Vehicle energy-saving method and system

Abstract

The present application provides a vehicle energy-saving method and system, which are applied in the technical field of automobiles and can save vehicle energy. The method comprises: when the allowable charging power of a vehicle is relatively small, that is, in scenarios of low temperature, high temperature, and high state of charge of a battery, when the maximum required power of at least one vehicle accessory is relatively large, if the energy recovery power of the vehicle is relatively large (high-power recovery working conditions), the vehicle accessory may consume energy recovered by the vehicle; and when the energy recovery power of the vehicle is relatively small (non-power recovery working conditions), the vehicle accessory may consume energy of the battery.

Description

Vehicle energy-saving method and system

[0001] This application claims priority to the Chinese patent application filed with the State Intellectual Property Office on September 18, 2023, with application number 202311205758.4 and application name “Vehicle Energy Saving Method and System”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The embodiments of the present application relate to the field of automotive technology, and in particular to a vehicle energy-saving method and system. Background Art

[0003] With the development and popularization of electric vehicles, electric vehicle power battery technology has also developed rapidly. Energy recovery systems are an emerging technology for electric vehicles. During driving, the vehicle's energy recovery system can recover and store energy in the power battery. However, in some scenarios (for example, low battery temperatures in winter, high battery temperatures in summer, and high remaining battery state of charge (SOC)), the power battery's allowable charging power is low, the energy recovery power is low, or energy recovery is prohibited, resulting in energy waste.

[0004] Summary of the Invention

[0005] The present application provides a vehicle energy-saving method and system, which can save vehicle energy.

[0006] To achieve the above objectives, this application provides the following technical solutions:

[0007] In the first aspect, the present application provides a vehicle energy-saving method, including: if the allowable charging power of the vehicle is less than a first threshold, the maximum required power of at least one vehicle accessory is greater than a second threshold; based on the vehicle's energy recovery power and the maximum required power of at least one vehicle accessory, determine the first power and second power of at least one vehicle accessory; the first power is the power consumed by at least one vehicle accessory when the vehicle's energy recovery power is greater than a third threshold; the first power includes power from energy recovery; the second power is the power consumed by at least one vehicle accessory when the vehicle's energy recovery power is not greater than the third threshold; the second power is power from the battery.

[0008] That is, when the vehicle's allowable charging power is low, that is, in low or high temperatures, with a high remaining battery charge, and the maximum power demand of at least one vehicle accessory is high, if the vehicle's energy recovery power is high (high-power recovery operating condition), the vehicle accessory can consume the energy recovered by the vehicle; when the vehicle's energy recovery power is low (non-power recovery operating condition), the vehicle accessory can consume battery energy. In this way, battery energy can be conserved when the vehicle's allowable charging power is low, the maximum power demand of at least one vehicle accessory is high, and the vehicle is in high-power recovery operating condition.

[0009] The energy recovery power of the vehicle is the energy recovery power calculated by the vehicle.

[0010] In a possible implementation, the first power further includes power from a battery.

[0011] Optionally, when the vehicle's regenerative power is insufficient to support the maximum power demand of at least one vehicle accessory, the at least one vehicle accessory may consume the regenerative power of the vehicle as well as the energy of the battery, thereby ensuring normal operation of the vehicle accessory.

[0012] In one possible implementation, the method also includes: the first power is greater than the third power; the second power is less than the third power; the third power is the power of the vehicle accessory when the current allowable charging power of the battery is not less than the first threshold; the third power is the power from the battery; the sum of the first energy and the second energy is equivalent to the third energy; the first energy is the energy consumed by at least one vehicle accessory within a first time period at the first power; the second energy is the energy consumed by at least one vehicle accessory within a second time period at the second power; the third energy is the energy consumed by at least one vehicle accessory within a third time period at the third power; the third time period is the sum of the first time period and the second time period.

[0013] That is, when the vehicle is in high-power regenerative mode, and the first power consumed by the vehicle accessories is greater than the current allowable charging power and not less than the first threshold, the third power of the vehicle accessories, based on the principle of conservation of energy, is equivalent to the third power, the sum of the first and second energies. When the vehicle is in non-high-power regenerative mode, the second power consumed by the battery is less than the third power. This means that when the vehicle is in non-high-power regenerative mode, the vehicle accessories consume less energy from the battery, further conserving battery energy.

[0014] In one possible implementation, the method also includes: determining a first preset power and a second preset power of at least one vehicle accessory based on historical driving information and predicted driving information; and determining a first power and a second power of at least one vehicle accessory based on the vehicle's energy recovery power, the maximum required power of at least one vehicle accessory, the first preset power and the second preset power.

[0015] In this way, determining the first power and second power of at least one vehicle accessory based on historical driving information and predicted driving information can increase the accuracy of the calculation of the first power and the second power, making the first power as large as possible and the second power as small as possible, thereby saving battery energy to the maximum extent.

[0016] In a possible implementation, the method further includes: determining the energy recovery power of the vehicle based on the current driving information of the vehicle; the current driving information of the vehicle includes at least one of the vehicle speed, the vehicle brake pedal opening, and the vehicle mass.

[0017] Optionally, the energy recovery power of the vehicle can also be obtained through other means, and the embodiments of the present application do not impose specific restrictions on this.

[0018] In a possible implementation, the vehicle accessories include at least one of a thermal management system accessory, an electric drive system accessory, and a DC converter.

[0019] Optionally, the vehicle accessories may also include other accessories, such as a steering system, etc., and the embodiments of the present application do not impose specific limitations on this.

[0020] In one possible implementation, the method further includes: displaying a first interface, the first interface including a power variation graph of the vehicle accessories during vehicle driving; the power variation graph including the first power and the second power. In this way, the user can intuitively understand the power consumption of the vehicle accessories during vehicle driving, thereby improving the user experience.

[0021] For example, the first interface may be a schematic diagram of power consumption of vehicle accessories as shown in FIG4 .

[0022] In one possible implementation, the method further includes: sending a prompt message indicating the battery energy saved by the second power compared to the third power. In this way, the user can intuitively understand the power consumption of vehicle accessories and / or the energy saved by the vehicle battery during vehicle driving, thereby improving the user experience.

[0023] Exemplarily, the prompt information may be a schematic diagram of energy flow as shown in FIG6 , or a prompt message 602 as shown in FIG7 .

[0024] In one possible implementation, the method is applied to low temperature, high temperature, and high remaining battery power scenarios.

[0025] In the second aspect, the present application provides a vehicle energy-saving method, including: displaying a second interface; the second interface includes the energy flow during the vehicle's driving process; the energy flow is positively correlated with power; if the vehicle's allowable charging power is less than a first threshold, the maximum required power of at least one vehicle accessory is greater than a second threshold; when the vehicle's energy recovery power is greater than a third threshold, at least one vehicle accessory receives a first energy flow; the first energy flow includes energy from recovery; when the vehicle's energy recovery power is not greater than a third threshold, at least one vehicle accessory receives a second energy flow; the second energy flow is energy from the battery.

[0026] In this way, users can intuitively understand the power consumption of vehicle accessories and / or the energy saving of vehicle batteries during vehicle driving, thereby improving the user experience.

[0027] For example, the second interface may be energy flow interface 502 as shown in FIG6(b), where the vehicle accessory receives a first energy flow from the recycle system and consumes the recycle energy. Alternatively, as shown in energy flow interface 504 as shown in FIG6(d), when the recycle energy can support the consumption of the vehicle accessory and there is still energy left, the vehicle accessory receives a first energy flow from the recycle system and the battery, and consumes the recycle energy. Furthermore, the battery is charged using the recycle energy.

[0028] Exemplarily, the second interface may also be an energy flow interface 501 as shown in FIG6( a ), where the vehicle accessory receives the second energy flow from the battery and consumes energy from the battery.

[0029] In a possible implementation, the first energy flow further includes energy from a battery.

[0030] For example, the second interface may be the energy flow interface 503 as shown in FIG6( c ), where the vehicle accessories receive the first energy flow from the recovered energy and the battery, and the vehicle accessories consume the recovered energy and the battery energy.

[0031] In a third aspect, the present application provides a computer-readable storage medium, which includes a computer program or instructions. When the computer program or instructions are run on the vehicle energy-saving system, the vehicle energy-saving system described in the second aspect executes the method described in the first aspect.

[0032] In a fourth aspect, the present application provides a computer program product, which includes: a computer program or instructions, which, when the computer program or instructions are run on a computer, enables the computer to execute the method described in the first aspect.

[0033] In a fifth aspect, the present application provides a chip system, comprising: a processor, the processor being used to call and run a computer program stored in a memory from the memory, and execute any one of the methods provided in the implementation manner in the first aspect.

[0034] The technical effects corresponding to the second to fifth aspects and any implementation method of the second to fifth aspects can be referred to the technical effects corresponding to the above-mentioned first aspect and any implementation method of the first aspect, and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] FIG1 is a schematic structural diagram of a vehicle provided in an embodiment of the present application.

[0036] FIG2 is a schematic structural diagram of another vehicle provided in an embodiment of the present application.

[0037] FIG3 is a flow chart of a vehicle energy-saving method provided in an embodiment of the present application.

[0038] FIG4 is a schematic diagram of vehicle accessory power provided in an embodiment of the present application.

[0039] FIG5 is a schematic diagram of vehicle power regulation provided in an embodiment of the present application.

[0040] FIG6 is a schematic diagram of an interface provided in an embodiment of the present application.

[0041] FIG7 is another schematic diagram of an interface provided in an embodiment of the present application.

[0042] FIG8 is a schematic structural diagram of a vehicle energy-saving system provided in an embodiment of the present application. DETAILED DESCRIPTION

[0043] The following is a detailed description of a vehicle energy-saving method and system provided in an embodiment of the present application with reference to the accompanying drawings.

[0044] The terms "including," "having," and any variations thereof mentioned in the description of the embodiments of the present application are intended to cover non-exclusive inclusions. For example, a process, method, system, product, or apparatus comprising a series of steps or units is not limited to the listed steps or units, but may optionally include other steps or units not listed, or may optionally include other steps or units inherent to the process, method, product, or apparatus.

[0045] It should be noted that in the embodiments of this application, words such as "exemplary" or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary" or "for example" in the embodiments of this application should not be interpreted as being more preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary" or "for example" is intended to present the relevant concepts in a concrete manner.

[0046] In the description of the embodiments of this application, unless otherwise specified, "plurality" means two or more. "And / or" in this document is merely a description of the association relationship between associated objects, indicating that three relationships can exist. For example, "A and / or B" can mean: A exists alone, A and B exist simultaneously, or B exists alone.

[0047] In related technologies, when the allowable charging power of the power battery is low, the recovered energy is stored in a supercapacitor to achieve energy recovery. However, this method requires the installation of an additional supercapacitor, which increases production costs.

[0048] To solve the above problems, the embodiment of the present application proposes a vehicle energy-saving method. In this method, it is necessary to monitor the battery's allowable charging power (maximum allowed charging power) and the maximum power demand of the vehicle accessories during the driving process of the electric vehicle in real time. When the battery's allowable charging power is small and the maximum power demand of the vehicle accessories is large, if the vehicle is in a high-power recovery condition, a higher vehicle accessory power is set, and the vehicle accessories consume the recovered energy. If the vehicle is in a non-high-power recovery condition, a lower vehicle accessory consumption power is set, and the vehicle accessories consume the energy of the battery. Among them, the vehicle accessories can be accessories such as a thermal management system, a DC converter (DCDC), and an electric drive system. The vehicle controller controls the power change of the vehicle accessories by filtering and controlling the gradual entry and exit. Among them, the high-power recovery condition indicates that the vehicle energy recovery power (vehicle coasting or braking energy recovery power) is greater than a preset threshold (third threshold), and the non-high-power recovery condition indicates that the vehicle energy recovery power is less than or equal to the preset threshold (third threshold). Among them, the vehicle energy recovery power in the embodiment of the present application is the target energy recovery power calculated by the vehicle.

[0049] In this way, when the battery's allowable charging power is small and the maximum power demand of the vehicle accessories is large, the car can intelligently identify the vehicle's operating conditions, and intelligently adjust the power consumption of the vehicle accessories under different vehicle operating conditions. Under high-power recovery conditions, the recovered energy is consumed, saving battery energy and improving the energy efficiency of the entire vehicle.

[0050] Optionally, the embodiment of the present application can also intuitively demonstrate the energy-saving effect to the driver through energy flow display or information push, thereby improving the user's driving experience.

[0051] FIG1 is a schematic diagram of the structure of a vehicle provided in an embodiment of the present application. Vehicle 100 may include various subsystems, such as a travel system 110, a sensor system 120, a control system 130, one or more peripheral devices 140, a power supply 150, a computer system 160, and a user interface 170. Optionally, vehicle 100 may include more or fewer subsystems, and each subsystem may include multiple components. Furthermore, each subsystem and component of vehicle 100 may be interconnected via wired or wireless connections.

[0052] The propulsion system 110 may include components that provide powered motion for the vehicle 100. In one embodiment, the propulsion system 110 may include an engine 111, a transmission 112, an energy source 113, and wheels 114. The engine 111 may be an internal combustion engine, an electric motor, an air compression engine, or another combination of engines, such as a hybrid engine consisting of a gasoline engine and an electric motor, or a hybrid engine consisting of an internal combustion engine and an air compression engine. The engine 111 converts the energy source 113 into mechanical energy.

[0053] Examples of energy source 113 include gasoline, diesel, other petroleum-based fuels, propane, other compressed gas-based fuels, ethanol, solar panels, batteries, and other sources of electricity. Energy source 113 may also provide energy to other systems of vehicle 100.

[0054] The transmission 112 can transmit mechanical power from the engine 111 to the wheels 114. The transmission 112 may include a gearbox, a differential, and a drive shaft. In one embodiment, the transmission 112 may also include other components, such as a clutch. The drive shaft may include one or more shafts that can be coupled to one or more wheels 114.

[0055] The sensor system 120 may include several sensors that sense information about the environment surrounding the vehicle 100. For example, the sensor system 120 may include a positioning system 121 (the positioning system may be a global positioning system (GPS), a BeiDou system, or other positioning systems), an inertial measurement unit (IMU) 122, a radar 123, a lidar 124, and a camera 125.

[0056] Positioning system 121 may be used to estimate the geographic location of vehicle 100. IMU 122 is used to sense changes in position and orientation of vehicle 100 based on inertial acceleration. In one embodiment, IMU 122 may be a combination of an accelerometer and a gyroscope.

[0057] Radar 123 may utilize radio signals to sense objects within the surrounding environment of vehicle 100. In some embodiments, in addition to sensing objects, radar 123 may also be used to sense the speed and / or heading of the objects.

[0058] The lidar 124 may utilize laser light to sense objects in the environment of the vehicle 100. In some embodiments, the lidar 124 may include one or more laser sources, a laser scanner, and one or more detectors, among other system components.

[0059] The camera 125 may be used to capture multiple images of the surrounding environment of the vehicle 100, as well as multiple images of the interior of the vehicle cabin. The camera 125 may be a still camera or a video camera.

[0060] The control system 130 may control the operation of the vehicle 100 and its components. The control system 130 may include various elements, including a steering system 131 , a throttle 132 , a brake unit 133 , a computer vision system 134 , a path control system 135 , and an obstacle avoidance system 136 .

[0061] The steering system 131 is operable to adjust the forward direction of the vehicle 100. For example, in one embodiment, it may be a steering wheel system.

[0062] The throttle 132 is used to control the operating speed of the engine 111 , thereby controlling the speed of the vehicle 100 .

[0063] Braking unit 133 is used to control the deceleration of vehicle 100. Braking unit 133 can use friction to slow wheels 114. In other embodiments, braking unit 133 can also convert the kinetic energy of wheels 114 into electric current. Braking unit 133 can also take other forms to slow the rotation speed of wheels 114 to control the speed of vehicle 100. In the embodiment of the present application, when the vehicle is braking or coasting, the vehicle is in a high-power recovery mode.

[0064] The computer vision system 134 can process and analyze the images captured by the camera 125 to identify objects and / or features in the surrounding environment of the vehicle 100 and the physical features and facial features of the driver in the vehicle cockpit. The objects and / or features may include traffic signals, road conditions and obstacles, and the physical features and facial features of the driver include the driver's behavior, line of sight, expression, etc. The computer vision system 134 can use object recognition algorithms, structure from motion (SFM) algorithms, video tracking and other computer vision technologies. In some embodiments, the computer vision system 134 can also be used to map the environment, track objects, estimate the speed of objects, determine driver behavior, face recognition, etc.

[0065] The route control system 135 is used to determine the driving route of the vehicle 100. In some embodiments, the route control system 135 can combine data from sensors, the positioning system 121, and one or more predetermined maps to determine the driving route for the vehicle 100.

[0066] The obstacle avoidance system 136 is used to identify, assess, and avoid or otherwise negotiate potential obstacles in the environment of the vehicle 100 .

[0067] Of course, in one example, the control system 130 may include additional or alternative components other than those shown and described, or may reduce some of the components shown above.

[0068] The vehicle 100 interacts with external sensors, other vehicles, other computer systems, or users via peripheral devices 140. The peripheral devices 140 may include a wireless communication system 141, an onboard computer 142, a microphone 143, and / or a speaker 144.

[0069] In some embodiments, the peripheral device 140 provides a means for the user of the vehicle 100 to interact with the user interface 170. For example, the onboard computer 142 can provide information to the user of the vehicle 100. The energy flow can be displayed in the form of energy flow on the onboard computer 142, or energy saving effect information can be pushed. The user interface 170 can also operate the onboard computer 142 to receive user input. The onboard computer 142 can be operated through a touch screen. In other cases, the peripheral device 140 can provide a means for the vehicle 100 to communicate with other devices located in the vehicle. For example, the microphone 143 can receive audio (e.g., voice commands or other audio input) from the user of the vehicle 100. Similarly, the speaker 144 can output audio to the user of the vehicle 100.

[0070] The wireless communication system 141 can communicate wirelessly with one or more devices directly or via a communication network. For example, the wireless communication system 141 can use 3G cellular communication, such as CDMA, EVDO, GSM / GPRS, or 4G cellular communication, such as LTE. Or 5G cellular communication. The wireless communication system 141 can use WiFi to communicate with a wireless local area network (WLAN). In some embodiments, the wireless communication system 141 can use an infrared link, Bluetooth, or ZigBee to communicate directly with the device. Other wireless protocols, such as various vehicle communication systems, for example, the wireless communication system 141 may include one or more dedicated short range communications (DSRC) devices.

[0071] The power supply 150 can provide power to the various components of the vehicle 100. In one embodiment, the power supply 150 can be a rechargeable lithium-ion or lead-acid battery. One or more battery packs of such batteries can be configured as a power source to provide power to the various components of the vehicle 100. In some embodiments, the power supply 150 and the energy source 113 can be implemented together, such as in some all-electric vehicles. In the embodiment of the present application, the power supply 150 can be a lithium iron phosphate power battery. It should be understood that the power supply 150 can also be other batteries, and the embodiment of the present application does not specifically limit this.

[0072] Some or all functions of the vehicle 100 are controlled by a computer system 160. The computer system 160 may include at least one processor 161 that executes instructions 1621 stored in a non-transitory computer-readable medium, such as a data storage device 162. The computer system 160 may also be a plurality of computing devices that control individual components or subsystems of the vehicle 100 in a distributed manner.

[0073] Processor 161 can be any conventional processor, such as a commercially available central processing unit (CPU). Alternatively, the processor can be a dedicated device such as an application specific integrated circuit (ASIC) or other hardware-based processor. Although Figure 1 functionally illustrates a processor, memory, and other components in the same physical housing, it should be understood by those skilled in the art that the processor, computer system, or memory can actually include multiple processors, computer systems, or memories that can be stored in the same physical housing, or multiple processors, computer systems, or memories that can not be stored in the same physical housing. For example, the memory can be a hard drive, or other storage medium located in a different physical housing. Therefore, references to a processor or computer system will be understood to include references to a collection of processors, computer systems, or memories that can operate in parallel, or references to a collection of processors, computer systems, or memories that can not operate in parallel. Unlike using a single processor to perform the steps described herein, some components, such as the steering assembly and the deceleration assembly, can each have their own processor that only performs calculations related to the functions specific to the component.

[0074] In various aspects described herein, the processor can be located remotely from the vehicle and in wireless communication with the vehicle. In other aspects, some of the processes described herein are performed on a processor disposed within the vehicle while others are performed by a remote processor, including taking the necessary steps to perform a single maneuver.

[0075] In some embodiments, data storage device 162 may include instructions 1621 (e.g., program logic) that may be executed by processor 161 to perform various functions of vehicle 100, including those described above. Data storage device 162 may also include additional instructions, including instructions for sending data to, receiving data from, interacting with, and / or controlling one or more of travel system 110, sensor system 120, control system 130, and peripherals 140.

[0076] In addition to instructions 1621, data storage device 162 may also store data such as road maps, route information, the vehicle's location, direction, speed, and other vehicle data, as well as other information.

[0077] For example, in an embodiment of the present application, the data storage device 162 can store the vehicle's own state information, historical driving information, and predicted driving information. The state information includes but is not limited to the vehicle's speed, acceleration, heading angle, position, and motion trajectory. For example, based on the speed measurement and distance measurement functions of the radar 123 and the laser radar 124, the vehicle obtains the vehicle's own speed, the speed of other vehicles, the motion trajectory of other vehicles, etc. The historical driving information includes but is not limited to the vehicle's historical speed changes, the user's driving habits, the vehicle's brake pedal opening when braking, the vehicle's energy recovery power, the maximum required power of the vehicle's accessories, the actual power consumption of the vehicle's accessories, and other driving information. The predicted driving information includes but is not limited to the predicted speed changes, the predicted brake pedal opening when braking, the predicted energy recovery power of the vehicle, the predicted maximum required power of the vehicle's accessories, the predicted actual power consumption of the vehicle's accessories, and other predicted driving information.

[0078] In this way, the processor 161 can process the information obtained from the data storage device 162 according to a preset algorithm, etc., and predict whether the vehicle is braking or coasting.

[0079] The user interface 170 is used to provide information to or receive information from a user of the vehicle 100. Optionally, the user interface 170 may include an interface for interacting with and exchanging information with the user through one or more input / output devices within the set of peripheral devices 140, wherein the one or more input / output devices within the set of peripheral devices 140 may be, for example, one or more of the wireless communication system 141, the onboard computer 142, the microphone 143, and the speaker 144.

[0080] Computer system 160 may control functions of vehicle 100 based on input received from various subsystems (eg, travel system 110 , sensor system 120 , and control system 130 ) and from user interface 170 .

[0081] Alternatively, one or more of the above components may be installed or associated separately from the vehicle 100. For example, the data storage device 162 may be partially or completely separate from the vehicle 100. The above components may be communicatively coupled together in a wired and / or wireless manner.

[0082] Optionally, the above components are only an example. In actual applications, the components in the above modules may be added or deleted according to actual needs. Figure 1 should not be understood as a limitation to the embodiments of the present application.

[0083] The vehicle 100 may be a car, truck, motorcycle, bus, ship, airplane, helicopter, lawn mower, recreational vehicle, amusement park vehicle, construction equipment, tram, golf cart, train, etc., and the embodiments of the present application do not impose any particular limitation.

[0084] Figure 2 shows a system architecture diagram of a vehicle energy-saving system, wherein the vehicle energy-saving system includes at least a vehicle control unit (VCU) 201, an intelligent cockpit 202, a battery management system (BMS) 203, and vehicle accessories 204. Optionally, vehicle accessories 204 may include a thermal management system 2041, a DC converter 2042, an electric drive system 2043, and other accessories.

[0085] Optionally, the vehicle controller 201 can receive information such as the battery's allowable charging power from the battery management system 203, the maximum power demand of the vehicle accessories 204, the historical and predicted driving conditions of the smart cockpit 202, and vehicle driving information from other vehicle components (not shown). The vehicle controller 201 can dynamically adjust the power of the vehicle accessories 204 based on the above information and the energy recovery power. Specifically, the vehicle controller 201 gradually increases the power of the vehicle accessories 204 using filtered control, or gradually decreases the power of the vehicle accessories 204 using filtered control.

[0086] The smart cockpit 202 can provide historical and predicted driving conditions to the vehicle controller 201. The smart cockpit 202 can also display the flow of energy in the vehicle on the display screen. Alternatively, it can push messages about the vehicle's energy conservation status on the display screen.

[0087] The battery management system 203 can obtain the real-time allowable charging power of the battery based on the battery temperature, battery SOC, battery polarization degree, etc., and send the allowable charging power to the vehicle controller 201.

[0088] Thermal management system 2041 may include a cooling system (not shown). Under non-high-power recovery conditions (driving conditions), the power of thermal management system 2041 can be reduced to ensure basic performance. Under high-power recovery conditions, the power of thermal management system 2041 can be increased to recover energy. Thermal management system 2041 can absorb the recovered energy through the heat capacity of the cooling system.

[0089] In non-high-power recovery operating conditions, DC converter 2042 can reduce its current conversion power to ensure basic performance. In high-power recovery operating conditions, DC converter 2042 can increase its current conversion power to recover energy. DC converter 2042 can absorb the recovered energy through a low-voltage battery.

[0090] In non-high-power recovery operating conditions, the electric drive system 2043 can reduce the excitation and heating power of the electric drive system 2043 to ensure basic performance. In high-power recovery operating conditions, the excitation and heating power of the electric drive system 2043 can be increased to recover energy. The electric drive system 2043 can absorb the recovered energy through heating and excitation.

[0091] Optionally, the electric drive system 2043 may also adjust the energy recovery power so that the energy recovery power is equivalent to the power consumed by the vehicle accessories.

[0092] As shown in FIG3 , a vehicle energy-saving method is provided in an embodiment of the present application, and the vehicle energy-saving method includes steps 101 to 104 .

[0093] Optionally, the power values ​​in the embodiments of the present application are all absolute power values.

[0094] S101. The vehicle controller determines the allowable charging power of the vehicle.

[0095] Optionally, the battery management system can obtain the real-time allowable charging power of the battery based on the battery temperature, the remaining battery power, the battery polarization degree, etc. The battery management system can send the real-time allowable charging power to the vehicle controller.

[0096] When the battery temperature is too high, the chemical reaction rate inside the battery accelerates, increasing the battery's internal resistance. Charging will further increase the battery temperature, potentially causing electrolyte expansion, heat generation, or even fire. Therefore, when the battery temperature is high, the allowable charging power is lower to ensure battery safety. When the battery temperature is too low, the reaction rate and charge transfer capacity of the battery are reduced, and the internal resistance of the battery is increased, thereby reducing the battery's capacity and power transmission capability. Therefore, when the battery temperature is low, the allowable charging power is lower.

[0097] When the battery has a high remaining charge, the battery's allowable charging power is lower to protect the battery and prevent damage from excessive current.

[0098] Batteries experience polarization during the charge and discharge process. This phenomenon occurs when the actual electrode potential deviates from the equilibrium electrode potential due to the flow of current. Battery polarization increases the consumption of electrical energy during the conversion of electrical energy into chemical energy, causing the battery to heat up during the charge and discharge process and degrading battery performance. Therefore, when the battery polarization is high, the allowable charging power is low.

[0099] Optionally, if the vehicle's allowable charging power is less than the first threshold, it indicates that the vehicle is in a low temperature, high temperature, or high battery remaining charge scenario. If the vehicle's allowable charging power is greater than or equal to the first threshold, it indicates that the vehicle is in a normal scenario, that is, not in a low temperature, high temperature, or high battery remaining charge scenario.

[0100] For example, the first threshold can be set to 10kW. If the vehicle is in a normal scenario (i.e., not in a low temperature, high temperature, or high battery remaining power scenario), the vehicle's allowable charging power is greater than 10kW. For example, the vehicle's current allowable charging power is 30kW.

[0101] S102: The vehicle controller determines the maximum required power of the vehicle accessories.

[0102] Optionally, the vehicle accessories may include accessories such as a thermal management system, a DC / DC system, and an electric drive system. It should be understood that the vehicle accessories may also include other accessories, such as a steering system, etc., which is not specifically limited in the present embodiment.

[0103] Optionally, the maximum required power of the vehicle accessory is an ideal maximum control power of the vehicle accessory.

[0104] Exemplarily, the thermal management system includes a cooling system. The cooling system can increase its power demand during a time period, converting it into heat capacity to absorb more energy. The increased maximum power demand is then the maximum power demand of the thermal management system. Alternatively, the cooling system can reduce its power demand during another time period, absorbing less energy and consuming the previously required heat capacity, while ensuring normal operation.

[0105] As another example, the DCDC can increase the current conversion power within a time period to increase the required power and absorb more energy. The increased maximum required power is then the maximum required power of the DCDC. Optionally, the DCDC can also decrease the current conversion power during another time period while ensuring normal operation, reduce the required power, absorb less energy, and consume the previously converted current. Optionally, the absorbed recovered energy can be stored in a low-voltage battery, such as the battery of a car audio system. It should be understood that the embodiments of the present application should store the recovered energy while ensuring the normal operation of the battery of the car audio system.

[0106] As another example, the electric drive system can increase the excitation heating power during a time period to increase the required power and absorb more energy. This increased maximum required power is then the maximum required power of the electric drive system. Alternatively, the electric drive system can decrease the excitation heating power during another time period while ensuring normal operation, reducing the required power, absorbing less energy, and consuming the heat from the previously heated excitation.

[0107] It should be understood that the embodiments of the present application can utilize recovered energy under the premise that the vehicle accessories operate normally.

[0108] Optionally, the maximum power demand of the vehicle accessories may vary over time.

[0109] Specifically, the vehicle accessories may vary according to changes in system load, ambient temperature, etc. It should be understood that the maximum power requirement of the vehicle accessories may also vary according to other factors, such as the power consumption management strategy of the vehicle controller, which is not specifically limited in the embodiments of the present application.

[0110] For example, a thermal management system includes a vehicle's air conditioner. When the user turns on the air conditioner, the system load on the thermal management system increases, and the thermal management system may need to provide more power to effectively reduce the temperature inside the vehicle, increasing the maximum power demand. As the air conditioner consumes power to adjust the temperature inside the vehicle in real time, the maximum power demand of the thermal management system also changes accordingly.

[0111] For example, when the outside temperature rises, the thermal management system may need to provide more power to effectively reduce the temperature of vehicle components, and the maximum required power increases. The maximum required power of the thermal management system changes with the outside temperature.

[0112] Optionally, the vehicle accessory may be a single accessory, for example, the vehicle accessory only includes a thermal management system. The maximum power requirement of the thermal management system may be 4 kW, and the maximum power requirement of the vehicle accessory is 4 kW.

[0113] Optionally, if the vehicle accessories include multiple accessories, for example, a thermal management system, a DC-DC converter, and an electric drive system, the maximum power requirements of the multiple vehicle accessories are the sum of the maximum power requirements of the thermal management system, the maximum power requirements of the DC-DC converter, and the maximum power requirements of the electric drive system. For example, if the maximum power requirements of the thermal management system are 4kW, the maximum power requirements of the DC-DC converter are 3kW, and the maximum power requirements of the electric drive system are 8kW, then the maximum power requirements of the multiple vehicle accessories are 15kW.

[0114] Optionally, the vehicle accessory in the embodiment of the present application is a vehicle accessory that is in operation and consumes energy.

[0115] Optionally, the embodiments of the present application are introduced by taking vehicle accessories including a thermal management system, DCDC, and an electric drive system as an example.

[0116] Optionally, if the maximum power requirement of at least one vehicle accessory is greater than the second threshold, this indicates that the maximum power requirement of the at least one vehicle accessory in the vehicle is large and can consume more energy. If the maximum power requirement of the at least one vehicle accessory is less than or equal to the second threshold, this indicates that the maximum power requirement of the at least one vehicle accessory in the vehicle is small and consumes less energy.

[0117] For example, the second threshold value can be set to 10kW. The maximum power demand of vehicle accessories changes in real time. For example, the maximum power demand of three vehicle accessories (thermal management system, DC-DC, and electric drive system) ranges from 0kW to 20kW. This embodiment of the present application uses the second threshold value of 10kW as an example for unified description, but this does not constitute a limit on the numerical range of the second threshold value.

[0118] S103: The vehicle controller determines the energy recovery power of the vehicle.

[0119] Optionally, when the vehicle is braking, the motor or generator switches to generator mode, converting the kinetic energy generated during braking deceleration into electrical energy. When the vehicle is coasting, the motor or generator switches to generator mode, converting the inertial energy during coasting into electrical energy. The vehicle can then recover this energy. The greater the vehicle's braking intensity and inertia, the higher the vehicle's energy recovery power, and the more energy is recovered. It should be understood that the energy that can be recovered by the vehicle is only illustrated here using braking and coasting scenarios as examples, and the energy that can be recovered by the vehicle is not limited to these.

[0120] Optionally, the vehicle controller can calculate the energy recovery power of the vehicle based on the current driving information of the vehicle.

[0121] Optionally, the vehicle's current driving information may include vehicle speed, vehicle mass, vehicle brake pedal opening, and other information.

[0122] The faster the vehicle's current speed, the higher its current kinetic energy. This means more energy can be recovered during braking, resulting in a higher energy recovery rate. The greater the vehicle's mass, the greater its inertia during braking, the more energy it recovers, and the higher its energy recovery rate. The wider the brake pedal opening, the greater the braking intensity, the more energy it recovers, and the higher its energy recovery rate.

[0123] It should be understood that vehicle driving information may also include other information, and the embodiments of the present application do not impose specific limitations on this.

[0124] In one embodiment, the energy recovery power may be calculated based on the vehicle speed, the vehicle mass, and the vehicle brake pedal opening.

[0125] As a possible implementation, the vehicle controller can calculate the vehicle's braking efficiency based on the vehicle's brake pedal opening. It can then calculate the energy recovery power based on the vehicle's speed, mass, and braking efficiency.

[0126] Brake pedal opening refers to the degree to which the user depresses the brake pedal during braking. Generally speaking, a wider brake pedal opening results in stronger braking force, more regenerative energy, and higher regenerative power.

[0127] For example, when the brake pedal opening is 20% of the total brake pedal angle, the braking efficiency is 15%; when the brake pedal opening is 40% of the total brake pedal angle, the braking efficiency is 50%; when the brake pedal opening is 60% of the total brake pedal angle, the braking efficiency is 80%; when the brake pedal opening is 80% of the total brake pedal angle, the braking efficiency is 90%; when the brake pedal opening is 100% of the total brake pedal angle, the braking efficiency is 100%.

[0128] Optionally, the corresponding relationship between the brake pedal opening and the braking efficiency may be other, and the embodiments of the present application are not limited to this.

[0129] For example, it is assumed that the vehicle speed is 16 m / s, the vehicle mass is 2000 kg, and the braking efficiency is 50%.

[0130] The recovered energy can be 0.5*vehicle mass*(vehicle speed^2)*braking efficiency=0.5*2000*162*50%=128000kWh

[0131] The energy recovery power can be calculated as: recovered energy / unit time = 128,000 kWh / 602 seconds = 36 kW

[0132] Optionally, the above-mentioned method for calculating the energy recovery power is only an example, and the energy recovery power may be calculated in other ways, such as directly estimating the energy recovery power based on the braking efficiency, which is not specifically limited in the present embodiment.

[0133] Optionally, if the vehicle's energy recovery power is greater than a third threshold, it indicates that the vehicle is in a high-power recovery operating condition, such as a braking state or a coasting state. If the vehicle's energy recovery power is less than or equal to the third threshold, it indicates that the vehicle is in a non-high-power recovery operating condition.

[0134] For example, the third threshold can be set to 8 kW. The energy recovery power of vehicle accessories changes in real time, for example, the energy recovery power range of a vehicle is [0 kW, 60 kW]. Optionally, the third threshold can be slightly greater than the first threshold, and this embodiment of the application does not impose specific limitations on this.

[0135] S104. When the allowable charging power of the vehicle is less than a first threshold and the maximum required power of at least one vehicle accessory is greater than a second threshold, the vehicle controller determines the first power and the second power of the three vehicle accessories based on the energy recovery power of the vehicle and the maximum required power of the three vehicle accessories.

[0136] The first power is the power consumed by the three vehicle accessories when the energy recovery power of the vehicle is greater than the third threshold; the first power is the power from energy recovery, or the first power is the power from energy recovery and the power from the battery; the second power is the power consumed by the three vehicle accessories when the energy recovery power of the vehicle is not greater than the third threshold; the second power is the power from the battery;

[0137] As shown in Figure 4, it is a schematic diagram of the power consumption of vehicle accessories. The dotted line L1 represents the third power consumed by the three vehicle accessories when the vehicle's allowable charging power is greater than or equal to the first threshold (or in the prior art, the vehicle's allowable charging power is greater than the first threshold), and the third power is the power from the battery. The solid line L2 represents the second power and the first power consumed by the three vehicle accessories when the vehicle's allowable charging power is less than the first threshold. When the maximum required power of the three vehicle accessories is greater than the second threshold and the vehicle's energy recovery power is greater than the third threshold, the power consumed by the vehicle accessories is the first power; when the vehicle's energy recovery power is less than or equal to the third threshold, the power consumed by the vehicle accessories is the second power. Among them, when the vehicle's speed decreases, that is, when the vehicle brakes or coasts, the vehicle's energy recovery power is greater than the third threshold.

[0138] Optionally, the values ​​of the first power, the second power, and the third power may fluctuate within a small range (not shown in the figure) and are not fixed values.

[0139] Optionally, Figure 4 can be displayed on the on-board display screen of the smart cockpit to prompt the user that the vehicle has utilized the recovered energy and achieved energy-saving effects.

[0140] Optionally, when the power consumed by the vehicle accessory changes from the first power to the second power, or from the second power to the first power, the vehicle controller controls the change in the power consumed by the vehicle accessory by filtering and controlling the gradual entry and exit.

[0141] In one embodiment, the vehicle's allowable charging power is greater than or equal to a first threshold. For example, the vehicle's allowable charging power is no less than 10 kW (the first threshold). This indicates that the vehicle is in a normal state and has a high allowable charging power. When the vehicle recycles energy, the vehicle's battery can directly absorb the recycle energy. The third power consumed by the vehicle accessories is determined based on the real-time power demand of the vehicle accessories. The third power consumed by the vehicle accessories comes from the power of the vehicle battery.

[0142] For example, if the maximum power demand of the vehicle accessories is 15 kW and the real-time power demand is 10 kW, the third power consumed by the vehicle accessories is 10 kW, and the 10 kW comes from the power of the vehicle battery.

[0143] For another example, if the maximum power requirement of the vehicle accessory is 18 kW and the real-time power requirement is 12 kW, the third power consumed by the vehicle accessory is 12 kW, and the 12 kW comes from the power of the vehicle battery.

[0144] In related technologies, regardless of whether the vehicle's allowable charging power is less than a first threshold, the power consumed by vehicle accessories is determined based on their real-time power requirements. The power consumed by vehicle accessories is derived from the power of the vehicle battery. When the allowable charging power is less than the first threshold, the vehicle battery absorbs less regenerated energy, resulting in wasted regenerated energy.

[0145] When the allowed charging power is less than the first threshold, the embodiment of the present application can consume the energy recovered by the vehicle through vehicle accessories to achieve vehicle energy saving effect.

[0146] In one embodiment, when the vehicle's allowable charging power is less than 10kW (an example of a first threshold), the maximum power demand of three vehicle accessories in the vehicle is greater than 10kW (an example of a second threshold), and the vehicle's energy recovery power is greater than 8kW (an example of a third threshold), this means that the vehicle is in an abnormal scenario such as low or high temperature or a high battery remaining charge, and the battery's efficiency in absorbing recovered energy is low. In order to avoid wasting the vehicle's recovered energy, the vehicle controller can determine the first power that the three vehicle accessories need to consume based on the vehicle's energy recovery power and the maximum power demand of the three vehicle accessories. The energy recovered by the vehicle can be used for the vehicle accessories.

[0147] Optionally, the first power required to be consumed by the three vehicle accessories in the vehicle may all come from the energy recovery power of the vehicle.

[0148] For example, if the vehicle's allowable charging power is 8 kW (less than a first threshold of 10 kW), the maximum power demand of three vehicle accessories in the vehicle is 15 kW (greater than a second threshold of 10 kW), and the vehicle's energy recovery power is 18 kW (greater than a third threshold of 8 kW), the vehicle's energy recovery power is sufficient to support the maximum power demand of the three vehicle accessories. Therefore, the vehicle controller may determine that the first power consumed by the three vehicle accessories in the vehicle is 15 kW (the first power being the total power consumed by the three vehicle accessories).

[0149] For another example, if the vehicle's allowable charging power is 8 kW, the maximum power requirements of three vehicle accessories in the vehicle are 15 kW, and the vehicle's energy recovery power is 12 kW, the vehicle's energy recovery power is insufficient to support the maximum power requirements of the three vehicle accessories. Therefore, it may be determined that the first power of the three vehicle accessories in the vehicle is 12 kW, and the three vehicle accessories consume all of the vehicle's energy recovery power.

[0150] Optionally, the vehicle's energy recovery power can also be used to charge the vehicle battery.

[0151] For example, if the vehicle's allowable charging power is 8 kW, the maximum power demand of three vehicle accessories in the vehicle is 15 kW, and the vehicle's energy recovery power is 20 kW, and the vehicle's energy recovery power supports the maximum power demand of the three vehicle accessories and has surplus power, then it can be determined that the first power of the three vehicle accessories in the vehicle is 15 kW and the battery charging power is 5 kW.

[0152] Optionally, the first power that the three vehicle accessories in the vehicle need to consume may come from the energy recovery power of the vehicle and the power of the vehicle battery.

[0153] For example, if the vehicle's allowable charging power is 8kW, the maximum power demand of the three accessories in the vehicle is 15kW, and the vehicle's energy recovery power is 12kW, the vehicle's energy recovery power is insufficient to support the maximum power demand of the three accessories. The power consumed by the three accessories can come partly from energy recovery power and partly from battery power. For example, the first power of the three accessories in the vehicle is 15kW. Of this first power, 12kW comes from the vehicle's energy recovery power and 3kW comes from the vehicle's battery power.

[0154] In one embodiment, when the allowable charging power of the vehicle is less than 10kW (first threshold), the maximum required power of the three vehicle accessories in the vehicle is greater than 10kW (second threshold), and the energy recovery power of the vehicle is less than 8kW (third threshold), the vehicle controller can determine the second power that the three vehicle accessories need to consume based on the vehicle's energy recovery power and the maximum required power of the three vehicle accessories.

[0155] Optionally, the second power required to be consumed by the three vehicle accessories in the vehicle comes from the power of the vehicle battery.

[0156] Optionally, as shown in Figure 4 , the shaded area between the first and third powers is M1, and the shaded area between the second and third powers is M2. M2 is equivalent in area to M1, and the energy recovered by the three vehicle accessories under high-power recovery conditions (corresponding to shaded area M1) can be used under non-high-power recovery conditions. Thus, under non-high-power recovery conditions, the embodiments of the present application can conserve energy recovered under high-power recovery conditions.

[0157] That is, the sum of the first energy consumed when the three vehicle accessories operate at the first power for the first duration and the second energy consumed when the three vehicle accessories operate at the second power for the second duration is equivalent to the third energy consumed when the three vehicle accessories operate at the third power for the third duration.

[0158] The first duration is t2-t1, the second duration is (t1-t0)+(t3-t2), and the third duration is t3-t0. The third duration is the sum of the first and second durations.

[0159] For example, if the vehicle's allowable charging power is 8kW, the maximum required power of the three vehicle accessories in the vehicle is 15kW, which is greater than the second threshold of 10kW, and the vehicle's energy recovery power is 3kW (less than the third threshold), the second power consumed by the three vehicle accessories is the power from the battery.

[0160] As a possible implementation, the second power of three vehicle accessories in the vehicle can be calculated based on the values ​​of the first power, the third power, and the time corresponding to the first power and the third power. For example, the vehicle controller determines that the second power of the three vehicle accessories can be 5kW, and the 5kW comes from the power of the vehicle battery.

[0161] In one embodiment, the embodiment of the present application can adjust the power required to be consumed by three vehicle accessories in the vehicle by adjusting the dynamic coordination factor.

[0162] Specifically, if the third power is a and the dynamic synergy factor is k (k is a real number), when the vehicle's allowable charging power is less than the first threshold, the maximum power demand of the three vehicle accessories in the vehicle is greater than the second threshold, and the vehicle's energy recovery power is greater than the third threshold, k is greater than 1; otherwise, k is less than 1. Then, a*k can represent the power consumed by the vehicle accessories under different operating conditions. The dynamic synergy factor is used to adjust the power consumed by the vehicle accessories under different operating conditions. The power consumed by the vehicle accessories, a*k, must not exceed the maximum power demand of the vehicle accessories.

[0163] As shown in FIG5 , the vehicle controller can obtain a dynamic coordination factor k based on the vehicle's allowable charging power, the maximum required power of the three vehicle accessories in the vehicle, and the vehicle's energy recovery power.

[0164] Optionally, when k0 is equal to 1, the vehicle's allowable charging power is no less than a first threshold, and the vehicle accessories do not directly use the recovered energy. When k1 is greater than 1, the first power a*k1 required to be consumed by the three vehicle accessories in the vehicle is greater than the third power a. When k2 is less than 1, the second power a*k2 required to be consumed by the three vehicle accessories in the vehicle is less than the third power a.

[0165] Optionally, the vehicle controller can adjust the value of k to adjust the power consumed by the three vehicle accessories in the vehicle.

[0166] In one embodiment, when the vehicle's allowable charging power is not less than a first threshold, the vehicle is in a normal scenario, and the value of k may be 1. For example, if the vehicle's allowable charging power is 20 kW and the real-time power demand of the vehicle accessories is 12 kW, the third power consumed by the vehicle accessories is 12 kW.

[0167] In another embodiment, when the allowable charging power is less than a first threshold, the vehicle's energy recovery power is greater than a second threshold, and the maximum power demand of the three vehicle accessories is greater than a third threshold, the value of k may be greater than 1. For example, if the vehicle's energy recovery power is 15 kW, the maximum power demand of the three vehicle accessories is 18 kW, the first power consumed by the vehicle accessories may be 15 kW, and k1 may be 1.25.

[0168] Optionally, when the energy recovery power of the vehicle increases, the value of k1 may be increased. For example, if the energy recovery power of the vehicle is 18 kW, the first power consumed by the vehicle accessories may be 18 kW, and k1 is 1.5.

[0169] Optionally, when the energy recovery power of the vehicle decreases, the value of k1 may be reduced. For example, if the energy recovery power of the vehicle is 14 kW, the first power consumed by the vehicle accessories may be 14 kW, and k1 is 1.16.

[0170] In another embodiment, when the allowable charging power is less than a first threshold, the vehicle's energy recovery power is less than a second threshold, and the maximum power demand of the three vehicle accessories is greater than a third threshold, the value of k may be less than 1. For example, if the vehicle's energy recovery power is 3 kW, the maximum power demand of the three vehicle accessories is 12 kW, and the real-time power demand of the three vehicle accessories is 10 kW, the first power consumed by the vehicle accessories may be 10 kW, and k2 may be 0.83.

[0171] Optionally, the sum of the first energy consumed by the three vehicle accessories at the first power and the second energy consumed by the three vehicle accessories at the second power is equivalent to the third energy consumed by the three vehicle accessories at the third power.

[0172] Optionally, when the first power k1 is large and the vehicle's energy recovery time is long at the first power, the value of k2 can be reduced. For example, if the vehicle's energy recovery power is 45 kW and the vehicle's energy recovery time accounts for 30% of the total time, k2 can be 0.6.

[0173] Optionally, when the first power k1 is relatively small and the energy recovery time of the vehicle is relatively short at the first power, the value of k2 may be increased. For example, if the energy recovery power of the vehicle is 30 kW and the energy recovery time of the vehicle accounts for 20% of the total time, k2 may be 0.9.

[0174] In another embodiment, the embodiment of the present application can adjust the power required to be consumed by three vehicle accessories in the vehicle through dynamic absolute value correction.

[0175] Specifically, if the third power is a and the dynamic absolute value is h (where h is a real number), then a±h can represent the power consumed by the vehicle accessories under different operating conditions. The dynamic absolute value is used to adjust the power consumed by the vehicle accessories under different operating conditions. The power consumed by the vehicle accessories, a+h, must not exceed the maximum power requirement of the vehicle accessories.

[0176] Optionally, when the vehicle's allowable charging power is not less than a first threshold and the vehicle is in a normal scenario, the value of h0 may be 0. When the allowable charging power is less than the first threshold, the vehicle's energy recovery power is greater than a second threshold, and the maximum power demand of the three vehicle accessories is greater than a third threshold, the first power may be a+h1, where the value of h1 is greater than 1. When the allowable charging power is less than the first threshold, the vehicle's energy recovery power is less than the second threshold, and the maximum power demand of the three vehicle accessories is greater than the third threshold, the second power may be a-h2, where the value of h2 is greater than 1.

[0177] The embodiment of the present application does not limit the specific method of adjusting the power required to be consumed by the three vehicle accessories in the vehicle.

[0178] In one possible implementation, the vehicle controller can also obtain the vehicle's historical driving information and predicted driving information from the smart cockpit.

[0179] Optionally, the vehicle's historical driving information may include the vehicle's historical speed changes, the user's driving habits (for example, the road sections the user frequently drives on, whether the user frequently brakes), the vehicle's brake pedal opening when braking, the vehicle's energy recovery power, the maximum required power of three vehicle accessories, the actual power consumption of three vehicle accessories, and other driving information.

[0180] For example, a user drives from location A to location B every morning between 8:00 and 8:40. During this time, the traffic between locations A and B is quite congested. The user lightly brakes 8-10 times, the driving speed is between 10m / s and 16m / s, the vehicle's energy recovery power is between 0kW and 50kW, the maximum power demand of the three vehicle accessories is between 0kW and 20kW, and the actual power consumption of the three vehicle accessories is between 0kW and 20kW.

[0181] For example, a user drives from location B to location A every evening between 7:00 PM and 7:30 PM. During this time, there's no traffic between locations A and B. The user gently brakes 3-5 times, the driving speed is between 15 m / s and 20 m / s, the vehicle's regenerative power is between 0 kW and 45 kW, the maximum power requirements of the three vehicle accessories are between 0 kW and 18 kW, and the actual power consumption of the three vehicle accessories is between 0 kW and 18 kW.

[0182] The smart cockpit can calculate the vehicle's predicted driving information based on historical driving information.

[0183] For example, when a user departs from place A at 8:00 in the morning, it can be predicted that the vehicle will drive to place B. The user may lightly step on the brakes 9 times, the driving speed is between 10m / s-16m / s, the vehicle's energy recovery power is between 0kW-50kW, the maximum required power of the three vehicle accessories is between 0kW-19kW, and the predicted actual power consumption of the three vehicle accessories is between 0kW-19kW.

[0184] For another example, a user departs from location B at 7:00 PM. It can be predicted that the vehicle will travel to location A. The user may lightly brake four times, the driving speed is between 15m / s-20m / s, the vehicle's energy recovery power is between 0kW-45kW, the maximum power demand of the three vehicle accessories is between 0kW-18kW, and the predicted actual power consumption of the three vehicle accessories is between 0kW-18kW.

[0185] Optionally, the vehicle controller may calculate a first predicted power and a second predicted power based on historical driving information and predicted driving information. The sum of the first predicted energy consumed by the three vehicle accessories at the first predicted power and the second predicted energy consumed by the three vehicle accessories at the second predicted power is equivalent to a third predicted energy consumed by the three vehicle accessories at the third predicted power. The third predicted power is the predicted actual power consumption of each vehicle accessory.

[0186] Optionally, the vehicle controller may use a prediction algorithm such as a random forest or a neural network to calculate the first predicted power and the second predicted power, and the embodiment of the present application is not limited to this.

[0187] For example, the first predicted power may be 18 kW, and the second predicted power may be 3 kW.

[0188] Optionally, the vehicle controller may determine the first power and the second power of the three vehicle accessories based on the real-time energy recovery power of the vehicle, the maximum required power of the three vehicle accessories, the first preset power and the second preset power.

[0189] Specifically, during actual driving, the vehicle controller can adjust the dynamic coordination factor to k according to the real-time changing energy recovery power of the vehicle and the maximum required power of the three vehicle accessories, and determine the first power and the second power of the three vehicle accessories.

[0190] For example, if an unexpected situation occurs during driving and traffic becomes more congested, the vehicle's energy recovery power may increase, the value of the first power k1 increases, and the value of the second power k2 decreases. Alternatively, if traffic is not congested during driving, the vehicle's energy recovery power may decrease, the value of the first power k1 decreases, and the value of the second power k2 increases.

[0191] Optionally, in the embodiment of the present application, the historical driving information may further include a historical dynamic coordination factor, and the first power and the second power of the three vehicle accessories are determined according to the historical dynamic coordination factor.

[0192] In one possible implementation, the onboard display screen in the smart cockpit can display the energy flow during the vehicle's driving process.

[0193] For example, as shown in FIG6 (a) of the vehicle display screen, the energy flow interface 501 includes an electric drive system, a battery and vehicle accessories. Among them, the electric drive system is used to recover energy. When the vehicle's allowable charging power is less than the first threshold and the maximum power demand of the three vehicle accessories is greater than the second threshold, the vehicle is in a non-high-power recovery state, the vehicle accessories receive the second energy flow from the battery, and the vehicle accessories consume the battery's energy. As shown in FIG6 (b) of the energy flow interface 502, when the vehicle's allowable charging power is less than the first threshold and the maximum power demand of the three vehicle accessories is greater than the second threshold, the vehicle is in a high-power recovery state, the vehicle accessories receive the first energy flow from the recovery, and the vehicle accessories consume the recovered energy. Or, as shown in FIG6 (c) of the energy flow interface 503, when the recovered energy is not enough to support the consumption of the vehicle accessories, the vehicle accessories receive the first energy flow from the recovery and the battery, and the vehicle accessories consume the recovered energy and the battery's energy. In this way, the user can be prompted that the vehicle accessories have utilized the recovered energy, achieving an energy-saving effect. Alternatively, as shown in energy flow interface 504 in FIG6(d), when the recovered energy can support the consumption of the vehicle accessories and there is still some energy left, the vehicle accessories receive the first energy flow from the recovery and battery, and the vehicle accessories consume the recovered energy. Furthermore, the battery is charged using the recovered energy. This can prompt the user that the vehicle accessories are utilizing the recovered energy, achieving energy conservation.

[0194] In another possible implementation, a vehicle display screen in the smart cockpit may display a prompt message indicating the amount of battery energy saved by the second power compared to the third power.

[0195] Optionally, after the trip, a prompt message can be displayed on the vehicle's display screen. For example, as shown in FIG7 , a prompt message 602 is displayed on the vehicle's display screen 601. The prompt message includes the text "This trip saved 0.5 kWh of electricity through the vehicle's intelligent coordinated adjustment function" or "This trip saved 0.5 kWh of electricity through the intelligent coordinated adjustment function." This can indicate to the user that this method has achieved energy-saving effects.

[0196] In the embodiment of the present application, the vehicle energy-saving system can be divided into functional modules according to the above method example. When each functional module is divided according to each function, FIG8 shows a possible structural diagram of the vehicle energy-saving system involved in the above embodiment. As shown in FIG8 , the vehicle energy-saving system includes an acquisition unit 1101 and a processing unit 1102. Of course, the vehicle energy-saving system can also include other modules, or the vehicle energy-saving system can include fewer modules. The embodiment of the present application is not limited to this.

[0197] The acquisition unit 1101 is used to acquire the vehicle's own state information, historical driving information, and predicted driving information.

[0198] Specifically, acquisition unit 1101 is used to obtain vehicle status information such as vehicle speed, acceleration, heading angle, position, and motion trajectory. It also includes driving information such as the vehicle's historical speed changes, the user's driving habits, the vehicle's brake pedal opening during braking, the vehicle's energy recovery power, the maximum power required by the vehicle's accessories, and the actual power consumption of the vehicle's accessories. Predicted driving information includes, but is not limited to, predicted vehicle speed changes, predicted brake pedal opening during braking, predicted energy recovery power, predicted maximum power required by the vehicle's accessories, and predicted actual power consumption of the vehicle's accessories.

[0199] The processing unit 1102 is configured to determine a first power and a second power of at least one vehicle accessory according to the energy recovery power of the vehicle and the maximum required power of at least one vehicle accessory.

[0200] In one possible implementation, the processing unit 1102 is further specifically used to determine the first power and the second power of at least one vehicle accessory based on the vehicle's historical driving information, predicted driving information, the vehicle's energy recovery power, and the maximum required power of at least one vehicle accessory.

[0201] The specific working process of the server and system described above can refer to the corresponding process in the following method embodiment, which will not be repeated here.

[0202] An embodiment of the present application provides a computer-readable storage medium storing one or more programs, wherein the one or more programs include instructions that, when executed by a computer, enable the computer to execute the vehicle energy saving method described in steps S101-S104 of the above embodiment.

[0203] An embodiment of the present application further provides a computer program product comprising instructions, which, when executed on a computer, enables the computer to execute the vehicle energy saving method described in steps S101 to S104 of the above embodiment.

[0204] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0205] The above embodiments may be implemented in whole or in part via software, hardware, firmware, or any combination thereof. When implemented using a software program, the above embodiments may be implemented in whole or in part in the form of a computer program product, which includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the processes or functions according to the embodiments of the present application are generated in whole or in part.

[0206] The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. Computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, computer instructions may be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via a wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) method. A computer-readable storage medium may be any available medium that a computer can access or a data storage device such as a server or data center that includes one or more available media. The available medium may be a magnetic medium (e.g., a floppy disk, a hard disk, a magnetic tape), an optical medium (e.g., a DVD), or a semiconductor medium (e.g., a solid state drive (SSD)).

[0207] Through the description of the above implementation methods, technical personnel in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0208] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of the modules or units is merely a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0209] The units described as separate components may or may not be physically separate, and the components shown as units may be one physical unit or multiple physical units, that is, they may be located in one place or distributed in multiple places. In practice, some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0210] In addition, the functional units in the various embodiments of the present application may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0211] If the integrated unit is implemented in the form of 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 the embodiment of the present application is essentially or the part that contributes to the prior art or the part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions to enable a device (which can be a personal computer, server, network equipment, single-chip microcomputer or chip, etc.) or a processor (processor) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM), random access memory (RAM), disk or optical disk, etc. Various media that can store program codes.

[0212] The above description is only a specific implementation method of the present application, but the protection scope of the present application is not limited thereto. Any changes or replacements within the technical scope disclosed in the present application should be included in the protection scope of the present application.

Claims

1. A vehicle energy saving method, characterized in that: include: If the permissible charging power of the vehicle is less than a first threshold, and the maximum required power of at least one vehicle accessory is greater than a second threshold; Based on the energy recovery power of the vehicle and the maximum required power of at least one vehicle accessory, the first power and the second power of the at least one vehicle accessory are determined; the first power is the power consumed by the at least one vehicle accessory when the energy recovery power of the vehicle is greater than a third threshold; the first power includes power from energy recovery; the second power is the power consumed by the at least one vehicle accessory when the energy recovery power of the vehicle is not greater than a third threshold; the second power is power from a battery.

2. The method according to claim 1, characterized in that The first power also includes power from a battery.

3. The method according to claim 1 or 2, characterized in that: The method further comprises: The first power is greater than the third power; the second power is less than the third power; the third power is the power of the vehicle accessories when the current allowable charging power of the battery is not less than the first threshold; the third power is the power from the battery; The sum of the first energy and the second energy is equivalent to the third energy; the first energy is the energy consumed by the at least one vehicle accessory within a first time period at the first power; the second energy is the energy consumed by the at least one vehicle accessory within a second time period at the second power; the third energy is the energy consumed by the at least one vehicle accessory within a third time period at the third power; the third time period is the sum of the first time period and the second time period.

4. The method according to claim 3, characterized in that The method further comprises: Determine a first preset power and a second preset power of the at least one vehicle accessory according to the historical driving information and the predicted driving information; A first power and a second power of the at least one vehicle accessory are determined according to the energy recovery power of the vehicle, the maximum required power of the at least one vehicle accessory, the first preset power and the second preset power.

5. The method according to any one of claims 1 to 4, characterized in that: The method further comprises: The energy recovery power of the vehicle is determined according to the current driving information of the vehicle; the current driving information of the vehicle includes at least one of the vehicle speed, the vehicle brake pedal opening, and the vehicle mass.

6. The method according to any one of claims 1 to 5, characterized in that: The vehicle accessories include at least one of a thermal management system accessory, an electric drive system accessory, and a DC converter.

7. The method according to any one of claims 1 to 6, characterized in that: The method further comprises: A first interface is displayed, wherein the first interface includes a power variation diagram of the vehicle accessories during the driving of the vehicle; the power variation diagram includes the first power and the second power.

8. The method according to any one of claims 1 to 7, characterized in that: The method further comprises: Sending a prompt message; the prompt message indicates the battery energy saved by the second power compared with the third power.

9. The method according to any one of claims 1 to 8, characterized in that: The method is applicable to low temperature, high temperature, and high remaining battery power scenarios.

10. A vehicle energy saving method, characterized in that: include: Displaying a second interface; the second interface includes the energy flow of the vehicle during driving; The energy flow is positively correlated with the power; If the vehicle allowable charging power is less than the first threshold, the maximum required power of at least one vehicle accessory is greater than the second threshold; When the energy recovery power of the vehicle is greater than a third threshold, the at least one vehicle accessory receives a first energy flow; the first energy flow includes energy from recovery; When the energy recovery power of the vehicle is not greater than a third threshold, the at least one vehicle accessory receives a second energy flow; The second energy flow is energy from a battery.

11. The method according to claim 10, characterized in that The first energy flow also includes energy from a battery.

12. A computer-readable storage medium, characterized in that: The computer-readable storage medium includes a computer program or an instruction. When the computer program or the instruction is executed on the vehicle energy-saving system, the vehicle energy-saving system executes the method according to any one of claims 1 to 11.

13. A computer program product, characterized in that The computer program product comprises: a computer program or instructions, and when the computer program or instructions are run on a computer, the computer is caused to perform the method according to any one of claims 1 to 11.

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