Vehicle energy management method and device and vehicle

Abstract

The invention provides a vehicle energy management method and device and a vehicle. The method comprises the steps of obtaining vehicle operation data; determining a vehicle load mode and a charging demand according to the vehicle operation data; the vehicle load modes comprise a low-frequency high-load mode, an intermediate-frequency stable mode, a high-frequency high-power mode and a transient impact load mode; if the charging demand is that charging is not needed, determining a matched energy management strategy according to the vehicle load mode and executing the energy management strategy; the energy management strategy is used for controlling the energy flow direction of the vehicle; and if the charging demand is that charging is needed, determining a matched charging strategy according to the vehicle load mode. The vehicle load modes are determined according to the operation data of the vehicle, the vehicle load modes are divided into four basic types, corresponding energy management schemes or charging schemes are determined for different vehicle load modes according to charging requirements, energy waste is reduced, the charging efficiency is optimized, and the overall driving experience is improved.

Description

Technical Field

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

[0002] For new energy vehicles, vehicle charging and energy management are important indicators of vehicle performance.

[0003] Related technologies typically employ fixed charging modes, such as timed charging or traditional fast / slow charging.

[0004] In some situations, a vehicle may run out of power while driving, but existing charging management methods are unable to provide users with effective energy management in such scenarios. Summary of the Invention

[0005] In view of the above problems, embodiments of the present invention are proposed to provide a vehicle energy management method, apparatus and vehicle that overcomes or at least partially solves the above problems.

[0006] To achieve the above objectives, the technical solution adopted by the present invention is as follows: In a first aspect, embodiments of this application disclose a vehicle energy management method, the method comprising: Obtain vehicle operation data; Based on the vehicle operation data, the vehicle load mode and charging requirements are determined; the vehicle load modes include: low-frequency high-load mode, medium-frequency stable mode, high-frequency high-power mode, and transient impact load mode. If the charging requirement is no charging required, a matching energy management strategy is determined and executed based on the vehicle load mode; the energy management strategy is used to control the energy flow of the vehicle. If the charging demand is that charging is required, then a matching charging strategy is determined based on the vehicle load mode.

[0007] Secondly, embodiments of this application disclose a vehicle energy management device, the device comprising: The acquisition module is used to acquire vehicle operation data; The determination module is used to determine the vehicle load mode and charging requirements based on the vehicle operation data; the vehicle load mode includes: low-frequency high-load mode, medium-frequency stable mode, high-frequency high-power mode and transient impact load mode; The first processing module is used to determine and execute a matching energy management strategy based on the vehicle load mode if the charging demand is that charging is not required; the energy management strategy is used to control the energy flow of the vehicle. The second processing module is used to determine a matching charging strategy based on the vehicle load mode if the charging demand is that charging is required.

[0008] Thirdly, embodiments of this application disclose a vehicle, including: a battery management system, a motor controller, an on-board charger, a DC-DC converter, thermal management system components, and a vehicle domain controller; The vehicle domain controller is communicatively connected to the battery management system, motor controller, on-board charger, DC-DC converter, and thermal management system components, and is configured to perform the following operations: Real-time reception of vehicle operation data from the battery management system, motor controller, on-board charger, DC-DC converter, and thermal management system components; Based on the vehicle operation data, the vehicle load mode and charging requirements are determined. Based on the charging demand and the vehicle load mode, a corresponding energy management strategy or charging strategy is generated. Send control commands to at least one of the battery management system, motor controller, on-board charger, DC-DC converter, and thermal management system components to execute the energy management strategy or charging strategy.

[0009] Fourthly, embodiments of this application disclose an electronic device, including: a processor connected to a memory; the memory being used to store a computer program; and the processor being used to execute the computer program stored in the memory to implement the steps in the method described in the first aspect.

[0010] Fifthly, embodiments of this application disclose a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the method described in the first aspect.

[0011] This application discloses a vehicle energy management method, comprising: acquiring vehicle operating data; determining vehicle load mode and charging demand based on the vehicle operating data; the vehicle load mode including: low-frequency high-load mode, medium-frequency stable mode, high-frequency high-power mode, and transient impact load mode; if the charging demand is no charging required, determining and executing a matching energy management strategy based on the vehicle load mode; the energy management strategy is used to control the energy flow of the vehicle; if the charging demand is charging required, determining a matching charging strategy based on the vehicle load mode. This application's method determines the vehicle load mode based on vehicle operating data, classifying vehicle load modes into four basic types. Based on charging demand, it determines corresponding energy management or charging schemes for different vehicle load modes, enabling the vehicle's energy management or charging strategy to be determined according to the actual situation of the vehicle, reducing energy waste, optimizing charging efficiency, and improving the overall driving experience. Attached Figure Description

[0012] Figure 1 This is an implementation architecture diagram provided in an embodiment of this application; Figure 2 This is a flowchart illustrating the steps of a vehicle energy management method provided in an embodiment of this application; Figure 3 This is a flowchart illustrating the steps of another vehicle energy management method provided in this application embodiment; Figure 4 This is a block diagram of a vehicle energy management device provided in an embodiment of this application; Figure 5 This is a block diagram of an electronic device provided in an embodiment of this application; Figure 6 This is a schematic diagram of another electronic device provided in the embodiments of this application. Detailed Implementation

[0013] Exemplary embodiments of the present application will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this application will be thorough and complete, and will fully convey the scope of the present application to those skilled in the art.

[0014] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first," "second," etc., are generally of the same class and are not limited in number; for example, a first object can be one or more. Furthermore, the term "and / or" in the specification and claims is used to describe the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, and B alone. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. In the embodiments of this application, the term "multiple" refers to two or more, and other quantifiers are similar.

[0015] refer to Figure 1 , Figure 1This is an implementation architecture diagram provided in this application embodiment, in which the vehicle domain controller is the decision-making core. Through a heterogeneous network composed of CAN FD and Ethernet, it receives and fuses real-time operating data from various high-precision sensors, such as speed / accelerometers, GPS / BeiDou positioning modules, pressure sensors, ambient temperature and humidity sensors, and key components such as the Battery Management System (BMS), Motor Control Unit (MCU), On-Board Charger (OBC), Direct Current to Direct Current Converter (DCDC), and Thermal Management System. Based on the above operating data, multi-dimensional characteristics such as speed fluctuation frequency, displacement regularity, acceleration characteristics, load changes, and environmental parameters are determined. A rule-based and data-driven fusion algorithm is used to accurately identify four basic energy load modes: low-frequency high load, mid-frequency stable, high-frequency high power, and transient impact load. After identification, the vehicle domain controller prioritizes energy allocation according to the order of "DC / DC base power consumption > thermal management requirements > drive / charging load," and dynamically generates highly personalized charging strategies and global energy scheduling schemes based on multiple constraints, including work habits, peak and off-peak electricity prices, real-time battery status (SOC, temperature, health), and charging facility availability. Once the scheme is generated, the system monitors the execution process in real time through a closed-loop control mechanism and collaborates with the BMS to implement multi-level low-battery protection strategies, including power limiting, accessory management, and, when necessary, safe power-down requests. This ensures that the vehicle's energy utilization achieves a balance of efficiency, economy, and absolute safety throughout its entire lifecycle. The vehicle domain controller also communicates with 4G / 5G communication modules, the cloud service platform, the cockpit domain controller, and the user interface to obtain charging station information and receive user commands. The specific scheme is as follows.

[0016] refer to Figure 2 , Figure 2 This application discloses a flowchart of the steps of a vehicle energy management method according to an embodiment, including: Step 101: Obtain vehicle operation data.

[0017] In this embodiment, vehicle operation data can be data collected by various sensors and subsystems during vehicle operation. For example, vehicle operation data can include energy consumption data and driving condition data. Energy consumption data reflects data related to energy consumption, such as battery data collected by the BMS, motor data collected by the motor controller, charging component data from the on-board charger, and thermal management data from the thermal management system. Driving condition data reflects vehicle operating status and environmental conditions, specifically including vehicle data collected by the speed sensor, location data collected by the GPS / BeiDou module, load data collected by the pressure sensor, and environmental data collected by the environmental sensor. Based on the driving condition and energy consumption data reflected by the vehicle operation data, an appropriate energy management strategy or charging strategy can be matched to the vehicle.

[0018] Step 102: Determine the vehicle load mode and charging requirements based on the vehicle operation data; the vehicle load mode includes: low-frequency high-load mode, medium-frequency stable mode, high-frequency high-power mode and transient impact load mode.

[0019] In this embodiment, based on vehicle operating data, the vehicle load mode and charging demand can be determined. The vehicle load mode may include: low-frequency high-load mode, medium-frequency stable mode, high-frequency high-power mode, and transient impact load mode. The charging demand reflects whether the vehicle currently needs to enter the charging process immediately or as planned.

[0020] Specifically, if vehicle operating data determines that the vehicle is currently in a low-frequency, high-load mode, the following characteristics must be met: instantaneous drive power greater than or equal to 60% of the vehicle's rated drive power, and this state accounts for no less than 30% of the total power output within 5 minutes; average speed not exceeding 30 km / h for 5 consecutive minutes; battery single charge / discharge depth not exceeding 20% ​​SOC, and charge / discharge switching frequency greater than 8 times within 5 minutes; events with an absolute acceleration value exceeding 0.1 m / s² within 5 minutes occurring at least 15 times within 5 minutes; cumulative driving displacement not exceeding 500 meters within 10 minutes; and cumulative steering angle changes of no less than ±5° within 1 minute occurring at least 10 times, with acceleration and deceleration events occurring at least 6 times within 1 minute. This low-frequency, high-load mode can be applied to scenarios involving frequent starts and stops and low-speed crawling, such as urban congestion, parking lot location searching, and queuing.

[0021] If, based on vehicle operation data, a vehicle meets any of the following characteristics, its current load mode is determined to be the mid-frequency stable mode: The average speed is maintained between 40-80 km / h for 5 consecutive minutes; the difference between the vehicle speed at any given time and the average speed for that period does not exceed ±10 km / h; the cumulative displacement within 10 minutes is not less than 5 km and the displacement increases linearly with time; the absolute value of acceleration is not less than 0.1 m / s² no more than 5 times within 5 minutes; and the steering angle change is not less than ±5° no more than 3 times. The mid-frequency stable mode is suitable for mid-speed stable cruising scenarios such as national highways, provincial highways, and urban expressways.

[0022] If, based on vehicle operation data, the vehicle is determined to be in any of the following operating states, then the current vehicle load mode is determined to be high-frequency, high-power mode: an average speed exceeding 90 km / h for 30 consecutive minutes with the difference between the vehicle speed at any given time and the average speed for that period not exceeding ±15 km / h; a cumulative travel displacement of not less than 15 km within 10 minutes; no more than 3 events with an absolute acceleration value not less than 0.1 m / s² within 30 minutes; and no more than 2 events with a steering angle change not less than ±5°. High-frequency, high-power mode is suitable for high-speed continuous driving scenarios such as highways and intercity expressways.

[0023] If, based on vehicle operation data, the vehicle's energy characteristics meet any of the following conditions: power fluctuation amplitude ≥ ±40% instantaneous average power, peak power ≥ 80% of the vehicle's rated drive power, the vehicle exhibits a load change frequency ≥ 10 times per minute, the motor's single requested torque ≥ 70% of the rated torque and this state cumulatively accounts for ≥ 40% per minute, the battery discharge current ≥ 60% of the rated discharge current and the duration ≥ 3 seconds, and it is identified that there are extreme speed and power fluctuations, frequent altitude changes, and frequent large acceleration events, i.e., speed fluctuations greater than ±20 km / h per minute, altitude changes greater than 100 meters within 10 minutes, and events with acceleration greater than 0.8g more than 3 times per minute, then the current vehicle's load mode is determined to be a transient impact load mode. The transient impact load mode corresponds to all scenarios requiring frequent high-load acceleration and deceleration, such as mountain roads, continuous bridges and tunnels, hilly areas, and unpaved roads. It should be noted that the judgment parameters used in this application to determine the vehicle load mode are only examples and can be adjusted according to actual needs; this application does not limit the specific implementation.

[0024] Furthermore, charging needs can also be determined based on vehicle operation data, which includes battery data. The battery level in the battery data is used to determine whether the battery level is lower than the user-set or system default warning value (such as 20%), and thus determine the charging needs. Alternatively, the charging needs can be determined by comparing the driving range that the current remaining battery level can support with the remaining range to reach the destination.

[0025] Step 103: If the charging requirement is no charging required, then determine and execute a matching energy management strategy based on the vehicle load mode; the energy management strategy is used to control the energy flow of the vehicle.

[0026] In this embodiment, if charging is not required, the energy consumption of the vehicle's high-voltage accessories is dynamically optimized to maximize energy efficiency. Specifically, a corresponding energy management strategy can be determined based on the current vehicle load mode, and the determined energy management strategy is executed. When the vehicle's load mode is different, the energy consumption rate and demand of the vehicle are also different. Therefore, a matching energy management strategy can be determined based on the current vehicle load mode to improve the utilization rate of vehicle energy.

[0027] For example, if the current vehicle load mode is a low-frequency, high-load mode, the corresponding energy management strategy aims to reduce ineffective energy consumption under frequent start-stop conditions and improve energy utilization efficiency in urban road conditions. Specific strategies include: the vehicle domain controller sending commands to the motor controller (MCU) via the CAN FD bus to limit the rate of change in motor torque requests, reducing instantaneous high power demands caused by rapid acceleration; smoothing drive output to prevent the battery from operating in an inefficient range under frequent start-stop conditions; and dynamically setting the power limits of the air conditioning controller (CCU) and PTC heater via the CAN bus, prioritizing energy allocation as follows: DC-DC consumption > thermal management consumption > drive load, to ensure that power demands are met first.

[0028] Step 104: If the charging demand is that charging is required, then determine a matching charging strategy based on the vehicle load mode.

[0029] In this embodiment of the application, if the charging demand is that charging is required, a matching charging strategy is determined according to the vehicle load mode. When the vehicle load mode is different, the demand for electricity and the charging and discharging state of the battery are different. Therefore, a corresponding charging strategy can be matched for each vehicle load mode so as to avoid overcharging and deep discharge by precisely controlling the charging process and effectively protecting the battery.

[0030] For example, if the vehicle load mode is low-frequency high-load mode, the corresponding charging strategy can be to use pulse charging, such as 1C charging for 3 minutes, and then 0.5C charging for 1 minute, in order to optimize battery activity.

[0031] Optionally, the vehicle operating data includes: energy consumption data and driving condition data; step 102 includes: Sub-step 1021: Determine the vehicle load mode based on the comparison between the energy consumption data and the driving condition data and preset conditions; Sub-step 1022: Determine the charging demand based on the vehicle load mode, battery level, and future trip data.

[0032] For sub-steps 1021 and 1022, the vehicle operation data includes: energy consumption data and driving condition data. Energy consumption data may include drive power, battery charge / discharge status, and battery charge level within a preset time window. The drive power within the preset time window reflects the actual energy output of the drive system within that window. The battery charge / discharge status represents the battery's discharge power / charge power within the preset time window, and the battery charge level reflects the battery's state of charge. Driving condition data may include: displacement, steering and acceleration frequency, and vehicle speed. Displacement represents the total mileage actually traveled by the vehicle within the preset time window. The steering and acceleration frequency reflects the number of times the steering angular velocity and longitudinal acceleration exceed thresholds. Based on the steering and acceleration frequency, it can be determined whether the vehicle is frequently changing lanes or experiencing rapid acceleration or deceleration. The vehicle load mode can be determined based on the above data. Charging needs are determined based on vehicle load mode, battery level, and future trip data. Future trip data can include road conditions and remaining mileage determined by navigation information. Based on vehicle load mode, battery level, and future trip data, energy consumption for future driving can be predicted and calculated to determine whether charging is necessary.

[0033] Specifically, if, based on the above vehicle operation data, the vehicle's average speed is less than or equal to 30 km / h, the frequency of events with an absolute acceleration value exceeding 0.1 m / s² within a unit time (e.g., 5 minutes) is ≥15 times, the displacement within 10 minutes is ≤500 meters, and the steering and acceleration / deceleration operations are frequent (the cumulative number of events with steering angle changes ≥±5° within 1 minute is ≥10 times, and the cumulative number of acceleration and deceleration events within 1 minute is ≥6 times), then the current mode is determined to be low-frequency high-load.

[0034] If the events that determine that the speed is stable between 40-80 km / h (fluctuation ≤ ±10 km / h) within the preset time period, the displacement is ≥ 5 km within 10 minutes, the absolute value of acceleration is ≥ 0.1 m / s² within 5 minutes does not exceed 5 times, and the steering angle changes ≥ ±5° does not exceed 3 times, then the current mode is determined to be medium frequency stable mode.

[0035] If the number of events with an average speed ≥ 90 km / h within 30 minutes (fluctuation ≤ ±15 km / h / 30 min), displacement ≥ 15 km within 10 minutes, absolute acceleration ≥ 0.1 m / s² within 30 minutes does not exceed 3 times, and the number of events with a steering angle change ≥ ±5° does not exceed 2 times, then the current mode is determined to be high frequency and high power.

[0036] If the vehicle load changes at a frequency ≥10 times per minute, the motor's single requested torque is ≥70% of the rated torque and this state accounts for ≥40% of the total torque per minute, the battery discharge current is ≥60% of the rated discharge current and lasts for ≥3 seconds, and simultaneously, the speed fluctuation is ≥±20km / h per minute, the altitude change is ≥100 meters within 10 minutes, and the number of events with acceleration ≥0.8g is ≥3 times per minute, then the current condition is determined to be a transient impact load mode. It should be noted that the judgment thresholds used to determine the load mode can be set according to actual conditions; this application is only an example.

[0037] Optionally, sub-step 1022 includes: Sub-step 10221, determining the charging demand as requiring charging based on the vehicle load mode, battery level, and future trip data includes any of the following conditions: The battery level is lower than the warning threshold. The remaining driving range determined based on the future travel data and the battery charge is less than the required distance to reach the destination; The predicted energy consumption determined based on the vehicle load pattern and future trip data is greater than the available energy consumption corresponding to the current battery charge. The vehicle's current location is within a first preset range of its historical charging locations.

[0038] In this embodiment, the vehicle domain controller determines whether to initiate a charging process immediately or as planned based on real-time and predicted data. The decision can be based on the following: when the battery level reported by the BMS is lower than the user-set or system default battery warning value (e.g., 20%), a charging demand is triggered. The vehicle domain controller, in conjunction with the navigation system, calculates the current remaining driving range (e.g., based on real-time average energy consumption and dynamic battery calculation) and the required mileage to the destination based on future trip data and battery level. A charging demand is triggered when the remaining driving range < the required mileage. Further, to allow for a safety margin in battery level, a charging demand can be triggered when the remaining driving range < (required mileage × safety factor (e.g., 1.2)). Based on the current vehicle load mode and future trip data, the predicted energy consumption for a future trip is estimated. For example, if the current mode is high-frequency and high-load, the current battery level is 50%, and the remaining mileage is 200km, the predicted energy consumption is estimated. If the predicted energy consumption is greater than the available energy provided by the battery level, i.e., the predicted energy consumption will cause the battery level to drop below the battery warning value, a charging demand is anticipated. The system can also learn users' frequently used charging times and locations. When the vehicle is at a preset distance from a preferred charging point or enters a preferred charging period, it will proactively remind the user. For example, it will remind the user if the vehicle's current location is within a first preset range of historical charging locations. The first preset range can be set to within 3 kilometers.

[0039] Optionally, if the vehicle load mode is a low-frequency high-load mode, step 103 includes: Sub-step 1031: Send a torque limiting command to the motor controller; the torque limiting command is used to cause the motor controller to limit the rate of change of the motor torque request; Sub-step 1032: Set the power limit of the thermal management system based on the real-time available total power.

[0040] In this embodiment, if the vehicle load mode is a low-frequency, high-load mode, in order to reduce ineffective energy consumption under frequent start-stop conditions and improve energy utilization efficiency in urban road conditions, the energy management strategy can be as follows: send a torque limiting command to the motor controller (MCU). The torque limiting command is used to instruct the motor controller to actively limit the rate of change of torque request from the drive motor to smooth power output and avoid sudden torque changes or vehicle jerking due to subsequent power adjustments. At the same time, the power of the thermal management system is dynamically limited. The current real-time available total power is calculated, and the vehicle domain controller dynamically sets the power limit of the thermal management system based on the calculated real-time available total power via the CAN bus. For example, the power limit of the air conditioning controller (Climate Control Unit, CCU) and PTC heater (Positive Temperature Coefficient Heater) is set to limit the energy consumption of the thermal management system, prioritize the output of the power system, and ensure the safety and stability of the vehicle's energy distribution. In this application, the energy allocation priority is set as follows: DC-DC consumption > thermal management consumption > drive load. That is, when the real-time available total power of the power battery is insufficient to meet the needs of all systems on the vehicle at the same time, the vehicle domain controller can allocate energy according to the above priority to ensure the power supply of higher priority systems and limit the power of lower priority systems.

[0041] Optionally, sub-step 1032 includes: Sub-step 10321: Determine the real-time available total power based on the battery's maximum allowable discharge power, the DC-DC converter's power consumption, and the power system's priority power. Sub-step 10322: Select the smaller value between the real-time available total power and the preset thermal management system limit power as the power upper limit of the thermal management system.

[0042] In this embodiment, for sub-steps 10321 and 10322, the real-time available total power can be determined based on the battery's maximum allowable discharge power, the DC-DC converter's power consumption, and the power prioritized by the power system. The formula for calculating the real-time available total power is as follows: P_thermal_max = Min(BMS_PwrLimitDrive - P_dcdc - P_reserve, 20kW) Where P_thermal_max is the real-time available total power, BMS_PwrLimitDrive is the maximum allowable battery discharge power, P_dcdc is the power consumption of the DC-DC converter, P_reserve is the power priority protection power for the powertrain, and 20kW is the preset power limit of the thermal management system. This is only an example and can be set according to actual conditions. The maximum allowable battery discharge power is the real-time maximum battery discharge power reported by the BMS via the CAN FD bus. The power consumption of the DC-DC converter is the power consumption calculated by the vehicle domain controller based on the input current / voltage reported by the DC-DC converter. The power priority protection power for the powertrain is a preset power value based on actual conditions, such as 1kW.

[0043] When calculating the real-time available total power, the maximum allowable discharge power of the battery is first reduced by the power consumed by the DC-DC converter (DCDC), which is the most basic power necessary to maintain the vehicle's functions. Then, the power system priority power is subtracted, which is the power reserved for the drive system. Finally, the real-time available total power that can be dynamically allocated is obtained. Simultaneously, a preset thermal management system power limit is set. The calculated real-time available total power is compared with the thermal management system power limit, and the smaller value is selected as the final power limit for the thermal management system. By taking the minimum value, energy consumption control of the thermal management system is achieved while ensuring safety and functionality.

[0044] Optionally, if the vehicle load mode is a medium-frequency stable mode, step 103 includes... Sub-step 1033: Control the vehicle speed within a preset speed range and increase the energy recovery intensity of the motor controller to the first target intensity; Sub-step 1034: Set the power limit of the thermal management system to the preset thermal management system limit power.

[0045] In this embodiment, regarding sub-steps 1033 and 1034, if the vehicle load mode is a medium-frequency stable mode, such as in medium-speed stable cruising scenarios on national highways, provincial highways, and urban expressways, to ensure minimum energy consumption cruising under smooth road conditions and maximize the utilization of regenerative energy, the energy management strategy can be as follows: The vehicle domain controller, in collaboration with the MCU and driver assistance system via the CAN FD bus, maintains the vehicle speed within a preset speed range, such as an economical range of 40-80 km / h. Simultaneously, the MCU is instructed to increase the energy recovery intensity to a first target intensity, such as 80%, to maximize the utilization of regenerative energy during coasting or braking. By storing the regenerative energy in the battery, minimum energy consumption cruising is achieved.

[0046] Furthermore, to ensure the stable operation of the thermal management system, the vehicle domain controller can set the power limit of the thermal management system via the CAN bus to a preset thermal management system power limit, for example, 20kW, to ensure stable operation within the high-efficiency range. Setting a power limit for the thermal management system under stable operating conditions can avoid unnecessary energy waste.

[0047] Optionally, if the vehicle load mode is a high-frequency, high-power mode, step 103 includes: Sub-step 1035: Determine the allowable discharge power based on the battery's maximum discharge power; Sub-step 1036: Limit the real-time power request of the drive system to the allowable discharge power range; Sub-step 1037: Control the thermal management system to prioritize power allocation for battery cooling or heating.

[0048] In this embodiment, for sub-steps 1035 to 1037, if the vehicle load mode is a high-frequency, high-power mode, such as a stable cruise scenario on a highway or expressway, in order to ensure system stability and efficiency under high-speed conditions and reduce energy loss from continuous high-power discharge, the energy management strategy may include: determining the allowable discharge power based on the battery's maximum discharge power, where the allowable discharge power can be within 60% to 80% of the battery's maximum discharge power. The vehicle domain controller collaborates with the MCU via the CAN FD bus to limit the real-time power request of the drive system to within 60% to 80% of the battery's maximum discharge power (BMS_PwrLimitDrive). By limiting continuous peak discharge, the battery and motor operating points are controlled within the high-efficiency range, avoiding overheating and efficiency degradation. The thermal management system is controlled to prioritize power allocation for battery cooling or heating; for example, the vehicle domain controller instructs the air conditioning controller (CCU) via the CAN bus to prioritize the power requirements of the battery cooling system.

[0049] Optionally, the vehicle load mode is a transient impact load mode, and step 103 includes: Sub-step 1038: Before entering the uphill section, increase the power limit of the drive system and battery to the target upper limit value; Sub-step 1039: Before entering the downhill section, increase the energy recovery intensity of the motor controller to the second target intensity; Sub-step 1040: If an instantaneous load demand greater than a preset value is detected, the power increase of the target power accessory is limited.

[0050] In this embodiment, for sub-steps 1038 to 1040, the vehicle load mode is a transient impact load mode, such as scenarios requiring frequent high-load acceleration and deceleration, including mountain roads, continuous bridges and tunnels, hilly areas, and unpaved roads. To cope with drastic load fluctuations on rugged roads and optimize energy distribution to ensure a balance between safety and energy consumption, the energy management strategy may include: predicting the type of future road segments based on navigation data. Specifically, the vehicle domain controller integrates altitude and navigation path data provided by the GPS / BeiDou module to predict slope changes. Before going uphill, the power output limit is increased to the target limit value via the CAN FD bus command to the BMS and MCU, for example, taking 90% of the real-time available total power as the target limit value; when going downhill, the MCU is commanded to set the energy recovery intensity to a second target intensity, which can be greater than the first target intensity, to maximize energy recovery, for example, the second target intensity is 100%. Through proactive energy scheduling, scenarios with drastic load fluctuations are intelligently addressed. Simultaneously, the system controls the reduction of peak power for accessories. If an instantaneous load demand exceeding a preset value is detected, the power increase of the target power accessory is limited. The vehicle domain controller monitors the torque request of the MCU in real time. When it identifies that the instantaneous load demand exceeds a preset value, it temporarily suspends the power increase of the target power accessory, such as a high-power device like a PTC heater, via the CAN bus. Energy allocation follows a set energy allocation priority to prevent conflicts between drive power and accessory power peaks, ensuring system safety.

[0051] Optionally, before step 104, the method further includes: Step 105: Obtain charging station information for all charging stations within a second preset range near the vehicle's location; the charging station information includes: charging station location, number of available charging piles, charging pile type, electricity price, and service fee; Step 106: Sort the charging stations according to the charging station information, generate a charging station recommendation list, and display the charging station recommendation list.

[0052] In this embodiment, for steps 105 and 106, when charging is needed, intelligent recommendation and guidance are provided for charging station locations. Information on all charging stations within a second preset range of the vehicle's location is obtained. This second preset range can be a pre-set distance range, such as a 5-kilometer radius around the vehicle. The vehicle domain controller obtains real-time information on surrounding charging stations from a cloud service platform via a 4G / 5G module, including charging station location, number of available charging piles, charging pile type (fast / slow charging), electricity price, service fee, and user ratings. A comprehensive evaluation of the surrounding charging stations is conducted, and a recommendation list is generated. For example, a weighted scoring algorithm is used, such as a 30% weight for the distance between the charging station location and the vehicle, a 25% weight for the number of available charging piles, a 20% weight for the electricity price, a 15% weight for the charging power, and a 10% weight for the user rating. The recommended list is then displayed on the central control screen with estimated costs and arrival time. After the user confirms and selects a station via the vehicle's infotainment system or an app, the system automatically sets the destination to that charging station and begins navigation guidance.

[0053] Optionally, step 104 includes: Sub-step 1041: If the vehicle load mode is a low-frequency high-load mode, then the charging strategy is to adopt a pulse charging mode. Sub-step 1042: If the vehicle load mode is a medium frequency stable mode, then the charging strategy is to adopt a constant current constant voltage charging mode. Sub-step 1043: If the vehicle load mode is a high frequency and high power mode, then the charging strategy is to adopt a stepped current fast charging mode. Sub-step 1044: If the vehicle load mode is a transient impact load mode, then the charging strategy is to adopt a slow charging mode.

[0054] In this embodiment, for sub-steps 1041 to 1044, after the vehicle arrives at the charging station, the vehicle domain controller generates a personalized charging strategy. The charging strategy is determined based on the vehicle load mode and the current vehicle state. For example, under low-frequency, high-load mode, considering the priority of battery life, the charging strategy adopts a pulse charging mode, setting the target SOC to 80%. Pulse charging can reduce battery cycle loss after frequent charge and discharge conditions.

[0055] After the high-frequency, high-power mode, prioritizing efficiency, the charging strategy adopts a stepped current fast charging mode with a target SOC of 85% to quickly replenish energy and match the pace of high-speed travel. After the mid-frequency stable mode, the charging target can be set to 90%, balancing efficiency and battery life, while using a standard constant current constant voltage (CC-CV) mode. After the transient impact load mode, the charging target can be set to 100% SOC to reserve sufficient power for potentially large loads later, while using a slow charging mode, such as 0.5C slow charging, to ensure balanced battery cell voltage at the end of charging (difference ≤50mV). This application sets different charging targets and charging methods for different vehicle load modes experienced by the vehicle, precisely controlling the charging process, avoiding overcharging and deep discharging, effectively protecting the battery, extending its lifespan, reducing replacement frequency, and lowering maintenance costs. After determining the charging strategy, the details of the plan, including estimated charging time, total cost, and expected impact on battery life, can be pushed to the cockpit screen for user confirmation or modification.

[0056] Optionally, after step 104, the method further includes: Step 107: During the execution of the charging strategy, charging parameters are acquired; the charging parameters include: charging current, charging voltage, battery temperature, and temperature rise rate. Step 108: Adjust the charging power according to the charging parameters.

[0057] In this embodiment, after the user confirms the plan in steps 107 and 108, the system executes the charging strategy and acquires charging parameters during the execution process. The vehicle domain controller can collaborate with the BMS and OBC / DC charging station to monitor key charging parameters such as charging current, charging voltage, battery temperature, and temperature rise rate in real time. The system has safety thresholds and dynamic adjustment mechanisms. For example, if the battery temperature exceeds 45°C or the temperature rise rate is too fast (e.g., the battery temperature rises more than 5°C per minute), the system will automatically reduce the charging power and notify the user of the reason for adjustment, forming a safety closed loop. If the charging voltage or charging current exceeds the warning value, the charging current or charging voltage will be limited to reduce the charging power. By monitoring the charging status and charging parameters in real time, the system can promptly detect and respond to potential charging problems, reduce vehicle malfunctions caused by improper charging, and enhance vehicle reliability and safety.

[0058] refer to Figure 3 , Figure 3This application illustrates a second vehicle energy management method disclosed in an embodiment, comprising: Step S1, multi-source data acquisition, where the vehicle domain controller acquires sensor and high-voltage component data in real time via a designated bus; Step S2, operating mode identification, where the vehicle domain controller determines the vehicle load mode in real time based on the multi-source sensor data from Step S1, and the vehicle load mode determines the vehicle's energy consumption characteristics and corresponding energy management strategy; Step S3, charging demand judgment, where the vehicle domain controller determines, based on real-time and predicted data, whether to immediately or in a planned manner enter the charging process. If charging is not required, proceed to Step S4, driving energy management, where the system dynamically optimizes the energy consumption of the vehicle's high-voltage accessories to maximize energy efficiency when charging is not required; if charging is required, proceed to Step S5, determining and executing the charging strategy; Step S6, status judgment and looping, where the process terminates if the vehicle stops operating, and proceeds to Step S1 if the vehicle continues to operate. Charging ends when the battery charge reaches the target value or the user manually stops the charging process, the system generates a charging report, and the process terminates. As long as the vehicle continues to run, regardless of whether the last charging was completed, it will automatically return to step S1 when the vehicle is restarted or when specific conditions (such as timed cycles) are met, and start a new round of data collection, judgment and management to achieve continuous energy optimization throughout the entire life cycle.

[0059] In summary, this application discloses a vehicle energy management method, which includes: acquiring vehicle operating data; determining vehicle load mode and charging demand based on the vehicle operating data; the vehicle load mode includes: low-frequency high-load mode, medium-frequency stable mode, high-frequency high-power mode, and transient impact load mode; if the charging demand is that charging is not required, then a matching energy management strategy is determined and executed based on the vehicle load mode; the energy management strategy is used to control the energy flow of the vehicle; if the charging demand is that charging is required, then a matching charging strategy is determined based on the vehicle load mode. This application's method determines the vehicle load mode based on vehicle operating data, classifies the vehicle load mode into four basic types, and determines corresponding energy management or charging schemes for different vehicle load modes according to charging demand. This allows the energy management or charging strategy for the vehicle to be determined based on the actual situation of the vehicle, reducing energy waste, optimizing charging efficiency, and improving the overall driving experience.

[0060] refer to Figure 4 It illustrates a vehicle energy management device 20 provided in an embodiment of this application, the device comprising: Module 201 is used to acquire vehicle operation data; The determining module 202 is used to determine the vehicle load mode and charging requirements based on the vehicle operation data; the vehicle load mode includes: low frequency high load mode, medium frequency stable mode, high frequency high power mode and transient impact load mode; The first processing module 203 is used to determine and execute a matching energy management strategy based on the vehicle load mode if the charging demand is that charging is not required; the energy management strategy is used to control the energy flow of the vehicle. The second processing module 204 is used to determine a matching charging strategy based on the vehicle load mode if the charging demand is that charging is required.

[0061] Optionally, the vehicle operating data includes: energy consumption data and driving condition data, including: The first determining submodule is used to determine the vehicle load mode by comparing the energy consumption data and the driving condition data with preset conditions. The second determining submodule is used to determine the charging demand based on the vehicle load mode, battery level, and future travel data.

[0062] Optionally, the second determining submodule includes: The first determining unit is configured to determine, based on the vehicle load mode, battery level, and future travel data, that the charging demand meets the following conditions: The battery level is lower than the warning threshold. The remaining driving range determined based on the future travel data and the battery charge is less than the required distance to reach the destination; The predicted energy consumption determined based on the vehicle load pattern and future trip data is greater than the available energy consumption corresponding to the current battery charge. The vehicle's current location is within a first preset range of its historical charging locations.

[0063] Optionally, if the vehicle load mode is a low-frequency, high-load mode, the first processing module includes: The first processing submodule is used to send a torque limiting command to the motor controller; the torque limiting command is used to cause the motor controller to limit the rate of change of the motor torque request. The second processing submodule is used to set the power limit of the thermal management system based on the real-time available total power.

[0064] Optionally, the second processing submodule includes: The third processing submodule is used to determine the real-time available total power based on the battery's maximum allowable discharge power, the power consumed by the DC-DC converter, and the power system's priority power. The fourth processing submodule is used to select the smaller value between the real-time available total power and the preset thermal management system limit power as the power upper limit of the thermal management system.

[0065] Optionally, if the vehicle load mode is a medium-frequency stable mode, the first processing module includes: The fifth processing submodule is used to control the vehicle speed within a preset speed range and increase the energy recovery intensity of the motor controller to the first target intensity. The sixth processing submodule is used to set the power limit of the thermal management system to the preset thermal management system limit power.

[0066] Optionally, if the vehicle load mode is a high-frequency, high-power mode, the first processing module includes: The seventh processing submodule is used to determine the allowable discharge power based on the battery's maximum discharge power; The eighth processing submodule is used to limit the real-time power request of the drive system within the allowable discharge power range; The ninth processing submodule is used to control the thermal management system to prioritize power allocation for battery cooling or heating.

[0067] Optionally, if the vehicle load mode is a transient impact load mode, the first processing module includes: The tenth processing submodule is used to increase the power limit of the drive system and battery to the target upper limit value before entering the uphill section; The eleventh processing submodule is used to increase the energy recovery intensity of the motor controller to the second target intensity before entering the downhill section; The twelfth processing submodule is used to limit the power increase of the target power accessory if an instantaneous load demand greater than a preset value is detected.

[0068] Optionally, the device further includes: The charging information collection module is used to obtain charging station information of all charging stations within a second preset range of the vehicle's location; the charging station information includes: charging station location, number of available charging piles, charging pile type, electricity price and service fee; The recommendation module is used to sort the charging stations according to the charging station information, generate a charging station recommendation list, and display the charging station recommendation list.

[0069] Optionally, the second processing module includes: The first charging sub-module is configured to use a pulse charging mode if the vehicle load mode is a low-frequency high-load mode. The second charging submodule is configured to use a constant current and constant voltage charging mode if the vehicle load mode is a medium frequency stable mode. The third charging sub-module is used to make the charging strategy a stepped current fast charging mode if the vehicle load mode is a high frequency and high power mode. The fourth charging sub-module is configured to use a slow charging strategy if the vehicle load mode is a transient impact load mode.

[0070] Optionally, the device further includes: The process monitoring module is used to acquire charging parameters during the execution of the charging strategy; the charging parameters include: charging current, charging voltage, battery temperature, and temperature rise rate. The adjustment module is used to adjust the charging power according to the charging parameters.

[0071] In summary, this application discloses a vehicle energy management method, which includes: acquiring vehicle operating data; determining vehicle load mode and charging demand based on the vehicle operating data; the vehicle load mode includes: low-frequency high-load mode, medium-frequency stable mode, high-frequency high-power mode, and transient impact load mode; if the charging demand is that charging is not required, then a matching energy management strategy is determined and executed based on the vehicle load mode; the energy management strategy is used to control the energy flow of the vehicle; if the charging demand is that charging is required, then a matching charging strategy is determined based on the vehicle load mode. This application's method determines the vehicle load mode based on vehicle operating data, classifies the vehicle load mode into four basic types, and determines corresponding energy management or charging schemes for different vehicle load modes according to charging demand. This allows the energy management or charging strategy for the vehicle to be determined based on the actual situation of the vehicle, reducing energy waste, optimizing charging efficiency, and improving the overall driving experience.

[0072] Reference Figure 5 The electronic device 600 may include one or more of the following components: a processing component 602, a memory 604, a power supply component 606, a multimedia component 608, an audio component 610, an input / output (I / O) interface 612, a sensor component 614, and a communication component 616.

[0073] Processing component 602 typically controls the overall operation of electronic device 600, such as operations associated with display, telephone calls, data communication, camera operation, and recording operations. Processing component 602 may include one or more processors 620 to execute instructions to perform all or part of the steps of the methods described above. Furthermore, processing component 602 may include one or more modules to facilitate interaction between processing component 602 and other components. For example, processing component 602 may include a multimedia module to facilitate interaction between multimedia component 608 and processing component 602.

[0074] Memory 604 is used to store various types of data to support the operation of electronic device 600. Examples of this data include instructions for any application or method operating on electronic device 600, contact data, phonebook data, messages, pictures, multimedia, etc. Memory 604 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk.

[0075] Power supply component 606 provides power to various components of electronic device 600. Power supply component 606 may include a power management system, one or more power supplies, and other components associated with generating, managing, and distributing power to electronic device 600.

[0076] Multimedia component 608 includes a screen that provides an output interface between the electronic device 600 and the user. In some embodiments, the screen may include a liquid crystal display (LCD) and a touch panel (TP). If the screen includes a touch panel, the screen may be implemented as a touchscreen to receive input signals from the user. The touch panel includes one or more touch sensors to sense touches, swipes, and gestures on the touch panel. The touch sensors may not only sense the boundaries of touch or swipe actions but also detect the duration and pressure associated with the touch or swipe operation. In some embodiments, multimedia component 608 includes a front-facing camera and / or a rear-facing camera. When the electronic device 600 is in an operating mode, such as a shooting mode or a multimedia mode, the front-facing camera and / or the rear-facing camera may receive external multimedia data. Each front-facing camera and rear-facing camera may be a fixed optical lens system or have focal length and optical zoom capabilities.

[0077] Audio component 610 is used to output and / or input audio signals. For example, audio component 610 includes a microphone (MIC) used to receive external audio signals when electronic device 600 is in an operating mode, such as call mode, recording mode, and voice recognition mode. The received audio signals may be further stored in memory 604 or transmitted via communication component 616. In some embodiments, audio component 610 also includes a speaker for outputting audio signals.

[0078] I / O interface 612 provides an interface between processing component 602 and peripheral interface modules, such as keyboards, click wheels, buttons, etc. These buttons may include, but are not limited to, home buttons, volume buttons, power buttons, and lock buttons.

[0079] Sensor assembly 614 includes one or more sensors for providing state assessments of various aspects of electronic device 600. For example, sensor assembly 614 can detect the on / off state of electronic device 600, the relative positioning of components such as the display and keypad of electronic device 600, changes in position of electronic device 600 or a component of electronic device 600, the presence or absence of user contact with electronic device 600, orientation or acceleration / deceleration of electronic device 600, and temperature changes of electronic device 600. Sensor assembly 614 may include a proximity sensor configured to detect the presence of nearby objects without any physical contact. Sensor assembly 614 may also include a light sensor, such as a CMOS or CCD image sensor, for use in imaging applications. In some embodiments, sensor assembly 614 may also include an accelerometer, gyroscope, magnetometer, pressure sensor, or temperature sensor.

[0080] Communication component 616 facilitates wired or wireless communication between electronic device 600 and other devices. Electronic device 600 can access wireless networks based on communication standards, such as WiFi, carrier networks (such as 2G, 3G, 4G, or 5G), or combinations thereof. In one exemplary embodiment, communication component 616 receives broadcast signals or broadcast-related information from an external broadcast management system via a broadcast channel. In one exemplary embodiment, communication component 616 also includes a near-field communication (NFC) module to facilitate short-range communication. For example, the NFC module may be implemented based on radio frequency identification (RFID) technology, Infrared Data Association (IrDA) technology, ultra-wideband (UWB) technology, Bluetooth (BT) technology, and other technologies.

[0081] In an exemplary embodiment, the electronic device 600 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to implement a method provided in the embodiments of this application.

[0082] In an exemplary embodiment, a non-transitory computer-readable storage medium including instructions is also provided, such as a memory 604 including instructions, which can be executed by a processor 620 of an electronic device 600 to perform the above-described method. For example, the non-transitory storage medium may be a ROM, random access memory (RAM), CD-ROM, magnetic tape, floppy disk, and optical data storage device, etc.

[0083] Figure 6A block diagram of an electronic device 700 is shown according to an exemplary embodiment. For example, the electronic device 700 may be provided as a server. (Refer to...) Figure 6 Electronic device 700 includes a processing component 722, which further includes one or more processors, and memory resources represented by memory 732 for storing instructions, such as application programs, that can be executed by the processing component 722. The application programs stored in memory 732 may include one or more modules, each corresponding to a set of instructions. Furthermore, the processing component 722 is configured to execute instructions to perform a method provided in embodiments of this application.

[0084] Electronic device 700 may also include a power supply component 726 configured to perform power management of electronic device 700, a wired or wireless network interface 750 configured to connect electronic device 700 to a network, and an input / output (I / O) interface 758. Electronic device 700 may operate on an operating system stored in memory 732, such as Windows Server™, MacOSX™, Unix™, Linux™, FreeBSD™, or similar.

[0085] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the method described above.

[0086] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the application disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this application are indicated by the following claims.

[0087] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A vehicle energy management method, characterized by, The method comprises: acquiring vehicle operation data; determining a vehicle load mode and a charging demand according to the vehicle operation data; the vehicle load mode comprises a low-frequency high-load mode, a medium-frequency stable mode, a high-frequency high-power mode, and a transient impact load mode; if the charging demand is no charging, determining and executing a matched energy management strategy according to the vehicle load mode; the energy management strategy is used for controlling energy flow of the vehicle; if the charging demand is charging, determining a matched charging strategy according to the vehicle load mode.

2. The method of claim 1, wherein, The vehicle operation data comprises energy consumption data and driving cycle data; the vehicle load mode and the charging demand are determined according to the vehicle operation data, which comprises: determining the vehicle load mode according to comparison between the energy consumption data and the driving cycle data and a preset condition; determining the charging demand according to the vehicle load mode, a battery capacity, and future travel data.

3. The method of claim 2, wherein, The determination of the charging demand according to the vehicle load mode, the battery capacity, and the future travel data comprises: the condition that the charging demand is charging comprises any one of the following: the battery capacity is less than a capacity warning value; a remaining range determined according to the future travel data and the battery capacity is less than a required range to a destination; a predicted energy consumption determined according to the vehicle load mode and the future travel data is greater than available energy consumption corresponding to the battery capacity; a current position of the vehicle is within a first preset range of historical charging positions.

4. The method of claim 1, wherein, If the vehicle load mode is the low-frequency high-load mode, the determination of the matched energy management strategy according to the vehicle load mode and the execution of the matched energy management strategy comprise: sending a torque limiting instruction to a motor controller; the torque limiting instruction is used for making the motor controller limit a change rate of a motor torque request; setting a power upper limit of a thermal management system according to real-time available total power.

5. The method of claim 4, wherein, The setting of the power upper limit of the thermal management system according to the real-time available total power comprises: determining the real-time available total power according to a maximum allowed discharging power of the battery, a consumption power of a direct-current converter, and a power system priority guarantee power; selecting a smaller value between the real-time available total power and a preset thermal management system limit power as the power upper limit of the thermal management system.

6. The method of claim 1, wherein, If the vehicle load mode is the medium-frequency stable mode, the determination of the matched energy management strategy according to the vehicle load mode and the execution of the matched energy management strategy comprise: controlling a vehicle speed of the vehicle in a preset vehicle speed interval, and improving an energy recovery intensity of the motor controller to a first target intensity; setting the power upper limit of the thermal management system as a preset thermal management system limit power.

7. The method of claim 1, wherein, If the vehicle load mode is the high-frequency high-power mode, the determination of the matched energy management strategy according to the vehicle load mode and the execution of the matched energy management strategy comprise: determining an allowed discharging power according to a maximum discharging power of the battery; limiting a real-time power request of a drive system in the allowed discharging power range; controlling the thermal management system to preferentially allocate power for cooling or heating of the battery.

8. The method of claim 1, wherein, If the vehicle load mode is a transient impact load mode, a matching energy management strategy is determined according to the vehicle load mode and is executed, comprising: Before entering an uphill section, the power upper limit of the drive system and the battery is a target upper limit value; Before entering a downhill section, the energy recovery intensity of the motor controller is increased to a second target intensity; If a transient load demand greater than a preset value is monitored, the power growth of the target power accessory is limited.

9. The method of claim 1, wherein, Before determining a matching charging strategy according to the vehicle load mode, the method further comprises: Obtaining charging station information of all charging stations within a second preset range of the location of the vehicle; the charging station information comprises: charging station location, number of idle charging piles, charging pile type, electricity price and service cost; According to the charging station information, the charging stations are sorted, a charging station recommendation list is generated and the charging station recommendation list is displayed.

10. The method of claim 1, wherein, According to the vehicle load mode, a matching charging strategy is determined, comprising: If the vehicle load mode is a low-frequency high-load mode, the charging strategy is to adopt a pulse charging mode; If the vehicle load mode is a medium-frequency stable mode, the charging strategy is to adopt a constant current and constant voltage charging mode; If the vehicle load mode is a high-frequency high-power mode, the charging strategy is to adopt a stepwise current fast charging mode; If the vehicle load mode is a transient impact load mode, the charging strategy is to adopt a slow charging mode.

11. The method of claim 1, wherein, After determining a matching charging strategy according to the vehicle load mode, the method further comprises: In the process of executing the charging strategy, charging parameters are obtained; the charging parameters comprise: charging current, charging voltage, battery temperature, temperature rise rate; According to the charging parameters, the charging power is adjusted.

12. A vehicle energy management apparatus, characterized by, The device comprises: An acquisition module for acquiring vehicle operation data; A determination module for determining a vehicle load mode and a charging demand according to the vehicle operation data; the vehicle load mode comprises: a low-frequency high-load mode, a medium-frequency stable mode, a high-frequency high-power mode and a transient impact load mode; A first processing module for determining a matching energy management strategy according to the vehicle load mode and executing the energy management strategy if the charging demand is no charging; the energy management strategy is used to control the energy flow direction of the vehicle; A second processing module for determining a matching charging strategy according to the vehicle load mode if the charging demand is charging.

13. A vehicle, characterized by Comprise: A battery management system, a motor controller, an on-board charger, a direct current converter, a thermal management system component and a vehicle domain controller; The vehicle domain controller is in communication connection with the battery management system, the motor controller, the on-board charger, the direct current converter and the thermal management system component, and is configured to perform the following operations: Real-time receiving vehicle operation data from the battery management system, the motor controller, the on-board charger, the direct current converter and the thermal management system component; Determining a vehicle load mode and a charging demand based on the vehicle operation data; Generating a corresponding energy management strategy or charging strategy according to the charging demand and the vehicle load mode; sending control instructions to at least one of the battery management system, the motor controller, the on-board charger, the DC converter, a component of the thermal management system to implement the energy management strategy or the charging strategy.

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