CN-121572819-B - Energy management method and energy management device for vehicle

CN121572819BCN 121572819 BCN121572819 BCN 121572819BCN-121572819-B

Abstract

The present disclosure relates to an energy management method and an energy management device for a vehicle. The method includes the steps of obtaining running time and charging time, responding to the running time not smaller than the charging time, executing a first operation, determining a first energy management strategy based on the current SOC of a trailer, driving power required by a vehicle and maximum discharging power of the trailer under a driving working condition, determining a second energy management strategy based on the current SOC of a main vehicle, actual recovery power provided by the vehicle and allowable recovery power of the main vehicle under a braking working condition, responding to the running time smaller than the charging time, determining total driving energy and total recovery energy, responding to the current electric quantity of the trailer not larger than the total driving energy, executing the first operation, or responding to the current electric quantity of the trailer larger than the total driving energy and the sum of the current electric quantity of the main vehicle and the total recovery energy does not meet requirements, and determining a third energy management strategy based on the current SOC of the trailer and the total driving energy. The present disclosure may improve the transport efficiency of a vehicle.

Inventors

QIN YANBIN
XIE MINGMING
WANG YUTAO
WANG MIN
WANG KAI
FENG JUNZHI
JIAO ZHAN
WU SIYUAN
ZHANG YUYANG
CHEN KUIJUN

Assignees

江苏国创新能源商用车创新技术有限公司

Dates

Publication Date: 20260508
Application Date: 20260128

Claims (20)

1. An energy management method for a vehicle, the vehicle comprising a host vehicle and a trailer, the energy management method comprising: acquiring the running time of the vehicle from the current position to the destination; Determining a charging time required for meeting a preset electric quantity requirement of the host vehicle based on the current state of charge (SOC) of the host vehicle; in response to the travel time not being less than the charging time, performing a first operation, wherein the first operation includes: in a driving condition, determining a first energy management strategy for the vehicle based on the current SOC of the trailer, the driving power required by the vehicle and the maximum discharge power of the trailer, Determining a second energy management strategy for the vehicle based on the current SOC of the host vehicle, the actual recovered power that the vehicle can provide, and the allowable recovered power of the host vehicle during a braking condition; in response to the travel time being less than the charge time, performing a second operation, wherein the second operation comprises: determining a total driving energy required and a total recovered energy that can be recovered by the vehicle from the current position to the destination, Executing the first operation in response to the trailer current SOC indicating an amount of power not greater than the total drive energy, or And determining a third energy management strategy for the vehicle based on the current SOC of the trailer and the total driving energy in response to the current SOC of the trailer indicating an electric quantity greater than the total driving energy and the sum of the electric quantity of the current SOC of the host vehicle and the total recovered energy not meeting a preset electric quantity requirement of the host vehicle.
2. The energy management method of claim 1, wherein determining the first energy management policy comprises at least one of: In response to the trailer current SOC being within an allowable discharge range of the trailer and the vehicle required drive power not being greater than a maximum discharge power of the trailer, determining that the first energy management strategy indicates that the trailer discharge power is the vehicle required drive power and that the host vehicle discharge power is zero; In response to the trailer current SOC being within the allowable discharge range of the trailer and the vehicle required drive power being greater than the maximum discharge power of the trailer, determining that the first energy management strategy indicates that the discharge power of the trailer is the maximum discharge power of the trailer and that the discharge power of the host vehicle is a difference between the vehicle required drive power and the maximum discharge power of the trailer; In response to the trailer current SOC not being within the allowable discharge range of the trailer, determining that the first energy management strategy indicates that the discharge power of the trailer is zero and that the discharge power of the host vehicle is the drive power required by the vehicle.
3. The energy management method of claim 1 or 2, wherein determining the second energy management policy comprises at least one of: Determining that the second energy management strategy instructs the host vehicle to perform energy recovery at the actual recovery power that the vehicle can provide and the trailer does not perform energy recovery in response to the host vehicle current SOC being within the allowable charging range of the host vehicle and the allowable recovery power of the host vehicle being not less than the actual recovery power that the vehicle can provide; Determining that the second energy management strategy instructs the host vehicle to perform energy recovery at the allowable recovery power of the host vehicle and the trailer to perform energy recovery at a specified recovery power, the specified recovery power being a difference between the actual recovery power that the vehicle can provide and the allowable recovery power of the host vehicle, in response to the host vehicle current SOC being within the allowable charging range of the host vehicle and the allowable recovery power of the host vehicle being less than the actual recovery power that the vehicle can provide; In response to the current SOC of the host vehicle being outside of the allowable charging range of the host vehicle, determining that the second energy management strategy indicates that the host vehicle is not recovering energy and that the trailer is recovering energy.
4. The energy management method of claim 3, wherein the energy recovery by the trailer comprises at least one of: In the case that the allowable recovered power of the trailer is not less than the actual recovered power that the vehicle can provide, the trailer performs energy recovery with the actual recovered power that the vehicle can provide; in the case that the allowable recovery power of the trailer is smaller than the actual recovery power that the vehicle can provide, the trailer performs energy recovery with the allowable recovery power of the trailer.
5. The energy management method of claim 1 or 2, wherein the third energy management strategy instructs the trailer to charge the host vehicle within a range of a difference between an amount of power indicated by the trailer's current SOC and the total drive energy.
6. The energy management method according to claim 1 or 2, characterized in that determining the total driving energy required and the total recovered energy recoverable by the vehicle from the current position to the destination comprises: Dividing the road section from the current position to the destination into a straight road section, an ascending road section and a descending road section, and determining a first driving energy for the straight road section, a second driving energy for the ascending road section and a third driving energy and the total recovered energy for the descending road section, and The total driving energy is determined based on the first driving energy, the second driving energy, and the third driving energy.
7. The energy management method of claim 6, wherein the road segments include at least one of the flat road segments, and determining the first drive energy for the flat road segments includes: determining the transit time and the required drive power of the vehicle for each flat section, and The first driving energy is determined based on a transit time of the vehicle with respect to each flat section and a required driving power.
8. The energy management method of claim 7, wherein determining the drive power required by the vehicle with respect to each flat section comprises: determining a rolling resistance of the vehicle on the flat road section based on the mass, the gravitational acceleration and the friction resistance coefficient of the vehicle; determining an air resistance of the vehicle on the flat road section based on a windward area of the vehicle, a speed of the vehicle, an air density, and an air resistance coefficient; Determining an acceleration resistance of the vehicle on the flat section based on the mass of the vehicle, a rotational mass conversion coefficient of the vehicle, and an acceleration of the vehicle; determining a flat section driving force required for the vehicle based on rolling resistance, air resistance and acceleration resistance of the vehicle on the flat section, and The driving power required by the vehicle with respect to the flat section is determined based on the flat section driving force required by the vehicle and the speed of the vehicle.
9. The energy management method of claim 6, wherein the road segments include at least one of the uphill road segments, and determining the second drive energy for the uphill road segments includes: Determining the transit time and the required drive power of the vehicle for each uphill section, and The second driving energy is determined based on the travel time of the vehicle with respect to each uphill section and the required driving power.
10. The energy management method of claim 9, wherein determining the required drive power of the vehicle for each uphill road segment comprises: determining a rolling resistance of the vehicle on the uphill road section based on the mass of the vehicle, the gravitational acceleration, the coefficient of friction resistance and the gradient of the uphill road section; determining a ramp resistance of the vehicle on the uphill road section based on the mass of the vehicle, the gravitational acceleration, and the grade of the uphill road section; Determining the air resistance of the vehicle on the uphill road section based on the windward area of the vehicle, the speed of the vehicle, the air density and the air resistance coefficient; determining an acceleration resistance of the vehicle on the uphill road section based on the mass of the vehicle, a rotational mass conversion coefficient of the vehicle, and an acceleration of the vehicle; Determining an uphill section driving force required for the vehicle based on rolling resistance, ramp resistance, air resistance, and acceleration resistance of the vehicle on the uphill section; The driving power required by the vehicle with respect to the uphill section is determined based on the uphill section driving force required by the vehicle and the speed of the vehicle.
11. The energy management method of claim 6, wherein the road segments include at least one of the downhill road segments for which determining third drive energy and the total recovered energy includes: Determining a downhill section driving force required for the vehicle with respect to each downhill section; Determining that the downhill section is a first downhill section or a second downhill section based on a downhill section driving force required by the vehicle with respect to each downhill section, wherein the downhill section driving force required by the vehicle with respect to the first downhill section is in the same direction as a traveling direction of the vehicle, and the downhill section driving force required by the vehicle with respect to the second downhill section is in a different direction from the traveling direction of the vehicle; Determining the third driving energy for the first downhill road section, and The total recovered energy is determined for the second downhill path segment.
12. The energy management method of claim 11, wherein determining a downhill path driving force required by the vehicle with respect to each downhill path comprises: Determining a rolling resistance of the vehicle on the downhill road section based on the mass of the vehicle, the gravitational acceleration, the coefficient of friction resistance and the gradient of the downhill road section; determining a ramp resistance of the vehicle on the downhill road section based on the mass of the vehicle, the gravitational acceleration and the grade of the downhill road section; Determining the air resistance of the vehicle on the downhill road section based on the windward area of the vehicle, the speed of the vehicle, the air density and the air resistance coefficient; determining an acceleration resistance of the vehicle on the downhill section based on a mass of the vehicle, a rotational mass conversion coefficient of the vehicle, and an acceleration of the vehicle; The driving force of the downhill path required for the vehicle is determined based on the rolling resistance, the ramp resistance, the air resistance, and the acceleration resistance of the vehicle on the downhill path.
13. The energy management method of claim 11, wherein the road segments include at least one of the first downhill road segments, and determining a third drive energy for the first downhill road segment includes: Determining a required driving power of the vehicle with respect to each first downhill section based on a required downhill section driving force of the vehicle with respect to the first downhill section and a speed of the vehicle; Determining a transit time of the vehicle with respect to each first downhill road section; The third driving energy is determined based on the travel time of the vehicle with respect to each first downhill road section and the required driving power.
14. The energy management method of claim 11, wherein the road segments include at least one of the second downhill road segments, and wherein determining total recovered energy for a second downhill road segment comprises: Determining a transit time of the vehicle with respect to each second downhill road section; Determining a total energy of the vehicle with respect to each second downhill road section based on a speed of the vehicle, a travel time of the vehicle with respect to each second downhill road section, and a driving force of the vehicle with respect to each second downhill road section, the total energy including recovered energy and friction brake energy of the vehicle with respect to the second downhill road section; Determining recovered energy of the vehicle for each second downhill road section based on the total energy and the recovered energy duty cycle of the vehicle for that second downhill road section; the total recovered energy is determined based on the recovered energy of the vehicle for each second downhill road segment.
15. The energy management method of claim 1 or 2, wherein the second operation further comprises: And determining a fourth energy management strategy for the vehicle in response to the electric quantity indicated by the current SOC of the trailer being greater than the total driving energy and the sum of the electric quantity indicated by the current SOC of the host vehicle and the total recovered energy meeting a preset electric quantity requirement of the host vehicle, wherein the fourth energy management strategy indicates the host vehicle to perform energy recovery in the total recovered energy range.
16. An energy management device for a vehicle, the vehicle comprising a host vehicle and a trailer, the energy management device comprising: an acquisition module configured to acquire a travel time of the vehicle from a current position to a destination; a determining module configured to determine a charging time required to meet a preset power requirement of the host vehicle based on a current state of charge, SOC, of the host vehicle; A first execution module configured to execute a first operation in response to the travel time being not less than the charging time, wherein the first operation includes: in a driving condition, determining a first energy management strategy for the vehicle based on the current SOC of the trailer, the driving power required by the vehicle and the maximum discharge power of the trailer, Determining a second energy management strategy for the vehicle based on the current SOC of the host vehicle, the actual recovered power that the vehicle can provide, and the allowable recovered power of the host vehicle during a braking condition; a second execution module configured to execute a second operation in response to the travel time being less than the charging time, wherein the second operation includes: determining a total driving energy required and a total recovered energy that can be recovered by the vehicle from the current position to the destination, Executing the first operation in response to the trailer current SOC indicating an amount of power not greater than the total drive energy, or And determining a third energy management strategy for the vehicle based on the current SOC of the trailer and the total driving energy in response to the current SOC of the trailer indicating an electric quantity greater than the total driving energy and the sum of the electric quantity of the current SOC of the host vehicle and the total recovered energy not meeting a preset electric quantity requirement of the host vehicle.
17. An electronic device, comprising: processor, and A memory storing computer-executable instructions that, when executed by the processor, cause the processor to perform the energy management method for a vehicle of any one of claims 1 to 15.
18. A computer-readable storage medium having stored thereon computer-executable instructions, which when executed by a computer, cause the computer to perform the energy management method for a vehicle according to any one of claims 1 to 15.
19. A computer program product, characterized in that the computer program product comprises instructions which, when executed by a processor, implement the energy management method for a vehicle according to any one of claims 1 to 15.
20. A vehicle comprising the energy management apparatus for a vehicle according to claim 16 or the electronic device according to claim 17.

Description

Energy management method and energy management device for vehicle Technical Field The present disclosure relates to the field of energy management technology of vehicles, and more particularly, to an energy management method for a vehicle, an energy management apparatus for a vehicle, an electronic device, a computer-readable storage medium, a computer program product, and a vehicle. Background With the acceleration of the logistics transportation industry to new energy conversion, the market share of new energy vehicles is increased year by year. The electric trailer is used as a key technology for improving the endurance mileage and the load capacity of the new energy vehicle, and can be provided with an independent electric drive system so as to effectively share the power requirement of the main vehicle. Disclosure of Invention The following presents a simplified summary of the disclosure in order to provide a basic understanding of some aspects of the disclosure. It should be understood that this summary is not an exhaustive overview of the disclosure. It is not intended to identify key or critical elements of the disclosure or to delineate the scope of the disclosure. Its purpose is to present some concepts related to the disclosure in a simplified form as a prelude to the more detailed description that is presented later. Because of the limited electrical capacity of the vehicle, energy management of the vehicle is required. The energy management method in the related art is relatively simple. For example, energy recovery is performed when the vehicle is braked and energy release is performed when the vehicle is driven. However, the simple energy management method in the related art cannot be suitable for various complex and variable driving conditions of the vehicle, and has low availability. In order to overcome the above-described problems in the related art, the embodiments of the present disclosure propose a solution to more reliably achieve energy management of a vehicle. It is to be understood that the "vehicle" in the present disclosure refers to a new energy vehicle that may employ electric energy as an energy source, for example, a new energy vehicle that may be purely electric or hybrid. According to a first aspect of the present disclosure, there is provided an energy management method for a vehicle including a host vehicle and a trailer, the method including obtaining a travel time of the vehicle from a current location to a destination, determining a Charge time required to meet a preset Charge requirement of the host vehicle based on a current State of Charge (SOC) of the host vehicle, performing a first operation in response to the travel time being not less than the Charge time, wherein the first operation includes determining a first energy management strategy for the vehicle based on a current SOC of the trailer, a required drive power of the vehicle, and a maximum discharge power of the trailer, determining a second energy management strategy for the vehicle based on the current SOC of the host vehicle, an actual recovered power that the vehicle can provide, and an allowable recovered power of the host vehicle, in a braking operation, and performing a second operation in response to the travel time being less than the Charge time, wherein the second operation includes determining a total amount of energy required for the vehicle to be driven from the current location to the destination and a total recovered energy drive capacity, in response to a current SOC indication of the trailer being not greater than the total energy drive, or determining a first operation in response to the trailer being indicated to be not greater than the total energy drive capacity, or the total SOC being indicated to be satisfied by the current SOC and the total amount of the total energy and the total energy recovered to be required to be the host vehicle and the current SOC and the total SOC is not indicated to meet the current State and the total SOC is determined. In some embodiments, determining the first energy management strategy includes at least one of determining that the first energy management strategy indicates that the discharge power of the trailer is the drive power required by the vehicle and that the discharge power of the host vehicle is zero in response to the trailer current SOC being within the allowable discharge range of the trailer and that the drive power required by the vehicle is greater than the maximum discharge power of the trailer, determining that the first energy management strategy indicates that the discharge power of the trailer is the maximum discharge power of the trailer and that the discharge power of the host vehicle is the difference between the drive power required by the vehicle and the maximum discharge power of the trailer in response to the trailer current SOC being not within the allowable discharge range of the trailer, and determining that the first ene