Vehicle energy management method, electronic device, and vehicle

Abstract

Embodiments of the present application provide a vehicle energy management method, an electronic device and a vehicle. Historical charging data, road condition data and environmental data of a vehicle are acquired. A basic power of the vehicle is calculated according to the historical charging data. A power correction value of the basic power is calculated according to the basic power, the road condition data and the environmental data. A first target power of the vehicle is calculated according to the basic power and the power correction value. A pre-set engine start-stop curve is corrected according to the first target power and a pre-set second target power. The engine start-stop curve is a corresponding relationship curve of vehicle speed and power. The power corresponding to the vehicle speed on the engine start-stop curve includes an engine start corresponding power and an engine stop corresponding power. The vehicle energy is managed according to the vehicle speed, a current power of a power battery and the engine start-stop curve. Thus, the problem of poor dynamic adaptability in related energy management technologies is solved.

Description

Technical Field

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

[0002] With the rapid growth of hybrid vehicles, many PHEV (Plug-in Hybrid Electric Vehicle) manufacturers have launched various "energy modes" to meet the needs of different usage scenarios. For example, "pure electric priority" is suitable for users who frequently charge their vehicles, maximizing electric power and minimizing gasoline consumption. "Fuel mode," on the other hand, is suitable for users who don't charge frequently, maintaining a higher battery level to ensure sufficient power. However, the numerous energy modes make it difficult for users to make precise and quick choices, and they fail to meet the needs of most usage scenarios. Summary of the Invention

[0003] This application provides a vehicle energy management method, electronic device, and vehicle, aiming to improve the problem of poor dynamic adaptability of energy management technologies in related technologies.

[0004] The first aspect of this application provides a vehicle energy management method, including: acquiring historical charging data, road condition data, and environmental data of the vehicle; calculating the vehicle's basic battery level based on the historical charging data; calculating a battery level correction value for the basic battery level based on the basic battery level, road condition data, and environmental data; calculating a first target battery level for the vehicle based on the basic battery level and the battery level correction value; correcting a pre-set engine start-stop curve based on the first target battery level and a pre-set second target battery level, wherein the engine start-stop curve is a curve showing the correspondence between vehicle speed and battery level, and the battery level corresponding to vehicle speed on the engine start-stop curve includes the battery level corresponding to engine start and the battery level corresponding to engine stop; and managing vehicle energy based on vehicle speed, the current battery level, and the engine start-stop curve.

[0005] Through the above technical solution, this application embodiment integrates historical vehicle charging data, road condition data, and environmental data. A first target energy level is calculated using a two-layer calculation involving a base energy level and a correction value. This is combined with a preset second target energy level to correct a pre-set engine start-stop curve. The engine start-stop curve is generated offline and stored on the vehicle. During actual use, corrections are made based on the calculated first target energy level, thereby implementing vehicle energy management according to vehicle speed and the current battery charge. This achieves dynamic, precise, and adaptive control of vehicle energy. It not only allows energy management strategies to adapt to actual driving conditions and user habits, optimizing overall vehicle energy consumption and ensuring the battery charge remains within a reasonable range and energy supply is stable, but also reduces frequent engine start-stop cycles and suboptimal battery charging and discharging operations, extending the lifespan of core components such as the engine and battery. Furthermore, it aligns engine start-stop actions with vehicle speed patterns, improving ride smoothness and comfort. It also provides a quantitative control basis for the vehicle controller, enhancing the intelligence, flexibility, and efficiency of vehicle energy management.

[0006] According to one embodiment of this application, calculating the basic battery capacity of a vehicle based on historical charging data includes: determining the charging interval mileage of the vehicle based on the historical charging data; calculating the charging coefficient of the vehicle based on the charging interval mileage; and determining the basic battery capacity of the vehicle based on the charging coefficient.

[0007] Through the above technical solution, the embodiments of this application extract the charging interval mileage from historical charging data, calculate the charging coefficient, and then accurately quantify the vehicle's basic energy level. This is done in accordance with the user's actual charging frequency, travel mileage, and other vehicle charging habits, making the basic energy level a precise initial calculation basis that fits reality. This allows the subsequent generation of engine start-stop curves and vehicle energy management actions to be more adapted to the user's vehicle needs, laying a solid data foundation for subsequent dynamic adaptive energy regulation throughout the entire process.

[0008] According to one embodiment of this application, determining the basic battery capacity of a vehicle based on a charging coefficient includes: obtaining a first relationship curve between the charging coefficient and the basic battery capacity, wherein the charging coefficient and the basic battery capacity are linearly related in the first relationship curve, and the basic battery capacity increases as the charging coefficient increases; and determining the basic battery capacity of the vehicle based on the charging coefficient and the first relationship curve.

[0009] Through the above technical solution, the embodiments of this application use a first relationship curve that is directly proportional to the charging coefficient and the basic power to determine the basic power based on the calculated charging coefficient and the curve. This improves the standardization and execution efficiency of the basic power calculation and allows the adjustment of the basic power to intuitively match the changes in vehicle usage needs reflected by the user's charging interval mileage, further ensuring the accuracy and consistency of the vehicle energy management strategy.

[0010] According to one embodiment of this application, calculating a power correction value for the base power based on base power, road condition data, and environmental data includes: extracting slope data, navigation data, and altitude data from the road condition data; determining a first correction value based on at least one of the slope data, navigation data, and base power; determining a second correction value based on the altitude data and base power; determining a third correction value based on the environmental data and base power; and calculating a power correction value based on at least one of the first, second, and third correction values.

[0011] Through the above technical solution, the embodiments of this application extract slope, navigation and altitude data from road condition data, and combine them with environmental data to derive the first, second and third correction values ​​in different dimensions. Then, the multiple correction values ​​are integrated as needed to calculate the power correction value. This allows the correction of the basic power to be adapted to different influencing factors of road conditions and environment, realizing multi-dimensional dynamic adjustment of the basic power. This effectively avoids the problem that single-dimensional correction cannot fully match complex driving conditions, making the corrected power more in line with the actual road conditions and environmental characteristics of the vehicle. This greatly improves the accuracy and adaptability of the target power calculation, and further ensures the adaptability and effectiveness of the energy management strategy in complex road conditions and changing environments.

[0012] According to one embodiment of this application, determining a first correction value based on at least one of slope data, navigation data, and base battery power includes: determining that the vehicle is in mountain road condition based on at least one of the slope data and navigation data; obtaining a second relationship curve between base battery power and the first correction value under mountain road condition, wherein the base battery power and the first correction value are linearly related in the second relationship curve, and the first correction value decreases as the base battery power increases; and determining the first correction value based on the base battery power and the second relationship curve.

[0013] Through the above technical solution, the embodiments of this application identify the vehicle's mountain road conditions by using slope and navigation data, and preset a second relationship curve in which the base battery power and the first correction value are inversely proportional under the conditions. Based on this, the first correction value is determined, thereby realizing targeted battery power correction for special mountain road conditions. This allows the adjustment of the base battery power to adapt to the energy demand characteristics of driving on mountain roads, avoiding the problem of insufficient adaptability of uniform battery power correction under mountain road conditions, and improving the accuracy and rationality of battery power correction under mountain road conditions.

[0014] According to one embodiment of this application, determining a second correction value based on altitude data and basic power consumption includes: obtaining a first correspondence table of altitude data, basic power consumption, and the second correction value; and determining the second correction value based on the altitude data, basic power consumption, and the first correspondence table.

[0015] Through the above technical solution, the embodiments of this application establish a first correspondence table between preset altitude data, basic power consumption, and a second correction value, and determine the second correction value accordingly. This standardizes and precisely corrects the power consumption by associating altitude, a key environmental factor affecting vehicle energy consumption, with the basic power consumption. The second correction value can be quickly matched and accurately determined based on the actual altitude and basic power consumption, allowing the adjustment of the basic power consumption to conform to the energy demand characteristics of vehicles at different altitudes, thus ensuring the rationality and effectiveness of vehicle energy management in different altitude driving scenarios.

[0016] According to one embodiment of this application, determining a third correction value based on environmental data and basic electricity consumption includes: obtaining a second correspondence table of environmental data, basic electricity consumption, and the third correction value; and determining the third correction value based on the environmental data, basic electricity consumption, and the second correspondence table.

[0017] Through the above technical solution, the embodiments of this application pre-set a second correspondence table between environmental data, basic power consumption and third correction value, and determine the third correction value accordingly. By associating environmental data such as temperature and humidity with basic power consumption, the standardization and precision of power consumption correction in the environmental dimension are achieved. This allows the third correction value to be quickly and accurately matched according to the actual situation of the environment and basic power consumption, so that the adjustment of basic power consumption can fit the energy consumption and battery usage characteristics of vehicles in different environments, ensuring the rationality and effectiveness of vehicle energy management in different driving scenarios.

[0018] According to one embodiment of this application, vehicle energy is managed based on vehicle speed, the current charge level of the power battery, and the engine start-stop curve, including: determining the charge level corresponding to engine start and the charge level corresponding to engine stop based on vehicle speed and the engine start-stop curve; if the current charge level of the power battery is greater than or equal to the charge level corresponding to engine start, then controlling the engine to start; if the current charge level of the power battery is less than the charge level corresponding to engine stop, then controlling the engine to stop.

[0019] Through the above technical solution, this embodiment determines the corresponding power threshold for engine start and stop based on vehicle speed and engine start-stop curves, and then executes engine start-stop control based on the comparison result of the current power battery power with the threshold. This makes the engine's energy management actions form a standardized and quantifiable execution logic, realizing precise linkage between engine start-stop, vehicle speed, and battery power. It avoids the ambiguity and arbitrariness of start-stop judgment in traditional control, and improves the execution efficiency and accuracy of energy management. At the same time, through the clear definition of power threshold, it effectively reduces invalid engine start-stop, which not only ensures the stability of the vehicle's power supply, but also optimizes the vehicle's energy consumption, and makes the implementation of energy management strategies more operable. It provides the vehicle controller with a clear and executable control basis, further improving the intelligence and standardization of vehicle energy management.

[0020] A second aspect of this application provides an electronic device, including a processor and a memory, wherein the memory is used to store computer programs; and the processor is used to execute the programs stored in the memory to implement the vehicle energy management method of the first aspect.

[0021] A third aspect of this application provides a vehicle that includes the electronic equipment of the second aspect. Attached Figure Description

[0022] Figure 1 This is a flowchart of a vehicle energy management method provided in an embodiment of this application; Figure 2 This is a schematic diagram of the engine SOC start-stop line in a vehicle controller provided in an embodiment of this application; Figure 3 This is a diagram showing the relationship between the charging coefficient and the base charge provided in one embodiment of this application; Figure 4 This is a graph showing the relationship between a first correction value and a base quantity, provided in one embodiment of this application. Figure 5 This is a flowchart of an embodiment of the intelligent energy management method provided in this application; Figure 6 This is a structural diagram of an electronic device provided in an embodiment of this application. Detailed Implementation

[0023] To make the technical problems, technical solutions, and beneficial effects solved by this application clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0024] In related technologies, energy modes are listed on the vehicle's infotainment system, allowing users to choose based on actual road conditions and usage habits. Different energy modes result in different target SOCs (State of Charge). However, this approach increases user learning costs and operational complexity, failing to fully reflect the intelligent features of PHEVs. This invention proposes an intelligent energy mode that roughly determines the target SOC range based on the user's charging habits. Then, it appropriately adjusts the target SOC based on factors such as mountainous roads, high-altitude conditions, and low-temperature conditions, ensuring that the control strategy adaptively calculates the optimal SOC balance point suitable for the user.

[0025] Figure 1 This is a flowchart of a vehicle energy management method according to an embodiment of the present invention.

[0026] like Figure 1 As shown, the vehicle energy management method according to an embodiment of the present invention includes the following steps: Step 101: Obtain the vehicle's historical charging data, road condition data, and environmental data.

[0027] Step 102: Calculate the vehicle's base charge based on historical charging data, calculate the charge correction value of the base charge based on the base charge, road condition data, and environmental data, and calculate the vehicle's first target charge based on the base charge and the charge correction value.

[0028] Step 103: Correct the preset engine start-stop curve based on the first target battery level and the preset second target battery level. The engine start-stop curve is a curve showing the relationship between vehicle speed and battery level. The battery level corresponding to vehicle speed on the engine start-stop curve includes the battery level corresponding to engine start and the battery level corresponding to engine stop.

[0029] Step 104: Manage vehicle energy based on vehicle speed, current battery charge, and engine start-stop curve.

[0030] The vehicle energy management method provided in this application integrates historical vehicle charging data, road condition data, and environmental data. A first target energy level is calculated through a two-layer process of base energy level plus a correction value. This target energy level is then combined with a preset second target energy level to correct a pre-set engine start-stop curve. Vehicle energy management is implemented based on vehicle speed and the current battery charge level. This achieves dynamic, precise, and adaptive control of vehicle energy. It not only allows energy management strategies to adapt to actual driving conditions and user habits, optimizing overall vehicle energy consumption and ensuring the battery charge level remains within a reasonable range and energy supply is stable, but also reduces frequent engine start-stop cycles and suboptimal battery charging and discharging operations, extending the lifespan of core components such as the engine and battery. Furthermore, it aligns engine start-stop actions with vehicle speed patterns, improving ride smoothness and comfort. It also provides quantitative control data for the vehicle controller, enhancing the intelligence, flexibility, and efficiency of vehicle energy management.

[0031] For example, such as Figure 2 The diagram shows the engine SOC start-stop lines in the vehicle controller, with start-stop determined based on the target equilibrium point. Green represents the start-up line, and red represents the stop-up line. As vehicle speed increases, the start-stop lines are also raised. In this embodiment, when the vehicle speed is below a first vehicle speed threshold, the vehicle controller executes a lower second target SOC. low When the value exceeds this threshold, a higher first target SOC is executed. target The first target battery level is calculated from the base battery level and a battery level correction value. The second target battery level tends to stabilize when the vehicle speed exceeds a second speed threshold. In this application, the first speed threshold is 40 km / h, the second speed threshold is 50 km / h, and the second target battery level is the State of Charge (SOC). low 15%.

[0032] The engine start-stop curve includes an engine start curve and an engine stop curve. The engine start curve includes a first start curve segment, a second start curve segment, and a third start curve segment. The engine stop curve also includes a first stop curve segment, a second stop curve segment, and a third stop curve segment. The first start curve segment and the first stop curve segment have the same slope. The second start curve segment and the second stop curve segment have the same slope. The third start curve segment and the third stop curve segment have the same slope. The first start curve segment is determined based on a first vehicle speed threshold and a second target battery level. The third start curve segment is determined based on the second vehicle speed threshold and the first target battery level. The slope of the second start curve segment is calculated based on the first vehicle speed threshold, the second vehicle speed threshold, the first target battery level, and the second target battery level. Finally, the engine stop curve is determined by combining the battery level interval between the engine start curve and the engine stop curve.

[0033] It should be noted that when the vehicle speed is greater than the first speed threshold of 40 km / h but less than the second speed threshold of 50 km / h, as the speed increases, wind noise and tire noise increase, and the sound and vibration of the engine engaging will gradually be masked. At the same time, the engine can also enter parallel drive mode, and the engine operating point can be in a more efficient range. Therefore, the base charge for engine start-stop is also higher at this time, and the corresponding first target charge will also be higher, corresponding to the second start curve segment and the second stop curve segment. However, when the vehicle speed is greater than the second speed threshold of 50 km / h, the base charge is already at a high value, and there is no need to increase the charge correction value. Therefore, the first target charge tends to be stable, corresponding to the third start curve segment and the third stop curve segment.

[0034] It should be noted that the vehicle's historical charging data refers to the vehicle controller's records of the most recent vehicle charging times and the mileage intervals between the most recent charging times. In this embodiment, it is necessary to obtain the mileage intervals of the most recent five charging times.

[0035] Road condition data refers to relevant data that reflects the terrain features, road type, and driving conditions of the road on which the vehicle travels. It is road driving-related data that supports the judgment of special conditions such as mountain roads and plateaus and adapts to the adjustment of vehicle power and energy management strategies. It includes gradient data, navigation data, and altitude data.

[0036] Environmental data refers to environmental data that reflects the characteristics of the external natural environment in which the vehicle is driving, and that affects the performance of the power battery, the vehicle's power and NVH (Noise, Vibration, Harshness) performance, and thus needs to be adapted to adjust the vehicle's target battery capacity, including the external ambient temperature where the vehicle is located.

[0037] The vehicle's base charge refers to the basic target charge determined by identifying the user's charging habits and the charging coefficient calculated from the vehicle's historical charging data. The vehicle's base charge is linearly related to the charging coefficient.

[0038] The base charge correction value refers to the amount of adjustment made to the base charge when the vehicle is driving in mountainous, high-altitude, or low-temperature environments.

[0039] This application addresses vehicle energy management scenarios by calculating a base charge level using historical charging data. This allows energy management to adapt to different user charging habits, balancing the pure electric experience for frequent chargeers with the power response for infrequent chargeers. It also calculates charge level correction values ​​based on road condition and environmental data to specifically compensate for performance shortcomings under harsh conditions, ensuring balanced power and NVH across all operating conditions. Furthermore, it integrates target charge level and vehicle speed to generate an engine start-stop curve, avoiding frequent engine start-stop cycles to balance NVH and fuel economy. This solves the problem of poor dynamic adaptability in related energy management technologies, achieving comprehensive optimization of vehicle power, NVH, fuel economy, and user experience.

[0040] In step S102, the basic battery capacity of the vehicle is calculated based on historical charging data, including: determining the charging interval mileage of the vehicle based on historical charging data; calculating the charging coefficient of the vehicle based on the charging interval mileage; and determining the basic battery capacity of the vehicle based on the charging coefficient.

[0041] It is understood that the embodiments of this application extract the charging interval mileage from historical charging data, calculate the charging coefficient, and then accurately quantify the vehicle's basic battery level. This is done in accordance with the user's actual charging frequency, travel mileage, and other driving habits, making the basic battery level a precise initial calculation basis that fits reality. This allows the subsequent generation of engine start-stop curves and vehicle energy management actions to be more adapted to the user's driving needs, laying a solid data foundation for subsequent dynamic adaptive energy regulation throughout the entire process.

[0042] For example, the vehicle controller records the mileage intervals for the five most recent charges. The mileage interval refers to the distance traveled between two charges, denoted as d1, d2, d3, d4, and d5, where d5 is the distance traveled from the last charge to the current time. The vehicle's advertised pure electric range is [value missing]. Define the charging coefficient for:

[0043] According to the charging coefficient The curve showing the relationship between the battery level and the vehicle's base battery level determines the vehicle's base battery level.

[0044] In step S102, determining the vehicle's base charge based on the charging coefficient includes: obtaining a first relationship curve between the charging coefficient and the base charge, wherein the charging coefficient and the base charge are linearly related in the first relationship curve, and the base charge increases as the charging coefficient increases; and determining the vehicle's base charge based on the charging coefficient and the first relationship curve.

[0045] Understandably, the driver's driving habits are determined based on the charging coefficient, thus matching the optimal base charge level. By using a preset first relationship curve showing a linear relationship between the charging coefficient and the base charge level, and determining the base charge level based on the calculated charging coefficient and this curve, the standardization and efficiency of base charge level calculation are improved. This also allows the adjustment of the base charge level to intuitively reflect changes in user needs reflected in the charging interval mileage, further ensuring the accuracy and consistency of the vehicle energy management strategy.

[0046] For example, such as Figure 3 The figure shows the charging coefficient and the base capacity. The first relationship curve between the charging coefficient and the base capacity shows a linear relationship. If the charging coefficient... Less than the threshold This indicates that the driver is a frequent user who charges the battery. To minimize user operating costs and improve the pure electric driving experience, the battery balance point needs to be lowered to its lowest point, SOC1, while driving. If the charging coefficient... Greater than the threshold This indicates that the driver is not a frequent charger. To improve vehicle power responsiveness and NVH performance, the battery balance point should be increased to the maximum SOC2 while driving; if the charging coefficient... Greater than the threshold But less than the threshold This indicates that the driver is an occasional user who charges occasionally. When driving, the target battery level should be set between SOC1 and SOC2, with the specific target battery level determined by the charging factor. It depends on interpolation. It should be noted that the decrease or increase of the battery balance point is applied to the calculation of the first target battery capacity (SOCtarget) and also to the engine start-stop curve. In the embodiments of this application, the threshold... The threshold is 1. The value is 3, SOC1 is 15%, and SOC2 is 50%.

[0047] In step S102, the power correction value of the basic power is calculated based on the basic power, road condition data, and environmental data, including: extracting slope data, navigation data, and altitude data from the road condition data; determining a first correction value based on at least one of the slope data, navigation data, and basic power; determining a second correction value based on the altitude data and basic power; determining a third correction value based on the environmental data and basic power; and calculating the power correction value based on at least one of the first, second, and third correction values.

[0048] It is understood that the embodiments of this application extract slope, navigation and altitude data from road condition data, and combine them with environmental data to derive the first, second and third correction values ​​in different dimensions. Then, the multiple correction values ​​are integrated as needed to calculate the power correction value. This allows the correction of the basic power to be adapted to different influencing factors of road conditions and environment, realizing multi-dimensional dynamic adjustment of the basic power. This effectively avoids the problem that single-dimensional correction cannot fully match complex driving conditions, making the corrected power more in line with the actual road conditions and environmental characteristics of the vehicle. This greatly improves the accuracy and adaptability of the target power calculation, and further ensures the adaptability and effectiveness of the energy management strategy in complex road conditions and changing environments.

[0049] For example, when the user is driving on a mountain road, a first correction value is determined based on at least one of the following: gradient data, navigation data, and baseline battery charge. To ensure sufficient power for the user and to prevent NVH performance from deteriorating due to increased engine power, it is necessary to appropriately adjust the baseline target as determined above. Based on this, make adaptations and improvements. When a PHEV vehicle is in a high-altitude environment, a second correction value is determined based on altitude data and the initial battery charge. Engine external characteristics degrade in high-altitude environments; therefore, the target battery charge needs to be increased to prevent deterioration in vehicle power and NVH performance.

[0050] When the temperature is low, a third correction value is determined based on environmental data and the baseline charge level. At low temperatures, the battery's charge and discharge capabilities are very low, and the lower the state of charge (SOC), the lower the charge and discharge capabilities. Although the battery temperature can be increased through a thermal management system, the temperature rise rate is slow. To ensure vehicle power and NVH performance, it is necessary to adjust the equilibrium point under low-temperature conditions based on the external temperature. When the vehicle is in different operating environments, a charge level correction value is calculated based on at least one of the first, second, and third correction values.

[0051] In step S102, determining a first correction value based on at least one of the slope data, navigation data, and base battery power includes: determining that the vehicle is in mountain road condition based on at least one of the slope data and navigation data; obtaining a second relationship curve between base battery power and the first correction value under mountain road condition, wherein the base battery power and the first correction value are linearly related in the second relationship curve, and the first correction value decreases as the base battery power increases; and determining the first correction value based on the base battery power and the second relationship curve.

[0052] It is understood that the embodiments of this application identify the vehicle's mountain road conditions through slope and navigation data, and preset a second relationship curve in which the base battery power and the first correction value are linearly related under the conditions, thereby determining the first correction value. This achieves targeted battery power correction for special mountain road conditions, allowing the adjustment of the base battery power to adapt to the energy demand characteristics of mountain road driving, avoiding the problem of insufficient adaptability of uniform battery power correction under mountain road conditions, and improving the accuracy and rationality of battery power correction under mountain road conditions.

[0053] For example, the following two methods can be used to determine whether a user is on a mountain road: ① Obtain navigation data, using the user's in-vehicle navigation system to determine if they are on a mountain road; ② Combine the longitudinal acceleration sensor installed on the vehicle with vehicle speed information to make a comprehensive judgment, considering the slope. The calculation formula is:

[0054] in, This represents the ramp value, expressed in % %. This represents the longitudinal acceleration fed back by the longitudinal acceleration sensor, in m / s². The derivative of the vehicle's longitudinal speed, expressed in m / s². This represents the acceleration due to gravity, which is 9.8 m / s².

[0055] If the ramp value For a certain period of time, t1 is greater than the threshold. If the vehicle speed exceeds the threshold Vslop (20km / h), then the vehicle is considered to be in mountain road conditions, where t1 is 4 seconds. slop is 6%, Vslop is 20km / h.

[0056] The first correction value is determined based on the slope data, navigation data, and basic battery level, such as... Figure 4 As shown, the current base power is... If the initial charge level is low, the first correction value should be increased significantly when operating on mountain roads. If the current base charge level is high, then the first correction value does not need to be increased.

[0057] In step S102, the second correction value is determined based on the altitude data and the basic power consumption, including: obtaining a first correspondence table of altitude data, basic power consumption and the second correction value; and determining the second correction value based on the altitude data, basic power consumption and the first correspondence table.

[0058] It is understood that the embodiments of this application use a first correspondence table of preset altitude data, basic power consumption and second correction value to determine the second correction value, and associate altitude, a key environmental factor affecting vehicle energy consumption, with basic power consumption to perform standardized and precise power correction. This allows the second correction value to be quickly matched and accurately determined according to the actual situation of altitude and basic power consumption, so that the adjustment of basic power consumption can fit the energy demand characteristics of vehicles at different altitudes, and ensure the rationality and effectiveness of vehicle energy management in different altitude driving scenarios.

[0059] For example, Table 1 shows the correspondence between the second correction value and the baseline energy consumption and altitude. The second correction value is determined by altitude and baseline energy consumption. Baseline Energy Consumption At lower altitudes, engine performance degradation is significant at higher elevations, so the second correction value should be higher; conversely, at lower altitudes, engine performance degradation is less pronounced, so the second correction value should be lower. This is based on the baseline energy target equilibrium point. When the value is high, the second correction value does not need to be increased significantly.

[0060] Table 1

[0061] In step S102, the third correction value is determined based on environmental data and basic power consumption, including: obtaining a second correspondence table of environmental data, basic power consumption, and the third correction value; and determining the third correction value based on the environmental data, basic power consumption, and the second correspondence table.

[0062] It is understood that the embodiments of this application pre-set a second correspondence table between environmental data, basic power level and third correction value, and determine the third correction value accordingly. By associating environmental data such as temperature and humidity with basic power level, the standardization and precision of power level correction in the environmental dimension are achieved. This allows the third correction value to be quickly and accurately matched according to the actual situation of the environment and basic power level, so that the adjustment of basic power level can fit the energy consumption and battery usage characteristics of the vehicle in different environments, ensuring the rationality and effectiveness of vehicle energy management in different driving scenarios.

[0063] For example, Table 2 shows the third correction value. With base power A table showing the correspondence between external temperature and base charge. The third correction value is determined by the external temperature and the base charge level. When the base charge level is low, the battery's charge / discharge capacity is low at low temperatures, so the third correction value should be high; when the external temperature is high, the battery's charge / discharge capacity is high, so the third correction value should be low. When the base charge level is high, the third correction value does not need to be significantly increased.

[0064] Table 2

[0065] In step S104, vehicle energy is managed based on vehicle speed, the current charge level of the power battery, and the engine start-stop curve, including: determining the charge level corresponding to engine start and engine stop based on vehicle speed and the engine start-stop curve; if the current charge level of the power battery is greater than or equal to the charge level corresponding to engine start, then the engine is controlled to start; if the current charge level of the power battery is less than the charge level corresponding to engine stop, then the engine is controlled to stop.

[0066] It is understood that the embodiments of this application determine the corresponding power threshold for engine start and stop based on vehicle speed and engine start-stop curve, and then execute engine start-stop control based on the comparison result of the current power battery power with the threshold. This makes the engine's energy management actions form a standardized and quantifiable execution logic, avoiding the ambiguity and arbitrariness of start-stop judgment in traditional control, and improving the execution efficiency and accuracy of energy management. At the same time, by defining the clear power threshold, it effectively reduces invalid engine start-stop, which not only ensures the stability of the vehicle's power supply, but also optimizes the vehicle's energy consumption, and makes the implementation of energy management strategies more operable. It provides the vehicle controller with a clear and executable control basis, and further improves the intelligence and standardization of vehicle energy management.

[0067] For example, when the vehicle is in motion, the current vehicle speed and the remaining power battery charge are collected in real time. First, the start-stop curve is matched according to the vehicle speed to determine the corresponding power battery charge threshold for engine start and stop. Then, the control is executed by comparing the current power battery charge with the threshold: if the charge reaches the start threshold, the engine starts to participate in power output and can be charged; if the charge is lower than the stop threshold, the engine is shut down and the power battery drives it alone. When the vehicle speed changes, the curve is rematched to update the threshold and the above judgment and control are repeated. In this way, dynamic management of engine start and stop is achieved, which adapts to the vehicle's driving conditions and improves the energy utilization efficiency of the whole vehicle.

[0068] The vehicle energy management method will be illustrated below through a specific embodiment, such as... Figure 5 As shown, the specific process includes: In step S201, a control strategy is defined based on a vehicle speed threshold. The vehicle controller defines the control strategy according to the vehicle speed threshold; when the vehicle speed is below the threshold, a second target battery level is executed; when the vehicle speed is above the threshold, a first target battery level, adjusted based on multiple dimensions, is executed. Furthermore, the higher the vehicle speed, the higher the engine's SOC start-stop line should be, to meet the NVH and fuel economy requirements of high-speed operation. The first target battery level... The calculation formula is as follows:

[0069] in, This represents the base charge level, calculated based on the user's charging habits. This represents the first correction value, which is the correction for the target SOC under mountain road conditions; This indicates the second correction value, which is the correction for the target SOC under high-altitude conditions; This indicates the third correction value, which is the correction for the target SOC under low-temperature conditions.

[0070] In step S202, a first target battery level is determined when the vehicle is traveling at high speed. The first target battery level at high speed. From basic power The correction values ​​obtained by overlaying the three major operating conditions of mountain roads, plateaus, and low temperatures are the core calculation basis for all subsequent control measures.

[0071] In step S203, the base charge is calculated based on the user's charging habits. The vehicle controller records the mileage interval of the user's last five charges and calculates the charging coefficient α; based on the comparison between α and two thresholds, the base charge for the corresponding interval is determined. .

[0072] In step S204, the target power levels for the three operating conditions are corrected. Based on this, corresponding correction values ​​are calculated according to the characteristics of different working conditions. For mountain road conditions, the correction value is adjusted to meet the power and NVH requirements. For plateau conditions, the correction value is determined according to the degree of engine attenuation based on altitude. For low temperature conditions, the correction value is determined according to the battery charging and discharging capacity based on the external temperature.

[0073] In step S205, the start / stop line is specified and control is executed. Based on the final calculated target battery level, low speed uses a fixed low battery level, while high speed uses a corrected low battery level. Establish corresponding engine SOC start-stop lines and execute engine start-stop control according to the lines to achieve a balance of NVH, power and economy under all operating conditions.

[0074] According to the vehicle energy management method proposed in this application, a base charge is calculated based on historical charging data for specific vehicle energy management scenarios. This allows energy management to adapt to different user charging habits, balancing the pure electric experience for frequent chargers with the power response for infrequent chargers. Furthermore, a charge correction value is calculated by combining road condition and environmental data to specifically address performance shortcomings under harsh conditions, ensuring balanced power and NVH across all operating conditions. Finally, an engine start-stop curve is generated by integrating the target charge and vehicle speed to avoid frequent engine start-stop cycles, thus balancing NVH and fuel economy. This solves the problem of poor dynamic adaptability in related energy management technologies, achieving comprehensive optimization of vehicle power, NVH, fuel economy, and user experience.

[0075] This application also provides an electronic device 60, please refer to... Figure 6It includes a processor 610 and a memory 620, wherein the memory 610 is used to store computer programs; and the processor 620 is used to execute the programs stored in the memory 610 to implement the vehicle energy management method described in any embodiment of this application.

[0076] This application also provides a vehicle that includes the above-described electronic equipment.

[0077] In this application, "multiple" refers to two or more.

[0078] In this application, unless otherwise expressly defined, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0079] The terms “first,” “second,” “third,” “fourth,” etc., in this application (if present) are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0080] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0081] Unless otherwise specified, all steps in this application may be performed sequentially or randomly. For example, if a method includes steps A and B, it means that the method may include steps A and B performed sequentially, or it may include steps B and A performed sequentially. For example, if a method may also include step C, it means that step C may be added to the method in any order. For example, the method may include steps A, B, and C, or it may include steps A, C, and B, or it may include steps C, A, and B, etc.

[0082] The above are merely preferred embodiments of this application and are not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A vehicle energy management method, characterized in that, include: Acquire historical charging data, road condition data, and environmental data for vehicles; The vehicle's base charge is calculated based on the historical charging data. A charge correction value for the base charge is calculated based on the base charge, the road condition data, and the environmental data. The vehicle's first target charge is calculated based on the base charge and the charge correction value. The engine start-stop curve is modified according to the first target power and the preset second target power. The engine start-stop curve is a curve showing the relationship between vehicle speed and power. The power corresponding to vehicle speed on the engine start-stop curve includes the power corresponding to engine start and the power corresponding to engine stop. Vehicle energy is managed based on vehicle speed, current battery charge, and engine start-stop curve.

2. The vehicle energy management method according to claim 1, characterized in that, The calculation of the vehicle's base battery capacity based on the historical charging data includes: The charging interval mileage of the vehicle is determined based on the historical charging data. The charging coefficient of the vehicle is calculated based on the charging interval mileage; The basic battery capacity of the vehicle is determined based on the charging coefficient.

3. The vehicle energy management method according to claim 2, characterized in that, Determining the vehicle's base battery capacity based on the charging coefficient includes: Obtain a first relationship curve between the charging coefficient and the basic energy level, wherein the charging coefficient and the basic energy level are linearly related in the first relationship curve, and the basic energy level increases as the charging coefficient increases; The basic battery capacity of the vehicle is determined based on the charging coefficient and the first relationship curve.

4. The vehicle energy management method according to claim 1, characterized in that, The calculation of the power correction value for the basic power level based on the basic power level, the road condition data, and the environmental data includes: Extract the slope data, navigation data, and altitude data from the road condition data; A first correction value is determined based on at least one of the slope data, the navigation data, and the base battery power. A second correction value is determined based on the altitude data and the baseline electricity consumption. A third correction value is determined based on the environmental data and the baseline electricity consumption. The power correction value is calculated based on at least one of the first correction value, the second correction value, and the third correction value.

5. The vehicle energy management method according to claim 4, characterized in that, Determining the first correction value based on at least one of the slope data, the navigation data, and the base battery level includes: Based on at least one of the slope data and the navigation data, it is determined that the vehicle is in mountain road conditions; Obtain a second relationship curve between the base power consumption and the first correction value under the mountain road working condition. The base power consumption and the first correction value are linearly related in the second relationship curve, and the first correction value decreases as the base power consumption increases. The first correction value is determined based on the base electricity level and the second relationship curve.

6. The vehicle energy management method according to claim 4, characterized in that, Determining the second correction value based on the altitude data and the baseline electricity consumption includes: Obtain a first correspondence table between the altitude data, the base electricity consumption, and the second correction value; The second correction value is determined based on the altitude data, the basic electricity consumption, and the first correspondence table.

7. The vehicle energy management method according to claim 4, characterized in that, Determining the third correction value based on the environmental data and the baseline electricity consumption includes: Obtain a second correspondence table between the environmental data, the basic power consumption, and the third correction value; The third correction value is determined based on the environmental data, the basic electricity consumption, and the second correspondence table.

8. The vehicle energy management method according to claim 1, characterized in that, The method of managing vehicle energy based on vehicle speed, current battery charge, and engine start-stop curve includes: The corresponding electrical charge for engine start-up and the corresponding electrical charge for engine shutdown are determined based on the vehicle speed and the engine start-stop curve. If the current charge of the power battery is greater than or equal to the charge corresponding to engine start, then control the engine to start; If the current charge level of the power battery is less than the charge level corresponding to the engine shutdown, then the engine is controlled to shut down.

9. An electronic device, characterized in that, Including processor and memory, among which Memory, used to store computer programs; A processor for executing a program stored in memory to implement the method described in any one of claims 1-8.

10. A vehicle, characterized in that, It includes the electronic device as described in claim 9.

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