Energy management method and energy management device for a vehicle

Abstract

The present disclosure relates to an energy management method and device for a vehicle. The method comprises: obtaining a driving time and a charging time; in response to the driving time being no less than the charging time, performing a first operation: in a driving condition, determining a first energy management strategy based on a current SOC of a trailer, a required driving power of the vehicle and a maximum discharging power of the trailer; in a braking condition, determining a second energy management strategy based on a current SOC of a 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: determining a total driving energy and a total recovery energy, in response to a current electric quantity of the trailer being no more than the total driving energy, performing the first operation, or in response to the current electric quantity of the trailer being greater than the total driving energy and a sum of a current electric quantity of the host vehicle and the total recovery energy not meeting a requirement, determining a third energy management strategy based on the current SOC of the trailer and the total driving energy. The present disclosure can improve the transportation efficiency of the vehicle.

Description

Technical Field

[0001] This disclosure relates to the field of energy management technology for vehicles, and more specifically, to an energy management method for vehicles, an energy management device for vehicles, electronic equipment, computer-readable storage media, computer program products, and vehicles. Background Technology

[0002] As the logistics and transportation industry accelerates its transformation towards new energy, the market share of new energy vehicles is increasing year by year. Electric trailers, as a key technology for improving the driving range and load capacity of new energy vehicles, can be equipped with independent electric drive systems to effectively share the power demand of the main vehicle. Summary of the Invention

[0003] A brief overview of this disclosure is given below to provide a basic understanding of some aspects of it. However, it should be understood that this overview is not an exhaustive summary of this disclosure. It is not intended to identify key or essential parts of this disclosure, nor is it intended to limit the scope of this disclosure. Its purpose is merely to present certain concepts of this disclosure in a simplified form as a prelude to the more detailed description that follows.

[0004] Because vehicles have limited battery capacity, energy management is necessary. Current energy management methods are relatively simple. For example, energy is recovered when the vehicle brakes and released when it drives. However, these simple energy management methods are not applicable to the complex and varied driving conditions of vehicles, resulting in low usability.

[0005] To overcome the aforementioned problems in related technologies, embodiments of this disclosure propose the following solutions to more reliably achieve energy management of vehicles. It is understood that "vehicle" in this disclosure refers to a new energy vehicle that can use electrical energy as its energy source, such as a pure electric or hybrid new energy vehicle.

[0006] According to a first aspect of this disclosure, an energy management method for a vehicle is provided, the vehicle including a tractor and a trailer, the method comprising: acquiring the travel time of the vehicle from its current location to its destination; and, based on the current state of charge of the tractor... The system determines the charging time required to meet the preset energy requirements of the main vehicle using a trailer (SOC). In response to a travel time not less than the charging time, a first operation is performed, 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; under braking conditions, determining a second energy management strategy for the vehicle based on the main vehicle's current SOC, the vehicle's actual regenerative power, and the main vehicle's permissible regenerative power; in response to a travel time less than the charging time, a second operation is performed, wherein 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 regenerative energy that can be recovered; in response to the trailer's current SOC indicating that the energy level is not greater than the total driving energy, the first operation is performed; or in response to the trailer's current SOC indicating that the energy level is greater than the total driving energy and the sum of the main vehicle's current SOC indicating that the energy level and the total regenerative energy does not meet the main vehicle's preset energy requirements, a third energy management strategy for the vehicle is determined based on the trailer's current SOC and the total driving energy.

[0007] In some embodiments, determining a first energy management strategy includes at least one of the following: in response to the trailer's current SOC being within the trailer's permissible discharge range and the vehicle's required drive power not exceeding the trailer's maximum discharge power, determining that the first energy management strategy instructs the trailer's discharge power to be the vehicle's required drive power and the tractor's discharge power to be zero; in response to the trailer's current SOC being within the trailer's permissible discharge range and the vehicle's required drive power exceeding the trailer's maximum discharge power, determining that the first energy management strategy instructs the trailer's discharge power to be the trailer's maximum discharge power and the tractor's discharge power to be the difference between the vehicle's required drive power and the trailer's maximum discharge power; in response to the trailer's current SOC being outside the trailer's permissible discharge range, determining that the first energy management strategy instructs the trailer's discharge power to be zero and the tractor's discharge power to be the vehicle's required drive power.

[0008] In some embodiments, determining a second energy management strategy includes at least one of the following: in response to the current SOC of the main vehicle being within the allowable charging range of the main vehicle and the allowable recovery power of the main vehicle being not less than the actual recovery power that the vehicle can provide, determining a second energy management strategy instructing the main vehicle to perform energy recovery at the actual recovery power that the vehicle can provide and the trailer not to perform energy recovery; in response to the current SOC of the main vehicle being within the allowable charging range of the main vehicle and the allowable recovery power of the main vehicle being less than the actual recovery power that the vehicle can provide, determining a second energy management strategy instructing the main vehicle to perform energy recovery at the allowable recovery power of the main vehicle and the trailer to perform energy recovery at a specified recovery power, wherein the specified recovery power is the difference between the actual recovery power that the vehicle can provide and the allowable recovery power of the main vehicle; in response to the current SOC of the main vehicle being outside the allowable charging range of the main vehicle, determining a second energy management strategy instructing the main vehicle not to perform energy recovery and the trailer to perform energy recovery.

[0009] In some embodiments, energy recovery by the trailer includes at least one of the following: when the trailer's permissible recovery power is not less than the actual recovery power that the vehicle can provide, the trailer recovers energy at the actual recovery power that the vehicle can provide; when the trailer's permissible recovery power is less than the actual recovery power that the vehicle can provide, the trailer recovers energy at the trailer's permissible recovery power.

[0010] In some embodiments, the third energy management strategy instructs the trailer to charge the main vehicle within the range of the difference between the trailer's current SOC indicated by the battery level and the total drive energy.

[0011] In some embodiments, determining the total driving energy required for the vehicle to travel from its current location to its destination and the total recoverable energy includes: dividing the road segment from the current location to the destination into a straight segment, an uphill segment, and a downhill segment; determining a first driving energy for the straight segment, a second driving energy for the uphill segment, and a third driving energy and total recoverable energy for the downhill segment; 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 road segment includes at least one straight road segment, and determining the first driving energy for the straight road segment includes: determining the vehicle's travel time and required driving power for each straight road segment; and determining the first driving energy based on the vehicle's travel time and required driving power for each straight road segment.

[0013] In some embodiments, determining the required drive power of the vehicle for each straight road segment includes: determining the rolling resistance of the vehicle on the straight road segment based on the vehicle's mass, gravitational acceleration, and friction coefficient; determining the air resistance of the vehicle on the straight road segment based on the vehicle's frontal area, vehicle speed, air density, and air drag coefficient; determining the acceleration resistance of the vehicle on the straight road segment based on the vehicle's mass, vehicle rotational mass conversion factor, and vehicle acceleration; determining the required drive force of the vehicle on the straight road segment based on the vehicle's rolling resistance, air resistance, and acceleration resistance; and determining the required drive power of the vehicle for the straight road segment based on the required drive force and vehicle speed.

[0014] In some embodiments, the road segment includes at least one uphill segment, and determining the second driving energy for the uphill segment includes: determining the vehicle's travel time and required driving power for each uphill segment; and determining the second driving energy based on the vehicle's travel time and required driving power for each uphill segment.

[0015] In some embodiments, determining the required drive power for each uphill segment includes: determining the rolling resistance of the vehicle on the uphill segment based on the vehicle's mass, gravitational acceleration, coefficient of friction, and the slope of the uphill segment; determining the ramp resistance of the vehicle on the uphill segment based on the vehicle's mass, gravitational acceleration, and the slope of the uphill segment; determining the air resistance of the vehicle on the uphill segment based on the vehicle's frontal area, vehicle speed, air density, and drag coefficient; determining the acceleration resistance of the vehicle on the uphill segment based on the vehicle's mass, rotational mass conversion factor, and acceleration; determining the required uphill driving force of the vehicle on the uphill segment based on the rolling resistance, ramp resistance, air resistance, and acceleration resistance of the vehicle on the uphill segment; and determining the required drive power for the vehicle on the uphill segment based on the required uphill driving force and the vehicle's speed.

[0016] In some embodiments, the road segment includes at least one downhill segment, and determining the third driving energy and total recovered energy for the downhill segment includes: determining the downhill segment driving force required by the vehicle for each downhill segment; determining the downhill segment as a first downhill segment or a second downhill segment based on the downhill segment driving force required by the vehicle for each downhill segment, wherein the downhill segment driving force required by the vehicle for the first downhill segment is in the same direction as the vehicle's travel direction, and the downhill segment driving force required by the vehicle for the second downhill segment is not in the same direction as the vehicle's travel direction; determining the third driving energy for the first downhill segment; and determining the total recovered energy for the second downhill segment.

[0017] In some embodiments, determining the required downhill driving force for the vehicle for each downhill segment includes: determining the rolling resistance of the vehicle on the downhill segment based on the vehicle's mass, gravitational acceleration, coefficient of friction, and gradient of the downhill segment; determining the slope resistance of the vehicle on the downhill segment based on the vehicle's mass, gravitational acceleration, and gradient of the downhill segment; determining the air resistance of the vehicle on the downhill segment based on the vehicle's frontal area, vehicle speed, air density, and drag coefficient; determining the acceleration resistance of the vehicle on the downhill segment based on the vehicle's mass, rotational mass conversion factor, and acceleration of the vehicle; and determining the required downhill driving force for the vehicle based on the rolling resistance, slope resistance, air resistance, and acceleration resistance of the vehicle on the downhill segment.

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

[0019] In some embodiments, the road segment includes at least one second downhill segment, and determining the total recovered energy for the second downhill segment includes: determining the vehicle's travel time for each second downhill segment; determining the vehicle's total energy for the second downhill segment based on the vehicle's speed, the vehicle's travel time for each second downhill segment, and the downhill segment driving force required by the vehicle for each second downhill segment, the total energy including the vehicle's recovered energy and friction braking energy for the second downhill segment; determining the vehicle's recovered energy for the second downhill segment based on the vehicle's total energy for each second downhill segment and a recovered energy percentage coefficient; and determining the total recovered energy based on the vehicle's recovered energy for each second downhill segment.

[0020] In some embodiments, the second operation further includes: in response to the trailer's current SOC indicating that the battery level is greater than the total driving energy and the sum of the driver's current SOC indicating that the battery level and the total recovered energy meets the driver's preset battery level requirement, determining a fourth energy management strategy for the vehicle, the fourth energy management strategy instructing the driver to recover energy within the total recovered energy range.

[0021] According to a second aspect of this disclosure, an energy management device for a vehicle is provided, comprising: an acquisition module configured to acquire the travel time of the vehicle from its current location to its destination; a determination module configured to determine, based on the current state of charge (SOC) of the main vehicle, the charging time required to meet a preset energy requirement of the main vehicle; and a first execution module configured to: in response to the travel time being not less than the charging time, execute a first operation, wherein the first operation includes: under driving conditions, determining a first energy management strategy for the vehicle based on the current SOC of the trailer, the driving power required by the vehicle, and the maximum discharge power of the trailer; and under braking conditions, determining a first energy management strategy for the vehicle based on the current SOC of the main vehicle and the actual energy recovery that the vehicle can provide. The power and the allowable regenerative power of the main vehicle determine a second energy management strategy for the vehicle; a second execution module is configured to: in response to a travel time being less than a charging time, perform a second operation, wherein 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 regenerative energy that can be recovered; in response to the trailer's current SOC indicating that its charge level is not greater than the total driving energy, perform a first operation; or 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 regenerative energy does not meet the main vehicle's preset charge level requirement, determine a third energy management strategy for the vehicle based on the trailer's current SOC and the total driving energy.

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

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

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

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

[0026] According to the embodiments of this disclosure, the energy management method for vehicles uses the real-time determined vehicle driving time and charging time as the basis for switching between a first operation and a second operation. Furthermore, in both the first and second operations, a personalized energy management strategy is determined based on various state information of the tractor and trailer. The energy management strategy of this disclosure has high availability for various driving conditions, enabling coordinated energy management of the tractor and trailer and improving the energy management efficiency of the vehicle under various driving conditions, thereby improving the vehicle's transportation efficiency. Attached Figure Description

[0027] The foregoing and other features and advantages of this disclosure will become clear from the following description of embodiments illustrated in conjunction with the accompanying drawings. The drawings, incorporated herein and forming a part of the specification, are further used to explain the principles of this disclosure and to enable those skilled in the art to make and use it. Wherein:

[0028] Figure 1 This is a non-limiting illustrative schematic diagram of a vehicle according to some embodiments of the present disclosure;

[0029] Figure 2 This is a flowchart illustrating an energy management method for a vehicle according to some embodiments of the present disclosure;

[0030] Figure 3 This is a flowchart illustrating a non-limiting example process of an energy management method for a vehicle according to some embodiments of the present disclosure;

[0031] Figure 4 This is a schematic block diagram illustrating an energy management device for a vehicle according to some embodiments of the present disclosure;

[0032] Figure 5 This is a schematic block diagram illustrating an electronic device according to some embodiments of the present disclosure;

[0033] Figure 6 This is a schematic block diagram illustrating an energy management device for a vehicle according to some embodiments of the present disclosure.

[0034] Note that in the embodiments described below, the same reference numerals are sometimes used across different figures to denote the same parts or parts with the same function, and repeated descriptions are omitted. In some cases, similar reference numerals and letters are used to denote similar items, so once an item is defined in one figure, it does not need to be discussed further in subsequent figures.

[0035] For ease of understanding, the positions, dimensions, and extents of the structures shown in the accompanying drawings and other materials may not represent actual positions, dimensions, and extents. Therefore, this disclosure is not limited to the positions, dimensions, and extents disclosed in the accompanying drawings and other materials. Detailed Implementation

[0036] Various exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. It should be noted that, unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the present disclosure.

[0037] The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the scope of this disclosure or its application or use. That is, the structures and methods herein are shown in an exemplary manner to illustrate different embodiments of the structures and methods in this disclosure. However, those skilled in the art will understand that they merely illustrate exemplary ways that can be used to implement this disclosure, and not exhaustive ways. Furthermore, the drawings are not necessarily drawn to scale, and some features may be enlarged to show details of specific components.

[0038] In addition, techniques, methods and equipment known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods and equipment should be considered part of the specification.

[0039] In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values.

[0040] The energy management method for a vehicle according to this disclosure will now be described in detail with reference to the accompanying drawings. It should be understood that the actual energy management method for a vehicle may include other additional steps, but in order to avoid obscuring the key points of this disclosure, these additional steps will not be discussed herein and are not shown in the accompanying drawings.

[0041] Figure 1 This is a non-limiting illustrative diagram showing a vehicle 10 according to some embodiments of the present disclosure. For example... Figure 1 As shown, vehicle 10 may include a tractor unit 12 and a trailer unit 14, wherein the tractor unit 12 adopts a dual electric drive axle, the trailer unit 14 adopts a multi-electric drive axle, and vehicle 10 adopts a multi-axle power system. It can be understood that... Figure 1 This disclosure is illustrative and not restrictive; the embodiments described herein can also be applied to other new energy vehicles with various specific structures, including tractors and trailers.

[0042] Figure 2 This is a flowchart illustrating an energy management method 100 for a vehicle (hereinafter referred to as "method 100") according to some embodiments of the present disclosure. Figure 2 As shown, method 100 may include steps S102 to S108.

[0043] In step S102, the travel time of the vehicle from its current location to its destination is obtained.

[0044] In some examples, the vehicle's travel time can be calculated via Estimated Time of Arrival (ETA) based on the vehicle's navigation route from its current location to its destination, high-precision map data, real-time traffic data, and the driver's driving habits (such as the driver's historical average driving speed). It is understood that this disclosure does not limit the specific implementation of ETA, and any specific ETA algorithm or model (e.g., a neural network model) can be applied to the embodiments of this disclosure.

[0045] In step S104, the charging time required to meet the preset power requirements of the main vehicle is determined based on the current SOC of the main vehicle.

[0046] In some examples, the vehicle's preset battery charge requirement can be a high SOC (e.g., 95%). For instance, the vehicle's Battery Management System (BMS) can estimate the charging time required to reach the high SOC based on the vehicle's current SOC.

[0047] 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 may include: in a driving condition, 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 in a braking condition, determining a second energy management strategy for the vehicle based on the tow vehicle's current SOC, the vehicle's actual regenerative braking power, and the tow vehicle's permissible regenerative braking power. In this disclosure, "driving condition" refers to the vehicle being in a non-braking state; the driving condition can also be referred to as "driving mode".

[0048] At step S108, in response to the travel time being less than the charging time, a second operation is performed. Here, the second operation may include: determining the total driving energy required for the vehicle to travel from its current location to its destination and the total recoverable energy; in response to the trailer's current SOC indicating a charge level not exceeding the total driving energy, performing a first operation; or in response to the trailer's current SOC indicating a charge level exceeding the total driving energy and the sum of the tractor's current SOC indicating a charge level and the total recoverable energy not meeting the tractor's preset charge level requirement, determining a third energy management strategy for the vehicle based on the trailer's current SOC and the total driving energy.

[0049] Therefore, by comparing driving time and charging time, the vehicle's driving range can be divided into a first driving range (also known as an intermediate driving range) where the driving time meets the charging time requirement, and a second driving range (also known as a driving range near the destination) where the driving time does not meet the charging time requirement. First and second operations for the vehicle are then determined for the first and second driving ranges respectively. Furthermore, based on various vehicle status information (such as current SOC, required drive power, maximum discharge power, actual regenerative power, and allowable regenerative power), a personalized energy management strategy is applied. This allows the determined energy management strategy to be applied to various driving conditions, improving its usability and enabling coordinated energy management of the tractor and trailer, thereby improving the vehicle's energy management efficiency and ultimately its transportation efficiency.

[0050] In some embodiments, determining a first energy management strategy may include: in response to the trailer's current SOC being within the trailer's permissible discharge range and the vehicle's required drive power not exceeding the trailer's maximum discharge power, determining that the first energy management strategy instructs the trailer's discharge power to be the vehicle's required drive power and the tractor's discharge power to be zero. For example, the trailer's permissible discharge range indicates that the trailer's SOC is in the range of 20% to 100%.

[0051] Therefore, when the trailer's battery power is sufficient to support vehicle driving, the trailer's discharge priority can be set higher than the tractor's discharge priority. This way, only the trailer's battery power is consumed without consuming the tractor's battery power, which helps the tractor's SOC to be in a high range when it reaches the destination, thus enabling rapid trailer swapping.

[0052] In some embodiments, determining a first energy management strategy may include: in response to the trailer's current SOC being within the trailer's permissible discharge range and the vehicle's required drive power being greater than the trailer's maximum discharge power, determining that the first energy management strategy indicates that the trailer's discharge power is the trailer's maximum discharge power and the driver's discharge power is the difference between the vehicle's required drive power and the trailer's maximum discharge power.

[0053] Therefore, when the trailer's power is insufficient to support vehicle driving, the trailer's discharge priority is still set higher than the tractor's discharge priority. This way, the trailer's power is consumed first, followed by the tractor's power, thereby minimizing the tractor's power consumption.

[0054] In some embodiments, determining a first energy management strategy may include: in response to the trailer's current SOC being outside the trailer's permissible discharge range, determining that the first energy management strategy instructs the trailer's discharge power to be zero and the driver's discharge power to be the required drive power. For example, when the trailer's SOC is below 20%, the trailer's discharge may be restricted.

[0055] Therefore, when the trailer's SOC is too low, the tractor's discharge priority is set higher than the trailer's discharge priority to limit the trailer's discharge and allow the tractor to provide the necessary driving power. This prevents the trailer's battery from being over-discharged and damaged, and avoids the trailer's battery being insufficient to support its own energy consumption after over-discharge, which would require the tractor to charge the trailer and cause additional power loss to the tractor.

[0056] In some embodiments, determining a first energy management strategy may include at least one of a plurality of operations as mentioned above for determining a first energy management strategy.

[0057] In some embodiments, determining a second energy management strategy may include: in response to the current State of Charge (SOC) of the main vehicle being within its permissible charging range and the permissible regenerative braking power of the main vehicle not being less than the actual regenerative braking power that the vehicle can provide, determining a second energy management strategy instructing the main vehicle to perform energy recovery at the actual regenerative braking power that the vehicle can provide and the trailer not to perform energy recovery. For example, the permissible charging range of the main vehicle indicates that the SOC does not exceed 95%. As a non-limiting example, the permissible regenerative braking power of the main vehicle may be the permissible regenerative braking power limited by the main vehicle's motor and drive axle. In some examples, the actual regenerative braking power that the vehicle can provide may be determined via the vehicle's braking management system.

[0058] Therefore, when the current SOC of the main vehicle is within the allowable charging range and the allowable recovery power of the main vehicle is not less than the actual recovery power that the vehicle can provide, the energy recovery priority of the main vehicle is set higher than that of the trailer, so that the recovered energy of the trailer is used to charge the main vehicle, thereby helping the main vehicle to be in a high SOC range when it arrives at the destination, thus achieving rapid trailer swapping.

[0059] In some embodiments, determining a second energy management strategy may include: in response to the current State of Charge (SOC) of the primary vehicle being within its permissible charging range and the permissible regenerative braking power of the primary vehicle being less than the actual regenerative braking power that the vehicle can provide, determining a second energy management strategy to instruct the primary vehicle to perform energy recovery at its permissible regenerative braking power and the trailer to perform energy recovery at a specified regenerative braking power. Here, the specified regenerative braking power is the difference between the actual regenerative braking power that the vehicle can provide and the permissible regenerative braking power of the primary vehicle.

[0060] Therefore, when the current SOC of the main vehicle is within its permissible charging range and the actual regenerative power it can provide exceeds the permissible regenerative power of the main vehicle, the energy recovery priority of the main vehicle is still set higher than that of the trailer. This allows the main vehicle to be charged first, helping it to have a high SOC upon arrival at its destination. Furthermore, the trailer can recover energy using its excess actual regenerative power (i.e., the difference between the actual regenerative power it can provide and the permissible regenerative power of the main vehicle), thus fully utilizing recovered energy and improving the vehicle's range.

[0061] In some embodiments, determining a second energy management strategy may include: in response to the current State of Charge (SOC) of the main vehicle being outside the allowable charging range of the main vehicle, determining a second energy management strategy instructing the main vehicle not to perform energy recovery and the trailer to perform energy recovery. Thus, when the main vehicle does not need to charge (e.g., when the SOC of the main vehicle is above 95%), the energy recovery priority of the trailer is set higher than that of the main vehicle to limit overcharging of the main vehicle and allow the trailer to perform energy recovery, thereby fully utilizing recovered energy and improving the vehicle's range.

[0062] In some embodiments, when the current SOC of the main vehicle is not within the allowable charging range of the main vehicle, a second energy management strategy can also be determined based on the allowable regenerative power of the trailer. In some embodiments, energy recovery by the trailer may include at least one of the following: if the allowable regenerative power of the trailer is not less than the actual regenerative power that the vehicle can provide, the trailer recovers energy at the actual regenerative power that the vehicle can provide; or if the allowable regenerative power of the trailer is less than the actual regenerative power that the vehicle can provide, the trailer recovers energy at the trailer's allowable regenerative power.

[0063] It is understandable that, under driving conditions, the trailer primarily provides the electrical energy required for the vehicle's drive, which generally prevents the trailer's State of Charge (SOC) from being in a high range. Therefore, when the tractor unit does not need charging, it can directly charge the trailer. Of course, in some embodiments, a second energy strategy can be determined by further considering whether the trailer's current SOC is within its allowable charging range. The specific process is similar to determining the second energy strategy based on the tractor unit's current SOC and its allowable charging range, and will not be elaborated further here.

[0064] In some embodiments, determining the total driving energy required for the vehicle to travel from its current location to its destination and the total recoverable energy includes: dividing the road segment from the current location to the destination into a straight segment, an uphill segment, and a downhill segment; determining a first driving energy for the straight segment, a second driving energy for the uphill segment, and a third driving energy and total recoverable energy for the downhill segment; and determining the total driving energy based on the first driving energy, the second driving energy, and the third driving energy.

[0065] In some examples, the road ahead of the vehicle can be determined as a straight section, an uphill section, or a downhill section based on the prediction and planning of future road conditions via Predictive Cruise Control (PCC), the navigation route from the current location to the destination, and feedback information on the road surface from high-precision maps.

[0066] In some embodiments, a road segment may include at least one straight road segment, and determining the first driving energy for a straight road segment may include: determining the vehicle's travel time and required driving power for each straight road segment; and determining the first driving energy based on the vehicle's travel time and required driving power for each straight road segment.

[0067] In some examples, determining the travel time of a vehicle on each road segment (such as a straight segment, an uphill segment, and a downhill segment) can be based on the length of that segment and the vehicle's speed on that segment. Here, the vehicle's speed can be the vehicle's average speed or the expected driving speed for the driver, determined based on factors such as the transport task and the segment's speed limit. Of course, the travel time of a vehicle on each road segment can also be determined based on PCC (Pressure Capacity) combined with more factors such as road conditions and segment speed limits.

[0068] In some embodiments, determining the required drive power of the vehicle for each straight road segment may include: determining the rolling resistance of the vehicle on the straight road segment based on the vehicle's mass, gravitational acceleration, and friction coefficient; determining the air resistance of the vehicle on the straight road segment based on the vehicle's frontal area, vehicle speed, air density, and air drag coefficient; determining the acceleration resistance of the vehicle on the straight road segment based on the vehicle's mass, vehicle rotational mass conversion factor, and vehicle acceleration; determining the required drive force of the vehicle on the straight road segment based on the vehicle's rolling resistance, air resistance, and acceleration resistance; and determining the required drive power of the vehicle for the straight road segment based on the required drive force and vehicle speed.

[0069] In some examples, the drive power required by the vehicle for that straight road section. ,in, This refers to the speed of the vehicle on the straight section of road (i.e., the vehicle's speed). This provides the driving force required for the vehicle on straight road sections. Furthermore, ,in: The rolling resistance of the vehicle on this straight road section and Where m is the mass of the vehicle, g is the acceleration due to gravity, and f is the coefficient of frictional resistance; The air resistance of the vehicle on this straight road section and ,in, Where is the air resistance coefficient, and A is the vehicle's frontal area. air density; The acceleration resistance of the vehicle on this straight road section and ,in, This is the conversion factor for the vehicle's rotational mass. For the time it takes for vehicles to travel on this straight section of road, Let be the vehicle's acceleration with respect to the straight road segment. The formula used in this disclosure to solve for the driving force of the vehicle in various road segments (such as straight road segments, uphill road segments, and downhill road segments) can be called the dynamic equilibrium formula.

[0070] Based on this, the first driving energy can be obtained. Where n1 is the number of straight road segments. Let i be the driving power required by the vehicle for the i-th straight road segment. Let be the travel time of the vehicle on the i-th straight road segment.

[0071] As a non-limiting example, the coefficient of friction of the vehicle on various road sections (such as straight sections, uphill sections, and downhill sections) may be provided by the vehicle supplier; the drag coefficient may be obtained through simulation testing for the vehicle model; the frontal area may be obtained through actual measurement for the vehicle; and the vehicle rotational mass conversion factor may be determined based on the engineer's experience.

[0072] It is understood that, in this disclosure, for ease of calculation, the values ​​of each parameter in the formula can be processed to present fixed values. Of course, the properties of each parameter changing over time can also be considered in the formula to achieve further calculation accuracy.

[0073] In addition, the same or similar characters may be used to represent the same or similar variables in this document. Therefore, once a variable is defined in one embodiment, it does not need to be described again in subsequent embodiments.

[0074] In some embodiments, the road segment may include at least one uphill segment, and determining the second driving energy for the uphill segment includes: determining the vehicle's travel time and required driving power for each uphill segment; and determining the second driving energy based on the vehicle's travel time and required driving power for each uphill segment.

[0075] In some embodiments, determining the required drive power for each uphill segment includes: determining the rolling resistance of the vehicle on the uphill segment based on the vehicle's mass, gravitational acceleration, coefficient of friction, and the slope of the uphill segment; determining the ramp resistance of the vehicle on the uphill segment based on the vehicle's mass, gravitational acceleration, and the slope of the uphill segment; determining the air resistance of the vehicle on the uphill segment based on the vehicle's frontal area, vehicle speed, air density, and drag coefficient; determining the acceleration resistance of the vehicle on the uphill segment based on the vehicle's mass, rotational mass conversion factor, and acceleration; determining the required uphill driving force of the vehicle on the uphill segment based on the rolling resistance, ramp resistance, air resistance, and acceleration resistance of the vehicle on the uphill segment; and determining the required drive power for the vehicle on the uphill segment based on the required uphill driving force and the vehicle's speed. In this disclosure, the slope can be represented by a slope angle.

[0076] In some examples, the vehicle's required drive power for that uphill section. ,in, This refers to the vehicle's speed on the uphill section of the road (i.e., the vehicle's speed). This provides the driving force required for the vehicle on uphill sections. Furthermore, ,in: The rolling resistance of the vehicle on this uphill section and ,in, This is the slope angle of the uphill section; The slope resistance of the vehicle on this uphill section and ; The air resistance of the vehicle on this uphill section and ; The acceleration resistance of the vehicle on this uphill section and ,in, This refers to the travel time for vehicles on this uphill section of road. This refers to the vehicle's acceleration on the uphill section of road.

[0077] Based on this, the second driving energy can be obtained. Where n2 is the number of uphill sections. Let the driving power required by the vehicle for the i-th uphill segment be . Let be the travel time of the vehicle on the i-th uphill section.

[0078] In some embodiments, the road segment may include at least one downhill segment. Determining the third driving energy and total recovered energy for the downhill segment includes: determining the downhill segment driving force required by the vehicle for each downhill segment; determining whether the downhill segment is a first downhill segment or a second downhill segment based on the downhill segment driving force required by the vehicle for each downhill segment, wherein the downhill segment driving force required by the vehicle for the first downhill segment is in the same direction as the vehicle's travel direction, and the downhill segment driving force required by the vehicle for the second downhill segment is in a different direction than the vehicle's travel direction; determining the third driving energy for the first downhill segment; and determining the total recovered energy for the second downhill segment. It can be understood that when there is only one downhill segment and that downhill segment is the first downhill segment, the number of second downhill segments is 0, and the total recovered energy determined for the second downhill segment is 0; or when there is only one downhill segment and that downhill segment is the second downhill segment, the number of first downhill segments is 0, and the third driving energy determined for the first downhill segment is 0.

[0079] In some embodiments, determining the required downhill driving force for the vehicle for each downhill segment includes: determining the rolling resistance of the vehicle on the downhill segment based on the vehicle's mass, gravitational acceleration, coefficient of friction, and gradient of the downhill segment; determining the slope resistance of the vehicle on the downhill segment based on the vehicle's mass, gravitational acceleration, and gradient of the downhill segment; determining the air resistance of the vehicle on the downhill segment based on the vehicle's frontal area, vehicle speed, air density, and drag coefficient; determining the acceleration resistance of the vehicle on the downhill segment based on the vehicle's mass, rotational mass conversion factor, and acceleration of the vehicle; and determining the required downhill driving force for the vehicle based on the rolling resistance, slope resistance, air resistance, and acceleration resistance of the vehicle on the downhill segment.

[0080] In some examples, the vehicle's required downhill driving force for a downhill section. ,in: The rolling resistance of the vehicle on this downhill section and ,in, This is the slope angle of the downhill section; The slope resistance of the vehicle on this downhill section and ; The air resistance of the vehicle on this downhill section and ,in, The speed of the vehicle on this downhill section (i.e., the vehicle's speed); The acceleration resistance of the vehicle on this downhill section and ,in, This refers to the travel time for vehicles on this downhill section. This refers to the vehicle's acceleration on this downhill section of road.

[0081] In some embodiments, after determining the required downhill driving force for the vehicle regarding each downhill segment, the corresponding downhill segment is designated as a first downhill segment in response to a positive downhill driving force (i.e., the direction of the downhill driving force is the same as the vehicle's travel direction); or, the corresponding downhill segment is designated as a second downhill segment in response to a negative downhill driving force (i.e., the direction of the downhill driving force is different from the vehicle's travel direction). Thus, a third driving energy can be subsequently determined for the first downhill segment, and the total recovery capacity can be determined for the second downhill segment.

[0082] In some embodiments, the road segment may include at least one first downhill segment, and determining the third driving energy for the first downhill segment may include: determining the driving power required by the vehicle for each first downhill segment based on the downhill segment driving force required by the vehicle for each first downhill segment and the vehicle speed; determining the travel time of the vehicle for each first downhill segment; and determining the third driving energy based on the travel time of the vehicle for each first downhill segment and the required driving power.

[0083] In some examples, the driving power required by the vehicle regarding the first downhill section. ,in, For the i-th first downhill section, Let be the vehicle's speed on the i-th first downhill segment (i.e., the vehicle's velocity). Third driving energy. Where m1 represents the number of the first downhill sections. Let the driving power required by the vehicle for the i-th first downhill segment be . Let be the travel time of the vehicle on the i-th first downhill section.

[0084] In some embodiments, the road segment may include at least one second downhill segment, and determining the total recovered energy for the second downhill segment may include: determining the vehicle's travel time for each second downhill segment; determining the total energy of the vehicle for the second downhill segment based on the vehicle's speed, the vehicle's travel time for each second downhill segment, and the downhill segment driving force required by the vehicle for each second downhill segment, the total energy including the vehicle's recovered energy and friction braking energy for the second downhill segment; determining the vehicle's recovered energy for the second downhill segment based on the vehicle's total energy for each second downhill segment and a recovered energy percentage coefficient; and determining the total recovered energy based on the vehicle's recovered energy for each second downhill segment.

[0085] In some embodiments, the recoverable energy ratio coefficient can be determined based on the brake pedal opening of the vehicle at the gradient of the second downhill section. In some examples, the brake pedal opening at that gradient can be determined by statistically analyzing the brake pedal opening indicated by the driver's driving habits at that gradient. After obtaining the brake pedal opening, the ratio of friction braking force to total braking force at that second downhill section can be obtained, thus yielding the friction braking energy ratio coefficient, and further, the recoverable energy ratio coefficient. For example, the recoverable energy ratio coefficient can be the difference between 1 and the friction braking energy ratio coefficient. It is understood that the recoverable energy ratio coefficient can be different for different second downhill sections.

[0086] In some examples, the vehicle's total energy about the i-th second downhill segment. ,in, Let be the speed of the vehicle on the i-th second downhill section (i.e., the vehicle's speed). Let be the travel time of the vehicle on the i-th second downhill section. The driving force for the i-th second downhill segment. The energy recovered by the vehicle regarding the i-th second downhill segment. ,in, Let be the energy recovery ratio coefficient for the i-th second downhill section. Based on this, the total recovered energy... Where m2 represents the number of the second downhill sections.

[0087] Based on the above example, the total driving energy can be determined. .

[0088] In some embodiments, the third energy management strategy instructs the trailer to charge the master vehicle within the range of the difference between the trailer's current SOC-indicated charge level and the total drive energy. In some examples, the trailer can charge the master vehicle within the range of the trailer's current SOC-indicated charge level. and The difference ( The main vehicle is charged within the range of [the specified range].

[0089] In some embodiments, the second operation may further include: determining a fourth energy management strategy for the vehicle in response to the trailer's current SOC indicating a charge level greater than the total driving energy and the sum of the driver's current SOC indicating a charge level and the total recovered energy satisfying the driver's preset charge level requirement. Here, the fourth energy management strategy instructs the driver to recover energy within the total recovered energy range without requiring the trailer to recharge the driver.

[0090] 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.

[0091] 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.

[0092] 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.

[0093] 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.

[0094] 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.

[0095] 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.

[0096] The acquisition module 302 can be configured to acquire the travel time of the vehicle from its current location to its destination.

[0097] 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.

[0098] 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.

[0099] 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.

[0100] 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.

[0101] 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.

[0102] 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.

[0103] 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.

[0104] This disclosure also provides a computer program product that may include instructions that, when executed by a processor, implement the energy management method for a vehicle according to any of the foregoing embodiments of this disclosure. The instructions may be any set of instructions that can be executed directly by one or more processors, such as machine code, or any set of instructions that can be executed indirectly, such as a script. The instructions may be stored in an object code format for direct processing by one or more processors, or stored in any other computer language, including scripts or sets of independent source code modules that are interpreted on demand or compiled in advance.

[0105] Figure 6 This is a schematic block diagram illustrating an energy management device 500 (hereinafter referred to as "device 500") for a vehicle according to some embodiments of the present disclosure. Device 500 may include a memory 404 and a processor 402 coupled to the memory 404. The processor 402 is configured to execute the energy management method for a vehicle according to any of the foregoing embodiments based on instructions stored in the memory 404.

[0106] The memory 404 may include, for example, system memory, fixed non-volatile storage media, etc. The system memory may store, for example, the operating system, application programs, boot loader, and other programs.

[0107] The device 500 may also include an input / output interface 530, a network interface 540, and a storage interface 550. The input / output interface 530, network interface 540, storage interface 550, and the memory 404 and processor 402 can be connected, for example, via a bus 560. Here, the input / output interface 530 provides a connection interface for input / output devices such as a monitor, mouse, keyboard, touchscreen, microphone, and speakers. The network interface 540 provides a connection interface for various networked devices. The storage interface 550 provides a connection interface for external storage devices such as SD cards and USB flash drives.

[0108] Those skilled in the art will understand that embodiments of this disclosure can be provided as methods, systems, or computer program products. Therefore, this disclosure can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this disclosure can take the form of a computer program product embodied on one or more computer-usable non-transitory storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0109] This disclosure also provides a vehicle, including the energy management device for a vehicle as described in any of the foregoing embodiments or the electronic device as described in any of the foregoing embodiments. In some embodiments, the vehicle is a new energy commercial vehicle, such as a new energy electric heavy truck.

[0110] The foregoing has described one or more exemplary embodiments of this disclosure. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in a different order than that shown in the embodiments and may still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require the specific or sequential order shown to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0111] The systems, devices, modules, or units described in the above embodiments can be implemented by computer chips or physical entities, or by products with certain functions. A typical implementation device is a server system. Of course, this disclosure does not exclude the possibility that, with the future development of computer technology, the computer implementing the functions of the above embodiments can be, for example, a personal computer, a laptop computer, an in-vehicle human-machine interaction device, a cellular phone, a camera phone, a smartphone, a personal digital assistant, a media player, a navigation device, an email device, a game console, a tablet computer, a wearable device, or any combination of these devices.

[0112] While one or more embodiments of this disclosure provide the method operation steps as described in the embodiments or flowcharts, more or fewer operation steps may be included based on conventional or non-inventive means. The order of steps listed in the embodiments is merely one possible execution order among many and does not represent the only execution order. In actual device or terminal product execution, the methods shown in the embodiments or drawings can be executed sequentially or in parallel (e.g., in a parallel processor or multi-threaded processing environment, or even a distributed data processing environment).

[0113] The terms "comprising," "including," or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, method, product, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, product, or apparatus. Without further limitation, the presence of other identical or equivalent elements in the process, method, product, or apparatus that includes said elements is not excluded. For example, the use of terms such as "first" or "second" to denote names does not indicate any particular order.

[0114] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, when implementing one or more embodiments of this disclosure, the functions of each module can be implemented in one or more software and / or hardware, or a module that performs the same function can be implemented by a combination of multiple sub-modules or sub-units. The device embodiments described above are merely illustrative. For example, the division of units is only a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual couplings, direct couplings, or communication connections may be through some interfaces; indirect couplings or communication connections between devices or units may be electrical, mechanical, or other forms.

[0115] This disclosure is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this disclosure. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in one or more blocks of the flowchart illustrations and / or one or more blocks of the block diagrams.

[0116] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means that implement the functions specified in one or more flowcharts and / or one or more blocks of a block diagram.

[0117] These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer-implemented process, such that the instructions, which execute on the computer or other programmable apparatus, provide steps for implementing the functions specified in one or more flowcharts and / or one or more blocks of a block diagram.

[0118] Those skilled in the art will understand that one or more embodiments of this disclosure may take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, one or more embodiments of this disclosure may take the form of a computer program product implemented on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0119] One or more embodiments of this disclosure can be described in the general context of computer-executable instructions, such as program modules, that are executed by a computer. Generally, program modules include routines, programs, objects, components, data structures, etc., that perform a particular task or implement a particular abstract data type. One or more embodiments of this disclosure can also be practiced in distributed computing environments where tasks are performed by remote processing devices connected via a communication network. In a distributed computing environment, program modules can reside in local and remote computer storage media, including storage devices.

[0120] The same or similar parts between the various embodiments of this disclosure can be referred to mutually, and each embodiment focuses on describing the differences from other embodiments. In particular, for the apparatus embodiments, since they are basically similar to the method embodiments, the description is relatively simple, and relevant parts can be referred to the description of the method embodiments. In the description of this disclosure, the descriptions of terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., mean that the specific feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of this disclosure. In this disclosure, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples. Furthermore, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this disclosure and the features of the different embodiments or examples.

[0121] Additionally, when used in this disclosure, the terms “here,” “above,” “below,” “below,” “in the following,” “overall,” and similar terms should refer to the entirety of this disclosure and not any particular part thereof. Furthermore, unless expressly stated otherwise or otherwise understood in the context in which they are used, conditional language used herein, such as “may,” “possibly,” “for example,” “like,” etc., is generally intended to express that certain embodiments include, while other embodiments do not, certain features, elements, and / or states. Therefore, such conditional language is not generally intended to imply that one or more embodiments require features, elements, and / or states in any way, or whether such features, elements, and / or states are included or performed in any particular embodiment.

[0122] The above description is merely an embodiment of one or more embodiments of this disclosure and is not intended to limit the scope of the one or more embodiments of this disclosure. Various modifications and variations can be made to the one or more embodiments of this disclosure by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this disclosure should be included within the scope of the claims.

Claims

1. An energy management method for vehicles, characterized in that, The vehicle includes a tractor unit and a trailer, and the energy management method includes: Obtain the travel time of the vehicle from its current location to its destination; The charging time required to meet the preset power requirements of the main vehicle is determined based on the current state of charge (SOC) of the main vehicle. In response to the driving time being not less than the charging time, a first operation is performed, wherein the first operation includes: Under driving conditions, a first energy management strategy for the vehicle is determined based on the trailer's current SOC, the vehicle's required drive power, and the trailer's maximum discharge power. Under braking conditions, a second energy management strategy for the vehicle is determined based on the current SOC of the main vehicle, the actual regenerative power that the vehicle can provide, and the allowable regenerative power of the main vehicle. In response to the driving time being less than the charging time, a second operation is performed, wherein the second operation includes: Determine the total driving energy required for the vehicle to travel from its current location to its destination and the total recoverable energy. In response to the trailer's current SOC indicating that the battery level is not greater than the total drive energy, the first operation is performed, or In response to the trailer's current SOC indicating a charge level greater than the total driving energy and the sum of the driver's current SOC indicating a charge level and the total recovered energy not meeting the driver's preset charge level requirement, a third energy management strategy for the vehicle is determined based on the trailer's current SOC and the total driving energy.

2. The energy management method according to claim 1, characterized in that, The first energy management strategy is determined to include at least one of the following: In response to the trailer's current SOC being within the trailer's permissible discharge range and the vehicle's required drive power not exceeding the trailer's maximum discharge power, the first energy management strategy is determined to indicate that the trailer's discharge power is the vehicle's required drive power and the tractor's discharge power is zero. In response to the trailer's current SOC being within the trailer's permissible discharge range and the vehicle's required drive power being greater than the trailer's maximum discharge power, the first energy management strategy is determined to indicate that the trailer's discharge power is the trailer's maximum discharge power and the driver's discharge power is the difference between the vehicle's required drive power and the trailer's maximum discharge power. In response to the trailer's current SOC being outside the trailer's permissible discharge range, it is determined that the first energy management strategy indicates that the trailer's discharge power is zero and the driver's discharge power is the drive power required by the vehicle.

3. The energy management method according to claim 1 or 2, characterized in that, The second energy management strategy is determined to include at least one of the following: In response to the current SOC of the main vehicle being within the allowable charging range of the main vehicle and the allowable recovery power of the main vehicle being not less than the actual recovery power that the vehicle can provide, the second energy management strategy is determined to instruct the main vehicle to perform energy recovery at the actual recovery power that the vehicle can provide and the trailer not to perform energy recovery; In response to the current SOC of the main vehicle being within the allowable charging range of the main vehicle and the allowable recovery power of the main vehicle being less than the actual recovery power that the vehicle can provide, a second energy management strategy is determined to instruct the main vehicle to perform energy recovery at the allowable recovery power of the main vehicle and the trailer to perform energy recovery at a specified recovery power, wherein the specified recovery power is the difference between the actual recovery power that the vehicle can provide and the allowable recovery power of the main vehicle; In response to the fact that the current SOC of the main vehicle is not within the allowable charging range of the main vehicle, the second energy management strategy is determined to instruct the main vehicle not to perform energy recovery and the trailer to perform energy recovery.

4. The energy management method according to claim 3, characterized in that, The energy recovery of the trailer includes at least one of the following: Provided that the allowable recovery power of the trailer is not less than the actual recovery power that the vehicle can provide, the trailer recovers energy using the actual recovery power that the vehicle can provide. When the allowable recovery power of the trailer is less than the actual recovery power that the vehicle can provide, the trailer recovers energy at the allowable recovery power of the trailer.

5. The energy management method according to claim 1 or 2, characterized in that, The third energy management strategy instructs the trailer to charge the host vehicle within the range of the difference between the current SOC indicated by the trailer and the total drive energy.

6. The energy management method according to claim 1 or 2, characterized in that, Determining the total driving energy required for the vehicle to travel from its current location to its destination and the total recoverable energy includes: The road segment from the current location to the destination is divided into straight sections, uphill sections, and downhill sections. A first driving energy is determined for the straight sections, a second driving energy for the uphill sections, and a third driving energy for the downhill sections, along with the total recovered energy. The total driving energy is determined based on the first driving energy, the second driving energy, and the third driving energy.

7. The energy management method according to claim 6, characterized in that, The road segment includes at least one straight road segment, and determining the first driving energy for the straight road segment includes: Determine the vehicle's travel time and required drive power for each straight road segment; and The first driving energy is determined based on the vehicle's travel time and required driving power for each straight road segment.

8. The energy management method according to claim 7, characterized in that, Determining the required drive power for the vehicle on each straight road segment includes: The rolling resistance of the vehicle on the straight road section is determined based on the vehicle's mass, gravitational acceleration, and friction coefficient. The air resistance of the vehicle on the straight road section is determined based on the vehicle's frontal area, speed, air density, and drag coefficient. The acceleration resistance of the vehicle on the straight road section is determined based on the vehicle's mass, the vehicle's rotational mass conversion factor, and the vehicle's acceleration. The required driving force for the vehicle on the straight road section is determined based on the vehicle's rolling resistance, air resistance, and acceleration resistance; and The required driving power of the vehicle on the straight road section is determined based on the driving force required by the vehicle and the speed of the vehicle.

9. The energy management method according to claim 6, characterized in that, The road segment includes at least one uphill section, and determining the second driving energy for the uphill section includes: Determine the travel time and required drive power of the vehicle for each uphill section; and The second driving energy is determined based on the vehicle's travel time and required driving power for each uphill section.

10. The energy management method according to claim 9, characterized in that, Determining the required drive power for the vehicle on each uphill section includes: The rolling resistance of the vehicle on the uphill section is determined based on the vehicle's mass, gravitational acceleration, friction coefficient, and the slope of the uphill section. The slope resistance of the vehicle on the uphill section is determined based on the vehicle's mass, gravitational acceleration, and the slope of the uphill section. The air resistance of the vehicle on the uphill section is determined based on the vehicle's frontal area, speed, air density, and drag coefficient. The acceleration resistance of the vehicle on the uphill section is determined based on the vehicle's mass, the vehicle's rotational mass conversion factor, and the vehicle's acceleration. The required uphill driving force for the vehicle is determined based on the vehicle's rolling resistance, slope resistance, air resistance, and acceleration resistance on the uphill section. The required drive power for the vehicle on the uphill section is determined based on the vehicle's required uphill driving force and the vehicle's speed.

11. The energy management method according to claim 6, characterized in that, The road segment includes at least one downhill section, and determining the third driving energy and the total recovered energy for the downhill section includes: Determine the required downhill driving force for the vehicle for each downhill section; Based on the downhill driving force required by the vehicle for each downhill section, the downhill section is determined to be either the first downhill section or the second downhill section. The downhill driving force required by the vehicle for the first downhill section is in the same direction as the vehicle's travel direction, while the downhill driving force required by the vehicle for the second downhill section is in a different direction from the vehicle's travel direction. The third driving energy is determined for the first downhill section; and The total recovered energy is determined for the second downhill section.

12. The energy management method according to claim 11, characterized in that, Determining the required downhill driving force for the vehicle on each downhill section includes: The rolling resistance of the vehicle on the downhill section is determined based on the vehicle's mass, gravitational acceleration, friction coefficient, and the slope of the downhill section. The slope resistance of the vehicle on the downhill section is determined based on the vehicle's mass, gravitational acceleration, and the slope of the downhill section. The air resistance of the vehicle on the downhill section is determined based on the vehicle's frontal area, speed, air density, and drag coefficient. The acceleration resistance of the vehicle on the downhill section is determined based on the vehicle's mass, the vehicle's rotational mass conversion factor, and the vehicle's acceleration. The required driving force for the vehicle on the downhill section is determined based on the vehicle's rolling resistance, slope resistance, air resistance, and acceleration resistance on the downhill section.

13. The energy management method according to claim 11, characterized in that, The road segment includes at least one first downhill road segment, and determining the third driving energy for the first downhill road segment includes: The required driving power of the vehicle for each first downhill section is determined based on the downhill driving force required by the vehicle for each first downhill section and the speed of the vehicle. Determine the travel time of the vehicle for each first downhill section; The third driving energy is determined based on the vehicle's travel time and required driving power for each first downhill section.

14. The energy management method according to claim 11, characterized in that, The road segment includes at least one second downhill section, and the total recovered energy for the second downhill section includes: Determine the travel time of the vehicle for each second downhill section; Based on the vehicle's speed, the vehicle's travel time on each second downhill segment, and the downhill driving force required by the vehicle on each second downhill segment, the total energy of the vehicle on that second downhill segment is determined, the total energy including the vehicle's recovered energy and friction braking energy on that second downhill segment; The recovered energy of the vehicle for each second downhill section is determined based on the vehicle's total energy and the recovered energy percentage coefficient for each second downhill section; The total recovered energy is determined based on the vehicle's recovered energy for each second downhill section.

15. The energy management method according to claim 1 or 2, characterized in that, The second operation also includes: In response to the trailer's current SOC indicating a charge level greater than the total driving energy and the sum of the driver vehicle's current SOC indicating a charge level and the total recovered energy satisfying the driver vehicle's preset charge level requirement, a fourth energy management strategy for the vehicle is determined, the fourth energy management strategy instructing the driver vehicle to recover energy within the total recovered energy range.

16. An energy management device for a vehicle, characterized in that, The vehicle includes a tractor unit and a trailer unit, and the energy management device includes: The acquisition module is configured to acquire the travel time of the vehicle from its current location to its destination; The determination module is configured to determine the charging time required to meet the preset power requirements of the main vehicle based on the current state of charge (SOC) of the main vehicle. A first execution module is configured to: in response to the driving time being not less than the charging time, execute a first operation, wherein the first operation includes: Under driving conditions, a first energy management strategy for the vehicle is determined based on the trailer's current SOC, the vehicle's required drive power, and the trailer's maximum discharge power. Under braking conditions, a second energy management strategy for the vehicle is determined based on the current SOC of the main vehicle, the actual regenerative power that the vehicle can provide, and the allowable regenerative power of the main vehicle. The second execution module is configured to: in response to the driving time being less than the charging time, perform a second operation, wherein the second operation includes: Determine the total driving energy required for the vehicle to travel from its current location to its destination and the total recoverable energy. In response to the trailer's current SOC indicating that the battery level is not greater than the total drive energy, the first operation is performed, or In response to the trailer's current SOC indicating a charge level greater than the total driving energy and the sum of the driver's current SOC indicating a charge level and the total recovered energy not meeting the driver's preset charge level requirement, a third energy management strategy for the vehicle is determined based on the trailer's current SOC and the total driving energy.

17. An electronic device, characterized in that, include: processor; as well as A memory storing computer-executable instructions, which, 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 computer-executable instructions stored thereon, characterized in that, When executed by a computer, the computer-executable instructions 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, characterized in that, The computer program product includes instructions that, 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 in that, include: The energy management device for a vehicle according to claim 16 or the electronic device according to claim 17.

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