Vehicle energy management method and device, target vehicle and storage medium

Abstract

The present application relates to the technical field of energy management, in particular to a vehicle energy management method, device, target vehicle and storage medium. Whether the target vehicle has an effective charging behavior is detected; if the target vehicle has an effective charging behavior, the historical fuel consumption and the historical electricity consumption between the current effective charging behavior and the last effective charging behavior corresponding to the target vehicle are obtained; based on the historical fuel consumption and the historical electricity consumption, the target state of charge corresponding to the target battery in the target vehicle is calculated; and based on the target state of charge, the engine corresponding to the target vehicle is controlled to realize vehicle energy management. When charging is convenient, the low target state of charge delays the start of the engine, maximizes the pure electric driving range and reduces the cost of using the vehicle; when charging is inconvenient, the high target state of charge starts the engine in advance, avoids long-term low SOC operation of the battery, and improves the NVH performance. The engine "starts and stops on demand", taking into account energy consumption economy and driving smoothness, and realizing "thousand faces" energy management optimization.

Description

Technical Field

[0001] This invention relates to the field of energy management technology, specifically to vehicle energy management methods, devices, target vehicles, and storage media. Background Technology

[0002] In the field of plug-in hybrid electric vehicles, to meet the different needs of users, vehicles are usually equipped with multiple energy management modes such as pure electric priority, fuel priority, and hybrid electric. Although these modes correspond to different energy distribution logics, the core control strategies often only focus on the differentiated setting of the battery state of charge (SOC) target point, presenting a single and fixed characteristic as a whole, lacking the ability to dynamically adapt to the actual usage scenarios of users.

[0003] Differences in charging conditions are one of the most critical variables in user driving scenarios, yet existing energy management strategies have not addressed this specifically. For users with convenient charging access, the core demand is to further reduce the battery's State of Charge (SOC) target point under the current mode to extend the pure electric driving range, thereby reducing fuel consumption and lowering operating costs. Conversely, for users with limited charging access, it is more necessary to increase the battery's SOC target point to prevent the battery from remaining in a low SOC state for extended periods, thereby improving vehicle NVH (noise, vibration, and harshness) performance and enhancing driving smoothness and the overall user experience. This divergence in user needs creates a clear contradiction between the existing strategies' general applicability.

[0004] While existing technologies attempt to optimize energy management by incorporating charging habits, they have significant limitations: they can only identify the specific scenario of "infrequent charging" and cannot cover a wider range of user charging behaviors, such as frequent charging, occasional charging, and almost no charging; at the same time, the adjustment method of SOC target points is to add fixed values, which has a limited adjustment range and lacks flexibility, making it difficult to accurately match the personalized needs of different users and failing to fundamentally solve the problem of insufficient adaptability of existing strategies. Summary of the Invention

[0005] This invention provides a vehicle energy management method, device, target vehicle, and storage medium to address the problem of insufficient adaptability of existing strategies.

[0006] In a first aspect, the present invention provides a vehicle energy management method, the method comprising: detecting whether a target vehicle has engaged in effective charging behavior; if the target vehicle has engaged in effective charging behavior, acquiring historical fuel consumption and historical electricity consumption between the current effective charging behavior and the previous effective charging behavior; calculating the target state of charge (SOC) of the target battery in the target vehicle based on the historical fuel consumption and historical electricity consumption; acquiring the current SOC of the target vehicle, comparing the current SOC with the target SOC, and controlling the engine of the target vehicle according to the comparison result, thereby realizing vehicle energy management.

[0007] The vehicle energy management method provided in this embodiment detects whether the target vehicle has engaged in effective charging behavior, accurately identifies the user's regular charging behavior, and excludes invalid scenarios such as short-term charging or charging after short-distance driving. This filters out invalid scenarios and ensures data validity. It avoids invalid data interfering with subsequent energy consumption calculations and strategy adjustments, providing a reliable data foundation for energy management. It ensures that the historical fuel consumption and electricity consumption data used to calculate the target's state of charge are quantitative results of the user's actual driving habits, providing reliable and interference-free core data support for energy management strategies and guaranteeing the accuracy of energy management from the source. If the target vehicle engages in effective charging behavior, it obtains the historical fuel consumption and historical electricity consumption between the current effective charging behavior and the previous effective charging behavior. This objectively reflects the user's dependence on fuel and electricity within that period. It provides core quantitative basis for subsequent judgment of charging behavior categories, ensuring the accuracy of user habit judgment. Traditional target state of charge (PSC) setting relies solely on the vehicle's preset energy management mode, failing to effectively filter charging behavior. Including ineffective charging behaviors such as accidental plugging into charging stations, one-minute temporary charging, or charging after driving 1 kilometer in data calculations can lead to historical fuel and electricity consumption data failing to reflect the user's true energy usage preferences (e.g., short-distance charging can inflate electricity consumption data, misjudging the user as "frequently charging"), thus causing a disconnect between PSC prediction and actual user needs. Furthermore, effective charging behavior divides the vehicle's entire usage cycle into several complete time periods: "last effective charge - current effective charge," each period representing an independent and quantifiable user vehicle / charging unit. This periodic definition provides a basis for dynamic iteration in PSC prediction. The PSC is re-predicted after each effective charging event. Compared to the "fixed" target state of charge (SBC) in traditional technologies, this design allows the target SBC to dynamically adjust according to changes in user charging behavior (e.g., if a user changes from commuting to long-distance travel, and their charging behavior changes from "frequent charging" to "almost no charging," the target SBC will increase accordingly). This achieves real-time matching between the target SBC and the user's driving habits, ensuring that the prediction results always align with the user's latest needs. Based on historical fuel consumption and historical energy consumption, the target SBC corresponding to the target battery in the target vehicle is calculated, ensuring the accuracy of the calculated target SBC. Next, the current SBC of the target vehicle is obtained and compared with the target SBC. Based on the comparison result, the engine of the target vehicle is controlled to achieve vehicle energy management. Ultimately, vehicle energy management needs to be implemented through engine start-stop control, which can only be precisely controlled through quantifiable and real-time monitorable battery parameters.The target state of charge (SOC), as a specific control threshold for the battery's SOC, is a parameter that the Battery Management System (BMS) can monitor and accurately compare in real time. Simply comparing the battery's real-time SOC with the target SOC directly triggers the engine's start / stop command (engine starts when SOC is below the target value, and stops when SOC is above the target value plus an offset). Compared to other abstract energy management indicators (such as "energy usage preference" and "charging frequency"), the target SOC is the only core parameter that can be directly converted into vehicle hardware control commands. This simplifies the execution logic of energy management from "complex multi-indicator judgments" to "comparative control of a single threshold," significantly improving the execution efficiency and implementability of energy management strategies, ensuring that the strategies can quickly and accurately affect the vehicle's actual driving. Specifically, when charging is convenient, a low target SOC delays engine start, maximizing pure electric driving range and reducing operating costs; when charging is inconvenient, a high target SOC allows the engine to start earlier, preventing the battery from operating at a low SOC for extended periods and improving NVH performance (reducing vibration and power lag). The engine can be started and stopped on demand, balancing energy economy and driving smoothness, and achieving personalized energy management optimization.

[0008] In one optional implementation, detecting whether the target vehicle has engaged in effective charging includes: obtaining the historical mileage of the target vehicle from the last effective charging behavior to the current charging time; comparing the historical mileage with a preset mileage threshold; and determining that the target vehicle has engaged in effective charging if the historical mileage is greater than or equal to the preset mileage threshold.

[0009] The vehicle energy management method provided in this application obtains the historical mileage of the target vehicle from the last effective charging behavior to the current charging time. It compares the historical mileage with a preset mileage threshold to exclude atypical scenarios such as "charging after only driving a short distance," ensuring that effective charging behavior reflects the user's energy replenishment needs after regular vehicle use. This provides a reliable cycle boundary for subsequent accurate calculation of fuel and electricity consumption. Once the mileage threshold is reached, the effective charging behavior is determined. Through dual threshold verification of "duration + mileage," the user's regular charging behavior is accurately identified, providing a reliable prerequisite for subsequently extracting energy consumption data within that cycle, calculating the fuel coefficient, and adjusting the target state of charge, ensuring the accuracy and effectiveness of the entire energy management strategy.

[0010] In one optional implementation, obtaining the historical mileage of the target vehicle from the last valid charging action to the current charging time includes: Obtain the current charging time corresponding to the target vehicle; The current charging time is compared with a preset charging time threshold. If the current charging duration is greater than or equal to the preset charging duration threshold, then the historical mileage between the last valid charging action of the target vehicle and the current charging time is obtained.

[0011] The vehicle energy management method provided in this application obtains the current charging duration, providing a core time basis for subsequent judgment on whether charging behavior is "effective," ensuring that only charging behaviors with practical significance are analyzed, excluding valueless scenarios such as instantaneous charging. By comparing the current charging duration with a preset charging duration threshold, short-term charging behaviors such as accidental plugging into charging piles and temporary charging are accurately filtered out, avoiding interference from invalid data and ensuring the targeted nature of subsequent energy consumption calculations and strategy adjustments. After reaching the time threshold, historical mileage is obtained to ensure that subsequent judgments are based on the user's actual charging behavior after vehicle use, avoiding frequent charging after short-distance driving being mistakenly judged as effective scenarios.

[0012] In one optional implementation, the target state of charge (SBC) of the target battery in the target vehicle is calculated based on historical fuel consumption and historical electricity consumption, including: calculating the current fuel coefficient of the target vehicle at the current moment based on historical fuel consumption and historical electricity consumption; the current fuel coefficient is used to characterize the dependence of the target vehicle on fuel and electricity within the current time period; the current time period is the time period between the current effective charging behavior and the next effective charging behavior; and calculating the target SBC of the target battery in the target vehicle based on the current fuel coefficient.

[0013] The vehicle energy management method provided in this application calculates the current fuel coefficient based on historical fuel consumption and historical electricity consumption, and can accurately identify charging behaviors in all scenarios, including frequent, occasional, and almost no charging (solving the limitation of traditional technologies that only identify a single charging mode). It calculates the target state of charge (SOC) based on the current fuel coefficient, achieving stepless adjustment of the target SOC. When charging is convenient, the target SOC is lowered to extend the pure electric range and reduce vehicle operating costs; when charging is inconvenient, the target SOC is raised to optimize NVH performance, adapting to different user needs. This ensures that the target SOC both aligns with user habits and matches the actual battery condition, improving the safety and rationality of energy management.

[0014] In one optional implementation, the current fuel coefficient of the target vehicle at the current moment is calculated based on historical fuel consumption and historical electricity consumption, including: obtaining the historical fuel coefficient between the current effective charging behavior and the previous effective charging behavior of the target vehicle; the historical fuel coefficient is calculated after the previous effective charging behavior occurs and is used to characterize the degree of dependence of the target vehicle on fuel and electricity during the time period between the current effective charging behavior and the previous effective charging behavior; and the current fuel coefficient of the target vehicle at the current moment is calculated based on the relationship between the historical fuel coefficient, historical fuel consumption, and historical electricity consumption.

[0015] The vehicle energy management method provided in this application obtains the historical fuel coefficient between the current effective charging behavior and the previous effective charging behavior of the target vehicle. This avoids relying solely on single-cycle energy consumption data for the current fuel coefficient, reducing misjudgments caused by occasional energy consumption fluctuations. The current fuel coefficient is calculated based on historical fuel coefficient, historical fuel consumption, and historical electricity consumption. This accurately identifies all scenarios of charging behavior, including frequent, occasional, and almost no charging (solving the limitation of traditional technologies that only identify a single charging mode), and allows the current fuel coefficient to transition linearly with changes in charging behavior, avoiding sudden changes in the target's state of charge. Simultaneously, it equates electricity consumption to fuel consumption for a unified calculation dimension, ensuring the rationality of energy consumption comparisons and making the quantification of charging behavior more accurate.

[0016] In one optional implementation, the target state of charge (SOC) of the target battery in the target vehicle is calculated based on the current fuel coefficient, including: obtaining the baseline SOC of the target battery; obtaining the SOC adjustment table of the target vehicle; determining the fuel coefficient range corresponding to the current fuel coefficient in the SOC adjustment table; calculating the SOC adjustment amount corresponding to the current fuel coefficient of the target vehicle by linear interpolation based on the fuel coefficient range corresponding to the current fuel coefficient; and calculating the target SOC of the target battery based on the baseline SOC and the SOC adjustment amount.

[0017] The vehicle energy management method provided in this application obtains the basic state of charge (SOC) of the target battery, providing an initial benchmark for subsequent adjustments to meet the core requirements of the adaptation mode. This avoids adjustments without a basis, ensuring that the target SOC always aligns with the original design intent and guaranteeing the fundamental rationality of energy management. The method obtains the SOC adjustment table corresponding to the target vehicle. The built-in SOC adjustment table provides a unified and stable benchmark for mapping fuel coefficients to SOC adjustment amounts, clearly defining the adjustment boundaries for different fuel coefficient ranges. This avoids arbitrariness in adjustment logic; the table can be flexibly calibrated according to different vehicle models and battery parameters, possessing strong reusability and adaptability, significantly reducing the development and calibration costs of energy management strategies for different vehicle models. The method determines the fuel coefficient range corresponding to the current fuel coefficient in the SOC adjustment table. Through range matching, the adjustment range of the current fuel coefficient is quickly located, clarifying the upper and lower limits of the adjustment amount corresponding to this coefficient, defining a reasonable range for subsequent linear interpolation calculations; this avoids abnormal adjustment amounts caused by the fuel coefficient exceeding the preset range, ensuring the safety and controllability of the adjustment logic. Based on the fuel coefficient range corresponding to the current fuel coefficient, the state of charge (SOC) adjustment amount corresponding to the target vehicle is calculated through linear interpolation. This abandons the traditional "range-fixed value" matching method, using linear interpolation to ensure that any fuel coefficient within the range corresponds to a unique and continuous adjustment amount, achieving stepless dynamic adjustment of the adjustment amount and accurately matching the gradual characteristics of user charging behavior. Small changes in the fuel coefficient only correspond to proportional small changes in the adjustment amount (e.g., from a coefficient of 0.1 to 0.12, the adjustment amount changes from -8% to -7.6%). Even if the coefficient changes across ranges, because the adjustment amount at the critical point of the range is continuous, there will be no jumps, fundamentally eliminating problems such as SOC target point fluctuations and frequent engine start-stop caused by sudden changes in the adjustment amount, ensuring the smoothness of the energy management strategy and the stability of the driving experience. The target SOC is calculated based on the baseline SOC and the SOC adjustment amount. Through the combined calculation of "basic benchmark + behavioral adjustment," the core characteristics of the energy mode are preserved while adapting to user charging habits. When charging is convenient, the target state of charge (SOC) is lowered to extend the pure electric range; when charging is inconvenient, the target SOC is raised to optimize NVH performance. Using a base SOCBase as a benchmark and a dynamic correction term SOCOffset, combined with a comprehensive judgment of energy and fuel consumption within a cycle, the target SOCTr is adjusted. This design deeply integrates the vehicle's inherent energy mode characteristics with the user's actual charging / driving habits. Its core benefits are reflected in four dimensions: adaptability, accuracy, smoothness, and economy, completely solving the problem of the disconnect between traditional fixed SOC target points and actual user scenarios. The energy and fuel consumption within a cycle (between two effective charges) is a direct quantitative result of the user's actual energy usage preferences.Based on this, the adjustment amount is calculated so that the fluctuation of the target state of charge is entirely based on the user's actual charging / vehicle usage behavior, rather than the vehicle's preset fixed value. This realizes the transformation from "vehicle-determined strategy" to "user habit-determined strategy", making the energy management strategy truly personalized to different users.

[0018] In one optional implementation, the target state of charge (SBC) of the target battery is calculated based on the baseline SBC and the SBC adjustment amount, including: determining whether the SBC adjustment amount is greater than or equal to 0; if the SBC adjustment amount is greater than or equal to 0, the baseline SBC and the SBC adjustment amount are added together to obtain the target SBC of the target battery.

[0019] The vehicle energy management method provided in this application determines whether the state of charge (SOC) adjustment amount is greater than or equal to 0. Through simple numerical comparison, it clarifies two scenarios: "increasing the target SOC" (SOC adjustment amount ≥ 0) and "decreasing the target SOC" (SOC adjustment amount < 0). If the battery is not fully charged for a long time, resulting in insufficient SOC accuracy, excessive downward adjustment can easily lead to insufficient power and battery damage. This judgment step, through scenario diversion, allows the system to only initiate the subsequent insufficient charging correction process for the risky "decreasing scenario," while directly calculating for the risk-free "increasing scenario." This ensures battery safety and simplifies the calculation logic for risk-free scenarios, providing a basis for subsequent differentiated calculations. It avoids using a uniform logic for different adjustment directions, especially specifically avoiding the low SOC risk caused by insufficient battery accuracy in the decreasing scenario, ensuring the safety of energy management. If the SOC adjustment amount is greater than or equal to 0, the target SOC is obtained by adding the base SOC to the SOC adjustment amount. A state of charge (SOC) adjustment amount ≥ 0 corresponds to users facing charging difficulties (higher fuel consumption). In this case, direct calculation can quickly improve the target SOC, allowing the engine to start earlier and maintain a high SOC, avoiding NVH issues (such as vibration and power lag) caused by prolonged low SOC operation of the battery. No additional correction steps are required, balancing adjustment efficiency and scenario adaptability, accurately meeting the core needs of users with charging difficulties. For scenarios with an adjustment amount ≥ 0, there is no need to introduce additional parameters such as the number of times the battery has not been fully charged or correction coefficients. The calculation process directly enters the "base value + adjustment amount" stage, reducing parameter calls and calculation steps in the vehicle control unit (VCU), lowering the system's computational load, improving the execution efficiency of the energy management strategy, and ensuring that the target SOC can quickly respond to user needs.

[0020] In one optional implementation, the calculation of the target state of charge (SBC) of the target battery based on the baseline SBC and the SBC adjustment amount further includes: if the SBC adjustment amount is less than 0, obtaining the number of times the battery has not been fully charged; determining a correction coefficient for the target battery based on the number of times the battery has not been fully charged; correcting the SBC based on the correction coefficient to obtain a SBC correction amount; and adding the SBC correction amount to the baseline SBC to obtain the target SBC of the target battery.

[0021] The vehicle energy management method provided in this application obtains the number of times the battery has not been fully charged if the state of charge (SOC) adjustment is less than 0. The number of times the battery has not been fully charged directly reflects the effectiveness of the SOC calibration. A higher number of times indicates that the battery has not undergone full-charge capacity calibration for a long period, resulting in poorer SOC calculation accuracy. Excessive downward adjustment of the target SOC can easily lead to insufficient power and battery over-discharge damage. This step transforms the abstract concept of "battery accuracy" into a quantifiable "number of times the battery has not been fully charged," providing precise data support for subsequent differentiated corrections and avoiding blindly lowering the target SOC point, thus establishing the first line of defense for battery safety from the source. It can accurately determine whether the battery has not undergone full-charge calibration for a long period (the more times, the worse the SOC accuracy), providing a risk basis for subsequent corrections and avoiding blindly lowering the target SOC while ignoring the battery status. A correction coefficient is determined based on the number of times the battery has not been fully charged, transforming the abstract battery accuracy status into a quantifiable coefficient of 0 to 1, achieving differentiated adaptation where "the worse the accuracy, the stronger the correction," providing a core basis for scientifically correcting the adjustment amount. This approach achieves differentiated adjustments tailored to each vehicle, avoiding a one-size-fits-all approach. It maximizes pure electric range when battery accuracy is reliable, while limiting the SOC reduction when battery accuracy is insufficient, balancing user needs and battery safety. The adjustment amount is based on a correction coefficient to obtain the state of charge (SOC) correction. This prevents the battery from being excessively reduced to a low SOC range due to insufficient accuracy, thus mitigating risks such as insufficient power and battery damage, balancing pure electric range requirements and battery safety. It eliminates issues like insufficient power and battery damage caused by low SOC due to insufficient battery accuracy, while ensuring the reduction range always matches the battery state, guaranteeing the target SOC is within a "safe reduction range," achieving an optimal balance between "extending pure electric range" and "ensuring battery safety." The SOC correction amount is added to the base SOC to obtain the target SOC, retaining the core need of "meeting the needs of frequently charging users to extend pure electric range" (with the possibility of moderate reduction), while avoiding the risks of insufficient battery accuracy through correction. This achieves precise matching between user preferences and the actual battery state, making energy management both personalized and safe. The final target state of charge (SOC) is the result of integrating "basic mode characteristics + user habits + battery safety": the basic SOC anchors the core logic of the energy mode, the correction amount matches user charging habits and battery precision status, and the combination of these three ensures that the target SOC both aligns with the "pure electric-first" requirement of the pure electric priority mode and avoids safety risks. Compared to a direct reduction without correction, this target SOC, as a control threshold for engine start-stop, achieves the dual effects of "delaying engine start and maximizing pure electric range" and "avoiding low SOC power fluctuations," improving the driving economy for users with convenient charging and ensuring the smoothness and stability of the driving experience.

[0022] In one optional implementation, obtaining the number of times the target battery is not fully charged includes: after the effective charging behavior ends, detecting the state of charge of the target battery after charging; if the state of charge after charging is not 100%, incrementing the number of times the target battery is not fully charged by 1 and storing the number of times the battery is not fully charged; if there is a time when the state of charge after charging reaches 100%, resetting the number of times the battery is not fully charged to zero.

[0023] The vehicle energy management method provided in this application detects the state of charge (SOC) after effective charging ends, accurately obtaining the actual charging endpoint state of the battery. This provides an accurate basis for subsequent statistics on the number of times the battery has not been fully charged, avoiding interference from ineffective charging scenarios and ensuring the targeted nature of battery status judgment. If the SOC after charging is less than 100%, the number of times the battery has not been fully charged is incremented by 1 and stored, intuitively reflecting the state of the battery that has not passed full-charge calibration for a long time (the more times, the worse the SOC accuracy). This provides a quantitative basis for subsequent correction of the target SOC adjustment range, avoiding blindly lowering the SOC while ignoring battery accuracy. There is a possibility that the SOC reaches 100% after a single charge, and the number of times the battery has not been fully charged is reset to zero. Normal downward adjustment of the target SOC is allowed, ensuring battery safety without affecting charging convenience and users' needs for extending pure electric range.

[0024] In a second aspect, the present invention provides a vehicle energy management device, the device comprising: The detection module is used to detect whether the target vehicle has engaged in effective charging behavior; The acquisition module is used to acquire the historical fuel consumption and historical electricity consumption of the target vehicle between the current effective charging behavior and the previous effective charging behavior if the target vehicle has an effective charging behavior. The calculation module is used to calculate the target state of charge of the target battery in the target vehicle based on historical fuel consumption and historical electricity consumption. The control module is used to obtain the current state of charge of the target vehicle, compare the current state of charge with the target state of charge, and control the engine of the target vehicle based on the comparison result to achieve vehicle energy management.

[0025] Thirdly, the present invention provides a target vehicle, comprising: a vehicle body and an electronic device; the electronic device comprising: a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the computer instructions to perform the vehicle energy management method of the first aspect or any corresponding embodiment described above.

[0026] Fourthly, the present invention provides a computer-readable storage medium storing computer instructions for causing a computer to perform the vehicle energy management method of the first aspect or any corresponding embodiment thereof.

[0027] Fifthly, the present invention provides a computer program product, including computer instructions for causing a computer to execute the vehicle energy management method of the first aspect or any corresponding embodiment thereof. Attached Figure Description

[0028] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0029] Figure 1 This is a schematic diagram of a first process of a vehicle energy management method according to an embodiment of the present invention; Figure 2 This is a schematic diagram of a second process of a vehicle energy management method according to an embodiment of the present invention; Figure 3 This is a structural block diagram of a vehicle energy management device according to an embodiment of the present invention; Figure 4 This is a schematic diagram of the hardware structure of an electronic device according to an embodiment of the present invention. Detailed Implementation

[0030] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0031] It is understood that before using the technical solutions disclosed in the various embodiments of the present invention, users should be informed of the types, scope of use, and usage scenarios of the personal information involved in the present invention and their authorization should be obtained in accordance with relevant laws and regulations through appropriate means.

[0032] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "multiple" means two or more, unless otherwise explicitly specified.

[0033] According to an embodiment of the present invention, a vehicle energy management method embodiment is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0034] This embodiment provides a vehicle energy management method that can be used in electronic devices within a target vehicle. Figure 1 This is a flowchart of a vehicle energy management method according to an embodiment of the present invention, such as... Figure 1 As shown, the process includes the following steps: Step S101: Detect whether the target vehicle has engaged in effective charging behavior.

[0035] Specifically, electronic devices can detect whether a target vehicle has engaged in effective charging behavior based on its historical mileage.

[0036] This step will be explained in detail below.

[0037] Step S102: If the target vehicle engages in effective charging, obtain the historical fuel consumption and historical electricity consumption between the current effective charging behavior and the previous effective charging behavior.

[0038] Specifically, from the last effective charge to the current effective charge, the electronic device can collect and accumulate three types of basic data in real time, including the following: Mileage S: Calculated and accumulated in real time based on vehicle speed, using the following formula: ;in: Δt is the real-time speed of the target vehicle (km / h), Δt is the sampling period of the electronic device (which can be fixed at 0.1s), 3.6 is the unit conversion factor between km / h and m / s, and S is in meters (m).

[0039] Cumulative power consumption BattCns: Calculated and accumulated in real time based on battery voltage and current, using the following formula: Where: U is the real-time battery voltage (V), I is the real-time battery current (A), 3600 is the unit conversion factor to Wh, and BattCns is in Wh (watt-hour).

[0040] Cumulative fuel consumption FuCns: Calculated and accumulated in real time based on engine fuel injection quantity, using the following formula: ;in: FuCns represents the real-time fuel injection quantity of the engine (mL / 100ms), and Δt represents the sampling period of the electronic device (0.1s=100ms). Therefore, the cumulative fuel consumption can be obtained by directly adding the product of the fuel injection quantity and the sampling period. The unit of FuCns is mL (milliliters).

[0041] Once a valid charging action is confirmed, the electronic device can calculate historical power consumption by the ratio of cumulative power consumption to driving mileage: For example, if the current effective charging behavior corresponding to the target vehicle is different from the previous effective charging behavior (T... n-1 If the cumulative power consumption during the period is 18000Wh and the driving distance is 90000m (90km), then the historical power consumption Ecn n-1 =18000÷90000=0.2Wh / m.

[0042] Similarly, electronic devices can calculate historical fuel consumption by the ratio of cumulative fuel consumption to mileage traveled. For example, if the current effective charging behavior corresponding to the target vehicle is different from the previous effective charging behavior (T... n-1 If the cumulative fuel consumption during the period is 4500mL and the mileage is 90000m, then the historical fuel consumption Fcn is... n-1 =4500÷90000=0.05mL / m (i.e., 5L / 100km, consistent with conventional fuel consumption units).

[0043] Step S103: Calculate the target state of charge corresponding to the target battery in the target vehicle based on historical fuel consumption and historical electricity consumption.

[0044] Specifically, the electronic device can calculate the current fuel coefficient for the target vehicle based on historical fuel consumption and historical electricity consumption. Then, based on the current fuel coefficient for the target vehicle, it can calculate the target state of charge for the target battery in the target vehicle.

[0045] This step will be explained in detail below.

[0046] Step S104: Obtain the current state of charge of the target vehicle, compare the current state of charge with the target state of charge, and control the engine of the target vehicle according to the comparison result to realize vehicle energy management.

[0047] Specifically, the electronic device can monitor the current state of charge (SOC) of the target battery in the target vehicle in real time. Then, it compares the current SOC of the target battery with the target SOC. When the current SOC is less than or equal to the target SOC, the electronic device triggers the engine to start. At this time, the engine's main function is to generate electricity to supplement energy (prioritizing battery charging), while also assisting in driving according to the vehicle's power needs.

[0048] Optionally, the electronic devices can charge the target battery first until the target battery's SOC rises to the target state of charge +Δ (Δ is the offset of SOC, which needs to be calibrated according to the vehicle model, for example, 2%~5%). If the vehicle is under high load at startup (such as climbing a hill or rapid acceleration), the engine can simultaneously undertake the tasks of driving and charging to ensure power output and avoid insufficient power due to charging priority.

[0049] When the current state of charge (SOC) of the target battery, as monitored in real time, is greater than or equal to the target SOC plus Δ, the engine is triggered to shut down, and the vehicle switches to pure electric drive mode. After the engine shuts down, the target battery supplies power to the drive motor alone, and the vehicle travels on pure electric power until the current SOC of the target battery drops back to the target SOC. If a sudden high load occurs during pure electric driving (such as overtaking or steep inclines), even if the current SOC has not dropped to the target SOC, the electronic equipment can temporarily activate the engine to assist drive, preventing battery overcurrent discharge and protecting battery life.

[0050] The vehicle energy management method provided in this embodiment detects whether the target vehicle has engaged in effective charging behavior, accurately identifies the user's regular charging behavior, and excludes invalid scenarios such as short-term charging or charging after short-distance driving. This filters out invalid scenarios and ensures data validity. It avoids invalid data interfering with subsequent energy consumption calculations and strategy adjustments, providing a reliable data foundation for energy management. It ensures that the historical fuel consumption and electricity consumption data used to calculate the target's state of charge are quantitative results of the user's actual driving habits, providing reliable and interference-free core data support for energy management strategies and guaranteeing the accuracy of energy management from the source. If the target vehicle engages in effective charging behavior, it obtains the historical fuel consumption and historical electricity consumption between the current effective charging behavior and the previous effective charging behavior. This objectively reflects the user's dependence on fuel and electricity within that period. It provides core quantitative basis for subsequent judgment of charging behavior categories, ensuring the accuracy of user habit judgment. Traditional target state of charge (PSC) setting relies solely on the vehicle's preset energy management mode, failing to effectively filter charging behavior. Including ineffective charging behaviors such as accidental plugging into charging stations, one-minute temporary charging, or charging after driving 1 kilometer in data calculations can lead to historical fuel and electricity consumption data failing to reflect the user's true energy usage preferences (e.g., short-distance charging can inflate electricity consumption data, misjudging the user as "frequently charging"), thus causing a disconnect between PSC prediction and actual user needs. Furthermore, effective charging behavior divides the vehicle's entire usage cycle into several complete time periods: "last effective charge - current effective charge," each period representing an independent and quantifiable user vehicle / charging unit. This periodic definition provides a basis for dynamic iteration in PSC prediction. The PSC is re-predicted after each effective charging event. Compared to the "fixed" target state of charge (SBC) in traditional technologies, this design allows the target SBC to dynamically adjust according to changes in user charging behavior (e.g., if a user changes from commuting to long-distance travel, and their charging behavior changes from "frequent charging" to "almost no charging," the target SBC will increase accordingly). This achieves real-time matching between the target SBC and the user's driving habits, ensuring that the prediction results always align with the user's latest needs. Based on historical fuel consumption and historical energy consumption, the target SBC corresponding to the target battery in the target vehicle is calculated, ensuring the accuracy of the calculated target SBC. Next, the current SBC of the target vehicle is obtained and compared with the target SBC. Based on the comparison result, the engine of the target vehicle is controlled to achieve vehicle energy management. Ultimately, vehicle energy management needs to be implemented through engine start-stop control, which can only be precisely controlled through quantifiable and real-time monitorable battery parameters.The target state of charge (SOC), as a specific control threshold for the battery's SOC, is a parameter that the Battery Management System (BMS) can monitor and accurately compare in real time. Simply comparing the battery's real-time SOC with the target SOC directly triggers the engine's start / stop command (engine starts when SOC is below the target value, and stops when SOC is above the target value plus an offset). Compared to other abstract energy management indicators (such as "energy usage preference" and "charging frequency"), the target SOC is the only core parameter that can be directly converted into vehicle hardware control commands. This simplifies the execution logic of energy management from "complex multi-indicator judgments" to "comparative control of a single threshold," significantly improving the execution efficiency and implementability of energy management strategies, ensuring that the strategies can quickly and accurately affect the vehicle's actual driving. Specifically, when charging is convenient, a low target SOC delays engine start, maximizing pure electric driving range and reducing operating costs; when charging is inconvenient, a high target SOC allows the engine to start earlier, preventing the battery from operating at a low SOC for extended periods and improving NVH performance (reducing vibration and power lag). The engine can be started and stopped on demand, balancing energy economy and driving smoothness, and achieving personalized energy management optimization.

[0051] This embodiment provides a vehicle energy management method that can be used in electronic devices within a target vehicle. Figure 2 This is a flowchart of a vehicle energy management method according to an embodiment of the present invention, such as... Figure 2 As shown, the process includes the following steps: Step S201: Detect whether the target vehicle has engaged in effective charging behavior.

[0052] Specifically, step S201 above may include the following steps: Step S2011: Obtain the current charging time corresponding to the target vehicle.

[0053] Specifically, the electronic device can monitor the target battery's charging status in real time based on the vehicle's battery management system (BMS) (e.g., after connecting to a charging station, the charging voltage / current reaches a preset start threshold). When it detects that the charging status has switched from not charging to charging, the electronic device immediately starts timing (with timing accuracy on the order of seconds). If charging ends normally (e.g., the user actively disconnects the charging station, or the battery automatically stops when fully charged), the timing stops at the moment the charging status switches to not charging.

[0054] If an interruption occurs during charging (such as a charging station malfunction or temporary power outage), and the interruption time exceeds the preset fault tolerance threshold (such as 30 seconds), the charging is considered terminated and the timing stops at the moment of interruption. If the interruption time does not exceed the fault tolerance threshold, the timing will continue to accumulate after charging resumes (to avoid misjudgment of short interruptions).

[0055] Step S2012: Compare the current charging time with the preset charging time threshold.

[0056] The preset charging time threshold can be set in conjunction with the charging efficiency differences of different charging modes to avoid misjudgments caused by different charging speeds (e.g., DC charging is faster, so the threshold can be set shorter; AC charging is slower, so the threshold needs to be set longer). For example, Table 1 shows the time judgment threshold table.

[0057] Table 1. Thresholds for Duration Judgment

[0058] Optionally, the preset charging time threshold can be further calibrated based on the vehicle's battery capacity and charging power (for example, the threshold can be appropriately increased for large-capacity batteries).

[0059] Electronic devices can obtain the current charging time t in real time. Chrg The preset charging time threshold t corresponding to the current charging mode Thrsh The numerical comparison is performed, and the judgment logic is: if t Chrg ≥t Thrsh If the charging time condition is met, proceed to the next step S2013; if t Chrg <t Thrsh If the charging duration condition is not met, the current charging activity will be deemed invalid, the process will be terminated, and no subsequent energy management strategy adjustments will be triggered.

[0060] Step S2013: If the current charging time is greater than or equal to the preset charging time threshold, then obtain the historical driving mileage between the last valid charging behavior of the target vehicle and the current charging time.

[0061] Specifically, after a successful charge, the electronic devices will reset the previous accumulated mileage. From the next time the vehicle is powered on and driven, the vehicle speed V will be collected in real time by the vehicle speed sensor. veh (km / h), according to the formula (Δt is the sampling period of 0.1s) The mileage is calculated by accumulation. After the vehicle is powered off, the electronic equipment will store the current accumulated mileage data, and continue to accumulate based on this value after power is restored, until the current charging starts.

[0062] Once step S2012 determines that the current charging time has reached the target, the electronic device can immediately extract the cumulative mileage from the completion of the last valid charging to the start of the current charging, and use it as the historical mileage for subsequent judgment.

[0063] If the target vehicle has not been driven since the last valid charge (historical mileage is 0), then steps S2014~S2015 are skipped directly, and this charge is determined to be an invalid charge (to avoid the user being mistakenly judged for charging repeatedly in a short period of time).

[0064] Step S2014: Compare the historical mileage with the preset mileage threshold.

[0065] The preset mileage threshold can be set by combining the target vehicle's pure electric range and the user's daily commuting radius. For example, if the target vehicle's pure electric range is 100km, the S... Thrsh The calibrated range is 5000m (5km) to ensure that the driving distance between two effective charges reflects the user's actual driving needs (avoiding fuel coefficient calculation deviations caused by charging after short-distance driving). The threshold can be flexibly adjusted according to different vehicle models and has no fixed value, but it must be greater than 0.

[0066] The electronic device can compare the historical mileage S obtained in step S2013 with the preset mileage threshold S Thrsh The numerical comparison is performed, and the judgment logic is: if S≥S Thrsh If the mileage requirement is met, proceed to step S2015; if S Thrsh If the mileage requirement is not met, this charging attempt is deemed invalid, and the process will be terminated.

[0067] Step S2015: If the historical mileage is greater than or equal to the preset mileage threshold, then it is determined that the target vehicle has engaged in effective charging behavior.

[0068] Specifically, when the historical mileage S ≥ S Thrsh When the time is right, the electronic device can officially output the result of determining that the current charging is a valid charging behavior, and record the completion time of the current valid charging (as the historical reference point for the next valid charging).

[0069] Once a valid charging action is confirmed, the electronic device can immediately trigger the following subsequent process: lock the historical fuel consumption (Fcn) of the previous time period. n-1 ), historical power consumption (Ecn) n-1 This data is used to calculate and update the fuel consumption coefficient. The accumulated mileage, electricity consumption, and fuel consumption from the previous time period are reset to prepare for data collection in the next time period (from the end of this effective charge to the beginning of the next effective charge).

[0070] If the charging time and mileage meet the standards during this charging process, but the charging is interrupted due to an abnormality (such as a power outage at the charging station), it will still be considered a valid charging behavior as long as the two threshold conditions were met before the interruption (the subsequent process will proceed normally); if the threshold conditions were not met before the interruption, it will be considered an invalid charging behavior.

[0071] Step S202: If the target vehicle engages in effective charging, obtain the historical fuel consumption and historical electricity consumption between the current effective charging behavior and the previous effective charging behavior.

[0072] ​Please refer to the above description of step S102 for details on this step, which will not be repeated here.

[0073] Step S203: Calculate the target state of charge corresponding to the target battery in the target vehicle based on historical fuel consumption and historical electricity consumption.

[0074] Specifically, step S203 above may include the following steps: Step S2031: Calculate the current fuel coefficient of the target vehicle at the current moment based on historical fuel consumption and historical electricity consumption.

[0075] The current fuel coefficient is used to characterize the target vehicle's dependence on fuel and electricity within the current time period; the current time period is the time period between the current effective charging behavior and the next effective charging behavior.

[0076] Specifically, step S2031 above may include the following steps: Step a1: Obtain the historical fuel coefficient between the current effective charging behavior and the previous effective charging behavior for the target vehicle.

[0077] Specifically, the historical fuel coefficient is calculated after the last effective charging behavior and is used to characterize the degree of dependence of the target vehicle on fuel and electricity during the time period between the current effective charging behavior and the last effective charging behavior.

[0078] It should be noted that electronic devices can use each successful charging event as the end of the previous time period and the start of the next. Therefore, after the last successful charging event, the electronic device can calculate the historical fuel coefficient (i.e., the previous time period T). n-1 At the end, the calculation is generated (the calculation process can be found in the current fuel coefficient calculation) and stored by the vehicle control unit (VCU) after power-off (the data will not be lost even if the vehicle is powered off).

[0079] When step S2031 is triggered, the electronic device can directly retrieve the historical fuel coefficient of the previous time period from the storage module. No recalculation is required, ensuring the timeliness and accuracy of the data.

[0080] If the target vehicle is being used for the first time or has not yet undergone any effective charging (in the initial time period T0), there is no actual historical fuel coefficient. In this case, the electronic device can use an initial preset value as the historical fuel coefficient. For example, it can be calibrated to 0.5 (which can be adjusted according to the vehicle model positioning or user group characteristics; for example, the preset value can be set to 0.3 for urban commuter vehicles, which is biased towards pure electric use scenarios).

[0081] Electronic devices extract historical fuel coefficients Next, it is necessary to verify whether the data is within a reasonable range of [0,1] (the physical meaning of the fuel coefficient determines its value range). If the data is abnormal (such as exceeding [0,1] due to storage failure), the initial preset value of 0.5 will be automatically used to replace it to avoid calculation errors.

[0082] Step a2: Based on the relationship between historical fuel coefficient, historical fuel consumption, and historical electricity consumption, calculate the current fuel coefficient of the target vehicle at the current moment.

[0083] Specifically, the electronic device can calculate the current fuel coefficient of the target vehicle at the current moment based on the following formula: ; in, The current fuel coefficient (target calculation result) ranges from [0,1]. A value close to 0 indicates frequent charging, while a value close to 1 indicates almost no charging. The historical fuel coefficient (result from the previous time period). r is a weighting coefficient used to balance the influence of the historical fuel coefficient (the higher the weight, the greater the impact of historical behavior on the current judgment). For example, r can be set to 0.8 (it can be adjusted according to the actual situation, such as 0.7~0.9). Historical fuel consumption (fuel consumption per unit mileage in the previous time period), the previous time period T n-1 Inside; Historical energy consumption is represented by k, which is the oil-to-electricity conversion coefficient. Energy consumption is equivalent to fuel consumption, and the unified energy consumption calculation dimension is calibrated based on vehicle parameters such as fuel calorific value and motor efficiency.

[0084] Step S2032: Based on the current fuel coefficient, calculate the target state of charge corresponding to the target battery in the target vehicle.

[0085] Specifically, step S2032 above may include the following steps: Step b1: Obtain the base state of charge corresponding to the target battery.

[0086] The base state of charge (SOC) is pre-calibrated by the vehicle control unit (VCU) based on the user's currently selected energy mode. Different energy modes correspond to different SOCs. Base This is to match the core requirements of this mode. An example is the pure electric priority mode: SOC Base With a lower SOC (e.g., 30%), the core objective is to maximize pure electric driving range, and the engine is only started when the battery SOC is close to the baseline value; fuel priority mode: SOC Base A higher SOC (e.g., 50%) setting aims to maintain a high battery SOC, avoiding NVH (noise, vibration, and harshness) issues caused by low SOC, and making engine starting easier; Hybrid mode: SOC BaseThe target is to maintain a balance between pure electric range and fuel consumption, taking into account both economy and smoothness.

[0087] Once the user selects an energy mode, the electronic device automatically retrieves the corresponding base state of charge (SOC) from the pre-stored parameter library. Base It will remain until the user switches modes or the vehicle is powered off.

[0088] In special scenarios (such as low-temperature environments or battery aging), electronic devices can fine-tune the SOC through preset compensation strategies. Base (e.g., pure electric priority mode SOC at low temperatures) Base (Increased by 5%), but still maintains its basic benchmark attributes and does not affect the subsequent adjustment logic based on the fuel coefficient.

[0089] Obtain SOC Base In the future, electronic devices will be able to detect the extracted SOC. Base It must meet a reasonable range (e.g., 10%~70%). If the data is abnormal due to system failure (e.g., exceeding the range), the electronic device can automatically activate the default energy mode (e.g., hybrid power) corresponding to SOCBase (40%) to ensure that subsequent calculations can proceed normally.

[0090] Step b2: Obtain the state of charge adjustment table corresponding to the target vehicle.

[0091] Specifically, electronic devices can use a built-in "State of Charge Adjustment Scale" in their storage space, as shown in the example table below: Table 2. State of Charge Regulation Quantity Table

[0092] Step b3: Determine the fuel coefficient range corresponding to the current fuel coefficient in the state of charge adjustment table.

[0093] Specifically, the electronic device can compare the current fuel coefficient with the endpoint value of the current fuel coefficient interval in the state of charge adjustment table to determine the fuel coefficient interval corresponding to the current fuel coefficient in the state of charge adjustment table.

[0094] Step b4: Based on the fuel coefficient range corresponding to the current fuel coefficient, calculate the state of charge adjustment amount corresponding to the target vehicle corresponding to the current fuel coefficient through linear interpolation.

[0095] Specifically, the current fuel coefficient is the core parameter characterizing the user's charging behavior (approaching 0 → frequent charging, approaching 1 → almost no charging). The state of charge adjustment is positively correlated with the fuel coefficient: the lower the current fuel coefficient, the more negative the adjustment (reducing the target state of charge); the higher the current fuel coefficient, the more positive the adjustment (increasing the target state of charge), thus achieving a precise mapping between charging behavior and adjustment.

[0096] Specifically, the electronic device can determine the state of charge adjustment amount corresponding to the endpoint value of the fuel coefficient range based on the fuel coefficient range corresponding to the current fuel coefficient in the state of charge adjustment amount table. Then, based on the state of charge adjustment amount corresponding to the endpoint value of the fuel coefficient range, a linear difference calculation is performed to determine the state of charge adjustment amount corresponding to the target vehicle for the current fuel coefficient.

[0097] For example, if the current fuel coefficient FuFacn is 0.1 (between 0 and 0.25), the state of charge adjustment is calculated by linear interpolation: If the current fuel coefficient FuFacn is 0.8 (between 0.75 and 1), the state of charge adjustment is calculated by interpolation: This enables stepless adjustment of the state of charge regulation, avoiding sudden changes in regulation caused by small variations in the fuel coefficient.

[0098] Step b5: Calculate the target state of charge (SPC) of the target battery based on the baseline SPC and the SPC adjustment amount.

[0099] Specifically, step b5 above may include the following steps: Step b51: Determine whether the state of charge adjustment is greater than or equal to 0.

[0100] Specifically, to differentiate between scenarios of increasing and decreasing the target state of charge (SOC), electronic devices can compare the SOC adjustment value with 0. When the SOC adjustment value is ≥ 0, the target battery SOC is increased, with no risk of low SOC, and no correction is needed. When the SOC adjustment value is < 0, the target battery SOC is decreased. If the target battery is not fully charged for a long time (insufficient SOC accuracy), it may lead to insufficient power, requiring correction based on the number of times the battery is not fully charged.

[0101] Step b52: If the state of charge adjustment is greater than or equal to 0, the basic state of charge and the state of charge adjustment are added together to obtain the target state of charge corresponding to the target battery.

[0102] Specifically, when the state of charge adjustment amount is ≥0, the user's charging behavior is biased towards charging inconvenience (higher fuel coefficient), and the target state of charge needs to be increased to optimize NVH performance. At this time, no correction is needed (increasing the SOC will not lead to the risk of low SOC). The base state of charge and the state of charge adjustment amount are directly added together to obtain the target state of charge corresponding to the target battery.

[0103] For example, when hour, ,in, This is the state of charge regulation quantity. For the target state of charge, It is the base charge state.

[0104] Optionally, the calculation results must meet the SOC (State of Charge) requirement. Tar ≤80% (preset safety limit to avoid long-term full-charge storage of the battery); if the total capacity exceeds the limit (e.g., SOC), the limit will be exceeded. Base =75%, SOC Offset =10%), then SOC Tar Use 80% to protect battery life.

[0105] Step b53: If the state of charge adjustment is less than 0, then obtain the number of times the target battery has not been fully charged.

[0106] Specifically, the number of times a battery is not fully charged refers to the cumulative number of times the battery's State of Charge (SOC) did not reach 100% at the end of each valid charging attempt after the last full charge. This is counted in real-time by the electronic device and stored after power-off, following these rules: After each valid charge, the battery SOC is checked: if SOC = 100%, the number of times the battery is not fully charged is reset to zero; if SOC < 100%, the number of times the battery is not fully charged is incremented by 1; the maximum number of times the battery is not fully charged is 5, and once this limit is reached, the count remains unchanged at 5.

[0107] If the state of charge adjustment is less than 0, the electronic device can obtain the number of times the target battery has not been fully charged from the storage space.

[0108] Specifically, obtaining the number of times the target battery has not been fully charged in step b53 above may include the following steps: Step b531: After the effective charging process is completed, detect the post-charge state of the target battery.

[0109] Specifically, after confirming that the charging is a valid charging behavior, and when the charging status changes from charging to not charging (such as when the user disconnects the charging pile or the charging stops automatically), the electronic device starts to detect the post-charging state of the target battery.

[0110] Optionally, after charging is terminated, the electronic device can delay for 1 to 2 seconds before detecting the SOC (to avoid misjudgment of SOC caused by battery voltage fluctuations when charging has just stopped), ensuring detection accuracy.

[0111] Specifically, electronic devices can calculate and output the state of charge (SOC) after charging in real time based on the battery management system (BMS), with a data acquisition accuracy of ±1% (to meet the accuracy requirements for subsequent full charge determination). The detected SOC needs to be temporarily stored (only for subsequent statistics on the number of times the battery was not fully charged) and does not need to be retained for a long time (the storage space can be released after the statistics are completed). If the detection fails (such as BMS communication failure), it is judged by default as not reaching 100% to avoid missing the scenario of not being fully charged.

[0112] Step b532: If the state of charge is not 100% after charging, increment the number of times the target battery is not fully charged by 1 and store the number of times the battery is not fully charged.

[0113] Specifically, if the detected state of charge (SOC) after charging is less than 100% (including all cases of 99% and below), it is determined to be not fully charged. No near-full charge threshold is set (such as considering above 95% as full charge), and only 100% is used as the sole full charge standard to ensure the effectiveness of SOC calibration (only full charge can complete battery capacity calibration).

[0114] Then, the electronic device can retrieve the current cumulative number of times the battery has not been fully charged (initially 0) from the storage module and increment it by 1. Once the cumulative number reaches the upper limit (e.g., 5 times), it will stop accumulating and maintain the upper limit unchanged (to avoid the correction coefficient becoming overly conservative due to too many counts).

[0115] Step b533: If the state of charge reaches 100% after one charge, the number of times the battery has not been fully charged is reset to zero.

[0116] Specifically, if the detected state of charge (SOC) after charging is 100% (accurate to a percentage, excluding approximations such as 99.9%), it is considered a full charge. Electronic devices only reset the charge level after a full charge following a valid charging action (invalid charging actions, even if fully charged, will not trigger a reset), ensuring that the number of charge counts is strongly linked to the valid charging cycle.

[0117] The electronic device immediately resets the number of times the battery has not been fully charged to 0 in the storage module. The data after being reset needs to be updated synchronously in the storage to overwrite the original accumulated count, ensuring that the latest value is used when calculating the correction factor later.

[0118] If the current effective charge is a segmented charge (such as a charge that is interrupted and then resumed, eventually reaching full charge), the reset will still be triggered as long as the SOC is 100% at the end of the charge. If the target vehicle has accumulated a number of times the battery has not been fully charged, and then it is fully charged for the first time, but this charge is invalid (such as the charging time is not up to standard), the reset will not be triggered. The reset will only be triggered when both the effective charge and full charge conditions are met.

[0119] Step b54: Determine the correction factor corresponding to the target battery based on the number of times the battery has not been fully charged.

[0120] Specifically, the number of times a battery is not fully charged directly reflects the effectiveness of the battery's State of Charge (SOC) calibration. The more times, the more likely the battery has not undergone full-charge capacity calibration over a long period, resulting in poorer SOC accuracy and requiring stronger correction (the smaller the correction coefficient, the greater the reduction in adjustment amount). When the number of times is 0, the battery's SOC accuracy is reliable and no reduction is needed (correction coefficient = 1, the adjustment amount is fully effective).

[0121] The electronic device has a built-in "Battery Incomplete Charge Correction Coefficient Table" in its storage space. The electronic device can directly match the correction coefficient corresponding to the target battery based on the number of times the battery has been incompletely charged. An example table is shown below: Table 3 Correspondence between Number of Battery Incomplete Charges and Correction Factors

[0122] The number of times the battery is not fully charged is linearly negatively correlated with the correction factor. For every additional 1 count, the correction factor decreases by 0.2. When the number of counts reaches 5 or more, the correction factor = 0, completely prohibiting the adjustment of the target state of charge (to avoid the risk of extremely low SOC). If the number of times the battery is not fully charged is abnormal due to storage failure (e.g., greater than 5), the correction factor is set to 0 by default based on 5 counts.

[0123] Step b55: Correct the state of charge adjustment amount based on the correction coefficient to obtain the state of charge correction amount.

[0124] Specifically, when the state of charge adjustment amount is less than 0 (the target state of charge needs to be reduced), the reduction magnitude is attenuated by multiplying the adjustment amount by a correction coefficient. The smaller the correction coefficient, the more the reduction magnitude is weakened, and the closer the final state of charge correction amount is to 0, thus avoiding excessive suppression of the target state of charge.

[0125] Calculation formula: ;in, This is the corrected state of charge adjustment (ultimately used to superimpose the downward adjustment value of the basic state of charge). The correction coefficient obtained in step b54; SOC Offset The initial state of charge adjustment amount obtained in step b2 is (<0).

[0126] Step b56: Add the state of charge correction amount and the basic state of charge to obtain the target state of charge corresponding to the target battery.

[0127] Specifically, by adding the base state of charge (SOC) to the corrected SOC adjustment, the optimal target SOC that balances user charging behavior (which needs to be adjusted down) and battery status (which needs to be corrected if the accuracy is insufficient) is obtained, ensuring that it meets the needs of pure electric use while avoiding the risk of low SOC.

[0128] The calculation formula is: .

[0129] Optionally, the target state of charge (SOC) should fall within a reasonable range (e.g., 10%~80%). If the calculated result is lower than 10% (e.g., base value = 15%, correction = -6% → 9%), then 10% should be taken as the final value (to avoid extremely low SOC). After calculation, the SOC... Tar It needs to be stored in the vehicle control unit (VCU) as the core control threshold for engine start-stop, and will be updated after the next effective charge (the new fuel coefficient corresponds to the new adjustment amount, and the target SOC is recalculated).

[0130] Step S204: Obtain the current state of charge of the target vehicle, compare the current state of charge with the target state of charge, and control the engine of the target vehicle according to the comparison result to realize vehicle energy management.

[0131] Please refer to the above description of step S104 for details on this step, which will not be repeated here.

[0132] The vehicle energy management method provided in this application obtains the current charging duration, providing a core time basis for subsequent judgments on whether charging behavior is "effective," ensuring that only meaningful charging behaviors are analyzed and excluding valueless scenarios such as instantaneous charging. By comparing the current charging duration with a preset charging duration threshold, short-term charging behaviors such as accidental plugging into charging piles or temporary charging are accurately filtered out, avoiding interference from invalid data and ensuring the targeted nature of subsequent energy consumption calculations and strategy adjustments. After reaching the specified duration, historical mileage is obtained, ensuring that subsequent judgments are based on the user's actual charging behavior after vehicle use, avoiding frequent charging after short-distance driving being misjudged as effective scenarios. By comparing historical mileage with a preset mileage threshold, atypical scenarios of "charging only after short-distance driving" are excluded, ensuring that effective charging behavior reflects the user's energy replenishment needs after regular vehicle use, providing reliable period boundaries for subsequent accurate calculations of fuel and electricity consumption. Once the mileage target is met, valid charging behavior is determined. Through dual threshold verification of "duration + mileage", the user's regular charging behavior is accurately identified, providing a reliable basis for subsequent extraction of energy consumption data within this cycle, calculation of fuel coefficient, and adjustment of target state of charge, ensuring the accuracy and effectiveness of the entire energy management strategy.

[0133] If the target vehicle engages in valid charging, the historical fuel consumption coefficient between the current valid charging action and the previous valid charging action is obtained. This avoids relying solely on single-cycle energy consumption data for the current fuel consumption coefficient, reducing misjudgments caused by occasional energy consumption fluctuations. The current fuel consumption coefficient is calculated based on historical fuel consumption coefficients, historical fuel consumption, and historical electricity consumption. This accurately identifies charging behaviors across all scenarios, including frequent, occasional, and almost no charging (overcoming the limitations of traditional technologies that only identify a single charging mode), and ensures a linear transition of the current fuel consumption coefficient with changes in charging behavior, avoiding sudden changes in the target vehicle's state of charge. Simultaneously, electricity consumption is treated as an equivalent fuel consumption for unified calculation, ensuring the reasonableness of energy consumption comparisons and making the quantification of charging behavior more accurate.

[0134] Obtain the basic state of charge (SOC) of the target battery to provide an initial benchmark for subsequent adjustments to meet the core requirements of the adaptation mode. This avoids adjustments without a basis and ensures that the target SOC always aligns with the original design intent, guaranteeing the fundamental rationality of energy management. Obtain the SOC adjustment table corresponding to the target vehicle. The built-in SOC adjustment table provides a unified and stable benchmark for mapping fuel coefficients to SOC adjustment amounts, clearly defining the adjustment boundaries for different fuel coefficient ranges. This avoids arbitrariness in adjustment logic; the table can be flexibly calibrated according to different vehicle models and battery parameters, possessing strong reusability and adaptability, significantly reducing the development and calibration costs of energy management strategies for different vehicle models. Determine the fuel coefficient range corresponding to the current fuel coefficient in the SOC adjustment table. Through range matching, quickly locate the adjustment range where the current fuel coefficient is located, clarifying the upper and lower limits of the adjustment amount corresponding to this coefficient, defining a reasonable range for subsequent linear interpolation calculations; this avoids abnormal adjustment amounts caused by the fuel coefficient exceeding the preset range, ensuring the safety and controllability of the adjustment logic. Based on the fuel coefficient range corresponding to the current fuel coefficient, the state of charge (SOC) adjustment amount corresponding to the target vehicle is calculated through linear interpolation. This abandons the traditional "range-fixed value" matching method, using linear interpolation to ensure that any fuel coefficient within the range corresponds to a unique and continuous adjustment amount, achieving stepless dynamic adjustment of the adjustment amount and accurately matching the gradual characteristics of user charging behavior. Small changes in the fuel coefficient only correspond to proportional small changes in the adjustment amount (e.g., from a coefficient of 0.1 to 0.12, the adjustment amount changes from -8% to -7.6%). Even if the coefficient changes across ranges, because the adjustment amount at the critical point of the range is continuous, there will be no jumps, fundamentally eliminating problems such as SOC target point fluctuations and frequent engine start-stop caused by sudden changes in the adjustment amount, ensuring the smoothness of the energy management strategy and the stability of the driving experience. The target SOC is calculated based on the baseline SOC and the SOC adjustment amount. Through the combined calculation of "basic benchmark + behavioral adjustment," the core characteristics of the energy mode are preserved while adapting to user charging habits. When charging is convenient, the target state of charge (SOC) is lowered to extend the pure electric range; when charging is inconvenient, the target SOC is raised to optimize NVH performance. Using a base SOCBase as a benchmark and a dynamic correction term SOCOffset, combined with a comprehensive judgment of energy and fuel consumption within a cycle, the target SOCTr is adjusted. This design deeply integrates the vehicle's inherent energy mode characteristics with the user's actual charging / driving habits. Its core benefits are reflected in four dimensions: adaptability, accuracy, smoothness, and economy, completely solving the problem of the disconnect between traditional fixed SOC target points and actual user scenarios. The energy and fuel consumption within a cycle (between two effective charges) is a direct quantitative result of the user's actual energy usage preferences.Based on this, the adjustment amount is calculated so that the fluctuation of the target state of charge is entirely based on the user's actual charging / vehicle usage behavior, rather than the vehicle's preset fixed value. This realizes the transformation from "vehicle-determined strategy" to "user habit-determined strategy", making the energy management strategy truly personalized to different users.

[0135] Specifically, it determines whether the state of charge (SOC) adjustment amount is greater than or equal to 0. Through simple numerical comparison, it clarifies two scenarios: "increasing the target SOC" (SOC adjustment amount ≥ 0) and "decreasing the target SOC" (SOC adjustment amount < 0). If the battery is not fully charged for a long time, resulting in insufficient SOC accuracy, excessive downward adjustment can easily lead to insufficient power and battery damage. This judgment step, through scenario-based routing, allows the system to initiate the subsequent insufficient charging correction process only for the risky "decreasing scenario," while directly calculating for the risk-free "increasing scenario." This ensures battery safety and simplifies the calculation logic for risk-free scenarios, providing a basis for subsequent differentiated calculations. It avoids using a uniform logic for different adjustment directions, especially specifically mitigating the low SOC risk caused by insufficient battery accuracy in the decreasing scenario, ensuring the safety of energy management. If the SOC adjustment amount is greater than or equal to 0, the target SOC is obtained by adding the base SOC to the SOC adjustment amount. A state of charge (SOC) adjustment amount ≥ 0 corresponds to users facing charging difficulties (higher fuel consumption). In this case, direct calculation can quickly improve the target SOC, allowing the engine to start earlier and maintain a high SOC, avoiding NVH issues (such as vibration and power lag) caused by prolonged low SOC operation of the battery. No additional correction steps are required, balancing adjustment efficiency and scenario adaptability, accurately meeting the core needs of users with charging difficulties. For scenarios with an adjustment amount ≥ 0, there is no need to introduce additional parameters such as the number of times the battery has not been fully charged or correction coefficients. The calculation process directly enters the "base value + adjustment amount" stage, reducing parameter calls and calculation steps in the vehicle control unit (VCU), lowering the system's computational load, improving the execution efficiency of the energy management strategy, and ensuring that the target SOC can quickly respond to user needs.

[0136] If the state of charge (SOC) adjustment is less than 0, the number of times the battery has not been fully charged is recorded. The number of times the battery has not been fully charged directly reflects the effectiveness of the SOC calibration. A higher number of times indicates that the battery has not undergone full-charge capacity calibration for a long period, resulting in poorer SOC calculation accuracy. Excessive downgrading of the target SOC can easily lead to insufficient power and battery over-discharge damage. This step transforms the abstract concept of "battery accuracy" into quantifiable "number of times the battery has not been fully charged," providing precise data support for subsequent differentiated corrections and avoiding blindly lowering the target SOC point, thus establishing the first line of defense for battery safety from the source. It can accurately determine whether the battery has not undergone full-charge calibration for a long period (the more times, the worse the SOC accuracy), providing a risk basis for subsequent corrections and avoiding blindly lowering the target SOC while ignoring the battery status. The correction coefficient is determined based on the number of times the battery has not been fully charged, transforming the abstract battery accuracy status into a quantifiable coefficient of 0-1, achieving differentiated adaptation where "the worse the accuracy, the stronger the correction," providing a core basis for scientifically adjusting the adjustment amount. This approach achieves differentiated adjustments tailored to each vehicle, avoiding a one-size-fits-all approach. It maximizes pure electric range when battery accuracy is reliable, while limiting the SOC reduction when battery accuracy is insufficient, balancing user needs and battery safety. The adjustment amount is based on a correction coefficient to obtain the state of charge (SOC) correction. This prevents the battery from being excessively reduced to a low SOC range due to insufficient accuracy, thus mitigating risks such as insufficient power and battery damage, balancing pure electric range requirements and battery safety. It eliminates issues like insufficient power and battery damage caused by low SOC due to insufficient battery accuracy, while ensuring the reduction range always matches the battery state, guaranteeing the target SOC is within a "safe reduction range," achieving an optimal balance between "extending pure electric range" and "ensuring battery safety." The SOC correction amount is added to the base SOC to obtain the target SOC, retaining the core need of "meeting the needs of frequently charging users to extend pure electric range" (with the possibility of moderate reduction), while avoiding the risks of insufficient battery accuracy through correction. This achieves precise matching between user preferences and the actual battery state, making energy management both personalized and safe. The final target state of charge (SOC) is the result of integrating "basic mode characteristics + user habits + battery safety": the basic SOC anchors the core logic of the energy mode, the correction amount matches user charging habits and battery precision status, and the combination of these three ensures that the target SOC both aligns with the "pure electric-first" requirement of the pure electric priority mode and avoids safety risks. Compared to a direct reduction without correction, this target SOC, as a control threshold for engine start-stop, achieves the dual effects of "delaying engine start and maximizing pure electric range" and "avoiding low SOC power fluctuations," improving the driving economy for users with convenient charging and ensuring the smoothness and stability of the driving experience.

[0137] Furthermore, after an effective charging cycle, the state of charge (SOC) is detected to accurately obtain the battery's actual charging endpoint state. This provides an accurate basis for subsequent statistics on the number of times the battery has not been fully charged, avoiding interference from ineffective charging scenarios and ensuring the targeted nature of battery status assessment. If the SOC after charging is less than 100%, the number of times the battery has not been fully charged is incremented by 1 and stored, directly reflecting the battery's state of not having passed full-charge calibration for a long period (the more times, the worse the SOC accuracy). This provides a quantitative basis for subsequent adjustments to the target SOC, avoiding blindly lowering the SOC while ignoring battery accuracy. There is also a possibility that the SOC reaches 100% after a single charge, resetting the number of times the battery has not been fully charged to zero. Allowing for normal adjustments to the target SOC ensures battery safety without affecting charging convenience and users' needs for extending pure electric range.

[0138] This embodiment also provides a vehicle energy management device for implementing the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0139] This embodiment provides a vehicle energy management device, such as... Figure 3 As shown, it includes: Detection module 301 is used to detect whether the target vehicle has engaged in effective charging behavior; The acquisition module 302 is used to acquire the historical fuel consumption and historical electricity consumption between the current effective charging behavior and the previous effective charging behavior of the target vehicle if the target vehicle has an effective charging behavior. The calculation module 303 is used to calculate the target state of charge of the target battery in the target vehicle based on historical fuel consumption and historical electricity consumption. The control module 304 is used to obtain the current state of charge of the target vehicle, compare the current state of charge with the target state of charge, and control the engine of the target vehicle according to the comparison result to realize vehicle energy management.

[0140] In some optional implementations, the detection module 301 is specifically used to obtain the current charging duration corresponding to the target vehicle; compare the current charging duration with a preset charging duration threshold; if the current charging duration is greater than or equal to the preset charging duration threshold, obtain the historical mileage of the target vehicle from the last effective charging behavior to the current charging time; compare the historical mileage with a preset mileage threshold; if the historical mileage is greater than or equal to the preset mileage threshold, determine that the target vehicle has engaged in effective charging behavior.

[0141] In some optional implementations, the calculation module 303 is specifically used to calculate the current fuel coefficient of the target vehicle at the current moment based on historical fuel consumption and historical electricity consumption; and to calculate the target state of charge of the target battery in the target vehicle based on the current fuel coefficient.

[0142] In some optional implementations, the calculation module 303 is specifically used to obtain the historical fuel coefficient between the current effective charging behavior and the previous effective charging behavior corresponding to the target vehicle; and to calculate the current fuel coefficient of the target vehicle at the current moment based on the relationship between the historical fuel coefficient, historical fuel consumption and historical electricity consumption.

[0143] In some optional implementations, the calculation module 303 is specifically used to determine the state of charge adjustment amount corresponding to the target vehicle based on the current fuel coefficient; and to calculate the target state of charge corresponding to the target battery based on the base state of charge and the state of charge adjustment amount.

[0144] In some optional implementations, the calculation module 303 is specifically used to determine whether the state of charge adjustment amount is greater than or equal to 0; if the state of charge adjustment amount is greater than or equal to 0, the basic state of charge and the state of charge adjustment amount are added together to obtain the target state of charge corresponding to the target battery.

[0145] In some optional implementations, the calculation module 303 is specifically used to: if the state of charge adjustment amount is less than 0, obtain the number of times the target battery is not fully charged; determine the correction coefficient corresponding to the target battery based on the number of times the battery is not fully charged; perform correction based on the state of charge adjustment amount corresponding to the correction coefficient to obtain the state of charge correction amount; and add the state of charge correction amount and the basic state of charge to obtain the target state of charge corresponding to the target battery.

[0146] In some optional implementations, the calculation module 303 is specifically used to detect the state of charge of the target battery after the effective charging behavior ends; if the state of charge after charging does not reach 100%, the number of times the battery is not fully charged is incremented by 1 and the number of times the battery is not fully charged is stored; if there is a time when the state of charge reaches 100% after charging, the number of times the battery is not fully charged is cleared to zero.

[0147] The vehicle energy management device provided in this embodiment of the invention can execute the vehicle energy management method provided in any embodiment of the invention, and has the corresponding functional modules and beneficial effects for executing the method. Further functional descriptions of the various modules and units described above are the same as in the corresponding embodiments described above, and will not be repeated here.

[0148] Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention.

[0149] The following is a detailed reference. Figure 4 The diagram illustrates a structural schematic suitable for implementing an electronic device according to embodiments of the present invention. The electronic device may include a processor (e.g., a central processing unit, graphics processor, etc.) 01, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 02 or a program loaded from a memory 08 into a random access memory (RAM) 03. The RAM 03 also stores various programs and data required for the operation of the electronic device. The processor 01, ROM 02, and RAM 03 are interconnected via a bus 04. An input / output (I / O) interface 05 is also connected to the bus 04.

[0150] Typically, the following devices can be connected to I / O interface 05: input devices 06 including, for example, touchscreens, touchpads, keyboards, mice, cameras, microphones, accelerometers, gyroscopes, etc.; output devices 07 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; memory devices 08 including, for example, magnetic tapes, hard disks, etc.; and communication devices 09. Communication device 09 allows electronic devices to communicate wirelessly or wiredly with other devices to exchange data. Although Figure 4 Electronic devices with various devices are shown, but it should be understood that it is not required to implement or have all of the devices shown, and more or fewer devices may be implemented or have instead.

[0151] In particular, according to embodiments of the present invention, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of the present invention include a computer program product comprising a computer program carried on a non-transitory computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication device 09, or installed from memory 08, or installed from ROM 02. When the computer program is executed by processor 01, it performs the functions defined in the vehicle energy management method of the embodiments of the present invention.

[0152] Figure 4 The electronic device shown is merely an example and should not be construed as limiting the functionality and scope of use of the embodiments of the present invention.

[0153] This invention also provides a computer-readable storage medium. The methods described above according to embodiments of the invention can be implemented in hardware or firmware, or implemented as computer code that can be recorded on a storage medium, or implemented as computer code downloaded via a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and then stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code. When the software or computer code is accessed and executed by the computer, processor, or hardware, the vehicle energy management method shown in the above embodiments is implemented.

[0154] A portion of this invention can be applied as a computer program product, such as computer program instructions, which, when executed by a computer, can invoke or provide the methods and / or technical solutions according to the invention through the operation of the computer. Those skilled in the art will understand that the forms in which computer program instructions exist in a computer-readable medium include, but are not limited to, source files, executable files, installation package files, etc. Correspondingly, the ways in which computer program instructions are executed by a computer include, but are not limited to: the computer directly executing the instructions, or the computer compiling the instructions and then executing the corresponding compiled program, or the computer reading and executing the instructions, or the computer reading and installing the instructions and then executing the corresponding installed program. Here, the computer-readable medium can be any available computer-readable storage medium or communication medium accessible to a computer.

[0155] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A vehicle energy management method, characterized in that, The method includes: Detect whether the target vehicle is engaging in effective charging behavior; If the target vehicle engages in the effective charging behavior, then obtain the historical fuel consumption and historical electricity consumption between the current effective charging behavior and the previous effective charging behavior of the target vehicle. Based on the historical fuel consumption and the historical electricity consumption, calculate the target state of charge corresponding to the target battery in the target vehicle; The current state of charge of the target vehicle is obtained, and the current state of charge is compared with the target state of charge. Based on the comparison result, the engine of the target vehicle is controlled to achieve vehicle energy management.

2. The method according to claim 1, characterized in that, The detection of whether the target vehicle is engaging in effective charging behavior includes: Obtain the historical mileage of the target vehicle from the last valid charging action to the current charging time; The historical mileage is compared with a preset mileage threshold. If the historical mileage is greater than or equal to the preset mileage threshold, then the target vehicle is determined to have engaged in the effective charging behavior.

3. The method according to claim 2, characterized in that, The step of obtaining the historical mileage of the target vehicle from the last valid charging behavior to the current charging time includes: Obtain the current charging time corresponding to the target vehicle; The current charging time is compared with a preset charging time threshold. If the current charging duration is greater than or equal to the preset charging duration threshold, then the historical mileage between the last valid charging action of the target vehicle and the current charging time is obtained.

4. The method according to claim 1, characterized in that, The step of calculating the target state of charge (SPO) of the target battery in the target vehicle based on the historical fuel consumption and the historical electricity consumption includes: Based on the historical fuel consumption and the historical electricity consumption, the current fuel coefficient of the target vehicle at the current moment is calculated; the current fuel coefficient is used to characterize the degree of dependence of the target vehicle on fuel and electricity within the current time period; the current time period is the time period between the current effective charging behavior and the next effective charging behavior. Based on the current fuel coefficient, calculate the target state of charge corresponding to the target battery in the target vehicle.

5. The method according to claim 4, characterized in that, The step of calculating the current fuel coefficient of the target vehicle at the current moment based on the historical fuel consumption and the historical electricity consumption includes: Obtain the historical fuel coefficient between the current effective charging behavior and the previous effective charging behavior for the target vehicle; the historical fuel coefficient is calculated after the previous effective charging behavior occurs and is used to characterize the degree of dependence of the target vehicle on fuel and electricity during the time period between the current effective charging behavior and the previous effective charging behavior. Based on the relationship between the historical fuel coefficient, the historical fuel consumption, and the historical electricity consumption, the current fuel coefficient of the target vehicle at the current moment is calculated.

6. The method according to claim 4, characterized in that, The step of calculating the target state of charge corresponding to the target battery in the target vehicle based on the current fuel coefficient includes: Obtain the base state of charge corresponding to the target battery; Obtain the state of charge adjustment table corresponding to the target vehicle; Determine the fuel coefficient range corresponding to the current fuel coefficient in the state of charge adjustment table; Based on the fuel coefficient range corresponding to the current fuel coefficient, the state of charge adjustment amount corresponding to the target vehicle corresponding to the current fuel coefficient is calculated by linear interpolation. The target state of charge (SBC) corresponding to the target battery is calculated based on the base SBC and the SBC adjustment amount.

7. The method according to claim 6, characterized in that, The step of calculating the target state of charge corresponding to the target battery based on the basic state of charge and the state of charge adjustment amount includes: Determine whether the state of charge adjustment amount is greater than or equal to 0; If the state of charge adjustment amount is greater than or equal to 0, then the basic state of charge and the state of charge adjustment amount are added together to obtain the target state of charge corresponding to the target battery.

8. The method according to claim 7, characterized in that, The step of calculating the target state of charge corresponding to the target battery based on the basic state of charge and the state of charge adjustment amount further includes: If the state of charge adjustment is less than 0, then the number of times the target battery has not been fully charged is obtained. Based on the number of times the battery was not fully charged, determine the correction coefficient corresponding to the target battery; The state of charge adjustment amount corresponding to the correction coefficient is used to obtain the state of charge correction amount; The target state of charge is obtained by adding the state of charge correction amount and the base state of charge.

9. The method according to claim 8, characterized in that, The step of obtaining the number of times the target battery has not been fully charged includes: After the effective charging process is completed, the post-charging state of charge of the target battery is detected. If the state of charge after charging does not reach 100%, then the number of times the target battery is not fully charged is incremented by 1, and the number of times the battery is not fully charged is stored. If the state of charge reaches 100% after a single charge, the number of times the battery has not been fully charged is reset to zero.

10. A vehicle energy management device, characterized in that, The device includes: The detection module is used to detect whether the target vehicle has engaged in effective charging behavior; The acquisition module is used to acquire the historical fuel consumption and historical electricity consumption between the current effective charging behavior and the previous effective charging behavior of the target vehicle if the target vehicle engages in the effective charging behavior. The calculation module is used to calculate the target state of charge corresponding to the target battery in the target vehicle based on the historical fuel consumption and the historical power consumption. The control module is used to obtain the current state of charge of the target vehicle, compare the current state of charge with the target state of charge, and control the engine of the target vehicle according to the comparison result to realize vehicle energy management.

11. A target vehicle, characterized in that, include: A vehicle body and an electronic device, the electronic device comprising: a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the computer instructions to perform the vehicle energy management method according to any one of claims 1 to 9.

12. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing the computer to perform the vehicle energy management method according to any one of claims 1 to 9.

13. A computer program product, characterized in that, Includes computer instructions for causing a computer to perform the vehicle energy management method according to any one of claims 1 to 9.

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