flat road segment driving force required by the vehicle based on the rolling resistance, the air resistance and the acceleration resistance of the vehicle on the flat road segment, and determining the driving power required by the vehicle for the flat road segment based on the flat road segment driving force required by the vehicle and the speed of the vehicle.

[0063] In some examples, the driving power required by the vehicle for the flat road segment wherein, is the speed of the vehicle on the flat road segment (i.e. the speed of the vehicle), is the flat road segment driving force required by the vehicle. Further, wherein: is the rolling resistance of the vehicle on the flat road segment and wherein, m is the mass of the vehicle, g is the gravitational acceleration, and f is the friction resistance coefficient; is the air resistance of the vehicle on the flat road segment and wherein, is the air resistance coefficient, A is the windward area of the vehicle, is the air density; is the acceleration resistance of the vehicle on the flat road segment and wherein, is the rotational mass conversion coefficient of the vehicle, is the passing time of the vehicle for the flat road segment, acceleration of the vehicle with respect to the flat road segment. The formulas for solving the driving force of the vehicle at each road segment (such as flat road segment, uphill road segment, and downhill road segment) in the present disclosure can be referred to as dynamic equilibrium formulas.

[0064] Based on this, the first driving energy wherein n1 is the number of flat road segments, is the driving power required by the vehicle with respect to the i-th flat road segment, is the passing time of the vehicle with respect to the i-th flat road segment.

[0065] As a non-limiting illustrative example, the frictional resistance coefficient of the vehicle at each road segment (such as flat road segment, uphill road segment, and downhill road segment) can be provided by the vehicle supplier; the air resistance coefficient can be obtained by simulation test for the vehicle model; the windward area can be obtained by actual measurement for the vehicle; and the vehicle rotational mass conversion coefficient can be determined according to the experience of engineers.

[0066] It can be understood that in the present disclosure, in order to facilitate calculation, each parameter value in the formula can be data-processed to present as a fixed value. Of course, the properties of each parameter changing with time can also be considered in the formula to achieve further calculation accuracy.

[0067] In addition, in the present disclosure, the same or similar characters can be used to represent the same or similar variables, and therefore, once a variable is defined in an embodiment, it does not need to be repeatedly described in subsequent embodiments.

[0068] In some embodiments, the road segment can include at least one uphill road segment, and determining the second driving energy for the uphill road segment includes: determining the passing time and the required driving power of the vehicle with respect to each uphill road segment; and determining the second driving energy based on the passing time and the required driving power of the vehicle with respect to each uphill road segment.

[0069] In some embodiments, determining the driving power required by the vehicle for each uphill road section comprises: determining a rolling resistance of the vehicle on the uphill road section based on a mass of the vehicle, a gravitational acceleration, a friction resistance coefficient, and a slope of the uphill road section; determining a slope resistance of the vehicle on the uphill road section based on the mass of the vehicle, the gravitational acceleration, and the slope of the uphill road section; determining an air resistance of the vehicle on the uphill road section based on an air-foiling area of the vehicle, a speed of the vehicle, an air density, and an air resistance coefficient; determining an acceleration resistance of the vehicle on the uphill road section based on the mass of the vehicle, a rotational mass conversion coefficient of the vehicle, and an acceleration of the vehicle; determining an uphill road section driving force required by the vehicle based on the rolling resistance, the slope resistance, the air resistance, and the acceleration resistance of the vehicle on the uphill road section; and determining the driving power required by the vehicle for the uphill road section based on the uphill road section driving force required by the vehicle and the speed of the vehicle. In the present disclosure, the slope can be expressed by a slope angle.

[0070] In some examples, the driving power required by the vehicle for the uphill road section wherein, is a speed of the vehicle on the uphill road section (i.e., a speed of the vehicle), is an uphill road section driving force required by the vehicle. Further, wherein, is a rolling resistance of the vehicle on the uphill road section and wherein, is a slope angle of the uphill road section; is a slope resistance of the vehicle on the uphill road section and ; is an air resistance of the vehicle on the uphill road section and ; is an acceleration resistance of the vehicle on the uphill road section and wherein, is a travel time of the vehicle for the uphill road section, is an acceleration of the vehicle for the uphill road section.

[0071] Based on this, a second driving energy wherein, n2 is a number of uphill road sections, is a driving power required by the vehicle for the i-th uphill road section, is a travel time of the vehicle for the i-th uphill road section.

[0072] In some embodiments, the road segments can include at least one downhill road segment, determining the third driving energy and the total recovered energy for the downhill road segment includes: determining a downhill road segment driving force required by the vehicle for each downhill road segment; determining the downhill road segment as a first downhill road segment or a second downhill road segment based on the downhill road segment driving force required by the vehicle for each downhill road segment, wherein the downhill road segment driving force required by the vehicle for the first downhill road segment is in the same direction as the driving direction of the vehicle, and the downhill road segment driving force required by the vehicle for the second downhill road segment is in the opposite direction of the driving direction of the vehicle; determining the third driving energy for the first downhill road segment; and determining the total recovered energy for the second downhill road segment. It can be understood that when there is only one downhill road segment and the downhill road segment is the first downhill road segment, the number of the second downhill road segment is 0, and the total recovered energy determined for the second downhill road segment is 0; or when there is only one downhill road segment and the downhill road segment is the second downhill road segment, the number of the first downhill road segment is 0, and the third driving energy determined for the first downhill road segment is 0.

[0073] In some embodiments, determining the downhill road segment driving force required by the vehicle for each downhill road segment includes: determining a rolling resistance of the vehicle on the downhill road segment based on the mass of the vehicle, the gravitational acceleration, the friction resistance coefficient, and the slope of the downhill road segment; determining a slope resistance of the vehicle on the downhill road segment based on the mass of the vehicle, the gravitational acceleration, and the slope of the downhill road segment; determining an air resistance of the vehicle on the downhill road segment based on the windward area of the vehicle, the speed of the vehicle, the air density, and the air resistance coefficient; determining an acceleration resistance of the vehicle on the downhill road segment based on the mass of the vehicle, the rotational mass conversion coefficient of the vehicle, and the acceleration of the vehicle; and determining the downhill road segment driving force required by the vehicle based on the rolling resistance, the slope resistance, the air resistance, and the acceleration resistance of the vehicle on the downhill road segment.

[0074] In some examples, the downhill road segment driving force required by the vehicle for the downhill road segment wherein: is the rolling resistance of the vehicle on the downhill road segment and wherein, is the slope angle of the downhill road segment; is the slope resistance of the vehicle on the downhill road segment and ; is the air resistance of the vehicle on the downhill road segment and wherein, is the speed of the vehicle on the downhill road segment (i.e., the speed of the vehicle); is the acceleration resistance of the vehicle on the downhill road segment and wherein, is the transit time of the vehicle for the downhill road segment, is the acceleration of the vehicle for the downhill road segment.

[0075] In some embodiments, after determining the downhill section driving force required by the vehicle for each downhill section, in response to the downhill section driving force being positive (i.e. the direction of the downhill section driving force is the same as the driving direction of the vehicle), the corresponding downhill section is determined as the first downhill section; or, in response to the downhill section driving force being negative (i.e. the direction of the downhill section driving force is different from the driving direction of the vehicle), the corresponding downhill section is determined as the second downhill section. Thus, the third driving energy can be subsequently determined for the first downhill section and the total recovery energy can be determined for the second downhill section.

[0076] In some embodiments, the road section can include at least one first downhill section, and determining the third driving energy for the first downhill section can include: determining driving power required by the vehicle for each first downhill section based on the downhill section driving force required by the vehicle for each first downhill section and the speed of the vehicle; determining the passing time of the vehicle for each first downhill section; and determining the third driving energy based on the passing time of the vehicle for each first downhill section and the driving power required by the vehicle.

[0077] In some examples, the driving power required by the vehicle for the first downhill section wherein, is the downhill section driving force for the ith first downhill section, is the speed of the vehicle on the ith first downhill section (i.e. the speed of the vehicle). The third driving energy wherein, m1 is the number of first downhill sections, is the driving power required by the vehicle for the ith first downhill section, is the passing time of the vehicle for the ith first downhill section.

[0078] In some embodiments, the road section can include at least one second downhill section, and determining the total recovery energy for the second downhill section can include: determining the passing time of the vehicle for each second downhill section; determining the total energy of the vehicle for each second downhill section based on the speed of the vehicle, the passing time of the vehicle for each second downhill section and the downhill section driving force required by the vehicle for each second downhill section, the total energy including the recovery energy and the friction braking energy of the vehicle for each second downhill section; determining the recovery energy of the vehicle for each second downhill section based on the total energy of the vehicle for each second downhill section and the recovery energy proportionality coefficient; and determining the total recovery energy based on the recovery energy of the vehicle for each second downhill section.

[0079] In some embodiments, the recovered energy ratio coefficient can be determined based on a brake pedal opening degree of the vehicle at the slope of the second downhill road section. In some examples, the brake pedal opening degree at the slope can be determined by statistically indicating the driving habits of the driver at the slope of the second downhill road section. After obtaining the brake pedal opening degree, the friction braking force ratio coefficient of the total braking force of the second downhill road section can be obtained, and then the friction braking energy ratio coefficient can be obtained, and then the recovered energy ratio coefficient can be obtained. For example, the recovered energy ratio coefficient can be the difference between 1 and the friction braking energy ratio coefficient. It can be understood that the recovered energy ratio coefficients of different second downhill road sections can be different.

[0080] In some examples, the total energy of the vehicle with respect to the i th second downhill road section wherein, is the speed of the vehicle on the i th second downhill road section (i.e., the speed of the vehicle), is the passing time of the vehicle with respect to the i th second downhill road section, is the driving force of the i th second downhill road section. The recovered energy of the vehicle with respect to the i th second downhill road section wherein, is the recovered energy ratio coefficient of the i th second downhill road section. Based on this, the total recovered energy wherein, m2 is the number of second downhill road sections.

[0081] Based on the above examples, the total driving energy .

[0082] In some embodiments, the third energy management strategy indicates that the trailer charges the host vehicle within the difference between the amount of electricity indicated by the current SOC of the trailer and the total driving energy. In some examples, the trailer can charge the host vehicle within the difference between the amount of electricity indicated by the current SOC of the trailer and .

[0083] In some embodiments, the second operation can further include: in response to the amount of electricity indicated by the current SOC of the trailer being greater than the total driving energy and the amount of electricity indicated by the current SOC of the host vehicle and the sum of the total recovered energy satisfying the preset amount of electricity requirement of the host vehicle, determining a fourth energy management strategy for the vehicle. Here, the fourth energy management strategy indicates that the host vehicle recovers energy within the total recovered energy, without the trailer charging the host vehicle again.

[0084] ​Therefore, this disclosure uses the real-time determined vehicle driving time and charging time as the basis for switching between the first and second vehicle operations. Furthermore, in both operations, it provides different energy management strategies based on various status information of the tractor and trailer. The energy management strategies of this disclosure are highly available for various driving conditions, improving the energy management efficiency of the vehicle under different conditions, thereby increasing the vehicle's transportation efficiency. In addition, based on personalized energy management strategies, the charging and discharging priorities and power of the tractor and trailer can be adjusted under corresponding driving conditions to ensure that the tractor's State of Charge (SOC) is in a high range when it reaches the destination, thus enabling trailer swapping. Simultaneously, it avoids the trailer being unable to reach the destination due to insufficient charge after charging the tractor, resulting in the tractor discharging to drive the vehicle and causing efficiency losses due to secondary charging, thereby improving energy utilization.

[0085] refer to Figure 3 This is a flowchart illustrating a non-limiting example process 200 of a method for energy management of a vehicle according to some embodiments of the present disclosure. Figure 3 As shown, the non-limiting example process 200 may include steps S202 to S224, wherein steps S208 to S212 are first operations and steps S214 to S224 are second operations.

[0086] In step S202, the vehicle starts and the driving route is input; in step S204, the charging time T required for the main vehicle to charge to the high-level zone is calculated. soc and vehicle travel time T END At step S206, determine T soc Is it greater than T? END When T soc Not greater than T END When T (i.e., the judgment result of step S206 is "no"), execute the first operation; when T soc Greater than T END When the result of step S206 is "yes", the second operation is executed.

[0087] In the first operation: at step S208, it is determined whether the vehicle is in driving mode or braking mode; when the vehicle is in driving mode, at step S210, the first energy management strategy is executed; when the vehicle is in braking mode, at step S212, the second energy management strategy is executed.

[0088] In the second operation: at step S214, the total driving energy E required by the vehicle is determined. Q and the total recoverable energy E p2_reg In step S216, determine the current battery level E of the trailer. t Is it greater than E? Q ; when Et Not greater than E Q When (i.e., the judgment result of step S216 is "no"), at step S218, the first operation is performed; when E t Greater than E Q When (i.e., the judgment result of step S216 is "yes"), at step S220, the current battery level of the main vehicle is compared with E. p2_reg Is the sum less than the preset battery requirement of the main vehicle? When the current battery level of the main vehicle is equal to E... p2_reg When the sum of the current battery level and E is less than the preset battery level requirement of the main vehicle (i.e., the judgment result of step S220 is "yes"), the third energy management strategy is executed at step S222; when the current battery level of the main vehicle is less than E, the third energy management strategy is executed. p2_reg When the sum is not less than the preset power requirement of the main vehicle (i.e., the judgment result of step S220 is "no"), the fourth energy management strategy is executed at step S224.

[0089] This disclosure also provides an energy management device for a vehicle. (Reference) Figure 4 This is a schematic block diagram illustrating an energy management device 300 (hereinafter referred to as "device 300") for a vehicle according to some embodiments of the present disclosure. Figure 4 As shown, the device 300 may include: an acquisition module 302, a determination module 304, a first execution module 306, and a second execution module 308.

[0090] The acquisition module 302 can be configured to acquire the travel time of the vehicle from its current location to its destination.

[0091] The determination module 304 can be configured to determine the charging time required to meet the preset power requirements of the main vehicle based on the current SOC of the main vehicle.

[0092] The first execution module 306 can be configured to perform a first operation in response to a driving time not being less than a charging time, wherein the first operation includes: under driving conditions, determining a first energy management strategy for the vehicle based on the trailer's current SOC, the vehicle's required driving power, and the trailer's maximum discharge power; and under braking conditions, determining a second energy management strategy for the vehicle based on the tractor's current SOC, the vehicle's actual regenerative power, and the tractor's allowable regenerative power.

[0093] The second execution module 308 can be configured to perform a second operation in response to a travel time being less than a charging time. The second operation includes: determining the total driving energy required for the vehicle to travel from its current location to its destination and the total recoverable energy; performing a first operation in response to the trailer's current SOC indicating that its charge level is not greater than the total driving energy; or determining a third energy management strategy for the vehicle based on the trailer's current SOC and the total driving energy in response to the trailer's current SOC indicating that its charge level is greater than the total driving energy and the sum of the main vehicle's current SOC indicating that its charge level and the total recoverable energy does not meet the main vehicle's preset charge level requirement.

[0094] Various embodiments of the energy management device for vehicles can be found in the preceding description of various embodiments of method 100, and will not be repeated here.

[0095] This disclosure also provides an electronic device. (See reference...) Figure 5 This is a schematic block diagram illustrating an electronic device 400 according to some embodiments of the present disclosure. Figure 5 As shown, electronic device 400 includes a processor 402 and a memory 404 storing computer-executable instructions that, when executed by processor 402, cause processor 402 to perform the methods described according to any of the foregoing embodiments (e.g., method 100). Processor 402 may be, for example, a central processing unit (CPU) of electronic device 400. Processor 402 may be any type of general-purpose processor or may be a processor specifically designed for energy management of a vehicle, such as an application-specific integrated circuit (“ASIC”). Memory 404 may be coupled to processor 402 and may include various computer-readable media accessible by processor 402. In various embodiments, memory 404 described herein may include volatile and non-volatile media, removable and non-removable media. For example, memory 404 may include any combination of: random access memory (“RAM”), dynamic RAM (“DRAM”), static RAM (“SRAM”), read-only memory (“ROM”), flash memory, cache memory, and / or any other type of non-transient computer-readable media. The memory 404 may store instructions that, when executed by the processor 402, cause the processor 402 to execute the method described according to any of the foregoing embodiments of this disclosure.

[0096] The electronic device 400 is configured to perform the method described in any of the foregoing embodiments, and therefore reference can be made to the preceding description of various embodiments of the method, which will not be repeated here.

[0097] This disclosure also provides a computer-readable storage medium having computer-executable instructions stored thereon, which, when executed by a processor, cause the processor to perform an energy management method for a vehicle according to any of the foregoing embodiments of this disclosure.

[0098] The present disclosure also provides a computer program product, which can include instructions that, when executed by a processor, can implement the energy management method for a vehicle according to any one of the preceding embodiments of the present disclosure. The instructions can be any set of instructions executed directly by one or more processors, such as machine code, or indirectly, such as scripts. The instructions can be stored in an object code format for direct processing by one or more processors, or in any other computer languages including scripts or collections of independent source code modules that are interpreted on demand or compiled in advance.

[0099] Figure 6 is a schematic block diagram illustrating an energy management apparatus 500 (hereinafter referred to as “apparatus 500”) for a vehicle according to some embodiments of the present disclosure. The apparatus 500 can include a memory 404 and a processor 402 coupled to the memory 404. The processor 402 is configured to perform the energy management method for a vehicle in any one of the preceding embodiments based on instructions stored in the memory 404.

[0100] The memory 404 may, for example, include a system memory, a fixed non-volatile storage medium, etc. The system memory, for example, stores an operating system, an application program, a Boot Loader, and other programs, etc.

[0101] The apparatus 500 can also include an input / output interface 530, a network interface 540, a storage interface 550, etc. The input / output interface 530, the network interface 540, the storage interface 550, and the memory 404 and the processor 402 may, for example, be connected through a bus 560. Here, the input / output interface 530 can provide a connection interface for display, mouse, keyboard, touch screen, microphone, speaker, etc. input / output devices. The network interface 540 provides a connection interface for various networking devices. The storage interface 550 provides a connection interface for external storage devices such as SD cards, U disks, etc.

[0102] Those skilled in the art will appreciate that embodiments of the present disclosure can be provided as methods, systems, or computer program products. Therefore, the present disclosure can take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects. Moreover, the present disclosure can take the form of a computer program product implemented on one or more computer-usable non-transitory storage media (including, but not limited to, disk storage, CD-ROMs, optical storage, etc.) having computer-usable program code contained therein.

[0103] The present disclosure also provides a vehicle comprising the energy management device for a vehicle according to any one of the preceding embodiments or the electronic device according to any one of the preceding embodiments. In some embodiments, the vehicle is a new energy commercial vehicle, for example, a new energy electric heavy truck.

[0104] The above describes one or more exemplary embodiments of the present disclosure. Other embodiments are within the scope of the appended claims. In some cases, the acts or steps recited in the claims can be performed in a different order than those in the embodiments and still achieve desirable results. Additionally, the processes depicted in the figures do not necessarily require the particular order shown, or sequential order to achieve the desired results. In certain implementations, multitasking and parallel processing can be advantageous.

[0105] The systems, apparatuses, modules or units illustrated by the above embodiments can be specifically implemented by computer chips or entities, or by products with certain functions. A typical implementation device is a server system. Of course, the present disclosure does not exclude that with the development of computer technology in the future, the computer implementing the functions of the above embodiments can be, for example, a personal computer, a laptop computer, a vehicle-mounted human-computer interaction device, a cellular phone, a camera phone, a smart phone, a personal digital assistant, a media player, a navigation device, an electronic mail device, a game console, a tablet computer, a wearable device, or a combination of any of these devices.

[0106] Although one or more embodiments of the present disclosure provide method operation steps as described in the embodiments or flowcharts, more or fewer operation steps can be included based on conventional or non-inventive means. The order of steps listed in the embodiments is only one of the many execution orders of the steps, and does not represent the only execution order. When the device or terminal product is executed in practice, the method order shown in the embodiments or the drawings can be executed in sequence or in parallel (for example, in a parallel processor or a multi-thread processing environment, or even in a distributed data processing environment).

[0107] The terms "comprise", "contain", or any other variant thereof are intended to cover non-exclusive inclusion, so that processes, methods, products or devices including a series of elements not only include those elements, but also include other elements not explicitly listed, or include elements inherent to such processes, methods, products or devices. Without more limitations, it does not exclude the presence of other same or equivalent elements in the processes, methods, products or devices comprising the elements. For example, if the words "first", "second" and the like are used to indicate names, they do not mean any particular order.

[0108] For ease of description, the above apparatus is described in various modules with functions for separate description. Of course, the functions of each module can be implemented in one or more software and / or hardware when implementing one or more embodiments of the present disclosure, and the modules implementing the same function can be implemented by a combination of a plurality of sub-modules or sub-units, etc. The apparatus embodiments described above are merely illustrative, for example, the division of the units is only a logical function division, and actual implementation can have another division manner, for example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the displayed or discussed each other can be indirect coupling or communication connection through some interfaces, devices or units, which can be electrical, mechanical or other forms.

[0109] The present disclosure is described with reference to flowcharts and / or block diagrams of methods, apparatus (system) and computer program products according to embodiments of the present disclosure. It should be understood that each flow and / or block in the flowcharts and / or block diagrams, and the combination of flows and / or blocks in the flowcharts and / or block diagrams can be implemented by computer program instructions. These computer program instructions can be provided to a general-purpose computer, a special-purpose computer, an embedded processor or other programmable data processing devices to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing devices produce a device that implements the functions specified in one or more flows of the flowcharts and / or one or more blocks of the block diagrams.

[0110] These computer program instructions can also be stored in a computer readable storage medium that can direct the computer or other programmable data processing devices to work in a specific manner, so that the instructions stored in the computer readable storage medium produce a product including instruction devices, which implement the functions specified in one or more flows of the flowcharts and / or one or more blocks of the block diagrams.

[0111] These computer program instructions can also be loaded into a computer or other programmable data processing device, so that a series of operation steps are executed on the computer or other programmable device to produce a computer implemented process, so that the instructions executed on the computer or other programmable device provide steps for implementing the functions specified in one or more flows of the flowcharts and / or one or more blocks of the block diagrams.

[0112] Those skilled in the art will appreciate that one or more embodiments of the disclosure can be embodied in the form of entirely hardware embodiments, entirely software embodiments, or embodiments combining software and hardware aspects. Furthermore, one or more embodiments of the disclosure can be embodied in the form of computer program products that are implemented on one or more computer-usable storage media (including, but not limited to, magnetic disk storage, CD-ROM, optical storage, etc.) having computer usable program code embodied thereon.

[0113] One or more embodiments of the disclosure can be described in the general context of computer-executable instructions, such as program modules, being executed by a computer. Generally, program modules include routines, programs, objects, components, data structures, etc., that perform particular tasks or implement particular abstract data types. One or more embodiments of the disclosure can also be practiced in distributed computing environments where tasks are performed by remote processing devices that are linked through a communications network. In a distributed computing environment, program modules can be located in both local and remote computer storage media including memory storage devices.

[0114] Identical or similar parts among various embodiments of the disclosure can be mutually referred to, and each embodiment focuses on the differences from other embodiments. In particular, for the device embodiments, since they are basically similar to the method embodiments, the description is relatively simple, and the relevant parts can be referred to the part of the description of the method embodiments. In the description of the disclosure, the description of the terms "one embodiment", "some embodiments", "an example", "a specific example", or "some examples" means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the disclosure. In the disclosure, the illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in any suitable manner in any one or more embodiments or examples. In addition, the skilled in the art can combine and combine the different embodiments or examples described in the disclosure and the features of the different embodiments or examples without contradiction.

[0115] In addition, the words "herein," "above," "below," "nowhere," "above-mentioned," and words of similar meaning, when used in this disclosure, shall not

[0116] The foregoing is merely illustrative of the embodiments of one or more aspects of the present disclosure and that only the claims are limiting. Numerous other modifications and variations are possible in light of the above teachings. It is therefore to be understood that within the scope of the claims and their equivalents, the disclosure can be practiced otherwise than as specifically described.

Claims

1. An energy management method for a vehicle, characterized by, The vehicle includes a host vehicle and a trailer, and the energy management method includes: obtaining a driving time of the vehicle from a current location to a destination; determining a charging time required to meet a preset power requirement of the host vehicle based on a current state of charge (SOC) of the host vehicle; in response to the driving time being not less than the charging time, performing a first operation, wherein the first operation includes: in a driving working condition, determining a first energy management strategy for the vehicle based on a current SOC of the trailer, a required driving power of the vehicle, and a maximum discharging power of the trailer, in a braking working condition, determining a second energy management strategy for the vehicle based on the current SOC of the host vehicle, an actual recovery power that can be provided by the vehicle, and an allowed recovery power of the host vehicle; in response to the driving time being less than the charging time, performing a second operation, wherein the second operation includes: determining a total driving energy required by the vehicle from the current location to the destination and a total recovery energy that can be recovered, in response to an amount of power indicated by the current SOC of the trailer being not greater than the total driving energy, performing the first operation, or in response to the amount of power indicated by the current SOC of the trailer being greater than the total driving energy and a sum of the amount of power indicated by the current SOC of the host vehicle and the total recovery energy not meeting the preset power requirement of the host vehicle, determining a third energy management strategy for the vehicle based on the current SOC of the trailer and the total driving energy.

2. The energy management method of claim 1, wherein, Determining the first energy management strategy includes at least one of: in response to the current SOC of the trailer being within an allowed discharging range of the trailer and the required driving power of the vehicle being not greater than the maximum discharging power of the trailer, determining that the first energy management strategy indicates that a discharging power of the trailer is the required driving power of the vehicle and a discharging power of the host vehicle is zero; in response to the current SOC of the trailer being within the allowed discharging range of the trailer and the required driving power of the vehicle being greater than the maximum discharging power of the trailer, determining that the first energy management strategy indicates that the discharging power of the trailer is the maximum discharging power of the trailer and the discharging power of the host vehicle is a difference between the required driving power of the vehicle and the maximum discharging power of the trailer; in response to the current SOC of the trailer not being within the allowed discharging range of the trailer, determining that the first energy management strategy indicates that the discharging power of the trailer is zero and the discharging power of the host vehicle is the required driving power of the vehicle.

3. The energy management method according to claim 1 or 2, characterized by, Determining the second energy management strategy includes at least one of: in response to the current SOC of the host vehicle being within an allowed charging range of the host vehicle and the allowed recovery power of the host vehicle being not less than the actual recovery power that can be provided by the vehicle, determining that the second energy management strategy indicates that the host vehicle recovers energy at the actual recovery power that can be provided by the vehicle and the trailer does not recover energy; determining that the second energy management strategy indicates that the host vehicle recovers energy at the allowed recovery power of the host vehicle and the trailer recovers energy at a specified recovery power, the specified recovery power being a difference between the actual recovery power available to the vehicle and the allowed recovery power of the host vehicle, in response to the current SOC of the host vehicle being within the allowed charging range of the host vehicle and the allowed recovery power of the host vehicle being less than the actual recovery power available to the vehicle; determining that the second energy management strategy indicates that the host vehicle does not recover energy and the trailer recovers energy, in response to the current SOC of the host vehicle not being within the allowed charging range of the host vehicle.

4. The energy management method of claim 3, wherein, the trailer recovering energy includes at least one of: in a case where the allowed recovery power of the trailer is not less than the actual recovery power available to the vehicle, the trailer recovers energy at the actual recovery power available to the vehicle; in a case where the allowed recovery power of the trailer is less than the actual recovery power available to the vehicle, the trailer recovers energy at the allowed recovery power of the trailer.

5. The energy management method according to claim 1 or 2, characterized by, the third energy management strategy indicates that the trailer charges the host vehicle within a range of a difference between an amount of electricity indicated by a current SOC of the trailer and the total driving energy.

6. The energy management method according to claim 1 or 2, characterized by, determining the total driving energy and the total recovery energy that can be recovered by the vehicle from the current location to the destination includes: dividing a route section from the current location to the destination into a flat road section, an uphill road section, and a downhill road section, and determining a first driving energy for the flat road section, a second driving energy for the uphill road section, and a third driving energy and the total recovery energy for the downhill road section; and determining the total driving energy based on the first driving energy, the second driving energy, and the third driving energy.

7. The energy management method of claim 6, wherein, the route section includes at least one of the flat road section, and determining the first driving energy for the flat road section includes: determining a passing time and a required driving power of the vehicle with respect to each flat road section; and determining the first driving energy based on the passing time and the required driving power of the vehicle with respect to each flat road section.

8. The energy management method of claim 7, wherein, determining the required driving power of the vehicle with respect to each flat road section includes: determining a rolling resistance of the vehicle on the flat road section based on a mass of the vehicle, a gravitational acceleration, and a friction resistance coefficient of the vehicle; determining an air resistance of the vehicle on the flat road section based on a windward area of the vehicle, a speed of the vehicle, an air density, and an air resistance coefficient of the vehicle; determining an acceleration resistance of the vehicle on the flat road section based on the mass of the vehicle, a rotational mass conversion coefficient of the vehicle, and an acceleration of the vehicle; determining a flat road section driving power required by the vehicle based on the rolling resistance, the air resistance, and the acceleration resistance of the vehicle on the flat road section; and determining the required driving power of the vehicle with respect to the flat road section based on the flat road section driving power required by the vehicle and the speed of the vehicle.

9. The energy management method of claim 6, wherein, the route section includes at least one of the uphill road section, and determining the second driving energy for the uphill road section includes: determining a driving power required by the vehicle for each uphill road section; determining the second driving energy based on the driving power required by the vehicle for each uphill road section and the speed of the vehicle.

10. The energy management method of claim 9, wherein, determining the driving power required by the vehicle for each uphill road section includes: determining a rolling resistance of the vehicle on the uphill road section based on a mass of the vehicle, a gravitational acceleration, a friction resistance coefficient, and a slope of the uphill road section; determining a slope resistance of the vehicle on the uphill road section based on the mass of the vehicle, the gravitational acceleration, and the slope of the uphill road section; determining an air resistance of the vehicle on the uphill road section based on a windward area of the vehicle, a speed of the vehicle, an air density, and an air resistance coefficient; determining an acceleration resistance of the vehicle on the uphill road section based on the mass of the vehicle, a rotational mass conversion coefficient of the vehicle, and an acceleration of the vehicle; determining an uphill road section driving force required by the vehicle based on the rolling resistance, the slope resistance, the air resistance, and the acceleration resistance of the vehicle on the uphill road section; determining the driving power required by the vehicle for each uphill road section based on the uphill road section driving force required by the vehicle and the speed of the vehicle.

11. The energy management method of claim 6, wherein, the road section includes at least one downhill road section, and determining the third driving energy and the total recovery energy for the downhill road section includes: determining a downhill road section driving force required by the vehicle for each downhill road section; determining the downhill road section as a first downhill road section or a second downhill road section based on the downhill road section driving force required by the vehicle for each downhill road section and the speed of the vehicle, wherein the downhill road section driving force required by the vehicle for the first downhill road section is in the same direction as a traveling direction of the vehicle, and the downhill road section driving force required by the vehicle for the second downhill road section is in the opposite direction as the traveling direction of the vehicle; determining the third driving energy for the first downhill road section; and determining the total recovery energy for the second downhill road section.

12. The energy management method of claim 11, wherein, determining the downhill road section driving force required by the vehicle for each downhill road section includes: determining a rolling resistance of the vehicle on the downhill road section based on a mass of the vehicle, a gravitational acceleration, a friction resistance coefficient, and a slope of the downhill road section; determining a slope resistance of the vehicle on the downhill road section based on the mass of the vehicle, the gravitational acceleration, and the slope of the downhill road section; determining an air resistance of the vehicle on the downhill road section based on a windward area of the vehicle, a speed of the vehicle, an air density, and an air resistance coefficient; determining an acceleration resistance of the vehicle on the downhill road section based on the mass of the vehicle, a rotational mass conversion coefficient of the vehicle, and an acceleration of the vehicle; determining a downhill road section driving force required by the vehicle based on the rolling resistance, the slope resistance, the air resistance, and the acceleration resistance of the vehicle on the downhill road section.

13. The energy management method of claim 11, wherein, the road section includes at least one first downhill road section, and determining the third driving energy for the first downhill road section includes: determining the driving power required by the vehicle for each first downhill road section based on the downhill road section driving force required by the vehicle for each first downhill road section and the speed of the vehicle; determining a passing time of the vehicle for each first downhill road section; and determining the driving power required by the vehicle for each first downhill road section based on the passing time of the vehicle for each first downhill road section and the downhill road section driving force required by the vehicle for each first downhill road section. determining the third driving energy based on the driving time and the required driving power of the vehicle for each first downhill section.

14. The energy management method of claim 11, wherein, the road sections comprise at least one second downhill section, and determining the total recovered energy for the second downhill section comprises: determining the driving time of the vehicle for each second downhill section; determining the total energy of the vehicle for each second downhill section based on the speed of the vehicle, the driving time of the vehicle for each second downhill section, and the required downhill section driving power of the vehicle for each second downhill section, the total energy comprising recovered energy and friction brake energy of the vehicle for each second downhill section; determining the recovered energy of the vehicle for each second downhill section based on the total energy of the vehicle for each second downhill section and a recovered energy proportionality coefficient; determining the total recovered energy based on the recovered energy of the vehicle for each second downhill section.

15. The energy management method according to claim 1 or 2, characterized by, the second operation further comprises: in response to the amount of electricity indicated by the trailer current SOC being greater than the total driving energy and the sum of the amount of electricity indicated by the host vehicle current SOC and the total recovered energy satisfying the preset electricity requirement of the host vehicle, determining a fourth energy management strategy for the vehicle, the fourth energy management strategy indicating that the host vehicle recovers energy within the total recovered energy range.

16. An energy management device for a vehicle, characterized by the vehicle comprises a host vehicle and a trailer, and the energy management device comprises: an acquisition module configured to acquire a driving time of the vehicle from a current location to a destination; a determination module configured to determine a charging time required to satisfy a preset electricity requirement of the host vehicle based on a host vehicle current state of charge (SOC); a first execution module configured to, in response to the driving time being not less than the charging time, execute a first operation, wherein the first operation comprises: in a driving working condition, determining a first energy management strategy for the vehicle based on the trailer current SOC, required driving power of the vehicle, and maximum discharging power of the trailer, in a braking working condition, determining a second energy management strategy for the vehicle based on the host vehicle current SOC, actual recovered power that can be provided by the vehicle, and allowed recovered power of the host vehicle; a second execution module configured to, in response to the driving time being less than the charging time, execute a second operation, wherein the second operation comprises: determining total driving energy required by the vehicle from the current location to the destination and total recovered energy that can be recovered, in response to the amount of electricity indicated by the trailer current SOC being not greater than the total driving energy, executing the first operation, or in response to the amount of electricity indicated by the trailer current SOC being greater than the total driving energy and the sum of the amount of electricity indicated by the host vehicle current SOC and the total recovered energy not satisfying the preset electricity requirement of the host vehicle, determining a third energy management strategy for the vehicle based on the trailer current SOC and the total driving energy.

17. An electronic device, comprising: comprise: a processor; and A memory storing computer-executable instructions that, when executed by the processor, cause the processor to perform the energy management method for a vehicle according to any one of claims 1 to 15.

18. A computer-readable storage medium having stored thereon computer- executable instructions which, when executed by a processor of a device, cause the device to perform: The computer-executable instructions, when executed by a computer, cause the computer to perform the energy management method for a vehicle according to any one of claims 1 to 15.

19. A computer program product, characterised in that, A computer program product comprising instructions which, when executed by a processor, implement the energy management method for a vehicle according to any one of claims 1 to 15.

20. A vehicle characterized by comprising: comprising: The energy management apparatus for a vehicle according to claim 16 or the electronic device according to claim 17.

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