Energy distribution method and apparatus, vehicle, and storage medium

Abstract

This application provides an energy distribution method, apparatus, vehicle, and storage medium, applied to a vehicle. The vehicle includes multiple voltage platforms, each corresponding to a different voltage domain. The method includes: acquiring the vehicle's driving power requirement, recoverable power, and accessory power requirements of each of the multiple voltage platforms; determining a power distribution result based on the vehicle's driving power requirement, recoverable power, and accessory power requirements of each of the multiple voltage platforms; wherein the power distribution result includes a first voltage conversion power and the allocated power of each of the multiple voltage platforms; the power distribution result satisfies safety constraints; and based on the power distribution result, controlling the output power of each of the multiple voltage platforms and the energy flow direction between the multiple voltage platforms. This application can improve energy utilization efficiency and avoid frequent power conflicts.

Description

Technical Field

[0001] This application relates to the field of new energy vehicle technology, and in particular to an energy distribution method, device, vehicle and storage medium. Background Technology

[0002] As the electrification level of new energy vehicles continues to increase, the vehicle electrical system is gradually evolving into a multi-voltage architecture that includes a high-voltage platform (such as a 400V / 800V power battery), a 48V platform (such as a 48V BSG motor and supercapacitor), and a 12V platform (traditional low-voltage electrical appliances).

[0003] However, most current voltage platforms adopt independent control strategies and lack a global energy coordination mechanism, resulting in problems such as low energy utilization, frequent power conflicts, and accelerated battery life degradation. Summary of the Invention

[0004] This application provides an energy distribution method, apparatus, vehicle, and storage medium that can improve energy utilization efficiency and avoid frequent power conflicts.

[0005] In a first aspect, embodiments of this application provide an energy allocation method applied to a vehicle. The vehicle includes multiple voltage platforms, each corresponding to a different voltage domain. The method includes: acquiring the vehicle's driving power demand, recoverable power, and accessory power demand of each of the multiple voltage platforms; determining a power allocation result based on the vehicle's driving power demand, recoverable power, and accessory power demand of each of the multiple voltage platforms; wherein the power allocation result includes a first voltage conversion power and the allocated power of each of the multiple voltage platforms; the power allocation result satisfies safety constraints; the safety constraints are used to limit the boundary values ​​of the allocated power of each of the multiple voltage platforms and the boundary values ​​of the first voltage conversion power; and controlling the output power of each of the multiple voltage platforms and the energy flow direction between the multiple voltage platforms based on the power allocation result.

[0006] In one possible implementation, the aforementioned multiple voltage platforms include a high-voltage platform, a 48V platform, and a 12V platform; the power allocation result includes the high-voltage allocation power corresponding to the high-voltage platform, the 48V allocation power corresponding to the 48V platform, and the 12V allocation power corresponding to the 12V platform. The determination of the power allocation result based on the vehicle's driving power demand, reclaimed power, and the accessory power demand of each of the multiple voltage platforms includes: determining the high-voltage allocation power based on the driving power demand; determining the 48V allocation power based on the driving power demand, reclaimed power, and accessory power demand of the 48V platform; and determining the 12V allocation power based on the second voltage conversion power and the accessory power demand of the 12V platform, wherein the second voltage conversion power is the voltage conversion power between the high-voltage platform and the 12V platform; wherein safety constraints are used to limit the maximum boundary values ​​of the high-voltage allocation power, the 48V allocation power, and the 12V allocation power.

[0007] In one possible implementation, determining the high-voltage distribution power based on the driving demand power includes: determining the peak driving demand power based on the driving demand power and the vehicle's driving demand parameters; and weighting and fusing the driving demand power and the peak driving demand power to obtain the high-voltage distribution power.

[0008] In one possible implementation, the above-mentioned weighted fusion of driving demand power and driving peak demand power to obtain high-voltage distribution power includes: determining a first distribution coefficient and a second distribution coefficient based on the current driving style and the current operating mode of the vehicle; using the first distribution coefficient as a weighting coefficient for driving demand power and the second distribution coefficient as a weighting coefficient for driving peak demand power, and weighted fusion of driving demand power and driving peak demand power to obtain high-voltage distribution power.

[0009] In one possible implementation, after determining the first allocation coefficient and the second allocation coefficient based on the current driving style and the current operating mode of the vehicle, the method further includes: if the driving power demand is greater than a preset driving power demand threshold, then increasing the first allocation coefficient and decreasing the second allocation coefficient.

[0010] In one possible implementation, determining the 48V allocation power based on the driving power demand, the available regenerative power, and the accessory power demand of the 48V platform includes: determining the first regenerative braking power corresponding to the 48V platform based on the available regenerative power; determining the allocated driving power corresponding to the 48V platform based on the driving power demand and a third allocation coefficient, wherein the third allocation coefficient is determined based on the current driving style and the vehicle's current operating mode; and determining the 48V allocation power based on the allocated driving power demand, the first regenerative braking power, and the accessory power demand of the 48V platform.

[0011] In one possible implementation, the first voltage conversion power is the voltage conversion power between the high-voltage platform and the 48V platform. Determining the power allocation result based on the vehicle's driving power demand, reclaimed power, and the accessory power demand of each of the multiple voltage platforms includes: determining the total 48V power demand of the 48V platform based on the driving power demand, reclaimed power, and accessory power demand of the 48V platform; and determining the first voltage conversion power based on the total 48V power demand and the battery power available on the 48V platform.

[0012] In one possible implementation, when the current state of charge of the high-voltage battery of the high-voltage platform is less than a preset threshold, the first voltage conversion power is limited to a preset range.

[0013] In one possible implementation, the aforementioned safety constraint includes a voltage fluctuation condition; the voltage fluctuation condition is: the voltage difference between the target bus voltage of the target voltage platform and the current bus voltage of the target voltage platform is less than a preset fluctuation threshold; wherein, the target voltage platform is any one of a plurality of voltage platforms, and the target bus voltage is the bus voltage of the target voltage platform when the target voltage platform outputs the corresponding distributed power.

[0014] In one possible implementation, the plurality of voltage platforms includes a high-voltage platform; before determining the power allocation result based on the vehicle's driving power demand, the recoverable power, and the accessory power demand of each of the plurality of voltage platforms, the method further includes: determining the total power demand based on the driving power demand, the recoverable power, and the accessory power demand of each of the plurality of voltage platforms.

[0015] The above-mentioned determination of power allocation results based on the vehicle's driving power demand, regenerative power availability, and the accessory power demand of each of the multiple voltage platforms includes: if the total demand power is less than or equal to the high-voltage battery availability of the high-voltage platform, then the power allocation result is determined based on the driving power demand, regenerative power availability, and accessory power demand of each of the multiple voltage platforms; if the total demand power is greater than the high-voltage battery availability, then the total demand power is adjusted according to a preset demand limit strategy until the total demand power is less than or equal to the high-voltage battery availability.

[0016] Secondly, embodiments of this application provide an energy distribution device applied to a vehicle, the vehicle including multiple voltage platforms corresponding to different voltage domains, the device including:

[0017] The acquisition module is used to acquire the vehicle's drive power requirement, recoverable power, and accessory power requirements of each of the multiple voltage platforms.

[0018] The determination module is used to determine the power allocation result based on the vehicle's driving power demand, the available power recovered, and the accessory power demand of each of the multiple voltage platforms; wherein, the power allocation result includes the first voltage conversion power and the allocated power of each of the multiple voltage platforms; the power allocation result satisfies the safety constraints; the safety constraints are used to limit the boundary values ​​of the allocated power of each of the multiple voltage platforms and to limit the boundary value of the first voltage conversion power.

[0019] The execution module is used to control the output power of each of the multiple voltage platforms and the energy flow between the multiple voltage platforms based on the power allocation results.

[0020] Thirdly, embodiments of this application provide a vehicle, including: a memory and a processor;

[0021] The memory stores the instructions that the computer executes;

[0022] The processor executes computer execution instructions stored in memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0023] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the first aspect and / or various possible implementations of the first aspect.

[0024] Fifthly, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the first aspect and / or various possible implementations of the first aspect.

[0025] In this embodiment, the power allocation result is determined by acquiring the vehicle's driving power requirement, recoverable available power, and the accessory power requirements of each of the multiple voltage platforms. Based on the power allocation result, the output power of each of the multiple voltage platforms and the energy flow between the multiple voltage platforms are controlled. The power allocation result satisfies safety constraints; that is, by limiting the boundary values ​​of the power allocated to each platform and the boundary value of the first voltage conversion power, the executability of the energy allocation scheme at the physical execution level can be guaranteed. Therefore, by combining the vehicle's multi-dimensional energy requirements and power boundary constraints, unified and coordinated control of the output power of multiple voltage platforms and the energy flow across platforms can be achieved. Under load superposition conditions, power supply and demand can be balanced through boundary constraints and energy management, alleviating power supply and demand imbalances, thereby improving the power supply stability and system operation safety of the entire vehicle. Attached Figure Description

[0026] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0027] Figure 1 One of the flowcharts of the energy distribution method provided in the embodiments of this application;

[0028] Figure 2 A second schematic flowchart illustrating the energy distribution method provided in this application embodiment;

[0029] Figure 3 The third schematic flowchart of the energy distribution method provided in the embodiments of this application;

[0030] Figure 4 The fourth schematic flowchart of the energy distribution method provided in the embodiments of this application;

[0031] Figure 5 Fifth schematic flowchart of the energy distribution method provided in the embodiments of this application;

[0032] Figure 6 A schematic flowchart of the energy distribution method provided in this application embodiment is shown in Figure 6.

[0033] Figure 7 This is a schematic diagram of the structure of an energy distribution device provided in an embodiment of this application;

[0034] Figure 8 This is a structural schematic diagram of a vehicle provided in an embodiment of this application. Detailed Implementation

[0035] The embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described below do not represent all embodiments consistent with this application. They are merely examples of systems and methods consistent with some aspects of this application as detailed in the claims.

[0036] It should be noted that the brief descriptions of terms in this application are only for the convenience of understanding the embodiments described below, and are not intended to limit the embodiments of this application. Unless otherwise stated, these terms should be understood in their ordinary and common meaning.

[0037] The terms "first," "second," "third," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar or related objects or entities, and do not necessarily imply a specific order or sequence, unless otherwise specified. It should be understood that such terms are interchangeable where appropriate.

[0038] The terms “comprising” and “having”, and any variations thereof, are intended to cover but not exclude inclusion, for example, a product or device that includes a range of components is not necessarily limited to all of the components that are clearly listed, but may include other components that are not clearly listed or that are inherent to such product or device.

[0039] The term "module" refers to any known or subsequently developed hardware, software, firmware, artificial intelligence, fuzzy logic, or combination of hardware and / or software code that is capable of performing the functions associated with that element.

[0040] As the electrification level of new energy vehicles continues to increase, the vehicle electrical system is gradually evolving into a multi-voltage architecture that includes a high-voltage platform (such as a 400V / 800V power battery), a 48V platform (such as a 48V BSG motor and supercapacitor), and a 12V platform (traditional low-voltage electrical appliances).

[0041] However, most current voltage platforms adopt independent control strategies and lack a global energy coordination mechanism, resulting in problems such as low energy utilization, frequent power conflicts, and accelerated battery life degradation.

[0042] In view of this, embodiments of this application provide an energy allocation method. During vehicle driving or operation, the method acquires the vehicle's driving power demand, recoverable power, and the accessory power demand of each of multiple voltage platforms. Based on these parameters, a power allocation result is determined. Based on the power allocation result, the output power of each voltage platform and the energy flow between them are controlled. This method determines the power allocation result by acquiring the vehicle's driving power demand, recoverable power, and accessory power demand of each voltage platform, and then controls the output power of each voltage platform and the energy flow between them. The power allocation result satisfies safety constraints; by limiting the boundary values ​​of the power allocated to each platform and the boundary value of the first voltage conversion power, the executability of the energy allocation scheme at the physical execution level is guaranteed. Therefore, by combining the multi-dimensional energy demand and power boundary constraints of the entire vehicle, unified and coordinated control of the output power of multiple voltage platforms and the energy flow across platforms can be achieved. Under superimposed load conditions, power supply and demand can be balanced through boundary constraints and energy management, alleviating power supply and demand imbalance, thereby improving the power supply stability and system operation safety of the whole vehicle.

[0043] The energy distribution method provided in this application embodiment can be implemented by a vehicle. The vehicle's electrical system adopts a multi-voltage platform architecture to adapt to the power demand of loads with different power levels and optimize energy management.

[0044] For example, multiple voltage platforms correspond to different voltage domains. These multiple voltage platforms may include a high voltage platform (HV), a 48V platform, and a 12V platform.

[0045] The high-voltage platform includes a high-voltage power battery and a high-voltage battery management system (HV BMS). The high-voltage power battery can be a 400V or 800V battery system. The high-voltage platform is the primary energy source for the vehicle's operation, responsible for providing high-power drive energy. For example, the high-voltage platform supplies power to the drive motor, high-voltage electric air conditioning compressor, and the high-voltage side of the DC-DC converter.

[0046] The 48V platform includes a 48V battery and a 48V battery management system. The 48V platform is used to smooth transient power fluctuations and efficiently participate in regenerative braking. For example, the 48V platform is used to power medium-power loads such as BSG / ISG, electric turbines, electric brakes, and electric steering.

[0047] The 12V platform includes a 12V battery. The 12V platform ensures basic vehicle driving safety and provides conventional low-voltage power. For example, the 12V platform powers traditional low-voltage electrical components such as the power steering system (EPS), brake system controller, infotainment system, seat heating, and lights.

[0048] The vehicle also includes a first voltage converter and a second voltage converter. The first voltage converter is a bidirectional DC-DC converter connected between the high-voltage platform and the 48V platform. The second voltage converter is a bidirectional DC-DC converter connected between the high-voltage platform and the 12V platform.

[0049] The vehicle also includes a Vehicle Control Unit (VCU). The VCU, as the decision-making unit for coordinated energy allocation across the vehicle, communicates with the battery management systems, voltage converter internal controllers, motor controllers, and accessory controllers of each platform via a CAN bus or in-vehicle Ethernet. In this embodiment, the VCU executes the aforementioned energy allocation method. Specifically, firstly, the VCU collects real-time battery status data and vehicle operating condition signals from each voltage platform to obtain the vehicle's drive power requirement, recoverable power, and accessory power requirements for each of the multiple voltage platforms. Secondly, the VCU determines the power allocation result based on the drive power requirement, recoverable power, and accessory power requirements for each of the multiple voltage platforms; the power allocation result includes the first voltage conversion power and the allocated power for each of the multiple voltage platforms, and the power allocation result meets safety constraints. Finally, based on the power allocation result, the VCU sends target power commands to the voltage converters and current limiting or degradation commands to the load controllers to control the output power of each of the multiple voltage platforms and the energy flow between the multiple voltage platforms.

[0050] The energy distribution method provided in the embodiments of this application will be described in detail below with reference to the accompanying drawings and application scenarios.

[0051] Figure 1 This is a flowchart illustrating an energy distribution method provided in an embodiment of this application. Figure 1 As shown, the energy distribution method may include the following steps:

[0052] S101, obtains the vehicle's drive power requirement, recoverable available power, and accessory power requirements of each of the multiple voltage platforms.

[0053] Specifically, during vehicle driving or operation, the vehicle controller can acquire the vehicle's drive power demand, recoverable available power, and the accessory power demand of each of the multiple voltage platforms.

[0054] Here, "drive demand power" refers to the total drive demand power required by the vehicle at present, representing the drive power needed to overcome driving resistance. "Recoverable power" refers to the upper limit of power that the vehicle can recover through braking under current operating conditions.

[0055] Specifically, during vehicle operation, the vehicle's current speed, accelerator pedal opening, and brake pedal opening can be acquired. Based on the current speed, accelerator pedal opening, and the road gradient, the required drive power can be determined. The current regenerative braking intensity is determined based on the current speed and brake pedal opening, and the available regenerative power is then determined based on this intensity. Here, regenerative braking intensity refers to the proportion of force or torque by which the drive motor converts into a generator to participate in energy recovery when the vehicle is braking or coasting.

[0056] Accessory power demand refers to the power demand of non-driving accessories in a vehicle. The accessory power demand for each voltage platform is used to characterize the actual load power demand value within the voltage domain to which each voltage platform belongs.

[0057] For example, taking multiple voltage platforms, including a high-voltage platform, a 48V platform, and a 12V platform, the accessory power requirements for each voltage platform are as follows: The accessory power requirements for the high-voltage platform, the 48V platform, and the 12V platform. Specifically, the accessory power requirements for the high-voltage platform refer to the real-time load power required by non-driving accessories belonging to the high-voltage domain, such as the real-time load power of high-voltage air conditioning compressors (HV A / C), high-voltage PTC heaters, and high-voltage electric power steering pumps. The accessory power requirements for the 48V platform refer to the real-time load power required by non-driving accessories belonging to the medium-voltage domain, such as the real-time load power of 48V active suspension systems, 48V electric superchargers, high-power heated seats, or rear-wheel steering motors. The accessory power requirements for the 12V platform refer to the real-time load power required by non-driving accessories belonging to the low-voltage domain, such as the real-time load power of wiper motors, window motors, in-vehicle entertainment systems, interior lighting, and the static power consumption of various basic controllers.

[0058] Specifically, the vehicle controller can determine the accessory power demand of each voltage domain by the real-time power request of the load in each voltage domain, thus obtaining the accessory power demand of each of the multiple voltage platforms.

[0059] S102, determine the power allocation result based on the vehicle's driving power requirement, the available power recovery, and the accessory power requirements of each of the multiple voltage platforms, wherein the power allocation result satisfies the safety constraints.

[0060] Specifically, the vehicle controller determines the power allocation result based on the obtained drive power demand, recoverable power, and accessory power demand of each of the multiple voltage platforms.

[0061] In some examples, the power allocation result may include the allocated power for each of the multiple voltage platforms. Allocated power refers to the target output power allocated to each voltage platform under the current operating condition; that is, it indicates the target value of the output power that each voltage platform is to perform under the current operating condition.

[0062] For example, taking multiple voltage platforms including a high-voltage platform, a 48V platform, and a 12V platform, the power allocation for each voltage platform is as follows: the high-voltage allocation power for the high-voltage platform, the 48V allocation power for the 48V platform, and the 12V allocation power for the 12V platform. Here, the high-voltage allocation power refers to the target output power allocated to the high-voltage platform under the current operating condition, that is, the target value of the output power that the high-voltage battery of the high-voltage platform needs to perform under the current operating condition. The 48V allocation power refers to the target output power allocated to the 48V platform under the current operating condition, that is, the target value of the output power that the 48V platform needs to perform under the current operating condition. The 12V allocation power refers to the target output power allocated to the 12V platform under the current operating condition, that is, the target value of the output power that the 12V platform needs to perform under the current operating condition.

[0063] The power allocation result described above may also include a first voltage conversion power. For example, the first voltage conversion power is the voltage conversion power between the high-voltage platform and the 48V platform. The first voltage conversion power is the actual transmission power of the first voltage converter (i.e., DC-DC converter 1). The first voltage converter is a bidirectional DC-DC converter connected between the high-voltage platform and the 48V platform.

[0064] Safety constraints are used to define the boundary values ​​of the allocated power for each of the multiple voltage platforms. Specifically, safety constraints define the upper limit (i.e., the maximum allocated power) of the allocated power for each of the multiple voltage platforms. Safety constraints also define the boundary values ​​of the first voltage conversion power.

[0065] Specifically, the aforementioned safety constraints may include constraint 1 and constraint 2. The power allocation result satisfying the safety constraints includes: the allocated power of each of the multiple voltage platforms satisfies constraint 1, and the first voltage conversion power satisfies constraint 2. Constraint 1 is used to limit the maximum boundary values ​​of the high-voltage allocation power, the 48V allocation power, and the 12V allocation power.

[0066] The power distribution of each of the multiple voltage platforms satisfies constraint 1, which includes: the high voltage power distribution is less than or equal to the upper limit of the output power corresponding to the high voltage platform, the 48V power distribution is less than or equal to the upper limit of the output power corresponding to the 48V platform, and the 12V power distribution is less than or equal to the upper limit of the output power corresponding to the 12V platform.

[0067] Specifically, if the high-voltage distribution power is positive, it means that when the high-voltage battery is discharging, the high-voltage distribution power is less than or equal to the maximum allowable discharge power of the high-voltage battery (i.e., If the high-voltage distribution power is negative, it means that when the high-voltage platform recovers and recharges, the absolute value of the high-voltage distribution power is less than or equal to the maximum allowable charging power of the high-voltage battery (i.e., ).

[0068] If the 48V power allocation is positive, it means that when the 48V battery is discharging, the 48V power allocation is less than or equal to the maximum allowable discharge power of the 48V battery (i.e., ...). If the 48V power allocation is negative, it means that when the 48V platform recycles and charges, the absolute value of the 48V power allocation is less than or equal to the maximum allowable charging power of the 48V battery (i.e., ...). ).

[0069] If the 12V power distribution is positive, it means that when the 12V battery is discharging, the 12V power distribution is less than or equal to the maximum allowable discharge power of the 12V battery (i.e., ...). If the 12V power allocation is negative, it means that when the 12V platform recharges, the absolute value of the 12V power allocation is less than or equal to the maximum allowable charging power of the 12V battery (i.e., ...). ).

[0070] The first voltage conversion power satisfies constraint 2 as follows: the first voltage conversion power is less than or equal to the maximum transmission power of the first voltage converter.

[0071] Specifically, for the first voltage conversion power, if the first voltage conversion power is positive, it means that when the high-voltage platform discharges to the 48V platform (i.e., the high voltage is stepped down to 48V for output), the first voltage conversion power is less than or equal to the maximum rated power transmitted by the first voltage converter from the high-voltage side to the 48V side; if the first voltage conversion power is negative, it means that when the 48V platform boosts and charges the high-voltage platform (i.e., the 48V platform replenishes the high voltage), the absolute value of the first voltage conversion power is less than or equal to the maximum rated power transmitted by the first voltage converter from the 48V side to the high-voltage side.

[0072] In some embodiments, the above-mentioned safety constraints may further include constraint 3 (i.e., voltage fluctuation condition). The power allocation result satisfies the safety constraints as follows: the allocated power of each of the multiple voltage platforms satisfies constraint 1, the first voltage conversion power satisfies constraint 2, and the voltage change of the target bus voltage of the target voltage platform satisfies the voltage fluctuation condition.

[0073] Specifically, the voltage change of the target bus voltage of the target voltage platform meets the voltage fluctuation condition, that is, the voltage difference between the target bus voltage of the target voltage platform and the current bus voltage of the target voltage platform is less than the preset fluctuation threshold.

[0074] The target voltage platform is any one of multiple voltage platforms, and the target bus voltage is the bus voltage of the target voltage platform when the target voltage platform outputs the corresponding distributed power.

[0075] In some embodiments, the power allocation results satisfy an energy flow priority strategy. The energy flow priority strategy may include priority strategy 1 and priority strategy 2. Priority strategy 1 prioritizes regenerative braking power to the 48V platform. Specifically, when the vehicle is braking or coasting and the 48V motor generates regenerative braking power, this power is primarily used to meet the accessory power requirements of the 48V platform and to charge the 48V battery; only when the 48V battery's state of charge reaches its upper limit or the 48V platform has excess power is the excess energy transferred to the high-voltage platform via the first voltage converter.

[0076] Priority strategy 2 supplies surplus energy from 48V to 12V. Specifically, when the 48V platform still has surplus power after meeting its own accessory and battery charging needs, and the 12V platform has a power deficit (i.e., the 12V power allocation is positive and external power is needed), the energy is controlled to flow from the 48V platform to the 12V platform to reduce the energy output burden from the high-voltage platform to the 12V platform.

[0077] In some embodiments, the power allocation result satisfies dynamic adjustment conditions. Specifically, satisfying dynamic adjustment conditions means that when the current state of charge of the high-voltage battery of the high-voltage platform is less than a preset threshold, the first voltage conversion power is limited to a preset range.

[0078] The preset threshold refers to the critical lower limit of the high-voltage battery's state of charge (SOC) used to trigger cross-platform power limiting. When the SOC of the high-voltage battery falls below this critical lower limit, it indicates that the high-voltage battery is in a low-charge state, its charge and discharge capacity decreases, and it cannot withstand large cross-platform power fluctuations. The preset range refers to the safe power range (e.g., to protect the high-voltage battery and maintain bus voltage stability) allowed to be transmitted by the first voltage converter after triggering dynamic adjustment. This preset range is determined based on the current voltage state and charge / discharge capacity of the high-voltage battery, and aims to limit cross-platform energy flow within safe limits that will not cause excessive drops in the high-voltage bus voltage.

[0079] Specifically, when the SOC of the high-voltage battery is low (e.g., below 30%, i.e., less than a preset threshold), in order to prevent excessive voltage drop of the high-voltage bus or to protect the high-voltage battery, it is necessary to limit the scale of energy flow across platforms. For example, the preset range of the first voltage conversion power is limited to... ( (For a smaller safety limit), that is, significantly reduce the discharge power from the high-voltage platform to the 48V platform, so that the 48V platform relies more on its own battery and reclaimed power to operate; or under certain low-power conditions, limit the boost charging power from the 48V platform to the high-voltage platform to maintain the stability of the voltage of each platform.

[0080] In other words, in a specific example, the power allocation result satisfies the safety constraints (i.e., constraints 1, 2 and 3 above), the power allocation result satisfies the energy flow priority strategy, and the power allocation result satisfies the dynamic adjustment condition.

[0081] The above is a schematic explanation of the safety constraints, energy flow priority strategy, and dynamic adjustment conditions for the power allocation results.

[0082] The following example illustrates the process of determining the power allocation results, including the high-voltage allocation power corresponding to the high-voltage platform, the 48V allocation power of the 48V platform, the 12V allocation power of the 12V platform, and the first voltage conversion power.

[0083] In some examples, such as Figure 2 As shown, the process of determining the power allocation result may include the following steps:

[0084] S201 determines the high-voltage distribution power based on the drive power demand.

[0085] For example, such as Figure 3 As shown, S201 may include:

[0086] S301 determines the peak drive power demand based on the drive power demand and the vehicle's driving demand parameters.

[0087] Among them, the peak driving power demand (i.e., the peak demand of high-power drive) is used to characterize the short-term peak power demand generated under the current operating conditions. Driving demand parameters include accelerator pedal opening, accelerator pedal opening change rate, and current vehicle speed.

[0088] Specifically, the vehicle controller monitors the accelerator pedal status in real time. When the rate of change of the accelerator pedal opening exceeds a preset threshold (i.e., the driver performs a rapid acceleration action), based on the current accelerator pedal opening and the current vehicle speed, it calculates the maximum power that the vehicle's power source (such as the drive motor) can output in a short period of time at the current speed using a lookup table or a preset torque analysis algorithm, and uses this as the peak drive power demand. This peak drive power demand reflects the driver's instantaneous high power request.

[0089] S302 performs a weighted fusion of the drive demand power and the drive peak demand power to obtain the high voltage distribution power.

[0090] For example, the first allocation coefficient is used as the weighting coefficient of the driving demand power, and the second allocation coefficient is used as the weighting coefficient of the driving peak demand power. The driving demand power and the driving peak demand power are weighted and fused to obtain the high voltage allocation power.

[0091] Specifically, the high-voltage power distribution can be determined according to the following formula (1).

[0092] (1)

[0093] in, Power is distributed to high voltage. To drive the required power; To drive peak power demand; The first allocation coefficient; This is the second allocation coefficient.

[0094] In this embodiment, by fusing the current driving demand with the peak demand under driving conditions, the high-voltage side power allocation result can simultaneously reflect both continuous driving load and instantaneous peak load. This allows the power supply of the high-voltage platform to more closely match the real-time operating conditions of the vehicle and provides a stable input for subsequent coordinated power allocation between voltage platforms. Using this method, the adaptability of high-voltage power allocation to rapid acceleration, inclines, and frequent start-stop conditions is enhanced, and the continuity and consistency of driving power allocation are also improved.

[0095] For example, the method further includes: determining a first allocation coefficient and a second allocation coefficient based on the current driving style and the vehicle's current operating mode. The sum of the first allocation coefficient and the second allocation coefficient is 1.

[0096] For example, driving styles can include aggressive driving styles and mild driving styles. Specifically, the current driving style can be determined based on the current rate of change of accelerator pedal opening. For example, operating modes can include city mode, highway mode, congestion mode, and hill climb mode. Specifically, the current operating mode can be identified based on the vehicle's current speed, current gear, and OBC status.

[0097] Optionally, a first allocation coefficient and a second allocation coefficient can be determined based on the current driving style, the vehicle's current operating mode, and the current temperature.

[0098] In this embodiment, the high-voltage power distribution is determined by combining the peak driving demand, and the weight is dynamically adjusted by driving style and current operating mode, so that the high-voltage platform maintains a more matched power output under different operating scenarios, thereby improving the coordination and stability of the vehicle's power distribution.

[0099] In some embodiments, after determining the first allocation coefficient and the second allocation coefficient based on the current driving style and the current operating mode of the vehicle, the method further includes: if the driving power demand is greater than a preset driving power demand threshold, then increasing the first allocation coefficient and decreasing the second allocation coefficient.

[0100] Among them, the preset drive demand power threshold refers to the critical value of drive demand power used to determine whether the vehicle has entered an extremely high load state. The preset drive demand power threshold can be calibrated based on the rated continuous power of the high-voltage platform power source (such as a high-voltage battery or drive motor).

[0101] If the driving power demand exceeds the preset driving power demand threshold, it indicates that the current vehicle demand is under extremely high load. To avoid overload or voltage drop caused by continuous high current discharge of the high-voltage battery, the vehicle controller will increase the first allocation coefficient and decrease the second allocation coefficient. Through this dynamic correction, the calculation result of formula (1) is closer to the steady-state driving power demand, thereby reducing the peak power weight and ensuring the safe and stable operation of the high-voltage platform.

[0102] In this embodiment, the adjustment increases the weight of the response to real-time drive power and decreases the weight of the peak drive power demand when the vehicle has high drive demand, making the high-voltage power allocation result more closely match the current power request. This method enables the allocation coefficient to be adjusted in conjunction with load changes and provides updated weight inputs for subsequent power fusion, thereby improving the power allocation adaptability and control stability under high load conditions.

[0103] S202 determines the 48V power allocation based on the drive power requirement, the recoverable available power, and the accessory power requirement of the 48V platform.

[0104] For example, such as Figure 4 As shown, S202 may include:

[0105] S401, determine the first regenerative braking power corresponding to the 48V platform based on the available regenerative power.

[0106] The first regenerative braking power refers to the regenerative braking power actually undertaken or allocated by the 48V motor (such as the BSG motor) under the current operating conditions.

[0107] Specifically, the vehicle controller obtains the current available regenerative braking power and, based on the current speed and external characteristic curve of the 48V motor, determines the maximum regenerative braking power that the 48V motor can provide in the current state, using this as the first regenerative braking power. If the vehicle is not currently in braking or coasting mode (i.e., has no regenerative braking capability), then this first regenerative braking power is 0.

[0108] S402 determines the allocated drive power requirement for the 48V platform based on the drive power requirement and the third allocation coefficient.

[0109] The allocated drive demand power for the 48V platform refers to the portion of the total drive demand power allocated to the 48V platform for auxiliary drive or power assistance.

[0110] The third allocation coefficient is determined based on the current driving style and the vehicle's current operating mode. For example, the third allocation coefficient is the same as the first allocation coefficient mentioned above. Of course, the third allocation coefficient can also be calibrated separately based on the assist characteristics of the 48V motor. The vehicle controller multiplies the drive demand power by the third allocation coefficient to calculate the allocated drive demand power corresponding to the 48V platform.

[0111] S403 determines the 48V distribution power based on the power required for the allocated drive, the first regenerative braking power, and the power required for the accessories on the 48V platform.

[0112] For example, the 48V power distribution can be determined according to the following formula (2).

[0113] (2)

[0114] in, Distribute power to 48V; To drive the required power; The power required for the drive corresponding to the 48V platform; Power requirements for accessories on a 48V platform; The first regenerative braking power represents the load power offset by regeneration.

[0115] In this embodiment, by incorporating drive power distribution, regenerative braking absorption, and 48V accessory power supply into the 48V power distribution calculation, the output and absorption capacity of the 48V platform can be kept consistent, and the distribution result can be matched with driving style and operating conditions, thereby improving the power coordination and energy utilization continuity between multi-voltage platforms.

[0116] S203 determines the 12V power allocation based on the second voltage conversion power and the accessory power requirements of the 12V platform.

[0117] The second voltage conversion power refers to the voltage conversion power between the high-voltage platform and the 12V platform. The second voltage conversion power is the actual transmission power of the second voltage converter (i.e., DC-DC converter 2). The second voltage converter is a bidirectional DC-DC converter connected between the high-voltage platform and the 12V platform.

[0118] For example, the 12V power distribution can be determined according to the following formula (3).

[0119] (3)

[0120] in, Distribute power to 12V; Power requirements for accessories on a 12V platform; This is the second voltage conversion power.

[0121] It should be noted that in the above allocation formulas of this application, variables characterizing energy input (such as regenerative braking power, high-voltage side DC-DC power generation, etc.) are assumed to have negative values; variables characterizing energy consumption (such as accessory power demand, drive power demand, etc.) are assumed to have positive values. Therefore, the plus sign in the above formulas indicates the superposition of algebraic sums.

[0122] In this embodiment, the power deficit or surplus of the 12V battery under current operating conditions is determined by offsetting the actual power consumption of the accessories on the 12V platform with the conversion power supplied from the high-voltage side. When the power demand of the accessories exceeds the second voltage conversion power, the 12V allocated power is positive, indicating that the 12V battery needs to be discharged to make up for the deficit; conversely, it is negative, indicating that the power supplied from the high-voltage side is sufficient to cover the power consumption of the accessories and charge the 12V battery. This method ensures the basic low-voltage power safety of the 12V platform and provides a precise data foundation for energy scheduling and closed-loop control among multiple platforms.

[0123] In some embodiments, the first voltage conversion power is the voltage conversion power from the high-voltage platform to the 48V platform. For example... Figure 5 As shown, the process of determining the first voltage conversion power may include the following steps:

[0124] S501 determines the total 48V power requirement of the 48V platform based on the drive power requirement, the recoverable power, and the accessory power requirement of the 48V platform.

[0125] Specifically, the vehicle controller algebraically adds the drive power demand allocated to the 48V platform (i.e., the product of the drive power demand and the third allocation coefficient), the accessory power demand of the 48V platform, and the recoverable power available under the current operating conditions to obtain the total 48V power demand of the 48V platform. This total 48V power demand comprehensively reflects the net load of the 48V domain under the current operating conditions.

[0126] S502 determines the first voltage conversion power based on the total 48V power demand and the available battery power of the 48V platform.

[0127] The available power of a battery refers to the maximum discharge power or the maximum charging power that a 48V battery is allowed to output or receive under constraints such as its current state of charge (SOC) and temperature.

[0128] For example, the first voltage conversion power can be determined according to the following formula (4).

[0129] (4)

[0130] in, This is the first voltage conversion power; Total power requirement is 48V; This refers to the battery power available for a 48V platform.

[0131] It should be noted that, according to the notation conventions above, if the calculated first voltage conversion power is positive, it means that the 48V battery itself is not powerful enough to meet the total demand, and the high-voltage platform needs to discharge and replenish the energy to the 48V platform through the first voltage converter; if the calculation result is negative, it means that the 48V platform has surplus power and can replenish the energy to the high-voltage platform through the first voltage converter.

[0132] In this embodiment, the total 48V power demand is synthesized by combining the driving power demand, the available power of regeneration, and the power demand of the 48V platform accessories. Then, the first voltage conversion power is determined based on the available power of the 48V platform battery. This ensures that the energy transfer between the high-voltage platform and the 48V platform matches the 48V side's capacity, thereby enabling the 48V platform to maintain a stable power distribution state under the combined action of driving, regeneration, and accessory loads, and improving the accuracy of the vehicle's energy coordination control.

[0133] In some embodiments, before determining the power allocation result based on the vehicle's drive power demand, the recoverable power, and the accessory power demand of each of the multiple voltage platforms, the method further includes: determining the total power demand based on the drive power demand, the recoverable power, and the accessory power demand of each of the multiple voltage platforms.

[0134] The total power demand refers to the net power gap between the total power consumed by the vehicle's drive requirements and the total power consumed by each platform's accessories under the current operating conditions and the available regenerative braking power.

[0135] Specifically, the total accessory power requirement is determined based on the accessory power requirements of each of the multiple voltage platforms (e.g., the sum of accessory power requirements of the high-voltage platform, the 48V platform, and the 12V platform); the total power requirement is determined based on the drive power requirement, the total accessory power requirement, and the recoverable power.

[0136] For example, the total power demand can be determined according to the following formula (5).

[0137] (5)

[0138] in, Total power demand; To drive the required power; Total power required for all accessories; Recover usable power (take positive value).

[0139] Based on this, the power allocation result is determined according to the vehicle's driving power requirement, the available reclaimed power, and the accessory power requirements of each of the multiple voltage platforms, including:

[0140] If the total power demand is less than or equal to the available power of the high-voltage battery of the high-voltage platform, the power allocation result is determined based on the power demand for driving, the available power for recovery, and the power demand of each accessory of the multiple voltage platforms.

[0141] If the total power demand exceeds the available power of the high-voltage battery, the total power demand is adjusted according to a preset demand limiting strategy until it is less than or equal to the available power of the high-voltage battery. This preset demand limiting strategy includes downgrading or limiting the power consumption of unnecessary accessories. When the total power demand is less than or equal to the available power of the high-voltage battery, the power allocation result is determined as described above.

[0142] In this embodiment, by first calculating the total required power and comparing it with the available power of the high-voltage battery, the power allocation result can always be constrained by the high-voltage platform's carrying capacity. When the demand exceeds the limit, the total required power is restricted and then redistributed, which can keep the vehicle power coordination process within an achievable range and make the matching relationship between drive, regeneration and accessory power supply more stable.

[0143] S103 controls the output power of each of the multiple voltage platforms and the energy flow between the multiple voltage platforms based on the power allocation results.

[0144] Specifically, the vehicle controller converts the determined power allocation results into actual control commands and sends them to each voltage platform and corresponding voltage converter to achieve bidirectional power coordinated control between DC-DC converters.

[0145] For example, the output power of multiple voltage platforms is controlled based on the power allocation results.

[0146] Specifically, the high-voltage battery of the high-voltage platform is controlled to charge and discharge according to the high-voltage power distribution (P_HV); the 48V battery of the 48V platform is controlled to charge and discharge according to the 48V power distribution (P_48V); and the 12V battery of the 12V platform is controlled to charge and discharge according to the 12V power distribution (P_12V).

[0147] For example, based on the voltage conversion power in the power allocation result, the energy flow direction between multiple voltage platforms is controlled to achieve cross-platform DC-DC bidirectional power coordination.

[0148] Specifically, the actual transmission state of the first voltage converter is controlled according to the first voltage conversion power: if the first voltage conversion power is positive, the first voltage converter is controlled to de-voltage and discharge from the high voltage side to the 48V side, so as to realize the high voltage platform to replenish the energy of the 48V platform; if the first voltage conversion power is negative, the first voltage converter is controlled to boost voltage and charge from the 48V side to the high voltage side, so as to realize the transfer of excess energy from the 48V platform to the high voltage platform.

[0149] Simultaneously, the transmission state of the second voltage converter is controlled according to the second voltage conversion power: the second voltage converter is controlled to discharge from the high voltage side to the 12V side to cover the accessory consumption of the 12V platform and the charging needs of the 12V battery.

[0150] In addition, when performing the above-mentioned cross-platform energy flow control, the aforementioned energy flow priority strategy must be followed (i.e., braking regeneration is given priority to the 48V platform, and the surplus energy of 48V is given priority to the 12V platform) in order to reduce unnecessary cross-platform energy loss.

[0151] In this embodiment, by sending the calculated power allocation results down for execution, precise closed-loop control of the output power of each voltage platform and bidirectional power coordination of the DC-DC converter are achieved. This approach not only ensures efficient energy flow and dynamic balance of the high-voltage, 48V, and 12V platforms at the hardware level, but also strictly implements safety constraints and energy priority strategies at the control logic level. This maximizes the vehicle's energy utilization and system operational stability while meeting the vehicle's multi-condition driving and low-voltage power requirements.

[0152] In this embodiment, the power allocation result is determined by acquiring the vehicle's driving power requirement, recoverable available power, and the accessory power requirements of each of the multiple voltage platforms. Based on the power allocation result, the output power of each of the multiple voltage platforms and the energy flow between the multiple voltage platforms are controlled. The power allocation result satisfies safety constraints; that is, by limiting the boundary values ​​of the power allocated to each platform and the boundary value of the first voltage conversion power, the executability of the energy allocation scheme at the physical execution level can be guaranteed. Therefore, by combining the vehicle's multi-dimensional energy requirements and power boundary constraints, unified and coordinated control of the output power of multiple voltage platforms and the energy flow across platforms can be achieved. Under superimposed load conditions, power supply and demand can be balanced through boundary constraints and energy management, alleviating power supply and demand imbalances, thereby improving the power supply stability and system operation safety of the entire vehicle.

[0153] The energy distribution method provided in this application embodiment will be illustrated below with a specific example.

[0154] Figure 6 This is a flowchart illustrating an energy distribution method provided in an embodiment of this application. Figure 6As shown, the energy distribution method includes the following steps:

[0155] S601, the vehicle controller acquires multi-source status data of the vehicle.

[0156] The multi-source status data can include battery status information for each of the multiple voltage platforms.

[0157] For example, the battery state information of a high-voltage platform may include the state of charge (SOC) of a high-power voltage battery. Battery health status ( ), bus voltage ( ), actual charge and discharge current ( ), maximum charging power ( ), maximum discharge power ( ) and battery temperature ( ).

[0158] The battery status information of the 48V platform can include the state of charge of the 48V battery. ), maximum charging power ( ), maximum discharge power ( ) and battery temperature ( ).

[0159] The battery status information for a 12V platform can include the terminal voltage of the 12V battery. ), maximum charging power ( ), maximum discharge power ( Battery health status ( ), and load current ( ).

[0160] Multi-source status data also includes vehicle status data. Vehicle status data may include accelerator pedal opening, brake pedal opening, current vehicle speed, current gear, road gradient, and charging / discharging status signals (such as OBC plug status, fast charging / slow charging status).

[0161] S602, the vehicle controller, performs normalization processing on multi-source state data.

[0162] Specifically, the vehicle controller normalizes and maps the collected power, SOC, temperature and other data of different physical dimensions to form a unified energy state vector, so as to eliminate the difference in dimensions and provide standardized data input for subsequent hierarchical calculation and optimized allocation of vehicle demand power.

[0163] S603, the vehicle controller determines the drive power requirement, the recoverable power, and the accessory power requirements of each of the multiple voltage platforms based on the normalized multi-source state data.

[0164] The driving power demand is calculated analytically from parameters such as accelerator pedal opening, current vehicle speed, and road gradient; the accessory power demand includes the real-time consumption of accessories in each voltage domain, such as air conditioning, steering, braking, and BSG power assist; and the recoverable power is the upper limit of brake energy recovery under the current operating conditions, determined based on brake pedal opening and vehicle speed.

[0165] S604, the vehicle controller determines the total required power based on the drive power demand, the recoverable power, and the accessory power demand of each of the multiple voltage platforms.

[0166] For example, the calculation of total power demand can be found in formula (5) above, and will not be repeated here.

[0167] In step S605, the vehicle controller determines whether the total power demand exceeds the available power of the high-voltage battery. If so, it executes step S606; otherwise, it executes step S607.

[0168] S606, the vehicle controller determines the power allocation result based on the power allocation model, drive power demand, recoverable power, and the accessory power demand of each of the multiple voltage platforms.

[0169] The power allocation result may include the allocated power of each of the multiple voltage platforms (i.e., high voltage allocation power, 48V allocation power, and 12V allocation power) and the first voltage conversion power. The specific definitions and determination process are detailed in the above embodiment and will not be repeated here.

[0170] The power allocation model is constructed using safety constraints as boundary conditions and a preset allocation function as the optimization objective. The preset allocation function is used to characterize the mapping relationship between input parameters and power allocation results. The safety constraints are used to limit the boundary values ​​of the power allocation for each of the multiple voltage platforms, as well as the boundary values ​​of the target voltage conversion power.

[0171] For example, the preset allocation function (i.e., allocation formula) can be expressed as the following formula (6).

[0172] (6)

[0173] It is understood that the above formula (6) includes formula (1), formula (2), formula (3) and formula (4). For the specific formula parameters, please refer to the above embodiment, which will not be repeated here.

[0174] When solving for the power allocation result based on formula (6), the safety constraints (i.e., constraint 1, constraint 2 and constraint 3) must be met, as well as the energy flow priority strategy (i.e. priority strategy 1 and priority strategy 2) and the dynamic adjustment condition must be met. For a detailed explanation of the specific safety constraints, priority strategies and dynamic adjustment conditions, please refer to the above embodiment.

[0175] S607, the vehicle controller adjusts the total power demand according to the preset demand limit strategy.

[0176] Specifically, the preset demand limiting strategy refers to the vehicle controller reducing load priority based on load priority. Load priorities are divided into: highest priority (steering, braking, EPS, and other safety components), medium priority (air conditioning, BSG power assist, and other comfort and auxiliary components), and low priority (entertainment, seat heating, external discharge, and other non-essential components). The vehicle controller automatically limits the power consumption of low-priority loads and, if necessary, reduces the drive demand power until the adjusted total demand power is less than or equal to the available power of the high-voltage battery.

[0177] The S608 vehicle controller controls the output power of multiple voltage platforms and the energy flow between them based on the power distribution results.

[0178] Specifically, the vehicle controller converts the power allocation results into control commands, controlling the batteries of the high-voltage platform, 48V platform, and 12V platform to execute the corresponding charging and discharging power. It also controls the first and second voltage converters to achieve bidirectional DC-DC power coordination (such as HV→48V buck output, 48V→12V regulated output, and 48V→HV boost recirculation during recycling), achieving seamless and impact-free switching. The specific control process is detailed in the above embodiment and will not be repeated here.

[0179] This application also provides an energy distribution device. For example... Figure 7 As shown, the energy distribution device 70 includes an acquisition module 701, a determination module 702, and an execution module 703. The acquisition module 701 acquires the vehicle's driving power demand, recoverable power, and the accessory power demand of each of the multiple voltage platforms. The determination module 702 determines the power distribution result based on the vehicle's driving power demand, recoverable power, and accessory power demand of each of the multiple voltage platforms; the power distribution result includes a first voltage conversion power and the allocated power of each of the multiple voltage platforms; the power distribution result satisfies safety constraints; the safety constraints limit the boundary values ​​of the allocated power of each of the multiple voltage platforms and the boundary value of the first voltage conversion power. The execution module 703 controls the output power of each of the multiple voltage platforms and the energy flow direction between the multiple voltage platforms based on the power distribution result.

[0180] In some embodiments, the multiple voltage platforms include a high-voltage platform, a 48V platform, and a 12V platform; the power allocation result includes the high-voltage allocation power corresponding to the high-voltage platform, the 48V allocation power corresponding to the 48V platform, and the 12V allocation power corresponding to the 12V platform. The determining module 702 is specifically used for: determining the high-voltage allocation power based on the drive demand power; determining the 48V allocation power based on the drive demand power, the recoverable available power, and the accessory demand power of the 48V platform; and determining the 12V allocation power based on the second voltage conversion power and the accessory demand power of the 12V platform, wherein the second voltage conversion power is the voltage conversion power between the high-voltage platform and the 12V platform; wherein safety constraints are used to limit the maximum boundary values ​​of the high-voltage allocation power, the 48V allocation power, and the 12V allocation power.

[0181] In some embodiments, the determining module 702 is specifically used to: determine the peak driving power demand based on the driving power demand and the vehicle's driving demand parameters; and perform weighted fusion of the driving power demand and the peak driving power demand to obtain the high-voltage distribution power.

[0182] In some embodiments, the determining module 702 is specifically used to: determine a first allocation coefficient and a second allocation coefficient based on the current driving style and the current operating mode of the vehicle; use the first allocation coefficient as a weighting coefficient for the driving demand power and the second allocation coefficient as a weighting coefficient for the driving peak demand power, and perform weighted fusion of the driving demand power and the driving peak demand power to obtain the high voltage allocation power.

[0183] In some embodiments, the energy distribution device 70 further includes an adjustment module, which is used to increase the first distribution coefficient and decrease the second distribution coefficient if the drive demand power is greater than a preset drive demand power threshold.

[0184] In some embodiments, the determining module 702 is specifically configured to: determine the first regenerative braking power corresponding to the 48V platform based on the available regenerative power; determine the allocated drive demand power corresponding to the 48V platform based on the drive demand power and the third allocation coefficient, wherein the third allocation coefficient is determined based on the current driving style and the current operating mode of the vehicle; and determine the 48V allocated power based on the allocated drive demand power, the first regenerative braking power, and the accessory demand power of the 48V platform.

[0185] In some embodiments, the first voltage conversion power is the voltage conversion power between the high-voltage platform and the 48V platform; the determining module 702 is specifically used to: determine the total 48V power demand of the 48V platform based on the drive demand power, the recoverable power, and the accessory demand power of the 48V platform; and determine the first voltage conversion power based on the total 48V power demand and the battery available power of the 48V platform.

[0186] In some embodiments, when the current state of charge of the high-voltage battery of the high-voltage platform is less than a preset threshold, the first voltage conversion power is limited to a preset range.

[0187] In some embodiments, the safety constraint includes a voltage fluctuation condition; the voltage fluctuation condition is: the voltage difference between the target bus voltage of the target voltage platform and the current bus voltage of the target voltage platform is less than a preset fluctuation threshold; wherein, the target voltage platform is any one of a plurality of voltage platforms, and the target bus voltage is the bus voltage of the target voltage platform when the target voltage platform outputs the corresponding distributed power.

[0188] In some embodiments, the plurality of voltage platforms includes a high-voltage platform. The energy distribution device 70 further includes a demand power determination module, configured to determine the total demand power based on the drive demand power, the recoverable power, and the accessory demand power of each of the plurality of voltage platforms. Specifically, the determination module 702 is configured to: if the total demand power is less than or equal to the high-voltage battery's available power of the high-voltage platform, determine the power distribution result based on the drive demand power, the recoverable power, and the accessory demand power of each of the plurality of voltage platforms; if the total demand power is greater than the high-voltage battery's available power, adjust the total demand power according to a preset demand limiting strategy until the total demand power is less than or equal to the high-voltage battery's available power.

[0189] The vehicle provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0190] Figure 8 This is a structural diagram of the vehicle provided in this application. Figure 8 As shown, the vehicle 80 provided in this embodiment includes at least one processor 801 and a memory 802. Optionally, the vehicle 80 also includes a communication component 803. The processor 801, memory 802, and communication component 803 are connected via a bus 804.

[0191] In a specific implementation, at least one processor 801 executes computer execution instructions stored in memory 802, causing at least one processor 801 to perform the above-described method.

[0192] The specific implementation process of processor 801 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0193] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0194] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0195] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0196] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0197] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0198] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0199] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0200] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0201] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0202] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0203] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0204] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0205] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. An energy distribution method applied to a vehicle, characterized in that, The vehicle includes multiple voltage platforms, each corresponding to a different voltage domain, and the method includes: Obtain the driving power requirement of the vehicle, the available power recovery, and the accessory power requirement of each of the multiple voltage platforms; The power allocation result is determined based on the vehicle's driving power requirement, the available reclaimed power, and the accessory power requirements of each of the multiple voltage platforms; wherein the power allocation result includes the first voltage conversion power and the allocated power of each of the multiple voltage platforms; the power allocation result satisfies safety constraints; the safety constraints are used to limit the boundary values ​​of the allocated power of each of the multiple voltage platforms and to limit the boundary value of the first voltage conversion power. Based on the power allocation results, the output power of each of the multiple voltage platforms and the energy flow between the multiple voltage platforms are controlled.

2. The method of claim 1, wherein, The plurality of voltage platforms include a high-voltage platform, a 48V platform, and a 12V platform; the power allocation result includes the high-voltage allocation power corresponding to the high-voltage platform, the 48V allocation power corresponding to the 48V platform, and the 12V allocation power corresponding to the 12V platform; The process of determining the power allocation result based on the vehicle's driving power requirement, the available reclaimed power, and the accessory power requirements of each of the multiple voltage platforms includes: The high-voltage distribution power is determined based on the driving power demand. The 48V power allocation is determined based on the drive power requirement, the reclaimed available power, and the accessory power requirement of the 48V platform. The 12V power allocation is determined based on the second voltage conversion power and the power requirement of the accessories of the 12V platform. The second voltage conversion power is the voltage conversion power between the high-voltage platform and the 12V platform. The safety constraints are used to limit the maximum boundary values ​​of the high-voltage distribution power, the 48V distribution power, and the 12V distribution power.

3. The method according to claim 2, characterized in that, Determining the high-voltage distribution power based on the driving power demand includes: Determine the peak driving power demand based on the driving power demand and the vehicle's driving demand parameters; The high-voltage distribution power is obtained by weighted fusion of the drive demand power and the drive peak demand power.

4. The method of claim 3, wherein, The step of weightedly fusing the drive demand power and the drive peak demand power to obtain the high-voltage distribution power includes: Based on the current driving style and the current operating mode of the vehicle, determine the first allocation coefficient and the second allocation coefficient; The first allocation coefficient is used as the weighting coefficient of the driving demand power, and the second allocation coefficient is used as the weighting coefficient of the driving peak demand power. The driving demand power and the driving peak demand power are weighted and fused to obtain the high voltage allocation power.

5. The method of claim 4, wherein, After determining the first allocation coefficient and the second allocation coefficient based on the current driving style and the current operating mode of the vehicle, the method further includes: If the required driving power is greater than a preset driving power threshold, then the first allocation coefficient is increased and the second allocation coefficient is decreased.

6. The method of claim 2, wherein, The step of determining the 48V allocated power based on the drive power requirement, the reclaimed available power, and the accessory power requirement of the 48V platform includes: Based on the available regenerative power, determine the first regenerative braking power corresponding to the 48V platform; Based on the drive demand power and the third allocation coefficient, the allocated drive demand power corresponding to the 48V platform is determined, wherein the third allocation coefficient is determined based on the current driving style and the current operating mode of the vehicle. The 48V allocated power is determined based on the allocated drive power requirement, the first regenerative braking power, and the accessory power requirement of the 48V platform.

7. The method of claim 2, wherein, The first voltage conversion power is the voltage conversion power between the high-voltage platform and the 48V platform; determining the power allocation result based on the vehicle's driving power requirement, the available reclaimed power, and the accessory power requirements of each of the multiple voltage platforms includes: The total 48V power requirement of the 48V platform is determined based on the drive power requirement, the reclaimed available power, and the accessory power requirement of the 48V platform. The first voltage conversion power is determined based on the total 48V power requirement and the available battery power of the 48V platform.

8. The method of claim 7, wherein, When the current state of charge of the high-voltage battery on the high-voltage platform is less than a preset threshold, the first voltage conversion power is limited to a preset range.

9. The method of claim 1, wherein, The safety constraints include voltage fluctuation conditions; The voltage fluctuation condition is: the voltage difference between the target bus voltage of the target voltage platform and the current bus voltage of the target voltage platform is less than a preset fluctuation threshold. Wherein, the target voltage platform is any one of the plurality of voltage platforms, and the target bus voltage is the bus voltage of the target voltage platform when the target voltage platform outputs the corresponding distributed power.

10. The method of claim 1, wherein, The plurality of voltage platforms includes a high-voltage platform; before determining the power allocation result based on the vehicle's driving power requirement, the available reclaimed power, and the accessory power requirements of each of the plurality of voltage platforms, the method further includes: The total power demand is determined based on the drive power demand, the recoverable available power, and the accessory power demand of each of the multiple voltage platforms. The process of determining the power allocation result based on the vehicle's driving power requirement, the available reclaimed power, and the accessory power requirements of each of the multiple voltage platforms includes: If the total power demand is less than or equal to the available power of the high-voltage battery of the high-voltage platform, then the power allocation result is determined based on the driving power demand, the available power of recycling, and the accessory power demand of each of the multiple voltage platforms. If the total power demand is greater than the available power of the high-voltage battery, the total power demand is adjusted according to a preset demand limiting strategy until the total power demand is less than or equal to the available power of the high-voltage battery.

11. An energy distribution device, applied to a vehicle, characterized in that, The vehicle includes multiple voltage platforms, each corresponding to a different voltage domain; the device includes: The acquisition module is used to acquire the driving power requirement of the vehicle, the available power recovery, and the accessory power requirement of each of the multiple voltage platforms; The determining module is used to determine a power allocation result based on the driving power demand of the vehicle, the available power recovery, and the accessory power demand of each of the multiple voltage platforms; wherein the power allocation result includes a first voltage conversion power and the allocated power of each of the multiple voltage platforms; the power allocation result satisfies safety constraints; the safety constraints are used to limit the boundary values ​​of the allocated power of each of the multiple voltage platforms and to limit the boundary value of the first voltage conversion power; An execution module is used to control the output power of each of the multiple voltage platforms and the energy flow direction between the multiple voltage platforms based on the power allocation result.

12. A vehicle, characterized in that, include: Memory, processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1-10.

13. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1-10.

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