Control method and apparatus for in-vehicle recoverable energy, device, and vehicle

Abstract

A control method for in-vehicle recoverable energy, applied to a chassis controller (10). The method comprises: acquiring first power in the process of vehicle running, wherein the first power is the remaining power obtained by deducting the recoverable power of an in-vehicle power battery (32) from the recoverable power of the entire vehicle; determining whether the first power is greater than or equal to a first preset value; if yes, generating a first control signal, wherein the first control signal comprises the first power and a first status flag, and the first status flag is used for indicating that there is surplus energy output during vehicle running; and sending the first control signal to a thermal management system TMS (20), wherein the first control signal is used for controlling the thermal management system TMS to use surplus energy to supply energy to an in-vehicle electric device, so that the thermal management system TMS transmits, on the basis of the first control signal, the surplus energy corresponding to recoverable power to the in-vehicle electric device, thereby achieving power supply to electric devices, and improving the utilization rate of surplus energy. The present application also relates to an apparatus, a device, and a vehicle.

Description

A method, device, equipment and vehicle for controlling recyclable energy in a vehicle Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a method, device, equipment and vehicle for controlling recyclable energy in a vehicle. Background Art

[0002] Lithium ion activity in batteries decreases at low temperatures, resulting in a relatively reduced charge. Therefore, the range of new energy vehicles is significantly affected in low temperatures, and this issue is becoming increasingly prominent. From an energy consumption perspective, range is primarily determined by both driving power and non-driving power. Driving power is determined by driver demand and is related to vehicle resistance and speed. Non-driving power primarily accounts for energy consumption by air conditioning and heating, battery heating, and electrical accessories.

[0003] From the perspective of energy input, current energy sources include battery charging and energy recovery. Reducing the resistance of the entire vehicle can effectively reduce the demand for driving power. Although various measures have been taken to reduce the demand for driving power, such as low wind resistance and low rolling resistance, it is found that the energy consumption of "air conditioning and heating" and "battery heating" in the car accounts for a large proportion of non-driving power. Based on energy consumption needs, manufacturers have developed an energy-based economic model in air conditioning and heating, aiming to reflect the effect through cruising range, but this requires balancing the user experience. In addition, various range-based algorithms have been proposed for battery heating to control heating and avoid wasting heating energy.

[0004] In addition, in order to improve battery heating, measures have been proposed to preheat the battery before charging to increase battery capacity. However, this method is generally more cost-effective for preheating at charging piles. As for the recovery of residual energy in the vehicle, due to the low recovery power of the battery under low temperature conditions, a large part of the energy cannot be recovered, resulting in the waste of this unrecoverable energy. For example, energy recovery at normal temperature can reach more than 95%, but at low temperatures, the charging power of the battery drops sharply, resulting in the system's energy recovery being reduced to 10-20%, which in turn causes the 10-20% reduction in energy to be wasted.

[0005] Summary of the Invention

[0006] The purpose of this application is to make full use of as much unrecoverable energy as possible, such as transmitting this energy directly to electrical equipment, for example, transmitting it to the passenger compartment or power battery through the thermal management system TMS, heating the passenger compartment and heating the power battery, etc., thereby improving the energy recovery power and reducing the energy consumption from the power battery or engine for heating the passenger compartment and battery, etc. At the same time, the comfort of the passenger compartment is further improved and the battery can reach the optimal operating temperature more quickly.

[0007] In order to solve the above technical problems and achieve the above beneficial effects, the embodiments of the present application provide a method, device, apparatus, and vehicle for controlling recyclable energy in a vehicle, specifically disclosing the following technical solutions:

[0008] In a first aspect, the present application provides a method for controlling recyclable energy in a vehicle, which can be applied to a chassis controller, and includes:

[0009] Acquiring a first power during vehicle travel, where the first power is the remaining power after deducting the power recovered by the vehicle's power battery from the vehicle's recoverable power;

[0010] Determine whether the first power is greater than or equal to a first preset value; if so, generate a first control signal, the first control signal including the first power and a first status flag, the first status flag being used to indicate that there is surplus energy output when the vehicle is traveling; send the first control signal to a thermal management system TMS, the first control signal being used to control the thermal management system TMS to use the surplus energy to power electrical equipment in the vehicle.

[0011] The method provided in this aspect first obtains the power that can be recovered by the entire vehicle, and then, when it is determined that the power has reached a first preset value, generates a first control signal with a first power and a first status flag, and sends the first control signal to the thermal management system TMS, so that the thermal management system TMS transmits the surplus energy corresponding to the recoverable power to the electrical equipment in the vehicle according to the first control signal, thereby realizing power supply to the electrical equipment and improving the utilization rate of the surplus energy.

[0012] In combination with the first aspect, in a possible implementation, obtaining the first power includes: obtaining the current recoverable power of the entire vehicle, and the recovery power of the power battery under certain temperature conditions and certain battery charging SOC parameters; calculating the power difference between the current recoverable power and the recovery power to obtain the first power.

[0013] In combination with the first aspect, in another possible implementation, the method further includes: if the first power is less than the first preset value, generating a second control signal, the second control signal including the first power and a second status flag, the second status flag being used to indicate that there is no surplus energy output when the vehicle is driving; sending the second control signal to the thermal management system TMS, the second control signal being used to control the thermal management system TMS to supply energy to the electrical equipment according to the original output power.

[0014] In combination with the first aspect, in another possible implementation, after sending the first control signal to the thermal management system TMS, it also includes: when there is surplus energy after providing energy to the electrical equipment, generating a third control signal, the third control signal including a second power and a third status flag, the third status flag being used to indicate that there is surplus energy; sending the third control signal to the power control unit PCU, the third control signal being used to control the power control unit PCU to use the surplus energy to charge the vehicle battery.

[0015] In combination with the first aspect, in another possible implementation, determining whether there is surplus energy after providing energy to the electrical device includes: receiving indication information sent from the thermal management system TMS, the indication information including the required power of the thermal management system TMS to supply energy to the electrical device; calculating the power difference between the first power and the required power to obtain a second power; judging whether the second power is greater than or equal to a second preset value; if so, determining that there is surplus energy.

[0016] In a second aspect, the present application further provides a method for controlling recyclable energy in a vehicle, which can be applied to a thermal management system (TMS). The method includes:

[0017] receiving a first control signal sent by a chassis controller, wherein the first control signal includes a first power and a first state flag;

[0018] determining, according to the first state flag, that there is surplus energy output when the vehicle is traveling, and that the surplus energy corresponds to the first power;

[0019] searching for a matching first outlet water temperature in a first preset relationship according to the first power, and determining an operating gear and a required power of the high-pressure heater corresponding to the first outlet water temperature;

[0020] The surplus energy is transmitted to the electrical equipment according to the working gear and the required power.

[0021] Among them, optionally, the electrical equipment includes a passenger compartment and a power battery.

[0022] In combination with the second aspect, in a possible implementation, after determining the operating gear and required power of the high-pressure heater corresponding to the first water outlet temperature, it also includes: sending an indication message to the chassis controller, wherein the indication message includes the required power for supplying energy to the electrical equipment.

[0023] In combination with the second aspect, in another possible implementation, the method further includes: receiving a second control signal sent by the chassis controller, the second control signal including the second power and a second status flag; determining that there is no surplus energy output when the vehicle is driving based on the second status flag; and controlling the high-voltage heater to function as the electrical equipment according to the original gear position and power.

[0024] The method provided in this aspect improves energy recovery power by transmitting surplus energy to electrical equipment through the thermal management system TMS, such as heating the passenger compartment and battery, thereby reducing energy consumption from the power battery or engine for heating the passenger compartment and battery, while further improving passenger compartment comfort and allowing the battery to reach the optimal operating temperature more quickly.

[0025] On the third aspect, the present application also provides a method for controlling recoverable energy in a vehicle, which can be applied to a power control unit PCU, and the method includes: receiving a third control signal sent by a chassis controller, the third control signal including a second power and a third status flag; determining, based on the third status flag, that there is surplus energy when the vehicle is driving, and the surplus energy corresponds to the second power; searching for a matching target charging voltage in a second preset relationship based on the second power; and using the surplus energy to charge the battery in the vehicle according to the target charging voltage.

[0026] The method provided in this aspect can also transmit the surplus energy to the battery through the power control unit PCU, thereby charging the battery and further improving the utilization rate of the recoverable energy.

[0027] In a fourth aspect, an embodiment of the present application further provides a control device for recoverable energy in a vehicle, the device comprising:

[0028] an acquisition unit, configured to acquire a first power during vehicle travel, wherein the first power is the remaining power after deducting the power recovered by the vehicle's power battery from the vehicle's recoverable power;

[0029] a determining unit, configured to determine whether the first power is greater than or equal to a first preset value;

[0030] a generating unit, configured to generate a first control signal when it is determined that the first power is greater than or equal to the first preset value, the first control signal including the first power and a first state flag, the first state flag being used to indicate that there is surplus energy output when the vehicle is traveling;

[0031] The first sending unit is configured to send the first control signal to a thermal management system TMS, where the first control signal is used to control the thermal management system TMS to use the surplus energy to power electrical devices in the vehicle.

[0032] In combination with the fourth aspect, in a possible implementation, the acquisition unit is specifically used to obtain the current recoverable power of the entire vehicle and the recovery power of the power battery under certain temperature conditions and certain SOC parameters, calculate the power difference between the current recoverable power and the recovery power, and obtain the first power.

[0033] In combination with the fourth aspect, in another possible implementation, the generating unit is further used to generate a second control signal when the judging unit judges that the first power is less than the first preset value, and the second control signal includes the first power and a second status flag, and the second status flag is used to indicate that there is no surplus energy output when the vehicle is driving.

[0034] The first sending unit is further configured to send the second control signal to the thermal management system TMS, where the second control signal is configured to control the thermal management system TMS to supply energy to the electrical device according to the original output power.

[0035] In combination with the fourth aspect, in another possible implementation, the first generating unit is further used to generate a third control signal when there is surplus energy after providing energy to the electrical device, and the third control signal includes a second power and a third status flag, and the third status flag is used to indicate that there is surplus energy.

[0036] The first sending unit is further configured to send the third control signal to the power control unit PCU, where the third control signal is configured to control the power control unit PCU to use the surplus energy to charge the vehicle battery.

[0037] In combination with the fourth aspect, in another possible implementation, the apparatus further includes: a first receiving unit, a calculating unit, and a first determining unit, wherein:

[0038] The first receiving unit is configured to receive instruction information sent from the thermal management system TMS, wherein the instruction information includes a required power for the thermal management system TMS to supply energy to the electrical device;

[0039] The calculation unit is configured to calculate a power difference between the first power and the required power to obtain a second power;

[0040] The judging unit is further configured to judge whether the second power is greater than or equal to a second preset value;

[0041] The first determining unit is configured to determine that the surplus energy still exists when the first judging unit judges that the second power is greater than or equal to the second preset value.

[0042] In a fifth aspect, the present application further provides another in-vehicle recyclable energy control device, the device comprising:

[0043] a second receiving unit, configured to receive a first control signal sent by the chassis controller, wherein the first control signal includes the first power and a first state flag;

[0044] a second determining unit, configured to determine, based on the first state flag, that the vehicle has surplus energy output while traveling, and that the surplus energy corresponds to the first power, and to search for a matching first outlet water temperature in a first preset relationship based on the first power, and to determine an operating gear and a required power of the high-pressure heater corresponding to the first outlet water temperature;

[0045] The transmission unit is used to transmit the surplus energy to the electrical equipment according to the working gear and the required power.

[0046] In combination with the fifth aspect, in a possible embodiment, the device also includes: a second sending unit, which is used to send instruction information to the chassis controller after determining the working gear and required power of the high-pressure heater corresponding to the first water outlet temperature, wherein the instruction information includes the required power for supplying energy to the electrical equipment.

[0047] In conjunction with the fifth aspect, in another possible implementation, it is characterized in that the second receiving unit is further configured to receive a second control signal sent by the chassis controller, where the second control signal includes the second power and a second state flag;

[0048] The second determining unit is further configured to determine, based on the second state flag, that the vehicle has no surplus energy output when traveling;

[0049] A control unit is used to control the high-voltage heater to function as the electrical equipment according to the original gear position and power.

[0050] In a sixth aspect, the present application further provides another in-vehicle recyclable energy control device, the device comprising:

[0051] A third receiving unit, configured to receive a third control signal sent by the chassis controller, wherein the third control signal includes a second power and a third state flag;

[0052] a third determining unit, configured to determine, based on the third state flag, that the vehicle still has surplus energy while traveling, and that the surplus energy corresponds to a second power;

[0053] a searching unit, configured to search for a matching target charging voltage in a second preset relationship according to the second power;

[0054] The power control unit is used to charge the battery in the vehicle using the surplus energy according to the target charging voltage.

[0055] In a seventh aspect, the present application further provides an electronic device, comprising a memory and a processor, wherein the memory and the processor are connected;

[0056] The memory stores computer instructions;

[0057] The processor executes the computer instructions to perform the control method for recoverable energy in the vehicle according to the first to third aspects, or any embodiment thereof.

[0058] In an eighth aspect, the present application further provides a control system for recoverable energy in a vehicle, the system comprising: a chassis controller, a thermal management system TMS, a power control unit PCU, a high-voltage heater, an electrical device, a DC converter, and a battery;

[0059] The chassis controller is connected to the thermal management system TMS and the power control unit PCU respectively. The thermal management system TMS is connected to the electrical equipment via the high-voltage heater, and the power control unit PCU is connected to the battery via the DC converter.

[0060] Wherein, the chassis controller is used to execute the method described in the first aspect or any embodiment of the first aspect;

[0061] The thermal management system TMS is used to perform the method according to the second aspect or any one of the embodiments of the second aspect, and provide energy to the electrical equipment through the high-voltage heater;

[0062] The power control unit PCU is used to execute the method described in the third aspect above, and charge the battery through the DC converter.

[0063] In a ninth aspect, the present application also provides a vehicle, characterized in that it includes the control system for recoverable energy in the vehicle as described in the eighth aspect.

[0064] In addition, the present application also provides a computer-readable storage medium, characterized in that computer instructions are stored on the computer-readable storage medium, and the computer instructions are used to enable a computer to execute the control method of recoverable energy in the vehicle in the aforementioned first to third aspects, or any embodiment thereof.

[0065] The control method, device and equipment for recoverable energy in a vehicle provided in the present application realize a closed-loop control, first obtaining the recoverable power of the entire vehicle's electricity, and then, when it is determined that the power reaches a first preset value, generating a first control signal with a first power and a first status flag, and sending the first control signal to the thermal management system TMS, so that the thermal management system TMS transmits the surplus energy corresponding to the recoverable power to the electrical equipment in the vehicle according to the first control signal, thereby realizing power supply to the electrical equipment and improving the utilization rate of the surplus energy.

[0066] Furthermore, if there is excess energy, a second control signal controls the power control unit (PCU) to transfer the remaining energy to the battery, fully utilizing the surplus energy. This method utilizes the recovered energy more precisely, improving the utilization rate of recovered energy at low temperatures, saving the system's non-driving power consumption, and increasing low-temperature range. It also shortens the warm-up time of the passenger compartment and battery, improving cabin comfort and ensuring the battery operates within the ideal temperature range as quickly as possible, without increasing any hardware costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0067] In order to more clearly illustrate the specific implementation methods of the present application or the technical solutions in the prior art, the following is a brief introduction to the drawings required for use in the specific implementation methods or the description of the prior art. Obviously, the drawings described below are some implementation methods of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0068] FIG1 is a system architecture diagram of in-vehicle energy recovery provided by an embodiment of the present application;

[0069] FIG2 is a flow chart of a method for controlling in-vehicle recyclable energy provided by an embodiment of the present application;

[0070] FIG3 is a flow chart of another method for controlling in-vehicle recyclable energy provided by an embodiment of the present application;

[0071] FIG4 is a flow chart of another method for controlling in-vehicle recyclable energy provided by an embodiment of the present application;

[0072] FIG5 is a flow chart of another method for controlling in-vehicle recyclable energy provided by an embodiment of the present application;

[0073] FIG6 is a flow chart of another method for controlling in-vehicle recyclable energy provided by an embodiment of the present application;

[0074] FIG7 is a schematic diagram of surplus power recovery and utilization provided by an embodiment of the present application;

[0075] FIG8 is a structural block diagram of an energy control device provided in an embodiment of the present application;

[0076] FIG9 is a structural block diagram of another energy control device provided in an embodiment of the present application;

[0077] FIG10 is a structural block diagram of another energy control device provided in an embodiment of the present application;

[0078] FIG11 is a schematic structural diagram of an electronic device provided in an embodiment of the present application;

[0079] FIG12 is a schematic structural diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0080] The following will describe the embodiments of the present application with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand the other advantages and effects of the present application from the contents disclosed in this specification. The present application can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present application. It should be understood that the preferred embodiments are only for the purpose of illustrating the present application and are not intended to limit the scope of protection of the present application.

[0081] It should be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present application. Therefore, the illustrations only show components related to the present application and are not drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component can be changed at will, and the component layout type may also be more complicated.

[0082] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of the technical features indicated. Thus, a feature specified as "first" or "second" may explicitly or implicitly include one or more of the features. Throughout the description of this application, "plurality" means at least two, such as two, three, etc., unless otherwise specifically defined.

[0083] The present application is described in detail below with reference to the accompanying drawings and specific embodiments.

[0084] The technical solution provided in this application aims to use as much non-recoverable energy as possible. In order to achieve this goal, an embodiment of this application provides a method for controlling recoverable energy in the vehicle, and directly uses this part of the energy on electrical equipment, such as heating the passenger compartment and heating the battery, or if there is surplus energy / electricity, it can also be used to charge the 12V battery, thereby improving the energy recovery power and reducing the energy consumption from the power battery or engine for heating the passenger compartment, heating the battery, 12V battery, etc. At the same time, the comfort of the passenger compartment is further improved and the battery can reach the optimal operating temperature faster.

[0085] Referring to FIG1 , which is a system architecture diagram for in-vehicle energy recovery according to an embodiment of the present application, the system includes: a chassis controller 10, a thermal management system (TMS) 20, a high-voltage heater 30, a passenger compartment 31, a power battery 32, a battery management system (BMS) 40, a power control unit (PCU) 50, a DC converter 60, and a 12V battery 70. Furthermore, the system may also include other units or structures, such as a motor, which are not limited in this embodiment.

[0086] The chassis controller 10 is connected to the thermal management system TMS 20 , the battery management system BMS 40 , and the power control unit PCU 50 via a signal bus. Communication between them can be achieved through signal transmission, such as CAN (Controller Area Network) signal transmission, which can transmit control signals.

[0087] Signals can also be transmitted between the thermal management system TMS 20 and the high-voltage heater 30 , and the high-voltage heater 30 can be connected to the passenger compartment 31 and the power battery 32 through circuits or other hardware.

[0088] Optionally, the chassis controller can be controlled by an energy recovery control unit. Furthermore, the energy recovery control unit can be an integrated backhaul control unit (IBCU). It is a device or unit used to manage and control backhaul connections in a communication network. Backhaul refers to a network connection that transmits signals from edge devices or user terminals back to the core network or data center. The IBCU is responsible for managing the functions of the backhaul connection to ensure effective data transmission and network performance. It usually involves components such as routers, switches, transmission equipment, and management software, which are used to control and optimize the bandwidth, quality, security, and other aspects of the backhaul link. In this embodiment, the IBCU is used to generate and send at least one control signal to the thermal management system TMS 20 and the power control unit PCU 50, instructing the thermal management system TMS 20 and the power control unit PCU 50 to consume surplus energy, thereby improving the utilization rate of recoverable energy.

[0089] The power control unit PCU 50 is the core control unit of the electric drive system, responsible for controlling the energy conversion between the battery and the motor and the operation of the motor.

[0090] The DC converter 60 is used to convert the electric energy output by the power control unit PCU 50 from direct current (DC) to DC voltage, thereby converting the electric energy into electric energy suitable for charging the 12V battery.

[0091] In addition, in the field of vehicle control, PTC can refer to a positive temperature coefficient thermistor (PTC) or other related devices, such as a high-voltage heater 30. PTC, or positive temperature coefficient thermistor, is a special resistor whose resistance value increases when the temperature rises. In a vehicle, PTC can be used in a high-voltage heater system. A high-voltage heater (PTC heater) is a device that uses the characteristics of a PTC element to heat the air inside a vehicle. The high-voltage heater 30 is typically used in electric vehicles or hybrid vehicles to provide a heating function inside the vehicle. It uses current to pass through the PTC element, and the resistance of the PTC element increases as the current passes through, thereby generating heat. Such a heater can provide warm air quickly and is more efficient than a traditional heater. It effectively provides comfort and heating functions in the vehicle, while effectively controlling energy consumption and improving energy utilization.

[0092] The method provided in this embodiment can use the energy that cannot be recovered by the battery at low temperatures for other components that require energy, such as PTC heating or 12V battery charging. From a control perspective, the energy consumption demand and the energy recovery status are linked in real time for closed-loop control, thereby improving the energy recovery utilization rate, saving non-drive power consumption and obtaining energy from the power source, thereby increasing the low-temperature pure electric cruising range and reducing the overall fuel consumption of the hybrid drive. In addition, it can also improve the passenger compartment comfort and battery performance.

[0093] Specifically, when the vehicle enters coasting or braking, the chassis controller 10 calculates the recovery power. At the same time, the chassis controller 10 receives signals such as the battery recovery power boundary, PTC power demand, 12V battery power, and DC conversion low-voltage terminal voltage, and allocates the total recovery power.

[0094] 2 shows a method for controlling recyclable energy in a vehicle according to an embodiment of the present application. The method can be applied to the chassis controller 10 described above. The method includes:

[0095] Step S101: obtaining a first power during vehicle driving, where the first power is the remaining power after the vehicle's recoverable power is deducted from the power recovered by the vehicle's power battery.

[0096] Specifically, step S101 includes: obtaining the current recoverable power of the vehicle and the recovery power of the power battery under certain temperature conditions and certain battery charging SOC parameters; calculating the power difference between the current recoverable power and the recovery power to obtain the first power.

[0097] Among them, when the vehicle is driving, the IBCU monitors the vehicle speed, brake pedal and other signals in real time. After detecting the brake pedal position and pedal depth, it calculates the current total recoverable power Ptotal based on deceleration, vehicle speed, vehicle weight, vehicle resistance, slope, etc., that is, the current recoverable power of the entire vehicle.

[0098] The power recovery power of the power battery under certain temperature conditions and certain battery state of charge (SOC) parameters can be measured and reported by the battery management system (BMS) 40. The certain temperature conditions include relatively low temperatures or extremely cold conditions, such as -30°C. The power recovery power of the power battery corresponding to the battery at a certain SOC percentage is measured in kW.

[0099] Table 1 shows a correspondence between power battery recovery power boundaries. Table 1 reflects the power battery recovery power corresponding to different temperatures and different battery charge SOC percentages. In this embodiment, "kw01 to kw86" are used to represent them. 01 to 86 are digital numbers and do not represent specific data. Specific data can be obtained through experiments or tests, and this embodiment does not impose any restrictions on this.

[0100] Table 1

[0101] According to the above Table 1 and the currently recoverable total power Ptotal, the first power can be calculated.

[0102] Optionally, the first power is represented as “P1”, or P1 represents Delt_Precycle1.

[0103] Step S102: Determine whether the first power is greater than or equal to a first preset value.

[0104] The first preset value may be a system preset value or may be set according to actual vehicle conditions, and this embodiment does not impose any limitation on this.

[0105] Step S103: If yes, a first control signal is generated, wherein the first control signal includes the first power and a first state flag, wherein the first state flag is used to indicate that there is surplus energy output when the vehicle is traveling.

[0106] If it is determined that the first power P1 is greater than or equal to the first preset value, it is determined that the current vehicle has surplus energy, which can be recycled. And when it is determined that P1 = Delt_Precycle1 is greater than or equal to the first preset value, a first state flag is set. The state flag is used to indicate a state of surplus power or surplus energy at different times, which can usually be indicated by the symbols "0" or "1". The state flag can be represented by "B_Recycle". For example, when P1 = Delt_Precycle1 is greater than or equal to the first preset value, the first state flag B_Recycle1 is set to 1; conversely, when P1 = Delt_Precycle1 is less than the first preset value, the second state flag B_Recycle1 is set to 0.

[0107] In this embodiment, the first state flag B_Recycle1 is set to 1, indicating that there is surplus energy output when the vehicle is traveling.

[0108] Furthermore, a first control signal including the first state flag B_Recycle1=1 and the first power P1 is generated, such as a first CAN signal.

[0109] Step S104: sending the first control signal to a thermal management system TMS, wherein the first control signal is used to control the thermal management system TMS to use the surplus energy to power electrical devices in the vehicle.

[0110] A first control signal including a first state flag B_Recycle1=1 and a first power P1, such as a first CAN signal, is sent to the thermal management system TMS 20 so that the thermal management system TMS 20 supplies surplus energy to electrical devices, such as transmitting it to the passenger compartment 31 and the power battery 32 through the high-voltage heater 30.

[0111] Optionally, in some embodiments, the method shown in FIG3 further includes:

[0112] Step S105: If it is determined that the first power is less than the first preset value, a second control signal is generated, where the second control signal includes the first power and a second state flag.

[0113] The second state flag bit is used to indicate that the vehicle has no surplus energy output when traveling. Optionally, the value of the second state flag bit B_Recycle1 is set to 0.

[0114] Step S106: Send the second control signal to the thermal management system TMS, where the second control signal is used to control the thermal management system TMS to supply energy to the electrical device according to the original output power.

[0115] The chassis controller 10 sends a second control signal, such as a second CAN signal, including the second state flag B_Recycle1 = 0 and the aforementioned first power P1 to the thermal management system TMS 20 .

[0116] The method provided in this aspect first obtains the power that can be recovered by the entire vehicle, and then, when it is determined that the power has reached a first preset value, generates a first control signal with a first power and a first status flag, and sends the first control signal to the thermal management system TMS, so that the thermal management system TMS transmits the surplus energy corresponding to the recoverable power to the electrical equipment in the vehicle according to the first control signal, thereby realizing power supply to the electrical equipment and improving the utilization rate of the surplus energy.

[0117] Optionally, in some embodiments, after step S106, as shown in FIG4 , the method further includes:

[0118] Step S107: When surplus energy still exists after providing energy to the electrical device, a third control signal is generated, wherein the third control signal includes a second power and a third state flag.

[0119] The third status flag indicates that surplus energy is available. This step is performed when surplus energy is detected after the energy corresponding to the first power P1 is transferred to the thermal management system TMS 20 for consumption by the electrical equipment, and a third control signal is generated. This third control signal includes the second power P2 and a third status flag B_Recycle2, with the value of the third status flag B_Recycle2 being 1.

[0120] Step S108: Sending the third control signal to the power control unit PCU, wherein the third control signal is used to control the power control unit PCU to use the surplus energy to charge the vehicle battery.

[0121] For example, the power control unit PCU transmits the remaining energy to the 12V battery through the DC converter according to the third control signal, thereby charging the 12V battery.

[0122] Furthermore, in the above step S107, determining whether there is surplus energy after the thermal management system TMS provides energy to the electrical equipment includes:

[0123] receiving an instruction message sent by the thermal management system TMS, the instruction message including a power requirement for the thermal management system TMS to supply energy to the electrical device; calculating a power difference between the first power and the required power to obtain a second power P2; and determining whether the second power is greater than or equal to a second preset value. The second preset value may be the same as or different from the first preset value in step S102, and this embodiment is not limited thereto.

[0124] If yes, it is determined that the surplus energy still exists; if not, it is determined that the surplus energy does not exist.

[0125] The method provided in this embodiment can also transmit the surplus energy to the battery through the power control unit PCU when surplus energy is detected, thereby charging the battery and further improving the utilization rate of the recoverable energy.

[0126] In another embodiment, the present application further provides a method for controlling recyclable energy in a vehicle. The method is applied to a thermal management system TMS 20, as shown in FIG5 . The method includes:

[0127] Step S201: receiving a first control signal sent by a chassis controller, where the first control signal includes the first power and a first state flag.

[0128] This step corresponds to step S104 of the aforementioned embodiment, where the thermal management system TMS 20 receives the first control signal via the CAN bus.

[0129] Step S202: determining, based on the first state flag, that the vehicle has surplus energy output while traveling, and the surplus energy corresponds to the first power.

[0130] Specifically, the thermal management system TMS 20 determines that there is surplus energy when the vehicle is traveling based on the first status flag B_Recycle1=1. The thermal management system TMS 20 and the chassis controller 10 have agreed in advance that different fields of the status flag B_Recycle represent different meanings. For example, field "1" indicates that there is surplus energy; field "0" indicates that there is no recoverable surplus energy.

[0131] In addition, the power corresponding to the current surplus energy is obtained as the first power P1 through the first control signal, such as the first CAN signal.

[0132] Step S203: searching for a matching first outlet water temperature in a first preset relationship according to the first power, and determining the operating gear and required power of the high-pressure heater corresponding to the first outlet water temperature.

[0133] Among them, the first preset relationship is the corresponding relationship between the outlet water temperature and the recyclable power P, wherein the recyclable power P can be expressed as "Delt_Precycle1", for example, the first power P1 = Delt_Precycle1. Specifically, see Table 2, which is a schematic table of the first preset relationship.

[0134] Table 2

[0135] In Table 2, the original basic water outlet temperature is T1, and this value is the value with an increase of "+", such as 10, 20, 35, 30, etc.

[0136] The PTC target water outlet temperature refers to the desired water temperature set for the high-pressure heater 30. Since the high-pressure heater 30 is used to heat the vehicle interior, the target water outlet temperature refers to the expected temperature of the heated water. This temperature can be set and adjusted based on actual needs and user preferences.

[0137] Furthermore, the target outlet water temperature depends on the specific vehicle model, heating system design, and desired heating effect. Different vehicles and application scenarios may have different target water temperature requirements, such as those for in-vehicle heating systems and battery thermal management systems. In the vehicle's high-voltage heater 30, the target outlet water temperature is achieved by controlling the current and heating time. By controlling the current and heating time, the water in the heater reaches the set target temperature. This ensures that the heating effect in the vehicle's interior air or other application scenarios meets the desired requirements.

[0138] In this embodiment, the high-voltage heater 30 first searches for the PTC target water outlet temperature Δ corresponding to P1 in the first preset relationship in Table 1 through the first power P1, and then each target water outlet temperature Δ is associated with the working gear and the required power, and then the working gear to be powered to the electrical equipment and the required power of the electrical equipment can be determined through the target water outlet temperature Δ.

[0139] In this embodiment, the electrical equipment includes a passenger compartment 31 and a power battery 32 .

[0140] Step S204: transmitting the surplus energy to the electrical equipment according to the working gear and the required power.

[0141] The high-voltage heater 30 transmits energy to the passenger compartment 31 and the power battery 32 according to the working gear and required power corresponding to the first power P1, such as heating the passenger compartment 31 and the power battery 32.

[0142] In addition, after the high-pressure heater 30 determines the working gear and required power of the high-pressure heater corresponding to the first water outlet temperature, it also includes: sending instruction information to the chassis controller 10, the instruction information includes the required power for supplying energy to the electrical equipment.

[0143] Optionally, the indication information may be transmitted to the chassis controller 10 via a CAN signal, so that the chassis controller 10 knows how much energy the thermal management system TMS 20 requires and how much recoverable energy is consumed.

[0144] In addition, the above method further includes: the thermal management system TMS 20 receives a second control signal sent by the chassis controller 10, wherein the second control signal includes the second power and the second state flag. This step corresponds to step S106 of the above embodiment.

[0145] The thermal management system TMS 20 determines that the vehicle has no surplus energy output when traveling according to the second state flag; and controls the high-voltage heater to function as the electrical device according to the original gear position and power.

[0146] The second state flag B_Recycle1=0 indicates that there is no residual energy that can be recycled.

[0147] The method provided in this embodiment transmits surplus energy to electrical devices through the thermal management system TMS, such as heating the passenger compartment and battery, thereby improving energy recovery power and reducing energy consumption from the power battery or engine for heating the passenger compartment and battery. At the same time, the comfort of the passenger compartment is further improved and the battery can reach the optimal operating temperature more quickly.

[0148] In addition, in another embodiment, a method for controlling recyclable energy in a vehicle is provided, which is applied to a power control unit PCU, as shown in FIG6 . The method further includes:

[0149] Step S301: receiving a third control signal sent by a chassis controller, wherein the third control signal includes a second power and a third state flag.

[0150] This step corresponds to step S108 of the aforementioned embodiment. For the specific process, please refer to the description of step S301, which will not be repeated here. The third control signal includes the second power P2 and the third state flag B_Recycle2.

[0151] Step S302: determining, based on the third status flag, that the vehicle still has surplus energy while traveling, and the surplus energy corresponds to the second power.

[0152] Specifically, if the third state flag B_Recycle2=1, it is determined that there is still surplus energy when the vehicle is traveling, and the surplus energy corresponds to the second power P2, P2=P1-P 需求功率 The P required power is the energy / power determined by the thermal management system TMS 20 to be supplied to the electrical equipment in the aforementioned step S204.

[0153] Optionally, the second power P2 is expressed as Delt_Precycle1_W, in W.

[0154] Step S303: searching for a matching target charging voltage in a second preset relationship according to the second power.

[0155] The second preset relationship is the corresponding relationship between Delt_Precycle1 and the target charging voltage V of the battery. This relationship can be preset and stored in the power control unit PCU, as shown in Table 3.

[0156] Table 3

[0157] The power control unit PCU determines the target charging voltage of the battery according to the second preset relationship in Table 3 based on the second power P2 = Delt_Precycle1. The battery is generally a 12V battery. For example, in one example, the second power P2 = 100W, and the target charging voltage V2 is found to match P2 = 100W.

[0158] Step S304: charging the battery in the vehicle using the surplus energy according to the target charging voltage.

[0159] The power control unit PCU charges the battery in the vehicle according to the target charging voltage determined in step S303 , for example, by transferring surplus power at the target charging voltage V2 to the 12V battery through a DC converter to charge it.

[0160] The method provided in this embodiment can transmit the surplus energy to the battery through the power control unit PCU, thereby charging the battery and further improving the utilization rate of the recyclable energy.

[0161] The embodiment of the present application associates the demand for non-driving power consumption with the availability of energy recovery. By adjusting the target of non-driving power consumption in real time, it is achieved that after other systems such as batteries have reached their recovery boundaries and the recovery power is limited, the remaining recovered energy can be utilized as much as possible. The logic diagram is shown in Figure 7.

[0162] In addition, if there is still surplus energy, the target charging voltage of the 12V battery is linked to the availability of energy recovery. By adjusting the target voltage of the 12V battery in real time, the charging rate is increased, and the electricity can be stored as quickly as possible for use by the low-voltage load of the entire vehicle. The logic diagram is shown in Figure 7.

[0163] Based on the above two points, the specific implementation process is as follows:

[0164] Before implementing the solution, the system must confirm the power battery's regenerative capacity, as shown in Table 1. Taking a plug-in hybrid electric vehicle as an example, the ambient temperature is below -5°C, the passenger compartment heating requirement and the battery heating requirement are both enabled, and the driving condition is urban. Because urban conditions involve frequent braking, the regenerative braking capacity can generally be between 20 and 40 kW. The heavier the vehicle, the more energy can be recovered. However, at low temperatures, the battery's charging power is low, resulting in more energy that cannot be recovered. This application proposes a regenerative power control method to recycle this wasted energy.

[0165] Specifically, when the vehicle is powered on and normal driving begins, controllers such as the chassis control unit (IBCU), power control unit (PCU), battery management system (BMS), and thermal management system (TMS) enter operation. The IBCU monitors vehicle speed, brake pedal, and other signals in real time. Upon detecting brake pedal position and pedal depth, it calculates the total recoverable power (Ptotal) based on deceleration, vehicle speed, weight, vehicle resistance, and slope.

[0166] In addition, the IBCU of the chassis controller 10 synchronously queries the power battery's recycle power P_batt_recycle based on Table 1, calculates the difference between Ptotal and the battery recycle power P_batt_recycle, obtains a first power P1 = Delt_Precycle1, and judges Delt_Precycle1. If Delt_Precycle1 ≥ preset value 1 (i.e., the first preset value), the IBCU sends a first control signal to the CAN bus, which can be transmitted to the thermal management system TMS 20 via the CAN bus. The first control signal includes the first power P1 and a first status flag B_Recycle1 = 1. The above process corresponds to the aforementioned steps S101 to S104.

[0167] As shown in FIG7 , if Delt_Precycle1<preset value 1, the IBCU sends a second control signal carrying a second state flag B_Recycle1=0 and a first power P1 to the CAN bus.

[0168] Furthermore, the thermal management system TMS 20 receives a first control signal via the CAN bus. Based on the first status flag B_Recycle1 = 1 in the first control signal, it looks up the PTC target outlet water temperature Δ value in Table 2, adds the original PTC outlet water target temperature to the table-based Δ value, and outputs a final PTC outlet water target temperature. Based on the outlet water target temperature, the TMS calculates the final PTC gear position and corresponding power P, such as the recycle power P1. Furthermore, the thermal management system TMS 20 transmits the PTC target power to the chassis controller.

[0169] The thermal management system (TMS) 20 heats the passenger compartment and the battery. For example, it transmits the regenerated power (P1) to the passenger compartment and battery via a PTC (Positive Temperature Coefficient) to heat the passenger compartment and battery. The TMS 20 also transmits the regenerated power (P2) to the power battery to charge it.

[0170] In addition, the thermal management system TMS 20 feeds back indication information to the chassis controller 10 via a control signal, such as a P_ptc_targt signal.

[0171] Optionally, if the thermal management system TMS 20 receives the second status flag B_Recycle1=0 from the CAN bus, it indicates that there is no surplus energy that can be recovered. In this case, the target water level of the PTC maintains the original output value of the TMS.

[0172] The chassis controller 10 receives indication information from the thermal management system TMS 20, including the battery recovery power P_batt_recycle and the PTC target power, calculates the difference between the battery recovery power P_batt_recycle and the PTC target power P_ptc_targt to obtain Delt_Precycle2, and judges the second power P2. If Delt_Precycle2 ≥ preset value 2 (i.e., the second preset value), it is determined that there is residual energy. The chassis controller 10 generates and sends a third control signal to the CAN bus, which is the communication line between the chassis controller and the power control unit PCU 50; the third control signal includes the second power P2 and a third status flag B_Recycle2=1.

[0173] If the second power P2 = Delt_Precycle2 < preset value 2, a fourth control signal is sent to the power control unit PCU 50, and the fourth control signal includes a second state flag B_Recycle2 = 0; the power control unit PCU 50 determines that if the value of the second state flag B_Recycle2 is "1", it indicates that there is residual energy and it is available; if it is "0", there is no residual energy available.

[0174] When B_Recycle2=1, the power control unit PCU 50 increases the voltage of the 12V battery, and after the voltage is increased, transmits the remaining energy to the 12V battery to charge the battery.

[0175] Specifically, the power control unit PCU 50 looks up the 12V battery target charging voltage in Table 3 above and controls the DC output voltage based on the target voltage obtained from the table. If the target voltage obtained from the table is greater than the maximum operating voltage of the 12V battery, the maximum operating voltage is used. In this example, the power control unit PCU 50 transmits the remaining energy, such as the recovered power P3, to the DC converter. After voltage conversion by the DC converter, the electrical energy of the recovered power P3 is transmitted to the 12V battery to charge the 12V battery, which is used to power the low-voltage electrical appliances of the entire vehicle. This method can significantly increase the charging rate of the 12V battery by fully utilizing the energy recovery power. If the power control unit PCU 50 receives B_Recycle2=0 from the CAN bus, the 12V battery target charging voltage is maintained at a constant value.

[0176] The method provided in this embodiment utilizes recovered energy more accurately, can improve the utilization rate of recovered energy at low temperatures, save the system's non-driving power consumption, and thus achieve the effect of improving low-temperature cruising range. At the same time, it can improve the warm-up time of the passenger compartment and the battery, improve the comfort of the passenger compartment, and ensure that the battery can operate at the ideal temperature boundary as soon as possible without increasing any hardware costs.

[0177] Furthermore, in the embodiment of the thermal management system TMS 20 supplying power to the electrical equipment, the ambient temperature is set to -20°C, the average vehicle speed is 40 km / h, and the deceleration is -1.5 m / s. 2 In the absence of a slope, the recoverable power is 27 kW. When the battery state of charge (SOC) is 30%, the recoverable power is 5 kW. Based on the current strategy, the PTC demand power is calculated to be 4 kW, and the corresponding PTC target water outlet temperature is 40°C. Therefore, the remaining recovered power (Delt_Precycle1 = 18 kW) cannot be used. The method provided in this embodiment of the application increases the PTC target water outlet temperature to 60°C based on Delt_Precycle1 = 18 kW. At this time, the corresponding PTC power is 9 kW, equivalent to an additional 5 kW of recovered power, and the energy recovery efficiency is increased from 33% to 52%.

[0178] In addition, after the PTC target water temperature was raised from the original 40°C to 60°C, the temperature rise time of the passenger compartment and the battery was reduced by about 33%, the passenger compartment was more comfortable, and the battery could reach the target operating temperature faster.

[0179] In the embodiment described above where the power control unit PCU 50 supplies power to a 12V battery, the second power P2 = Delt_Precycle2 = 13 kW can be calculated. This power is much greater than the power requirement of the 12V battery. The charging voltage is increased from 12V to 15V, thereby doubling the charging current.

[0180] This embodiment also provides a control device for in-vehicle recyclable energy, which is used to implement the aforementioned embodiments and preferred implementations. Details already described are omitted for clarity. As used below, the term "module" may refer to a combination of software and / or hardware that implements a predetermined function. While the devices described in the following embodiments are preferably implemented using software, implementation using hardware, or a combination of software and hardware, is also possible and contemplated.

[0181] This embodiment provides a control device for in-vehicle recyclable energy, configured to implement the aforementioned in-vehicle recyclable energy control method shown in Figures 2 to 4 . As shown in Figure 8 , the device includes an acquisition unit 401, a determination unit 402, a generation unit 403, and a first sending unit 404. Furthermore, the device may further include additional or fewer units or modules.

[0182] The acquisition unit 401 is configured to acquire a first power during vehicle travel, where the first power is the remaining power after the power recovered by the vehicle's power battery is subtracted from the vehicle's recoverable power.

[0183] The judging unit 402 is configured to judge whether the first power is greater than or equal to a first preset value.

[0184] The generating unit 403 is used to generate a first control signal when it is determined that the first power is greater than or equal to a first preset value. The first control signal includes the first power and a first state flag. The first state flag is used to indicate that there is surplus energy output when the vehicle is traveling.

[0185] The first sending unit 404 is configured to send a first control signal to the thermal management system TMS, where the first control signal is configured to control the thermal management system TMS to use surplus energy to power electrical devices within the vehicle.

[0186] Optionally, in some embodiments, the acquisition unit 401 is specifically used to obtain the current recoverable power of the entire vehicle, and the recovery power of the power battery under certain temperature conditions and certain SOC parameters, calculate the power difference between the current recoverable power and the recovery power, and obtain the first power.

[0187] Optionally, in other possible implementations, the generation unit 403 is also used to generate a second control signal when the judgment unit determines that the first power is less than the first preset value, and the second control signal includes the first power and a second state flag, and the second state flag is used to indicate that there is no surplus energy output when the vehicle is driving.

[0188] The first sending unit 404 is further configured to send a second control signal to the thermal management system TMS, where the second control signal is configured to control the thermal management system TMS to supply energy to the electrical device according to the original output power.

[0189] Optionally, in other possible implementations, the generation unit 403 is also used to generate a third control signal when there is surplus energy after providing energy to the electrical equipment, and the third control signal includes a second power and a third status flag, and the third status flag is used to indicate that there is surplus energy.

[0190] The first sending unit 404 is further configured to send a third control signal to the power control unit PCU, where the third control signal is configured to control the power control unit PCU to use surplus energy to charge the vehicle battery.

[0191] Optionally, in some other possible implementations, the above-mentioned device further includes: a first receiving unit 405 , a calculating unit 406 , a judging unit 407 and a first determining unit 408 .

[0192] The first receiving unit 405 is configured to receive instruction information sent from the thermal management system TMS, where the instruction information includes the power required by the thermal management system TMS to supply energy to the electrical equipment.

[0193] The calculation unit 406 is configured to calculate a power difference between the first power and the required power to obtain a second power.

[0194] The judging unit 407 is further configured to judge whether the second power is greater than or equal to a second preset value.

[0195] The first determining unit 408 is configured to determine that there is still surplus energy when the first judging unit determines that the second power is greater than or equal to a second preset value.

[0196] Optionally, the above-mentioned device may be an IBCU, or a chassis controller including the device.

[0197] In addition, this embodiment also provides a control device for in-vehicle recyclable energy, which is used to implement the method shown in FIG5 . As shown in FIG9 , the device includes: a second receiving unit 501, a second determining unit 502, a transmission unit 503, a second sending unit 504, and a control unit 505. Furthermore, the device may include more or fewer other units or modules.

[0198] Furthermore, the second receiving unit 501 is configured to receive a first control signal sent by the chassis controller, where the first control signal includes a first power and a first state flag.

[0199] The second determining unit 502 is configured to determine, based on the first state flag, that there is surplus energy output when the vehicle is traveling, and that the surplus energy corresponds to a first power, and to search for a matching first outlet water temperature in a first preset relationship based on the first power, and to determine an operating gear position and a required power of the high-pressure heater corresponding to the first outlet water temperature;

[0200] The transmission unit 503 is used to transmit the surplus energy to the electrical equipment according to the working gear and the required power.

[0201] The second sending unit 504 is configured to send instruction information to the chassis controller after determining the working gear and required power of the high-pressure heater corresponding to the first outlet water temperature, where the instruction information includes the required power for supplying energy to the electrical equipment.

[0202] Optionally, in a possible implementation manner of this embodiment, the second receiving unit 501 is further configured to receive a second control signal sent by the chassis controller, where the second control signal includes a second power and a second state flag.

[0203] The second determining unit 502 is further configured to determine, based on the second state flag, that the vehicle has no surplus energy output when traveling;

[0204] The control unit 505 is used to control the high-voltage heater to function as an electrical device according to the original gear position and power.

[0205] In addition, this embodiment provides another energy control device for implementing the method shown in FIG. 6 . As shown in FIG. 10 , the device includes a third receiving unit 601, a third determining unit 602, a search unit 603, and an electric energy control unit 604. Furthermore, the device may include more or fewer units or modules, which are not limited in this embodiment.

[0206] The third receiving unit 601 is configured to receive a third control signal sent by the chassis controller, where the third control signal includes a second power and a third state flag.

[0207] The third determining unit 602 is configured to determine, according to the third state flag, whether the vehicle still has surplus energy when traveling, and the surplus energy corresponds to the second power.

[0208] The searching unit 603 is configured to search for a matching target charging voltage in a second preset relationship according to the second power.

[0209] The power control unit 604 is used to charge the battery in the vehicle using the surplus energy according to the target charging voltage.

[0210] It should be noted that the energy control device in this embodiment is presented in the form of a functional unit, where the unit refers to an ASIC circuit, a processor and memory that executes one or more software or fixed programs, and / or other devices that can provide the above functions.

[0211] The further functional description of each of the above modules and units is the same as that of the above corresponding embodiments and will not be repeated here.

[0212] An embodiment of the present application also provides an electronic device having the energy control device shown in Figures 8 to 10 above.

[0213] Please refer to Figure 11, which is a structural diagram of an electronic device provided by an optional embodiment of the present application. As shown in Figure 11, the electronic device includes: one or more processors 100, a memory 200, and an interface for connecting various components, including a high-speed interface and a low-speed interface. The various components are connected to each other using different buses for communication and can be installed on a common motherboard or in other ways as needed. The processor can process instructions executed in the electronic device, including instructions stored in or on the memory to display graphical information of the GUI on an external input / output device (such as a display device coupled to the interface).

[0214] In some alternative embodiments, multiple processors and / or multiple buses can be used with multiple memories and multiple storages if desired. Similarly, multiple electronic devices can be connected, with each device providing a portion of the necessary operations (e.g., as a server array, a group of blade servers, or a multi-processor system). FIG11 shows a single processor 100 as an example.

[0215] The processor 100 may be a central processing unit. The processor 100 may further include a hardware chip. The hardware chip may be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The programmable logic device may be a complex programmable logic device (CPLD), a field programmable gate array (FPGA), a general purpose array logic (GAL), or any combination thereof.

[0216] The memory 200 stores instructions that can be executed by at least one processor 100, so that the at least one processor 100 executes the method shown in the above embodiment.

[0217] The memory 200 may include a program storage area and a data storage area, wherein the program storage area may store an operating system and applications required for at least one function; the data storage area may store data created based on the use of an electronic device, etc. In addition, the memory 200 may include a high-speed random access memory, and may also include a non-transient memory, such as at least one disk storage device, a flash memory device, or other non-transient solid-state storage device. In some optional embodiments, the memory 200 may optionally include a memory remotely located relative to the processor 100, and these remote memories may be connected to the electronic device via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0218] The memory 200 may include a volatile memory, such as a random access memory; the memory may also include a non-volatile memory, such as a flash memory, a hard disk or a solid-state drive; the memory 200 may also include a combination of the above types of memory.

[0219] The electronic device further includes an input / output device. The processor 100, the memory 200, the input device and the output device may be connected via a bus or other means.

[0220] The input device can receive input digital or character information and generate key signal input related to the user settings and function control of the electronic device, such as a touch screen, a keypad, a mouse, a trackpad, a touch pad, an indicator stick, one or more mouse buttons, a trackball, a joystick, etc. The output device can include a display device, an auxiliary lighting device (e.g., an LED), and a tactile feedback device (e.g., a vibration motor). The above-mentioned display device includes but is not limited to a liquid crystal display, a light emitting diode, a display, and a plasma display. In some optional embodiments, the display device can be a touch screen.

[0221] The electronic device further includes a communication interface 300 for the electronic device to communicate with other devices or a communication network.

[0222] Optionally, the electronic device may be a chassis controller, such as an IBCU, or any one of a thermal management system 20, a high-voltage heater 30, a battery management system 40, and a power control unit PCU 50. Furthermore, other units or devices may be used, which are not limited in this embodiment.

[0223] In addition, this embodiment also provides a control system for recoverable energy in the vehicle. The structure of the system can be the structure shown in Figure 1 above. The system includes: a chassis controller, a thermal management system TMS, a power control unit PCU, a high-voltage heater, electrical equipment, a DC converter and a battery and other units or modules.

[0224] The chassis controller is connected to the thermal management system TMS and the power control unit PCU respectively. The thermal management system TMS is connected to the electrical equipment through a high-voltage heater, and the power control unit PCU is connected to the battery through a DC converter.

[0225] Furthermore, the chassis controller is used to execute the control method of the in-vehicle recyclable energy in the aforementioned embodiment; the thermal management system TMS is used to execute the control method of the in-vehicle recyclable energy in the aforementioned embodiment, providing energy to the electrical equipment through the high-voltage heater; the power control unit PCU is used in the energy control method in the aforementioned embodiment, charging the battery through the DC converter.

[0226] The system provided in the present application implements a closed-loop control method, which first obtains the recoverable power of the entire vehicle, and then, when it is determined that the power reaches a first preset value, generates a first control signal with a first power and a first status flag, and sends the first control signal to the thermal management system TMS, so that the thermal management system TMS transmits the surplus energy corresponding to the recoverable power to the electrical equipment in the vehicle according to the first control signal, thereby realizing power supply to the electrical equipment and improving the utilization rate of the surplus energy.

[0227] Furthermore, if there is excess energy, a second control signal controls the power control unit (PCU) to transfer the remaining energy to the battery, fully utilizing the surplus energy. This method utilizes the recovered energy more precisely, improving the utilization rate of recovered energy at low temperatures, saving the system's non-driving power consumption, and increasing low-temperature range. It also shortens the warm-up time of the passenger compartment and battery, improving cabin comfort and ensuring the battery operates within the ideal temperature range as quickly as possible, without increasing any hardware costs.

[0228] In addition, this embodiment also provides a vehicle, as shown in FIG12 , which includes the in-vehicle energy recovery control system as shown in FIG1 .

[0229] The embodiments of the present application also provide a computer-readable storage medium. The above-mentioned method according to the embodiments of the present application can be implemented in hardware, firmware, or implemented as a computer code that can be recorded on a storage medium, or downloaded via a network and originally stored in a remote storage medium or a non-temporary machine-readable storage medium and will be stored in a local storage medium, so that the method described herein can be stored in such software processing on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware.

[0230] The storage medium may be a magnetic disk, an optical disk, a read-only memory, a random access memory, a flash memory, a hard disk, or a solid-state drive, etc.; further, the storage medium may include a combination of the aforementioned types of memory. It is understood that a computer, a processor, a microprocessor controller, or programmable hardware includes a storage component that can store or receive software or computer code. When the software or computer code is accessed and executed by the computer, processor, or hardware, the methods shown in the above embodiments are implemented.

[0231] The above embodiments are only preferred embodiments for fully illustrating the present application, and the protection scope of the present application is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art based on the present application are within the protection scope of the present application.

Claims

1. A method for controlling recyclable energy in a vehicle, characterized in that: Applied to a chassis controller, the method includes: Acquiring a first power during vehicle travel, where the first power is the remaining power after deducting the power recovered by the vehicle's power battery from the vehicle's recoverable power; Determining whether the first power is greater than or equal to a first preset value; If yes, a first control signal is generated, wherein the first control signal includes the first power and a first state flag, wherein the first state flag is used to indicate that there is surplus energy output when the vehicle is traveling; The first control signal is sent to a thermal management system TMS, where the first control signal is used to control the thermal management system TMS to use the surplus energy to power electrical devices in the vehicle.

2. The method according to claim 1, characterized in that The obtaining of the first power includes: Obtaining the current recoverable power of the vehicle and the recoverable power of the power battery under certain temperature conditions and certain battery charging SOC parameters; A power difference between the current recoverable power and the recovered power is calculated to obtain the first power.

3. The method according to claim 1, characterized in that The method further comprises: If the first power is less than the first preset value, a second control signal is generated, wherein the second control signal includes the first power and a second state flag, wherein the second state flag is used to indicate that there is no surplus energy output when the vehicle is traveling; The second control signal is sent to the thermal management system TMS, where the second control signal is used to control the thermal management system TMS to supply energy to the electrical device according to the original output power.

4. The method according to any one of claims 1 to 3, characterized in that After sending the first control signal to the thermal management system TMS, the method further includes: When surplus energy remains after providing energy to the electrical device, a third control signal is generated, wherein the third control signal includes the second power and a third state flag, and the third state flag is used to indicate that surplus energy remains; The third control signal is sent to a power control unit PCU, where the third control signal is used to control the power control unit PCU to use the surplus energy to charge the in-vehicle battery.

5. The method according to claim 4, characterized in that Determining that there is surplus energy after providing energy to the electrical equipment includes: receiving an indication message sent from the thermal management system TMS, wherein the indication message includes a power requirement for the thermal management system TMS to supply energy to the electrical device; Calculating a power difference between the first power and the required power to obtain a second power; Determining whether the second power is greater than or equal to a second preset value; If yes, it is determined that the surplus energy still exists.

6. A method for controlling recyclable energy in a vehicle, characterized in that: Applied to a thermal management system TMS, the method comprises: receiving a first control signal sent by a chassis controller, wherein the first control signal includes a first power and a first state flag; determining, according to the first state flag, that there is surplus energy output when the vehicle is traveling, and that the surplus energy corresponds to the first power; searching for a matching first outlet water temperature in a first preset relationship according to the first power, and determining an operating gear and a required power of the high-pressure heater corresponding to the first outlet water temperature; The surplus energy is transmitted to the electrical equipment according to the working gear and the required power.

7. The method according to claim 6, characterized in that After determining the working gear and required power of the high-pressure heater corresponding to the first outlet water temperature, the method further includes: Sending instruction information to the chassis controller, wherein the instruction information includes the required power for supplying energy to the electrical equipment.

8. The method according to claim 6 or 7, characterized in that The method further comprises: receiving a second control signal sent by the chassis controller, wherein the second control signal includes a second power and a second state flag; determining, according to the second state flag, that the vehicle has no surplus energy output when traveling; The high-voltage heater is controlled to function as an electrical device according to the original gear position and power.

9. A method for controlling recyclable energy in a vehicle, characterized in that: Applied to a power control unit (PCU), the method includes: receiving a third control signal sent by the chassis controller, wherein the third control signal includes a second power and a third state flag; determining, according to the third state flag, that there is surplus energy when the vehicle is traveling, and that the surplus energy corresponds to the second power; searching for a matching target charging voltage in a second preset relationship according to the second power; The surplus energy is used to charge the battery in the vehicle according to the target charging voltage.

10. A control device for recoverable energy in a vehicle, characterized in that: The device comprises: an acquisition unit, configured to acquire a first power during vehicle travel, wherein the first power is the remaining power after deducting the power recovered by the vehicle's power battery from the vehicle's recoverable power; a determining unit, configured to determine whether the first power is greater than or equal to a first preset value; a generating unit, configured to generate a first control signal when it is determined that the first power is greater than or equal to the first preset value, the first control signal including the first power and a first state flag, the first state flag being used to indicate that there is surplus energy output when the vehicle is traveling; The first sending unit is configured to send the first control signal to a thermal management system TMS, where the first control signal is used to control the thermal management system TMS to use the surplus energy to power electrical devices in the vehicle.

11. The device according to claim 10, characterized in that The acquisition unit is specifically used to obtain the current recoverable power of the entire vehicle and the recovery power of the power battery under certain temperature conditions and certain SOC parameters, calculate the power difference between the current recoverable power and the recovery power, and obtain the first power.

12. The device according to claim 11, characterized in that The generating unit is further configured to generate a second control signal when the judging unit determines that the first power is less than the first preset value, the second control signal including the first power and a second state flag, the second state flag being configured to indicate that there is no surplus energy output when the vehicle is traveling; The first sending unit is further configured to send the second control signal to the thermal management system TMS, where the second control signal is configured to control the thermal management system TMS to supply energy to the electrical device according to the original output power.

13. The device according to any one of claims 10 to 12, characterized in that: The generating unit is further configured to generate a third control signal when surplus energy remains after providing energy to the electrical device, the third control signal including the second power and a third state flag, the third state flag being configured to indicate that surplus energy remains; The first sending unit is further configured to send the third control signal to the power control unit PCU, where the third control signal is configured to control the power control unit PCU to use the surplus energy to charge the vehicle battery.

14. The device according to claim 13, characterized in that The device further comprises: a first receiving unit, a calculating unit, a judging unit and a first determining unit; The first receiving unit is configured to receive instruction information sent from the thermal management system TMS, wherein the instruction information includes a required power for the thermal management system TMS to supply energy to the electrical device; The calculation unit is configured to calculate a power difference between the first power and the required power to obtain a second power; The judging unit is further configured to judge whether the second power is greater than or equal to a second preset value; The first determining unit is configured to determine that the surplus energy still exists when the judging unit determines that the second power is greater than or equal to the second preset value.

15. A control device for recoverable energy in a vehicle, characterized in that: The device comprises: A second receiving unit is configured to receive a first control signal sent by the chassis controller, wherein the first control signal includes a first power and a first state flag; a second determining unit, configured to determine, based on the first status flag, that the vehicle has surplus energy output while traveling, and that the surplus energy corresponds to a first power, and to search for a matching first outlet water temperature in a first preset relationship based on the first power, and to determine an operating gear and a required power of the high-pressure heater corresponding to the first outlet water temperature; The transmission unit is used to transmit the surplus energy to the electrical equipment according to the working gear and the required power.

16. The device according to claim 15, characterized in that The device further comprises: The second sending unit is used to send instruction information to the chassis controller after determining the working gear and required power of the high-pressure heater corresponding to the first water outlet temperature, wherein the instruction information includes the required power for supplying energy to the electrical equipment.

17. The device according to claim 15 or 16, characterized in that The second receiving unit is further configured to receive a second control signal sent by the chassis controller, wherein the second control signal includes a second power and a second state flag; The second determining unit is further configured to determine, based on the second state flag, that the vehicle has no surplus energy output when traveling; The control unit is used to control the high-voltage heater to function as an electrical device according to the original gear position and power.

18. A control device for recoverable energy in a vehicle, characterized in that: The device comprises: A third receiving unit, configured to receive a third control signal sent by the chassis controller, wherein the third control signal includes a second power and a third state flag; a third determining unit, configured to determine, based on the third state flag, that the vehicle still has surplus energy while traveling, and that the surplus energy corresponds to a second power; a searching unit, configured to search for a matching target charging voltage in a second preset relationship according to the second power; The power control unit is used to charge the battery in the vehicle using the surplus energy according to the target charging voltage.

19. An electronic device, characterized in that: comprising a memory and a processor, wherein the memory and the processor are connected; The memory stores computer instructions; The processor executes the method for controlling in-vehicle recyclable energy according to any one of claims 1 to 5, or any one of claims 6 to 8, or claim 9 by executing the computer instructions.

20. A control system for recoverable energy in a vehicle, characterized in that: The system includes: a chassis controller, a thermal management system TMS, a power control unit PCU, a high-voltage heater, electrical equipment, a DC converter and a battery; The chassis controller is connected to the thermal management system TMS and the power control unit PCU respectively. The thermal management system TMS is connected to the electrical equipment via the high-voltage heater, and the power control unit PCU is connected to the battery via the DC converter. The chassis controller is configured to perform the method according to any one of claims 1 to 5; The thermal management system TMS is used to perform the method according to any one of claims 6 to 8, providing energy to the electrical device through the high-voltage heater; The power control unit PCU is configured to execute the method according to claim 9 to charge the battery through the DC converter.

21. A vehicle, characterized in that: The invention comprises the control system for recoverable energy in a vehicle as claimed in claim 20.

22. A computer-readable storage medium, characterized in that The computer-readable storage medium stores computer instructions, which are used to enable a computer to execute the method for controlling in-vehicle recoverable energy described in any one of claims 1 to 5, any one of claims 6 to 8, or claim 9.

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