Vehicle power management method, device, medium and vehicle

Abstract

The present application provides a vehicle power management method, a device, a medium and a vehicle. A vehicle is a hybrid vehicle comprising an engine, a generator and a power battery, the method comprising: when the next road section is a target road, acquiring a target battery SOC value, the target battery SOC value being determined on the basis of road information corresponding to the target road and driving information; and, before the vehicle drives into the target road, controlling the SOC value of the power battery to be greater than or equal to the target battery SOC value. The method can reduce difficulty in debugging, and effectively manages the residual power of batteries.

Description

Vehicle power management method, device, medium and vehicle

[0001] This application claims priority to Chinese patent application filed on March 25, 2024, with application number 202410360405.X, and invention name “Vehicle power management method, device, medium and vehicle”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the field of vehicles, and more specifically to a vehicle power management method, device, medium and vehicle. Background Art

[0003] Hybrid vehicles are equipped with an energy management system that monitors and manages the battery's charge and discharge status, the engine's operating conditions, and the performance of the electric motor, thereby achieving efficient energy utilization and meeting users' driving needs under different conditions.

[0004] Because future roads are more complex and are greatly affected by driver habits, existing energy management systems find it difficult to accurately determine the required SOC based on future road information when managing power, and their accuracy is low. In addition, additional calibration is required for multiple tables, including torque distribution tables for various modes and the correspondence between SOC levels and distribution tables, which increases the difficulty of debugging and matching.

[0005] Therefore, how to accurately estimate the required power based on future road conditions, reduce the difficulty of debugging, and effectively manage the remaining battery power has become a technical problem that needs to be solved urgently. Technical issues

[0006] The vehicle power management method, device, medium and vehicle provided in the embodiments of the present application can solve the technical problem of how to accurately estimate the required power according to future road conditions and reduce the difficulty of debugging. Technical Solutions

[0007] This application is based on the above-mentioned issues and provides a vehicle power management method, device, medium, and vehicle. The method, which charges the vehicle based on a target battery SOC value determined by historical road information and historical driving information corresponding to a target road, can reduce debugging difficulty and achieve effective management of the remaining battery power.

[0008] According to a first aspect of the present application, a method for managing the power of a vehicle is provided. The vehicle is a hybrid vehicle including an engine, a generator, and a power battery. The method for managing the power of a vehicle includes:

[0009] When the next road section is a target road, obtaining a target battery SOC value, the target battery SOC value being determined based on road information and driving information corresponding to the target road;

[0010] Before the vehicle enters the target road, the SOC value of the power battery is controlled to be greater than or equal to the target battery SOC value.

[0011] In one embodiment of the present application, the target road is characterized as a road with high power performance requirements.

[0012] In one embodiment of the present application, the target road includes one of a city road, an expressway, a highway, and a mountain road, and a combination thereof.

[0013] In one embodiment of the present application, it further includes:

[0014] When it is confirmed that the target road is entered for the first time, obtaining road information and driving information corresponding to the target road, and obtaining a total required power according to the road information and the driving information;

[0015] A target battery SOC value of the vehicle before reaching the target road is determined based on the total required power, engine power information, and a first battery SOC threshold.

[0016] In one embodiment of the present application, the step of obtaining the total required power according to the road information and the driving information includes:

[0017] The total required power is obtained according to the average resistance information of the entire section of the target road and the average vehicle speed information of the entire section, wherein the road information is the average resistance information of the entire section, and the driving information is the average vehicle speed information of the entire section.

[0018] In one embodiment of the present application, the step of determining a target battery SOC value of the vehicle before reaching the target road based on the total required power, the engine power information, and the first battery SOC threshold value includes:

[0019] Obtaining the driving motor power according to the total required power and the engine power information;

[0020] According to the driving motor power, the first battery SOC threshold value obtains a target battery SOC value.

[0021] In one embodiment of the present application, the engine power information is: the engine output power corresponding to the optimal operating range of the engine.

[0022] In one embodiment of the present application, the first battery SOC threshold is: a first charging SOC setting value input by a user, or a second charging SOC setting value corresponding to the intelligent power conservation mode.

[0023] In one embodiment of the present application, the step of controlling the SOC value of the power battery to be greater than or equal to the target battery SOC value before the vehicle enters the target road includes:

[0024] Obtaining an actual SOC value of the power battery;

[0025] When the actual SOC value is greater than or equal to the target battery SOC value, the target battery SOC value is set as a third charging SOC setting value, and power conservation control is performed according to the third charging SOC setting value, so that before the vehicle enters the target road, the SOC value of the power battery is greater than or equal to the target battery SOC value;

[0026] When the actual SOC value is less than the target battery SOC value, the engine is controlled to drive the generator to generate electricity, so that the SOC value of the power battery reaches the target battery SOC value before the vehicle enters the target road.

[0027] In one embodiment of the present application, when the actual SOC value is less than the target battery SOC value, the step of controlling the engine to drive the generator to generate electricity so that the SOC value of the power battery reaches the target battery SOC value before the vehicle enters the target road includes:

[0028] Obtaining the required charging power according to the actual SOC value and the target battery SOC value;

[0029] The engine is controlled according to the required charging power to drive the generator to generate electricity, so that the SOC value of the power battery reaches the target battery SOC value before the vehicle enters the target road.

[0030] In one embodiment of the present application, the step of controlling the engine according to the required charging power to drive the generator to generate electricity, so that the SOC value of the power battery reaches the target battery SOC value before the vehicle enters the target road, includes:

[0031] determining a power generation duration according to the required charging power and an optimal power generation corresponding to the generator;

[0032] Determining a starting power generation position based on historical speed information of the current road and the power generation duration;

[0033] When it is detected that the vehicle has reached the starting generator position, the generator is started to generate electricity, so that the SOC value of the power battery reaches the target battery SOC value before the vehicle enters the target road.

[0034] In one embodiment of the present application, it also includes: when it is detected that the SOC value of the power battery is lower than the first battery SOC threshold during driving on the target road, revising the target battery SOC value based on difference information, wherein the difference information is: difference data information between current road information and current driving information and historical road information and historical driving information.

[0035] In one embodiment of the present application, it also includes: at the end of driving on the target road, when it is detected that the SOC value of the power battery is higher than the first battery SOC threshold, revising the target battery SOC value based on the power difference information, wherein the power difference information is: the remaining power information at the end of driving on the target road, and the difference power information from the first battery SOC threshold.

[0036] According to a second aspect of the present application, an electronic device is provided, which includes a memory and a processor, wherein the memory stores a computer program executed by the processor, and when the computer program is executed by the processor, it implements the above-mentioned vehicle power management method.

[0037] According to a third aspect of the present application, a storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the above-mentioned vehicle power management method is implemented.

[0038] According to a fourth aspect of the present application, a computer program product is provided, which, when executed by a processor, implements the above-mentioned vehicle power management method.

[0039] According to a fifth aspect of the present application, a vehicle is provided, comprising the above-mentioned electronic device.

[0040] The vehicle power management method of the present application confirms the target battery SOC value based on historical road information and historical driving information corresponding to the target road, and thus charges the battery based on the target battery SOC value before the vehicle reaches the target road to reach the required power; through this method, the required power can be accurately estimated and charged according to future road conditions, which reduces the difficulty of debugging, realizes effective management of the remaining battery power, and also meets the user's power demand for the target vehicle speed. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] The above and other purposes, features, and advantages of the present application will become more apparent through a more detailed description of the embodiments of the present application in conjunction with the accompanying drawings. The accompanying drawings are intended to provide a further understanding of the embodiments of the present application and constitute a part of the specification. Together with the embodiments of the present application, they are used to explain the present application and do not constitute a limitation of the present application. In the drawings, the same reference numerals generally represent the same components or steps.

[0042] FIG1 is a schematic block diagram of an electronic device used in a method for managing the power consumption of a vehicle according to an embodiment of the present application;

[0043] FIG2 is a schematic flow chart of a method for managing vehicle power according to an embodiment of the present application;

[0044] FIG3 is a schematic flow chart of controlling an engine according to power required for charging according to one embodiment of the present application;

[0045] FIG4 is a schematic diagram of a driving path when charging a power battery at optimal power generation according to one embodiment of the present application;

[0046] FIG5 is a schematic flowchart of correcting a target battery SOC value based on current driving information and current road information according to one embodiment of the present application;

[0047] FIG6 is a schematic diagram of a driving route when charging a power battery based on a corrected power generation duration according to one embodiment of the present application;

[0048] FIG7 is a schematic flowchart of correcting a target battery SOC value based on the SOC value of a power battery according to one embodiment of the present application;

[0049] FIG8 is a schematic diagram of a driving path when charging a power battery based on a corrected power generation duration according to another embodiment of the present application;

[0050] FIG9 is a schematic flow chart of a method for managing vehicle power according to another embodiment of the present application;

[0051] FIG10 is a schematic structural diagram of a vehicle according to an embodiment of the present application.

[0052] Implementation Methods of the Application

[0053] In order to make the purpose, technical solutions and advantages of the present application more apparent, the following is a detailed description of example embodiments of the present application with reference to the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments of the present application, and it should be understood that the present application is not limited to the example embodiments described herein. Based on the embodiments of the present application described in this application, all other embodiments obtained by those skilled in the art without creative work should fall within the scope of protection of this application.

[0054] The power management method for existing vehicles is difficult to accurately determine the required SOC based on future road information, which is technically difficult. In addition, it is necessary to additionally calibrate multiple tables such as the torque distribution table for multiple modes and the correspondence between the SOC level and the distribution table, which increases the difficulty of debugging and matching. This application proposes a vehicle power management method, electronic equipment, medium and vehicle, which can accurately estimate the required power according to the target road and charge it, reduce the difficulty of debugging, and realize effective management of the remaining battery power. It is described in detail below.

[0055] First, an exemplary electronic device 100 for implementing an embodiment of the method of the present application is described with reference to FIG. 1 .

[0056] As shown in Figure 1, electronic device 100 includes a processor 110, a memory 120, and a communication interface 130. The processor 110, the memory 120, and the communication interface 130 can be interconnected and communicated via a communication bus 140 and / or other connection mechanisms (not shown).

[0057] It should be noted that the components and structure of the electronic device 100 shown in FIG1 are merely exemplary and non-limiting, and the electronic device may also have other components and structures as needed.

[0058] Optionally, the communication interface 130 may further include a transmitter and / or a receiver.

[0059] The processor 110 can be a microcontroller unit (MCU), a central processing unit (CPU), a digital signal processor (DSP), a single-chip microcomputer and an embedded device, or other forms of processing units with data processing capabilities and / or instruction execution capabilities, and can control other components in the vehicle system to perform desired functions.

[0060] The memory 120 can be various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. Volatile memory may include, for example, random access memory (RAM), cache memory, synchronous dynamic random access memory (SDRAM), etc. Non-volatile memory may include, for example, read-only memory (ROM), hard disk, flash memory, etc. One or more computer program instructions may also be stored on the computer-readable storage medium, and the memory 120 may execute the program instructions to implement the vehicle power management method in the embodiments of the present application described below.

[0061] Next, a method for managing the power of a vehicle according to an embodiment of the present application will be described with reference to FIG. 2 .

[0062] As shown in FIG2 , the present application provides a method for managing vehicle power, wherein the vehicle is a hybrid vehicle including an engine, a generator, and a power battery. The method includes the following steps S210 to S230 .

[0063] Step S210: When the next road section is the target road, obtain a target battery SOC value, which is determined based on the road information and driving information corresponding to the target road.

[0064] The SOC value represents the ratio between the remaining dischargeable capacity of a battery after a period of use and the capacity when it is fully charged, reflecting the actual available power of the battery. This ratio is usually expressed as a percentage, ranging from 0% to 100%. When the SOC value is 0%, it means that the battery is fully discharged; when the SOC value is 100%, it means that the battery is fully charged.

[0065] In this application, the target battery SOC value is associated with the road information and driving information of the target road. The target battery SOC value can be stored in a local storage device of the vehicle so that it can be called up by the vehicle when it detects that the next road section is the target road. The target battery SOC value can also be stored on a server device that can wirelessly communicate with the vehicle. The vehicle accesses the server to obtain the target battery SOC value through its own communication equipment, such as vehicle-to-vehicle and vehicle-to-infrastructure communication equipment. The server can be a single server, a server cluster composed of multiple servers, or a cloud server.

[0066] Here, the target road may be one or more sections of roads that the vehicle on the currently planned route has previously traveled. The target road must meet preset conditions. For example, the target road type may be a straight road, a highway, or a combination of multiple roads.

[0067] The vehicle in this application is equipped with a positioning sensor, which collects the vehicle's position information so that the vehicle can identify the target road based on the current position.

[0068] The steps of the vehicle power management method in this application may be to plan a trip according to an initial navigation route before the vehicle travels, identify the target road for the upcoming trip, and manage the power while the vehicle is traveling.

[0069] The vehicle power management method of the present application may also include identifying target roads for upcoming trips and performing power management based on the current navigation route planning process during vehicle driving.

[0070] In the present application, the road information includes the average resistance information of the target road that the vehicle has traveled on, and the average resistance information is used to represent the relevant information of the average resistance encountered by the vehicle when traveling on the target road. For example, when the resistance encountered by the vehicle is related to the vehicle speed, the average resistance information may include the constant term coefficient, the linear term coefficient, the quadratic term coefficient and the vehicle resistance formula in the vehicle resistance formula that is satisfied by the resistance encountered by the vehicle when traveling on the target road and the vehicle speed. The vehicle resistance formula is shown in formula (1): F = A + B*V + C*V 2 (1)

[0071] Among them, A is the constant term coefficient, B is the linear term coefficient, C is the quadratic term coefficient, V is the vehicle speed, and F is the resistance the vehicle encounters when traveling at the speed V.

[0072] It should be noted that the average resistance information may also include other parameter information used to determine the resistance experienced by the vehicle during driving. This application does not limit the method for determining the resistance experienced by the vehicle.

[0073] In this application, the driving information can be the average speed information of the vehicle when driving on the target road during a certain period or multiple periods in history. The average speed in the average speed information should be the speed between the minimum speed and the maximum speed allowed on the target road.

[0074] Step S220: Before the vehicle enters the target road, control the SOC value of the power battery to be greater than or equal to the target battery SOC value.

[0075] In this application, before the vehicle enters the target road, the vehicle strategy automatically switches from intelligent power conservation to forced power conservation, or the power conservation SOC background is increased so that the SOC value of the power battery is greater than or equal to the target battery SOC value.

[0076] When the SOC value of the power battery is greater than or equal to the target battery SOC value, the vehicle can travel at the historical speed on the target road after entering the target road, thereby improving the driver's driving experience.

[0077] The vehicle power management method of the present application charges the battery before the vehicle enters the target road to achieve the required power level based on the target battery SOC value confirmed by historical road information and historical driving information corresponding to the target road; this method can accurately estimate the required power level based on future road conditions and charge the vehicle, reducing the difficulty of debugging, achieving effective management of the remaining battery power, and also meeting the user's requirements for the target vehicle speed.

[0078] According to one embodiment of the present application, the target road is characterized as a road with high power performance requirements. In the present application, a road with high power performance requirements means that the vehicle requires a high power when traveling on the target road. For example, a road with a throttle greater than 70% or a vehicle power requirement greater than 50kW can be defined as a road with high power performance requirements.

[0079] Characterizing the target road as a road with high power performance requirements can meet the vehicle's demand for high power performance, thereby bringing users a better driving experience.

[0080] According to one embodiment of the present application, the target road includes one of a city road, an expressway, a highway, and a mountain road, and a combination thereof.

[0081] The urban roads in this application should be flat, straight and wide, so that vehicles can travel at high speeds while ensuring high dynamic performance.

[0082] For example, the map navigation tool can be used to obtain and update the road ahead information in real time, and the road conditions can be judged based on the historical average vehicle speed of these roads in the map, thereby identifying straight and wide roads, urban roads, expressways, highways, future mountain climbing roads, etc.

[0083] It should be noted that the target roads are not limited to the above roads, and other roads with driving characteristics can also be identified based on specific road conditions.

[0084] By dividing and identifying different target roads, the corresponding target vehicle speed can be determined more accurately for each road.

[0085] According to one embodiment of the present application, it further includes:

[0086] When it is confirmed that the target road is entered for the first time, road information and driving information corresponding to the target road are obtained, and a total required power is obtained based on the road information and driving information;

[0087] A target battery SOC value of the vehicle before reaching the target road is determined based on the total required power, the engine power information, and the first battery SOC threshold.

[0088] In this embodiment, the method for obtaining driving information corresponding to the target road includes: obtaining identity information of the driver; and determining the driving information of the target road based on the identity information.

[0089] Specifically, the driver and the vehicle communicate with each other based on identity confirmation, and the connection method can be Bluetooth, Near Field Communication (NFC), etc. The driver's identity information is obtained when the driver and the vehicle communicate with each other.

[0090] After the driver's identity is confirmed, driving information can be obtained. This driving information may include historical speed information for the vehicle when traveling on similar roads. Driving information may also include the driver's driving style determined based on historical operating condition data. Here, historical operating condition data may include road information and speed information / throttle information while on the road. The driver's driving style determined based on historical operating condition data can be, for example, safe driving or aggressive driving. In the safe driving category, the driver's speed is typically lower than or equal to the average road speed; in the aggressive driving category, the driver's speed is typically higher than the average road speed.

[0091] The vehicle speed on the target road can then be determined based on the driving style and fed into the vehicle controller. For example, if the average speed on the target road is 120 km / h, the speed on the target road could be set at 110 km / h for a safe driver, or 130 km / h for an aggressive driver.

[0092] The road information in this embodiment can be directly obtained from the vehicle, and is the road resistance information stored in the vehicle and pre-calibrated according to the road type.

[0093] In this embodiment, the engine power information may include an engine power value. The first battery SOC threshold is the minimum remaining power value of the battery that needs to be charged by the engine. Exemplarily, the first battery SOC threshold may be 15%.

[0094] In a specific implementation, the step of obtaining the total required power according to the road information and the driving information includes:

[0095] The total required power is obtained based on the average resistance information of the entire section of the target road and the average vehicle speed information of the entire section, wherein the road information is the average resistance information of the entire section, and the driving information is the average vehicle speed information of the entire section.

[0096] Specifically, based on the average vehicle speed information of the entire section and the average resistance information of the entire section of the target road, the vehicle resistance at the corresponding speed is calculated using formula (1);

[0097] Based on the vehicle resistance and the average speed of the entire section, the total required power of the target road is calculated using the following formula (2): P = F * V (2)

[0098] Among them, P is the total required power, and F is the resistance encountered by the vehicle when the average speed is V.

[0099] In one specific implementation, the step of determining a target battery SOC value of the vehicle before reaching the target road based on the total required power, the engine power information, and the first battery SOC threshold includes:

[0100] Obtain the driving motor power according to the total required power and engine power information;

[0101] According to the driving motor power, the first battery SOC threshold value obtains the target battery SOC value.

[0102] Specifically, according to the total required power and engine power, the driving motor power of the vehicle when traveling on the target road can be determined by formula (3); bat =PP eng (3)

[0103] Among them, P eng is the engine power, P bat is the driving motor power.

[0104] According to the driving motor power and the first battery SOC threshold, the target battery SOC value can be obtained by formula (4): SOC tar =SOC1+P bat / 3600 / E (4)

[0105] Among them, SOC1 is the first battery SOC threshold, E is the total power of the battery pack, SOC tar is the target battery SOC value.

[0106] This power management method determines the total power requirement based on historical road and driving information, and then charges the battery based on the total power requirement to reach the required power before the vehicle reaches the target road. This method can accurately estimate the required power based on future road conditions and charge the battery, reducing the difficulty of debugging.

[0107] According to one embodiment of the present application, the engine power information is: the engine output power corresponding to the optimal operating range of the engine.

[0108] In this embodiment, by utilizing the engine output power corresponding to the optimal engine operation range, the engine operation efficiency and energy utilization rate can be improved.

[0109] According to one embodiment of the present application, the first battery SOC threshold is: a first charging SOC setting value input by a user, or a second charging SOC setting value corresponding to the intelligent power conservation mode.

[0110] The vehicle's power management can utilize either intelligent power conservation or forced power conservation mode. Under each of these modes, when the battery reaches a preset SOC value, the battery will no longer output power and will require charging. Therefore, in this embodiment, the first battery SOC threshold is the user-entered first charging SOC setting for forced power conservation mode or the second charging SOC setting for intelligent power conservation mode.

[0111] According to one embodiment of the present application, before the vehicle enters the target road, the step of controlling the SOC value of the power battery to be greater than or equal to the target battery SOC value includes:

[0112] Get the actual SOC value of the power battery;

[0113] When the actual SOC value is greater than or equal to the target battery SOC value, the target battery SOC value is set to a third charging SOC setting value, and power conservation control is performed according to the third charging SOC setting value, so that before the vehicle enters the target road, the SOC value of the power battery is greater than or equal to the target battery SOC value;

[0114] When the actual SOC value is less than the target battery SOC value, the engine is controlled to drive the generator to generate electricity, so that the SOC value of the power battery reaches the target battery SOC value before the vehicle enters the target road.

[0115] In this embodiment, the method for performing power conservation control according to the third charging SOC setting value can adopt an existing power management method, which will not be described in detail in this application.

[0116] According to one embodiment of the present application, when the actual SOC value is less than the target battery SOC value, the step of controlling the engine to drive the generator to generate electricity so that the SOC value of the power battery reaches the target battery SOC value before the vehicle enters the target road includes:

[0117] Obtain the required charging power based on the actual SOC value and the target battery SOC value;

[0118] The engine is controlled according to the power required for charging to drive the generator to generate electricity, so that the SOC value of the power battery reaches the target battery SOC value before the vehicle enters the target road.

[0119] Specifically, according to the actual SOC value and the target battery SOC value, the charging power required is calculated by the following formula (5): PL = (SOCtar - SOCR) × E × 3600 (5)

[0120] Among them, P L The power required to charge the power battery, SOC tar is the target battery SOC value, SOC Ris the actual SOC value.

[0121] 3 , the process of controlling the engine according to the required charging power according to one embodiment of the present application will be described.

[0122] According to one embodiment of the present application, the step of controlling the engine according to the power required for charging to drive the generator to generate electricity so that the SOC value of the power battery reaches the target battery SOC value before the vehicle enters the target road includes steps S310 to S330.

[0123] Step S310: Determine the power generation duration based on the required charging power and the optimal power generation corresponding to the generator.

[0124] Specifically, the power generation duration can be calculated by formula (6): gen =P L / P gen (6)

[0125] Among them, t gen is the power generation duration, P gen The optimal power generation of the engine.

[0126] Step S320: Determine the starting power generation position based on the historical speed information of the current road and the power generation duration.

[0127] In this embodiment, the historical speed information includes the historical vehicle speed on a section of road preceding the target road.

[0128] Specifically, when determining the starting power generation position, the length of the vehicle's driving path during the charging process is first determined based on the power generation duration and the historical vehicle speed, and then the starting position of the vehicle when the power battery starts charging is determined based on the location information of the starting point of the target road and the driving path length.

[0129] In step S330 , when it is detected that the vehicle has reached the starting generator position, the generator is started to generate electricity, so that the SOC value of the power battery reaches the target battery SOC value before the vehicle enters the target road.

[0130] Before the vehicle enters the target road, the engine is controlled to charge the power battery at the optimal power generation power within the power generation time, so that the SOC value of the power battery reaches the target battery SOC value, thereby meeting the power demand of the vehicle.

[0131] 4 is referred to below to illustrate a driving path when charging the power battery with the optimal power generation according to one embodiment of the present application.

[0132] FIG4 is a schematic diagram of a driving path when charging a power battery at an optimal power generation according to an embodiment of the present application. As shown in FIG4 , AC is the identified target road, A is the starting point of the target road, and C is the end point of the target road. At this time, the distance between the vehicle and point A is L0, the current speed of the vehicle is V0, and the remaining battery power is SOC R Based on the power generation time and the current vehicle speed, the vehicle's travel path length during the charging process can be calculated using formula (7): L1=V0×t gen (7)

[0133] Among them, L1 is the length of the vehicle's driving path during the charging process, and V0 is the vehicle's current speed.

[0134] After determining the length of the vehicle's driving path L1 during the charging process, the vehicle's starting position for charging the power battery can be determined based on the target road starting point A and the driving path length L1. When the vehicle reaches the starting position, the engine is controlled to start charging the power battery at the optimal power generation power. The entire charging process is the process of the vehicle driving on the path of length L1, and the power generation time is t gen .

[0135] The vehicle in this embodiment is equipped with a positioning sensor, which may be a Global Positioning System (GPS), a Global Navigation Satellite System (GNSS), or an Inertial Navigation System (INS). In this embodiment, the vehicle's location information may be collected by the positioning sensor.

[0136] According to one embodiment of the present application, when the SOC value of the power battery is detected to be lower than the first battery SOC threshold during driving on the target road, the target battery SOC value is revised based on the difference information, wherein the difference information is: the difference data information between the current road information and the current driving information and the historical road information and the historical driving information.

[0137] When the vehicle is traveling on the target road and it is detected that the SOC value of the power battery is lower than the first battery SOC threshold, the vehicle speed will decrease, indicating that the total required power obtained based on the historical road information is too low. Therefore, the current road information of the target road is used to replace the previous historical road information of the target road, so that when the vehicle travels on the target road again in the future, the power management can be accurately performed to provide the required power for the vehicle.

[0138] The following describes a process for revising the target battery SOC value based on the difference information.

[0139] When the vehicle is traveling on the target road, if it is detected that the SOC value of the power battery is lower than the first battery SOC threshold, it indicates that the target battery SOC value is too low, and therefore the target battery SOC value needs to be revised based on the difference information.

[0140] By correcting the SOC value, the accuracy of power management can be further improved, and effective management of the remaining battery power can be achieved, thereby providing the vehicle with power that meets actual needs.

[0141] 5 , the process of correcting the target battery SOC value based on current driving information and current road information according to one embodiment of the present application will be described.

[0142] As shown in FIG5 , according to one embodiment of the present application, the step of revising the target battery SOC value based on the difference information includes the following steps S510 - S520 .

[0143] Step S510: Obtain a corrected SOC value of the power battery based on current driving information and current road information.

[0144] Figure 6 is a schematic diagram of a driving route for charging a power battery based on an extended power generation duration according to one embodiment of the present application. During charging, the engine is controlled to charge the power battery at optimal power generation. Referring to Figure 6 , while the vehicle is traveling along the target road, upon reaching point B, it is detected that the power battery's SOC value is below a first battery SOC threshold.

[0145] In this embodiment, the current driving information includes the average vehicle speed of the BC section, and the current road information includes the average resistance information of the BC section.

[0146] Based on the average speed and average resistance information of the BC section, the resistance encountered by the vehicle when driving on the BC section road can be obtained. Specifically, when the average speed on the BC section road is V BC When , according to formula (1), the vehicle speed can be obtained as V BC The resistance F of the vehicle BC . Set the vehicle speed to V BC And the vehicle speed is V BC The resistance F of the vehicle BC , substituting into formula (2), we can calculate the required power P of the BC section road BC .

[0147] The required power P BC Substitute into the following formula (8) and convert it into the SOC value as the corrected SOC value: SOC BC =P BC / 3600 / E (8)

[0148] Among them, SOC BC is the required power P BC The SOC value obtained after conversion.

[0149] Step S520 , correcting the target battery SOC value using the corrected SOC value as an increment.

[0150] Specifically, the target battery SOC value can be corrected by the following formula (9): SOC' tar =SOC tar +SOC BC (9)

[0151] Among them, SOC tar is the target battery SOC value, SOC' tar is the corrected target battery SOC value.

[0152] In a specific implementation, the required power P of the BC section road can also be calculated. BC The charging duration determined in the above embodiment is corrected so that the starting power generation position can be accurately determined based on the corrected power generation duration.

[0153] Specifically, the first corrected duration can be calculated using the following formula (10): gen-BC =P BC / P gen (10)

[0154] Among them, t gen-BC is the first correction duration, P gen The optimal power generation of the engine.

[0155] The power generation duration is corrected using the first correction duration as an increment.

[0156] Specifically, the corrected power generation duration, i.e., the extended power generation duration, can be calculated using the following formula (11): AC1 =t gen-BC +t gen (11)

[0157] Among them, t AC1 is the extended power generation time, t gen The duration of power generation.

[0158] Accordingly, before the vehicle reaches the target road, the engine should be controlled to charge the power battery at the optimal power generation rate based on the extended power generation duration. Specifically, the extended driving route length is determined based on the extended power generation duration and the current vehicle speed. The vehicle's starting position for power battery charging is determined based on the target road's starting point and the extended driving route length. When the vehicle reaches the starting position, the engine is controlled to charge the power battery at the optimal power generation rate within the extended power generation duration.

[0159] 6 to illustrate a driving path when controlling the engine to charge the power battery with the optimal power generation power based on the extended power generation time according to one embodiment of the present application.

[0160] As shown in Figure 6, AC is the identified target road, A is the starting point of the target road, and C is the end point of the target road. Before the end of the target road (from A to C), there is a significant decrease in vehicle speed / battery discharge power after the vehicle reaches point B, indicating that the vehicle's driving path length L1 when charging the battery is too short. For similar operating conditions in the future, the distance ΔL should be extended. That is, the battery should be charged when the distance from point A is L2. L2 is the vehicle's driving path length during the extended charging process.

[0161] When the distance between the vehicle and point A is L0, the current speed of the vehicle is V0, and the remaining battery power is SOC0, then based on the extended power generation time and the current speed, the length of the vehicle's driving path during the extended charging process can be calculated using formula (12): L2 = V0*t AC1 (12)

[0162] Among them, L2 is the length of the vehicle's driving path during the extended charging process, and V0 is the vehicle's current speed.

[0163] After determining the length of the vehicle's driving path L2 during the charging process, the vehicle's starting position for charging the power battery can be determined based on the target road starting point A and the driving path length L2. When the vehicle reaches the starting position, the engine is controlled to start charging the power battery at the optimal power generation power. The entire charging process is the process of the vehicle driving on the path of length L2, and the power generation time is t AC1 .

[0164] According to one embodiment of the present application, when the SOC value of the power battery is detected to be higher than the first battery SOC threshold at the end of driving on the target road, the target battery SOC value is revised based on the power difference information, wherein the power difference information is: the remaining power information at the end of driving on the target road and the difference power information from the first battery SOC threshold.

[0165] When the vehicle finishes driving on the target road, when it is detected that the SOC value of the power battery is higher than the first battery SOC threshold, it means that the determined target SOC value is too high. The target battery SOC value can be adjusted according to the differential power information, thereby improving the vehicle energy utilization and management efficiency.

[0166] 7 , the process of revising the target battery SOC value based on the power difference information according to one embodiment of the present application will be described.

[0167] As shown in FIG7 , according to an embodiment of the present application, the step of revising the target battery SOC value based on the power difference information includes the following steps S710 to S730 .

[0168] Step S710: Obtain the current SOC value of the power battery when the vehicle finishes traveling on the target road.

[0169] Step S720: Obtain an SOC difference value according to the current SOC value and the first battery SOC threshold.

[0170] Specifically, the power difference information is the SOC difference value, which can be calculated by formula (13): SOC S =SOC D - SOC1 (13)

[0171] Among them, SOC1 is the first battery SOC threshold, SOC D is the current SOC value, SOC S is the SOC difference value.

[0172] Step S730: Correct the target battery SOC value using the SOC difference value as a reduction amount.

[0173] Specifically, the SOC difference value and the target battery SOC value are substituted into the following formula (14) to obtain the corrected target battery SOC value: SOC' tar =SOC tar -SOC S (14)

[0174] Among them, SOC tar is the target battery SOC value, SOC' tar is the corrected target battery SOC value in this embodiment.

[0175] In a specific implementation, the power generation duration determined in the above embodiment can also be corrected based on the power difference information when the vehicle finishes traveling on the target road, so as to accurately determine the starting power generation position based on the corrected power generation duration.

[0176] First, substitute the SOC difference value into the following formula (15) to obtain the second corrected power P S : P S =SOC S ×E×3600 (15)

[0177] Among them, P S is the second corrected power.

[0178] The second corrected duration is determined based on the second corrected power and the optimal generated power.

[0179] Specifically, the second modified duration can be calculated using the following formula (16): gen2 =P S / P gen (16)

[0180] Among them, t gen2 is the second corrected duration, P gen The optimal power generation of the engine.

[0181] The power generation duration is corrected using the second corrected duration as the reduction amount.

[0182] Specifically, the corrected power generation duration, i.e., the shortened power generation duration, can be calculated using the following formula (17): AC2 =t gen — t gen 2 (17)

[0183] Among them, t AC2 The shortened power generation time.

[0184] Accordingly, before the vehicle reaches the target road, the engine should be controlled to charge the power battery at the optimal power generation rate based on the shortened power generation duration. Specifically, the extended driving route length is determined based on the shortened power generation duration and the current vehicle speed. The vehicle's starting position for power battery charging is determined based on the target road's starting point and the extended driving route length. When the vehicle reaches the starting position, the engine is controlled to charge the power battery at the optimal power generation rate within the extended power generation duration.

[0185] 8 is referred to below to illustrate a driving path when controlling the engine to charge the power battery with the optimal power generation power based on the corrected power generation duration according to another embodiment of the present application.

[0186] FIG8 is a schematic diagram of a driving path when controlling the engine to charge the power battery at optimal power generation based on a corrected power generation duration according to another embodiment of the present application. As shown in FIG8 , AC is the identified target road, A is the starting point of the target road, and C is the end point of the target road. Before the end of the target road (from A to C), if the difference between the actual driving speed and the target speed after the vehicle reaches point B is less than or equal to a preset difference threshold, i.e., there is no significant speed drop from A to the end point C of the permitted road condition, and it is determined that the battery discharge power has not significantly attenuated, then the vehicle's driving path length L1 when charging the battery is too long. For similar future operating conditions, the distance ΔL' should be shortened, that is, the battery should be charged when the distance from point A is L3, where L3 is the shortened vehicle driving path length during the charging process.

[0187] When the distance between the vehicle and point A is L0, the current speed of the vehicle is V0. Based on the shortened power generation time and the current speed, the length of the vehicle's driving path during the shortened charging process can be calculated using formula (18): L3 = V0* t AC2 (18)

[0188] Among them, L3 is the length of the vehicle's driving path during the shortened charging process, and V0 is the vehicle's current speed.

[0189] After determining the length of the vehicle's driving path L3 during the charging process, the vehicle's starting position for charging the power battery can be determined based on the target road starting point A and the driving path length L3. When the vehicle reaches the starting position, the engine is controlled to start charging the power battery at the optimal power generation power. The entire charging process is the process of the vehicle driving on the path of length L3, and the power generation time is t AC2 .

[0190] It should be noted that the above-corrected power generation time can be used as the power generation time before the vehicle travels on the same target road or the same target road in the future. By correcting the power generation time, the precision and accuracy of power management can be improved, giving the driver a better driving experience.

[0191] 9 to illustrate a method for managing vehicle power according to another embodiment of the present application.

[0192] The vehicle power management method of this embodiment is applied to power management when there is a strong power demand on a flat, straight, and wide road.

[0193] Step S910: Identify the target road and determine the vehicle speed information of the target road based on the identity information.

[0194] Step S920: Determine a corresponding power management strategy based on the vehicle speed information and the target road.

[0195] In this embodiment, a vehicle energy management strategy with a power requirement greater than 70% can be considered a high throttle acceleration requirement. For example, a vehicle with a constant speed of 120 km / h requires 50 kW. Therefore, a throttle requirement greater than 70% or a vehicle power requirement greater than 50 kW can be defined as a high power demand. The specific parameters can be adjusted based on actual conditions; this embodiment does not specify the specific SOC and power requirement in the energy management strategy.

[0196] Consider identifying favorable road conditions ahead, such as flat, straight, wide, or expressways and highways, combined with power requirements and driver habits. When such conditions are identified, a corresponding power management strategy is determined. For example, vehicle power management strategies include mandatory vehicle power conservation and automatic intelligent power conservation. In this case, the mandatory vehicle power conservation strategy should be selected, or the power conservation SOC backend should be increased to greater than 70% of the vehicle energy management strategy to meet the strong power requirements of subsequent flat, straight, wide, or expressway and highway conditions.

[0197] Step S930: Obtain the resistance information of the target road, the engine power information, and the real-time remaining discharge power of the battery to determine the power generation time and target SOC of the vehicle before reaching the target road.

[0198] Specifically, the total power requirement for the target road is first determined based on historical vehicle speed and the target road's resistance information. The required power for charging the power battery is then determined based on engine power information, the battery's real-time remaining discharge power, and the total power requirement. Finally, the required charging power and the engine's optimal power generation are used to determine the duration of power generation required before the vehicle reaches the target road.

[0199] Step S940: Determine the length of the vehicle's travel path during the charging process based on the power generation duration and the current vehicle speed.

[0200] Step S950: Determine the starting position of the vehicle when the power battery starts charging based on the position information of the starting point of the target road and the length of the driving path.

[0201] Step S960: When the vehicle reaches the starting position, the power management strategy is switched to control the engine to charge the power battery at the optimal power generation power within the power generation time.

[0202] Specifically, when the vehicle reaches the starting position, the vehicle strategy automatically switches from intelligent power conservation to forced power conservation, or the power conservation SOC background is increased to 70%. The high SOC has a larger battery discharge power, which can meet the strong power requirements of subsequent allowable road conditions and improve the driver's driving experience.

[0203] Step S970: Modify the charging strategy and power generation duration based on the charging process history data.

[0204] Specifically, the SOC parameters and power generation duration can be adjusted through real-world vehicle calibration combined with software. A statistical correction based on historical, multiple charging process data, followed by statistical re-correction, can be used to estimate a relatively reliable power generation duration. Simultaneously, the vehicle controller analyzes driver habits, adjusts driving style in real time, and updates the driver's behavior.

[0205] For example, when the difference between the actual driving speed and the historical speed before the end of the target road is greater than the preset difference threshold, that is, there is a significant decrease in vehicle speed / battery discharge power before the end of the target road, the target first corrected power can be calculated using the following formula (19): ΔSOC1=SOC0+P gen *t gen_BC / 3600 / E (19)

[0206] Among them, ΔSOC1 is the first corrected power, SOC0 is the initial remaining power when the target road is identified, E is the total power of the battery pack, P eng is the engine power, t gen-BC This is the first revised duration.

[0207] When the difference between the actual speed and the historical speed before the end of the target road is less than or equal to the preset difference threshold, that is, when the vehicle does not significantly decrease in speed at the end of the target road and the battery discharge power is judged to have no significant attenuation, the target second corrected power can be calculated using the following formula (20): ΔSOC2 = SOC0 - P gen *t gen2 / 3600 / E (20)

[0208] Among them, ΔSOC2 is the second corrected power, SOC0 is the initial remaining power when the target road is identified, E is the total power of the battery pack, P eng is the engine power, t gen_多 This is the second revised duration.

[0209] By combining the historical big data statistics of the driver's driving style, correcting it, then re-stating it, and then re-correcting it, the moment of mode switching can be assessed more accurately, which is more intelligent and lays the foundation for intelligent driving.

[0210] Through the method of this embodiment, the SOC can be increased to a higher SOC in advance through software methods while ensuring the current power system, thereby ensuring strong power output and improving the driver's driving experience; and it is easy to implement and has low technical difficulty.

[0211] An embodiment of the present application also provides an electronic device, which includes a memory and a processor, wherein the memory stores a computer program executed by the processor, and when the computer program is executed by the processor, it implements the vehicle power management method as described in any of the above embodiments.

[0212] An embodiment of the present application further provides a storage medium having a computer program stored thereon. When the computer program is executed by a processor, the vehicle power management method of any of the above embodiments is implemented.

[0213] An embodiment of the present application further provides a vehicle, comprising the electronic device described above. FIG9 exemplarily shows a vehicle according to an embodiment of the present application, the vehicle comprising the electronic device.

[0214] Although example embodiments have been described herein with reference to the accompanying drawings, it should be understood that the above example embodiments are merely illustrative and are not intended to limit the scope of the present application. Various changes and modifications may be made therein by those skilled in the art without departing from the scope and spirit of the present application. All such changes and modifications are intended to be included within the scope of the present application as required by the appended claims.

[0215] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0216] 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 illustrative. For example, the division of the units described is merely a logical function division. In actual implementation, other division methods may be used, such as combining or integrating multiple units or components into another device, or ignoring or not performing some features.

[0217] In the description provided herein, a large number of specific details are described. However, it is understood that the embodiments of the present application can be practiced without these specific details. In some instances, well-known methods, structures, and techniques are not shown in detail so as not to obscure the understanding of this description.

[0218] Similarly, it should be understood that in order to streamline the present application and aid in understanding one or more of the various inventive aspects, in the description of the exemplary embodiments of the present application, the various features of the present application are sometimes grouped together into a single embodiment, figure, or description thereof. However, this approach of the present application should not be interpreted as reflecting the intention that the application claimed for protection requires more features than those explicitly recited in each claim. More precisely, as reflected in the corresponding claims, the inventive point is that the corresponding technical problem can be solved with features that are less than all the features of a single disclosed embodiment. Therefore, the claims following the detailed description are hereby expressly incorporated into the detailed description, with each claim itself serving as a separate embodiment of the present application.

[0219] It will be understood by those skilled in the art that, except where mutually exclusive, all features disclosed in this specification (including the accompanying claims, abstract, and drawings) and all processes or units of any method or apparatus disclosed herein may be combined in any combination. Unless expressly stated otherwise, each feature disclosed in this specification (including the accompanying claims, abstract, and drawings) may be replaced by an alternative feature providing the same, equivalent, or similar purpose.

[0220] Furthermore, those skilled in the art will appreciate that although some embodiments described herein include certain features included in other embodiments but not other features, combinations of features from different embodiments are intended to be within the scope of this application and to form different embodiments. For example, in the claims, any of the claimed embodiments may be used in any combination.

[0221] The various component embodiments of the present application can be implemented in hardware, or in software modules running on one or more processors, or in a combination thereof. It should be understood by those skilled in the art that a microprocessor or digital signal processor (DSP) can be used in practice to implement some or all of the functions of some modules in the article analysis device according to the embodiment of the present application. The application can also be implemented as a device program (e.g., computer program and computer program product) for executing a part or all of the methods described herein. Such a program implementing the present application can be stored on a computer-readable medium, or can have the form of one or more signals. Such a signal can be downloaded from an Internet website, or provided on a carrier signal, or provided in any other form.

[0222] It should be noted that the above embodiments illustrate rather than limit the present application, and that a person skilled in the art may devise alternative embodiments without departing from the scope of the appended claims. In the claims, any reference symbols placed between brackets should not be construed as limiting the claims. The word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The present application may be implemented by means of hardware comprising several different elements and by means of a suitably programmed computer. In a unit claim enumerating several means, several of these means may be embodied by the same item of hardware. The use of the words first, second, and third etc. does not indicate any order. These words may be interpreted as names.

[0223] The above description is merely a specific embodiment or illustration of a specific embodiment of the present application, and the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present application should be included in the scope of protection of the present application. The scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A method for managing the power of a vehicle, wherein: The vehicle is a hybrid vehicle including an engine, a generator and a power battery, and the power management method includes: When the next road section is a target road, obtaining a target battery SOC value, the target battery SOC value being determined based on road information and driving information corresponding to the target road; Before the vehicle enters the target road, the SOC value of the power battery is controlled to be greater than or equal to the target battery SOC value.

2. The vehicle power management method as claimed in claim 1, wherein: The target road is characterized as a road with high power performance requirements.

3. The vehicle power management method according to claim 1 or 2, wherein: The target road includes one of an urban road, an expressway, a highway, and a mountain road, or a combination thereof.

4. The vehicle power management method as claimed in claim 1, wherein: Also includes: When it is confirmed that the target road is entered for the first time, obtaining road information and driving information corresponding to the target road, and obtaining a total required power according to the road information and the driving information; A target battery SOC value of the vehicle before reaching the target road is determined based on the total required power, engine power information, and a first battery SOC threshold.

5. The vehicle power management method as claimed in claim 4, wherein: The step of obtaining the total required power according to the road information and the driving information includes: The total required power is obtained according to the average resistance information of the entire section of the target road and the average vehicle speed information of the entire section, wherein the road information is the average resistance information of the entire section, and the driving information is the average vehicle speed information of the entire section.

6. The method for managing the power of a vehicle as claimed in claim 5, wherein: The total required power is obtained based on the average resistance information of the entire section of the target road and the average vehicle speed information of the entire section, including: Determining the vehicle resistance according to the average resistance information and the average vehicle speed information of the entire section of the target road; The total required power is determined according to the vehicle resistance.

7. The vehicle power management method as claimed in claim 4, wherein: The step of determining a target battery SOC value of the vehicle before reaching the target road based on the total required power, engine power information, and a first battery SOC threshold comprises: Obtaining the driving motor power according to the total required power and the engine power information; According to the driving motor power, the first battery SOC threshold value obtains a target battery SOC value.

8. The vehicle power management method as claimed in claim 7, wherein: The engine power information is: the engine output power corresponding to the optimal engine operating range.

9. The vehicle power management method as claimed in claim 4, wherein: The first battery SOC threshold is: a first charging SOC setting value input by a user, or a second charging SOC setting value corresponding to the intelligent power conservation mode.

10. The vehicle power management method as claimed in claim 1, wherein: The step of controlling the SOC value of the power battery to be greater than or equal to the target battery SOC value before the vehicle enters the target road includes: Obtaining an actual SOC value of the power battery; When the actual SOC value is greater than or equal to the target battery SOC value, the target battery SOC value is set as a third charging SOC setting value, and power conservation control is performed according to the third charging SOC setting value, so that before the vehicle enters the target road, the SOC value of the power battery is greater than or equal to the target battery SOC value; When the actual SOC value is less than the target battery SOC value, the engine is controlled to drive the generator to generate electricity, so that the SOC value of the power battery reaches the target battery SOC value before the vehicle enters the target road.

11. The vehicle power management method according to claim 10, wherein: The step of controlling the engine to drive the generator to generate electricity when the actual SOC value is less than the target battery SOC value, so that the SOC value of the power battery reaches the target battery SOC value before the vehicle enters the target road, includes: Obtaining the required charging power according to the actual SOC value and the target battery SOC value; The engine is controlled according to the required charging power to drive the generator to generate electricity, so that the SOC value of the power battery reaches the target battery SOC value before the vehicle enters the target road.

12. The vehicle power management method as claimed in claim 11, wherein: The step of controlling the engine according to the required charging power to drive the generator to generate electricity, so that the SOC value of the power battery reaches the target battery SOC value before the vehicle enters the target road, includes: determining a power generation duration according to the required charging power and an optimal power generation corresponding to the generator; Determining a starting power generation position based on historical speed information of the current road and the power generation duration; When it is detected that the vehicle has reached the starting generator position, the generator is started to generate electricity, so that the SOC value of the power battery reaches the target battery SOC value before the vehicle enters the target road.

13. The vehicle power management method as claimed in claim 12, wherein: The determining of the starting power generation position according to the historical speed information of the current road and the power generation duration includes: Determining the length of the driving route based on historical speed information of the current road and the power generation duration; A starting power generation position is determined according to the position information of the starting point of the target road and the length of the driving path.

14. The vehicle power management method as claimed in claim 1, wherein: Also includes: When it is detected that the SOC value of the power battery is lower than the first battery SOC threshold during driving on the target road, the target battery SOC value is revised based on difference information, wherein the difference information is: difference data information between current road information and current driving information and historical road information and historical driving information.

15. The vehicle power management method according to claim 1, wherein: It also includes: when it is detected at the end of driving on the target road that the SOC value of the power battery is higher than the first battery SOC threshold, revising the target battery SOC value based on the power difference information, wherein the power difference information is: the remaining power information at the end of driving on the target road and the difference in power information from the first battery SOC threshold.

16. The method for managing the power of a vehicle according to claim 15, wherein: Indicating the remaining power information by the current SOC value of the power battery, and revising the target battery SOC value based on the power difference information, includes: Obtaining a current SOC value at the end of driving on the target road; determining power difference information according to the current SOC value and the first battery SOC threshold; The target battery SOC value is corrected using the power difference information as a reduction amount.

17. An electronic device, wherein: The electronic device includes a memory and a processor, wherein the memory stores a computer program executed by the processor, and when the computer program is executed by the processor, the computer program implements the vehicle power management method according to any one of claims 1 to 16.

18. A storage medium, wherein: The storage medium stores a computer program, which, when executed by the processor, implements the vehicle power management method according to any one of claims 1 to 16.

19. A computer program product, wherein When the computer program product is executed by a processor, it implements the vehicle power management method according to any one of claims 1 to 16.

20. A vehicle, wherein The electronic device comprising claim 17.

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