Vehicle control method, device and vehicle

Abstract

The application discloses a vehicle control method, device and vehicle. The method comprises the following steps: acquiring the current capacity of the power battery of a target vehicle; in response to the current capacity being higher than the first balance threshold of the power battery, adjusting the reverse drag speed of the engine of the target vehicle in sections according to the first balance strategy, wherein the first balance strategy is used for open-loop control of the battery capacity balance of the target vehicle in the coasting recovery working condition; and in response to the current capacity being higher than the second balance threshold of the power battery, adjusting the reverse drag speed according to the target discharge power of the power battery according to the second balance strategy, wherein the second balance strategy is used for closed-loop control of the battery capacity balance of the target vehicle in the coasting recovery working condition. The application solves the technical problem that the vehicle control method provided by the related art cannot balance the drivability of the vehicle in the coasting recovery working condition and the battery SOC balance.

Description

Technical Field

[0001] This invention relates to the field of automotive control, and more specifically, to a vehicle control method, device, and vehicle. Background Technology

[0002] Compared to traditional vehicles, new energy vehicles are equipped with energy recovery systems to recover excess energy generated under certain operating conditions. For example, when a vehicle is coasting, that is, when it uses its own resistance to decelerate and slide forward, the vehicle will release excess energy. In order to reuse this energy, certain energy conversion methods can be used to convert the excess energy released by the vehicle into electrical energy and store it in the vehicle's power battery, thereby realizing energy recovery.

[0003] Because automotive batteries have a maximum charging threshold, energy recovery must consider both the drivability of the vehicle during coasting recovery (i.e., NVH performance, used to measure the vehicle's external quality, such as vibration and noise levels) and the battery's SOC (State of Charge). However, existing vehicle control methods for coasting conditions have two problems: first, to prevent the battery SOC from exceeding its limit, drivability during coasting recovery is sacrificed; second, to ensure drivability during coasting recovery, the battery SOC is at risk of exceeding its limit. In other words, existing energy recovery methods cannot simultaneously balance battery SOC balance and drivability during coasting recovery, resulting in a lower user experience.

[0004] There is currently no effective solution to the above problems. Summary of the Invention

[0005] This invention provides a vehicle control method, device, and vehicle to at least solve the technical problem that the vehicle control methods provided by related technologies cannot simultaneously take into account the drivability of the vehicle during coasting recovery and the balance of battery SOC.

[0006] According to one aspect of the present invention, a vehicle control method is provided, comprising:

[0007] The system obtains the current capacity of the target vehicle's power battery; in response to the current capacity being higher than a first balance threshold of the power battery, it adjusts the anti-tow speed of the target vehicle's engine in segments according to a first balance strategy, wherein the first balance strategy is used for open-loop control of the target vehicle's battery capacity balance under coasting regeneration conditions; in response to the current capacity being higher than a second balance threshold of the power battery, it adjusts the anti-tow speed according to a second balance strategy based on the target discharge power of the power battery, wherein the second balance strategy is used for closed-loop control of the target vehicle's battery capacity balance under coasting regeneration conditions.

[0008] Optionally, according to the first balancing strategy, the segmented adjustment of the anti-drag speed of the engine of the target vehicle includes: calculating the difference between the maximum charging threshold of the power battery and the current capacity, and obtaining the calculation result; based on the calculation result, adjusting the anti-drag speed in segments according to the first balancing strategy.

[0009] Optionally, based on the calculation results, segmented adjustment of the anti-tow speed according to the first balancing strategy includes: using the first balancing strategy to determine a first threshold, a second threshold, a first speed, and a second speed, wherein the first threshold is less than the second threshold and the first speed is greater than the second speed; in response to the calculation result being less than the first threshold, switching the anti-tow speed to the first speed; and in response to the calculation result being greater than the second threshold, switching the anti-tow speed to the second speed.

[0010] Optionally, adjusting the reverse drag speed according to the target discharge power of the power battery according to the second balancing strategy includes: determining the target discharge power of the power battery using the second balancing strategy; calculating the target reverse drag power of the engine based on the target discharge power and the maximum reverse drag power of the engine; and adjusting the reverse drag speed according to the target reverse drag power.

[0011] Optionally, determining the target discharge power of the power battery using the second balancing strategy includes: determining a discharge power adjustment rule using the second balancing strategy, wherein the discharge power adjustment rule is used to determine the expected discharge power of the power battery under coasting recovery conditions; and adjusting the power battery in real time according to the discharge power adjustment rule to determine the target discharge power.

[0012] Optionally, the discharge power adjustment rule is integral control adjustment. The power battery is adjusted in real time according to the discharge power adjustment rule. Determining the target discharge power includes: triggering integral control adjustment of the power battery in response to the actual discharge power of the power battery being less than a first discharge threshold; stopping integral control adjustment of the power battery in response to the actual discharge power of the power battery being greater than a second discharge threshold, wherein the second discharge threshold is greater than the first discharge threshold; and performing integral control adjustment of the power battery to obtain the target discharge power.

[0013] Optionally, the target anti-drag power of the engine is calculated based on the target discharge power and the engine's maximum anti-drag power, including: calculating the engine's maximum anti-drag power based on a preset engine speed threshold; determining the coasting recovery power of the target vehicle based on the engine's maximum anti-drag power; and determining the target anti-drag power using the target discharge power, the maximum anti-drag power, and the coasting recovery power.

[0014] Optionally, adjusting the reverse towing speed according to the target reverse towing power includes: calculating a third speed based on the target reverse towing power; and switching the reverse towing speed to the third speed.

[0015] According to another aspect of the present invention, a vehicle control device is also provided, comprising:

[0016] The system includes: an acquisition module for acquiring the current capacity of the target vehicle's power battery; a first control module for adjusting the anti-tow speed of the target vehicle's engine in segments according to a first balancing strategy when the current capacity exceeds a first balance threshold of the power battery, wherein the first balancing strategy is used for open-loop control of the target vehicle's battery capacity balance under coasting regeneration conditions; and a second control module for adjusting the anti-tow speed according to the target discharge power of the power battery based on a second balancing strategy when the current capacity exceeds a second balance threshold of the power battery, wherein the second balancing strategy is used for closed-loop control of the target vehicle's battery capacity balance under coasting regeneration conditions.

[0017] Optionally, the first control module is further configured to: adjust the anti-drag speed of the engine of the target vehicle in segments according to the first balancing strategy, including: calculating the difference between the maximum charging threshold of the power battery and the current capacity, and obtaining the calculation result; and adjusting the anti-drag speed in segments according to the calculation result and the first balancing strategy.

[0018] Optionally, the first control module is further configured to: adjust the anti-tow speed in segments according to the calculation result and the first balancing strategy, including: using the first balancing strategy to determine a first threshold, a second threshold, a first speed and a second speed, wherein the first threshold is less than the second threshold and the first speed is greater than the second speed; in response to the calculation result being less than the first threshold, switch the anti-tow speed to the first speed; in response to the calculation result being greater than the second threshold, switch the anti-tow speed to the second speed.

[0019] Optionally, the second control module is further configured to: adjust the reverse drag speed according to the target discharge power of the power battery according to the second balancing strategy, including: determining the target discharge power of the power battery using the second balancing strategy; calculating the target reverse drag power of the engine based on the target discharge power and the maximum reverse drag power of the engine; and adjusting the reverse drag speed according to the target reverse drag power.

[0020] Optionally, the second control module is further configured to: determine the target discharge power of the power battery using the second balancing strategy, including: determining the discharge power adjustment rule using the second balancing strategy, wherein the discharge power adjustment rule is used to determine the expected discharge power of the power battery under coasting recovery conditions; and adjusting the power battery in real time according to the discharge power adjustment rule to determine the target discharge power.

[0021] Optionally, the second control module is further configured to: use integral control adjustment as the discharge power adjustment rule, and adjust the power battery in real time according to the discharge power adjustment rule to determine the target discharge power, including: triggering integral control adjustment of the power battery in response to the actual discharge power of the power battery being less than a first discharge threshold; stopping integral control adjustment of the power battery in response to the actual discharge power of the power battery being greater than a second discharge threshold, wherein the second discharge threshold is greater than the first discharge threshold; and performing integral control adjustment on the power battery to obtain the target discharge power.

[0022] Optionally, the second control module is further configured to: calculate the target anti-drag power of the engine based on the target discharge power and the engine's maximum anti-drag power, including: calculating the engine's maximum anti-drag power based on the engine's preset speed threshold; determining the coasting recovery power of the target vehicle based on the engine's maximum anti-drag power; and determining the target anti-drag power using the target discharge power, the maximum anti-drag power, and the coasting recovery power.

[0023] Optionally, the second control module is further configured to: adjust the anti-towing speed according to the target anti-towing power, including: calculating a third speed based on the target anti-towing power; and switching the anti-towing speed to the third speed.

[0024] According to another aspect of the present invention, a storage medium is also provided, the storage medium including a stored program, wherein, when the program is running, the device where the storage medium is located executes any of the aforementioned vehicle control methods.

[0025] According to another aspect of the present invention, a vehicle is also provided, including an on-board memory and an on-board processor, wherein the on-board memory stores a computer program and the on-board processor is configured to run the computer program to execute the vehicle control method of any of the foregoing embodiments.

[0026] In this embodiment of the invention, the current capacity of the target vehicle's power battery is first obtained. In response to the current capacity exceeding a first balance threshold of the power battery, the anti-drag speed of the target vehicle's engine is adjusted in segments according to a first balance strategy. The first balance strategy is used for open-loop control of the target vehicle's battery capacity balance under coasting recovery conditions. In response to the current capacity exceeding a second balance threshold of the power battery, the anti-drag speed is adjusted according to the target discharge power of the power battery according to a second balance strategy. The second balance strategy is used for closed-loop control of the target vehicle's battery capacity balance under coasting recovery conditions. By actively cutting off the vehicle's fuel supply to anti-drag the engine's power consumption, coasting recovery torque is achieved, and the target power of the vehicle's battery is adjusted in feedback. This achieves the goal of adjusting the engine's anti-drag speed to balance the power battery's SOC under coasting recovery conditions, thereby achieving a balance between vehicle drivability and battery SOC balance under coasting recovery conditions, further improving the user experience. This solves the technical problem that related vehicle control methods cannot simultaneously balance drivability and battery SOC balance under coasting recovery conditions. Attached Figure Description

[0027] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this invention, illustrate exemplary embodiments of the invention and are used to explain the invention, but do not constitute an undue limitation of the invention. In the drawings:

[0028] Figure 1 This is a hardware structure block diagram of an optional vehicle terminal for implementing a vehicle control method according to an embodiment of the present invention;

[0029] Figure 2 This is a flowchart of a vehicle control method according to an embodiment of the present invention;

[0030] Figure 3 This is a schematic diagram of an optional vehicle control device according to an embodiment of the present invention;

[0031] Figure 4 This is a flowchart of an optional vehicle control process according to an embodiment of the present invention;

[0032] Figure 5 This is a schematic diagram of an optional vehicle control method according to an embodiment of the present invention;

[0033] Figure 6 This is a schematic diagram of another optional vehicle control method according to an embodiment of the present invention;

[0034] Figure 7 This is a structural block diagram of a vehicle control device according to an embodiment of the present invention. Detailed Implementation

[0035] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0036] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0037] According to an embodiment of the present invention, an embodiment of a vehicle control method is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0038] Figure 1 This is an optional hardware structure block diagram of a vehicle terminal for implementing a vehicle control method according to an embodiment of the present invention, such as... Figure 1 As shown, the vehicle terminal 10 (or a mobile device 10 that communicates with the vehicle) may include one or more processors 102 (processor 102 may include, but is not limited to, a microprocessor MCU or a programmable logic device FPGA, etc.), a memory 104 for storing data, and a transmission device 106 for communication functions. In addition, it may also include: a display device 110, an input / output device 108 (i.e., I / O device), a universal serial bus (USB) port (which may be included as one of the ports of a BUS bus, not shown in the figure), a network interface (not shown in the figure), a power supply (not shown in the figure), and / or a camera (not shown in the figure). Those skilled in the art will understand that... Figure 1 The structure shown is for illustrative purposes only and does not limit the structure of the vehicle terminal 1 described above. For example, the vehicle terminal 10 may also include components that are more... Figure 1 The more or fewer components shown, or having the same Figure 1 The different configurations shown.

[0039] It should be noted that the aforementioned one or more processors 102 and / or other data processing circuits may be embodied, in whole or in part, as software, hardware, firmware, or any other combination thereof. Furthermore, the data processing circuitry may be a single, independent processing module, or may be integrated, in whole or in part, into any other element within the vehicle terminal 10 (or mobile device).

[0040] The memory 104 can be used to store software programs and modules of application software, such as the program instructions / data storage device corresponding to the vehicle control method in this embodiment of the invention. The processor 102 executes various functional applications and data processing by running the software programs and modules stored in the memory 104, thereby realizing the aforementioned vehicle control method. The memory 104 may include high-speed random access memory, and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory 104 may further include memory remotely located relative to the processor 102, and these remote memories can be connected to the vehicle terminal 10 via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0041] The transmission device 106 is used to receive or send data via a network. Specific examples of the network described above may include a wireless network provided by the communication provider of the vehicle terminal 10. In one example, the transmission device 106 includes a Network Interface Controller (NIC), which can connect to other network devices via a base station to communicate with the Internet. In another example, the transmission device 106 may be a Radio Frequency (RF) module, used for wireless communication with the Internet.

[0042] Under the above operating environment, the embodiments of the present invention provide as follows: Figure 2 The vehicle control method shown is as follows: Figure 2 This is a flowchart of a vehicle control method according to an embodiment of the present invention, such as... Figure 2 As shown above, Figure 2 The embodiments shown may include at least the following implementation steps, namely, the technical solutions implemented by steps S21 to S23.

[0043] Step S21: Obtain the current capacity of the target vehicle's power battery;

[0044] In one optional solution provided in step S21 above, the target vehicle can be a hybrid vehicle (such as a gasoline-electric hybrid vehicle, a gas-electric hybrid vehicle, etc.), and the drive system of the hybrid vehicle can be composed of two or more individual drive systems that can operate simultaneously. It should also be noted that the aforementioned power battery is the power source providing power to the hybrid vehicle; the power battery can be a lead-acid battery, a zinc-carbon battery, or a lithium battery. It is understood that the current state of charge (SOC) of the aforementioned power battery can be the real-time capacity of the vehicle's power battery when the target vehicle is in operation.

[0045] In the solution provided by this invention, when the target vehicle is in operation, the current capacity of the vehicle's power battery is obtained, for example, by directly reading the state of charge (SOC) of the power battery from the target vehicle's display screen. Furthermore, the method of obtaining the SOC of the vehicle's power battery may also include: the vehicle can connect to an external mobile device via a communication network and read the SOC of the vehicle's power battery from the external device; or the vehicle can upload the current capacity of the power battery to a cloud database in real time and obtain the SOC of the vehicle's power battery from the cloud database.

[0046] It can also be understood that the SOC of the aforementioned power battery can be presented in the following forms: as a percentage, such as the current capacity of the power battery being 90%, which can represent the ratio of the remaining power battery capacity to the total capacity; or as a power value, such as the current capacity of the power battery being 10Ah, which can represent the actual remaining power battery capacity.

[0047] Step S22: In response to the current capacity being higher than the first balance threshold of the power battery, the anti-drag speed of the engine of the target vehicle is adjusted in segments according to the first balance strategy. The first balance strategy is used to perform open-loop control of the battery capacity balance of the target vehicle under coasting recovery conditions.

[0048] In one optional solution provided by step S22 above, the first balance threshold of the power battery can be the capacity value of the power battery when it is in a first balance state. It should also be noted that the first balance state and the first balance threshold can be preset by a technician. Accordingly, the first balance strategy can refer to an open-loop control method for balancing the battery capacity of the target vehicle based on the first balance threshold.

[0049] In the solution provided by this invention, the anti-towing speed of the engine can be the engine speed when the target vehicle is in a coasting state, and the engine starts to anti-tow the vehicle. Here, the anti-towing speed of the engine can be the actual anti-towing speed of the engine corresponding to the state of charge (SOC) of the vehicle's power battery being higher than the first balance threshold.

[0050] It can also be understood that the aforementioned coasting recovery condition refers to a condition in which the target vehicle moves under inertia without any accelerator or brake pedal signal input, and the energy generated during this movement is recovered. Specifically, this coasting recovery condition can include neutral coasting recovery and geared coasting recovery. When the target vehicle is in this coasting recovery condition, based on the aforementioned first balance threshold, the engine's anti-drag speed can be adjusted in stages.

[0051] Furthermore, it can be understood that the aforementioned open-loop control refers to a control method where the input does not depend on the output. Specifically, for example, when controlling a dishwasher, a cleaning time is set for the dishwasher, and the length of this cleaning time is not significantly dependent on the level of cleanliness. Correspondingly, in the solution provided by this invention, when the target vehicle is in the aforementioned coasting recovery condition, and the SOC of the power battery is higher than the aforementioned first balance threshold, the target discharge power of the power battery (output) is temporarily disregarded. Instead, based on the SOC of the power battery, the engine's anti-drag speed (input) is adjusted, thereby achieving open-loop control for balancing the vehicle's battery capacity.

[0052] Step S23: In response to the current capacity being higher than the second balance threshold of the power battery, the reverse drag speed is adjusted according to the target discharge power of the power battery in accordance with the second balance strategy. The second balance strategy is used to perform closed-loop control of the battery capacity balance of the target vehicle under coasting recovery conditions.

[0053] In one optional solution provided by step S23 above, the second balance threshold of the power battery can be the capacity value of the power battery when it is in a second balanced state. It is understood that the second balance state and the second balance threshold can be preset by a technician. Correspondingly, the second balance strategy can refer to a method of closed-loop control of the SOC balance of the target vehicle based on the second balance threshold. It should also be noted that the target discharge power of the power battery can be the discharge power of the power battery when the SOC of the target vehicle's power battery is in a balanced state.

[0054] In the solution provided by this invention, when the target vehicle is in the aforementioned coasting recovery condition, the engine's anti-drag speed is controlled in a closed loop based on the aforementioned second balancing strategy and the target discharge power of the vehicle's power battery. Here, the engine's anti-drag speed can be the actual engine anti-drag speed corresponding to when the SOC of the vehicle's power battery is higher than the aforementioned second balancing threshold.

[0055] It can also be understood that the aforementioned closed-loop control refers to the output end feeding back to the input end, thereby affecting the control method of the input end. Specifically, for example, when controlling a dishwasher, a cleaning degree detector is installed at the output end. First, a cleaning degree reference value is set. During the cleaning process, the detection results of the detector are continuously fed back to the input end of the dishwasher, and the detection results are compared with the set reference value to obtain a cleaning degree error value. The controller of the dishwasher judges this error value. When the error value is greater than 0, the control input end increases the cleaning time until the cleaning degree error value is 0 (indicating that the cleaning is clean). At this time, the continuous feedback and correction of the input end (i.e., the cleaning time) of the dishwasher constitutes closed-loop control.

[0056] Accordingly, when the target vehicle is in the aforementioned coasting recovery condition, and the SOC of the power battery is higher than the aforementioned second balance threshold, the reverse drag speed (input terminal) of the vehicle's engine is adjusted based on the target discharge power (output terminal) of the vehicle's power battery, thereby achieving closed-loop control of the vehicle's battery capacity balance.

[0057] The following is combined Figure 3 The above method is explained as shown in the figure. Figure 3 This is a schematic diagram of an optional vehicle control device according to an embodiment of the present invention, such as... Figure 3 As shown, engine 301 can be used to provide power to the target vehicle; generator 302 can be used to supply power to all equipment of the target vehicle; power battery 303 can be used to store electrical energy of the target vehicle; drive motor 304 can be used to drive the wheels of the target vehicle using power battery 303 as power; clutch 305 can be used to directly receive the power output from engine 301 and transmit it to the vehicle; coupler 306 can be used to connect engine 301 and drive motor 304 and decouple them.

[0058] Still as Figure 3 As shown, to balance the coasting recovery operation of the target vehicle with the State of Charge (SOC) of the vehicle's power battery, adjustments need to be made to the vehicle's engine 301 and power battery 303. Specifically, the SOC of the power battery 303 is first obtained and judged. When the SOC is higher than a first balance threshold, the anti-drag speed of the engine 301 is adjusted based on the corresponding first balance strategy. When the SOC is higher than a second balance threshold, the anti-drag speed of the engine 301 is adjusted based on the corresponding second balance strategy and in combination with the discharge power of the power battery 303. Ultimately, the coasting recovery power of the engine 301 and the anti-drag power are balanced, thereby achieving a balanced state between the vehicle's coasting recovery operation and the SOC of the power battery.

[0059] In this embodiment of the invention, the current capacity of the target vehicle's power battery is first obtained. In response to the current capacity exceeding a first balance threshold of the power battery, the reverse-dragging speed of the target vehicle's engine is adjusted in segments according to a first balance strategy. The first balance strategy is used for open-loop control of the target vehicle's battery capacity balance under coasting recovery conditions. In response to the current capacity exceeding a second balance threshold of the power battery, the reverse-dragging speed is adjusted according to the target discharge power of the power battery according to a second balance strategy. The second balance strategy is used for closed-loop control of the target vehicle's battery capacity balance under coasting recovery conditions. By actively cutting off the vehicle's engine fuel to reverse-dragging the engine's power consumption, coasting recovery torque is achieved, and the target power of the vehicle's battery is adjusted in feedback. This achieves a balance between the vehicle's coasting recovery power and the engine's reverse-dragging power consumption, thereby improving the balance between the vehicle's coasting recovery conditions and the battery's SOC, further enhancing the user experience. This solves the technical problem that related vehicle control methods cannot simultaneously address the drivability of the vehicle under coasting recovery conditions and the balance of the battery's SOC.

[0060] The methods described in the above embodiments of the present invention will be further described below.

[0061] In an optional embodiment, in step S22, adjusting the anti-drag speed of the target vehicle's engine in segments according to the first balancing strategy includes:

[0062] Step S221: Calculate the difference between the maximum charging threshold of the power battery and the current capacity to obtain the calculation result;

[0063] Step S222: Based on the calculation results, the reverse drag speed is adjusted in segments according to the first balancing strategy.

[0064] In the optional solutions provided in steps S221 to S222 above, the maximum charging threshold of the power battery can be the maximum energy capacity set at the factory. When the power battery is overcharged (i.e., exceeding the maximum energy capacity), it will not only reduce the service life of the power battery, but also pose safety hazards (such as spontaneous combustion, spontaneous explosion, etc.). It should also be noted that the above calculation result can be the difference obtained by subtracting the maximum charging threshold of the power battery from the current capacity. The calculation result can be presented in the form of a percentage (e.g., 10%) or a quantity value (e.g., 2Ah).

[0065] In the solution provided by this invention, the above results can be divided into different stages. Based on the stage of the calculation result and the first balancing strategy, different anti-drag speeds of the engine can be set to achieve segmented adjustment of the anti-drag speed of the vehicle's engine. For example, when the calculation result is less than a set first battery capacity offset value, the calculation result is divided into the first stage, and the anti-drag speed of the engine is set to N1. When the calculation result is less than a set second battery capacity offset value, the calculation result is divided into the second stage, and the anti-drag speed of the engine is set to N2, thereby achieving segmented adjustment of the anti-drag speed of the vehicle's engine.

[0066] In an optional embodiment, in step S222, adjusting the anti-drag speed in segments according to the first balancing strategy based on the calculation results includes:

[0067] Step S2221: Using the first balancing strategy, determine the first threshold, the second threshold, the first rotational speed, and the second rotational speed, wherein the first threshold is less than the second threshold, and the first rotational speed is greater than the second rotational speed;

[0068] Step S2222: In response to the calculation result being less than the first threshold, the reverse drag speed is switched to the first speed;

[0069] Step S2223: In response to the calculation result being greater than the second threshold, the reverse drag speed is switched to the second speed.

[0070] In the optional solutions provided in steps S2221 to S2223 above, the first threshold can be a first offset value of the maximum charging threshold, which can be used to characterize that the power battery is in a first equilibrium state. Correspondingly, the second threshold can be a second offset value of the maximum charging threshold, which can be used to characterize that the power battery is in a second equilibrium state. Accordingly, the first rotational speed can be the anti-drag speed of the vehicle engine when the power battery is in the first equilibrium state, and the second rotational speed can be the anti-drag speed of the vehicle engine when the power battery is in the second equilibrium state. Meanwhile, in order to distinguish that the target vehicle is in different stages, i.e., the vehicle's power battery is in different equilibrium states, the first threshold is set to be less than the second threshold, thereby the first rotational speed is greater than the second rotational speed.

[0071] It can also be understood that the sum of the minimum series speed of the engine of the target vehicle and the first speed offset value is greater than the first speed, and the second speed is the minimum series speed of the engine of the target vehicle.

[0072] In the solution provided by the present invention, the difference between the maximum charging threshold of the power battery of the target vehicle and the battery SOC is calculated. When the calculation result is less than the first threshold, it indicates that the power battery is in the first balance state, and thus the reverse dragging speed of the vehicle engine is switched to the first speed. Correspondingly, when the calculation result is greater than the second threshold, it indicates that the power battery is in the second balance state, and thus the reverse dragging speed of the vehicle engine is switched to the second speed.

[0073] The following will describe the above method in conjunction with Figure 3 、 Figure 4 as shown below. Figure 4 is a flowchart of an optional vehicle control process according to an embodiment of the present invention. As Figure 4 shown, when the target vehicle is in the coasting recovery working condition, the current SOC (denoted as M) of the power battery 303 of the vehicle is obtained, and it is judged whether the SOC value reaches a preset first balance threshold M1. Among them, the maximum charging threshold of the power battery 303 is M

[0074] , , 反拖 , Figure 4 , Figure 4 , 反拖 , Figure 4 , max ,

[0076] , max , Figure 4 ,

[0073] ,

[0075] ,

[0077] , , <00​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​Meanwhile, the actual charging power of the power battery 303 is denoted as P. 实际充电 Discharge consumption is denoted as P. 放电消耗 (Energy consumption when the power battery 303 supplies power to other equipment in the target vehicle), the coasting recovery power of the engine 301 is denoted as P. 回收 The reverse drag power is denoted as P. 反拖 Based on P 放电消耗 P 回收 P 反拖 P was calculated. 实际充电 The method can be shown in the following formula (2):

[0078] P 实际充电 =P 回收 -P 反拖 -P 放电消耗 Formula (2)

[0079] Still as Figure 3 , Figure 4 As shown, further, when the above-mentioned electrical charge difference m and the above-mentioned second threshold satisfy m>m3, the reverse drag speed of engine 301 is set to the second speed N2, where N2=N min N min The minimum reverse drag speed of engine 301 when connected in series (e.g., 1200 rpm) is set so that the reverse drag speed of engine 301 can be adjusted in segments based on the SOC of power battery 303.

[0080] Still as Figure 3 , Figure 4 As shown, during the segmented adjustment process described above, when the reverse drag speed of engine 301 switches between N1 and N2, in order to avoid abrupt changes in the reverse drag speed (e.g., suddenly switching from N1 to N2 without any transition), the Ramp function is used to process it to obtain a smooth change curve.

[0081] Specifically, Figure 5 This is a schematic diagram of an optional vehicle control method according to an embodiment of the present invention, such as... Figure 5 As shown, when the target vehicle is in the first equilibrium state, that is, when the current capacity of the power battery is greater than the first equilibrium threshold and less than the second equilibrium threshold, the reverse drag speed of the vehicle engine is adjusted in segments and the reverse drag speed is subjected to Ramp processing, so that the reverse drag speed can smoothly transition between the first reverse drag speed and the second reverse drag speed, which can prevent the reverse drag speed from fluctuating greatly during the switching, thereby avoiding the impact on the engine operation.

[0082] In an optional embodiment, in step S23, adjusting the reverse drag speed according to the target discharge power of the power battery, according to the second balancing strategy, includes:

[0083] Step S231: Determine the target discharge power of the power battery using the second balancing strategy;

[0084] Step S232: Calculate the target anti-drag power of the engine based on the target discharge power and the engine's maximum anti-drag power;

[0085] Step S233: Adjust the reverse towing speed according to the target reverse towing power.

[0086] In the optional solutions provided in steps S231 to S233 above, the target discharge power of the power battery can be the discharge power of the power battery calculated based on the second balance strategy when the target vehicle power battery is in the second balance state. Furthermore, the maximum anti-drag power of the engine can refer to the maximum power value that the engine can achieve when performing anti-drag.

[0087] It should also be noted that the target reverse drag power mentioned above can be calculated by taking the target discharge power of the vehicle's power battery and the maximum reverse drag power of the vehicle's engine when the target vehicle's power battery is in the second equilibrium state. The calculation result can be used to adjust the reverse drag speed of the engine so that the vehicle's power battery is stable in the current second equilibrium state.

[0088] In an optional embodiment, in step S231, determining the target discharge power of the power battery using the second balancing strategy includes:

[0089] Step S2311: Using the second balancing strategy, determine the discharge power adjustment rule, wherein the discharge power adjustment rule is used to determine the expected discharge power of the power battery under coasting recovery conditions.

[0090] Step S2312: Adjust the power battery in real time according to the discharge power adjustment rules to determine the target discharge power.

[0091] In the optional solutions provided in steps S2311 to S2312 above, the discharge power adjustment rule can be a method that, in order to keep the vehicle's power battery in a balanced state, adjusts the discharge power of the vehicle's power battery to the expected discharge power when the target vehicle is in the above coasting recovery condition.

[0092] In the solution provided by the present invention, when the target vehicle is in the above-mentioned coasting recovery condition, the discharge power adjustment rule of the vehicle is determined based on the above-mentioned second balance strategy. Then, the discharge power of the vehicle's power battery is adjusted in real time using the above-mentioned discharge power adjustment rule until the power battery is in the second balance state. Then, the current discharge power of the vehicle's power battery in the balance state is determined as the target discharge power.

[0093] In an optional embodiment, in step S2312, the discharge power adjustment rule is integral control adjustment, and the power battery is adjusted in real time according to the discharge power adjustment rule to determine the target discharge power, including:

[0094] Step S23121: In response to the actual discharge power of the power battery being less than the first discharge threshold, the integral control adjustment of the power battery is triggered.

[0095] Step S23122: In response to the actual discharge power of the power battery being greater than the second discharge threshold, the integral control adjustment of the power battery is stopped, wherein the second discharge threshold is greater than the first discharge threshold.

[0096] Step S23123: Perform integral control adjustment on the power battery to obtain the target discharge power.

[0097] In the optional solutions provided in steps S23121 to S23123 above, the first discharge threshold can be a first preset condition for adjusting the power battery. When the first preset condition is met, the integral control adjustment of the power battery is triggered. The first discharge threshold can be used to characterize that the actual discharge power of the power battery is very small, or lower than the discharge power corresponding to the discharge demand of the power battery in the second equilibrium state. Correspondingly, the second discharge threshold can be a second preset condition for adjusting the power battery. When the second preset condition is met, the integral control adjustment of the power battery is stopped. The second discharge threshold can be used to characterize that the current actual discharge power of the power battery can meet the discharge demand of the power battery.

[0098] It should also be noted that, in order to achieve the desired adjustment effect, the second discharge threshold can be preset to be greater than the first discharge threshold. Furthermore, the integral control adjustment can be used to adjust the power battery to achieve a desired equilibrium state. This integral control adjustment may include an adjustment method for the power battery when the first preset condition (corresponding to the actual discharge power of the power battery being less than the first discharge threshold) is met, and may also include an adjustment method for the power battery when the second preset condition (corresponding to the actual discharge power of the power battery being greater than the second discharge threshold) is met.

[0099] In the solution provided by the present invention, when the target vehicle is in the above-mentioned coasting recovery working condition, in order to prevent frequent fluctuations in the discharge power of the vehicle's power battery, an integral control method can be used to adjust the power battery. Specifically, still as Figure 3 , Figure 4 shown, the first discharge threshold of the power battery 303 is P1 (such as 0.3KW), and the second discharge threshold is P2 (such as 0.8KW), where P2 > P1, and the target discharge power of the power battery 303 is P 目标放电 . When the actual discharge power P of the power battery 303 satisfies P < P1, I integral is used to perform integral control adjustment on the power battery 303. When the actual discharge power P of the power battery 303 satisfies P > P2, the integral control adjustment of the power battery 303 is stopped, that is, the I integral is in a locked state and the current integral value remains unchanged. When the power battery 303 exits the current second balance state, or when the power battery 303 re-enters the second balance state, the I integral is reset, so as to ensure that the power battery 303 is at the target discharge power when the engine 303 drags the generator 302 in reverse to balance the coasting recovery power, thereby improving the balance between the vehicle coasting recovery working condition and the battery SOC.

[0100] In an optional embodiment, in step S232, calculating the target reverse drag power of the engine based on the target discharge power and the maximum reverse drag power of the engine includes:

[0101] Step S2321, calculating the maximum reverse drag power of the engine based on the preset speed threshold of the engine;

[0102] Step S2322, determining the coasting recovery power of the target vehicle according to the maximum reverse drag power of the engine;

[0103] Step S2323, determining the target reverse drag power by using the target discharge power, the maximum reverse drag power and the coasting recovery power.

[0104] In the optional solution provided in the above steps S2321 to the above steps S2323, the preset speed threshold may be the maximum reverse drag speed value set by the engine at the factory. By calculating the maximum reverse drag speed value and the reverse drag torque of the engine, the maximum reverse drag power of the engine can be obtained. Considering that when the target vehicle is in the above-mentioned coasting recovery working condition, the reverse drag power of the vehicle engine reserves a certain ability (corresponding adjustment power) to adjust the target discharge power of the vehicle's power battery. Therefore, based on the maximum reverse drag power of the engine and the adjustment reserve power, the coasting recovery power of the vehicle can be calculated. Furthermore, based on the coasting recovery power, the maximum reverse drag power of the engine and the target discharge power of the power battery, the target reverse drag power of the engine can be calculated.

[0105] It should also be noted that the aforementioned coasting recovery power can be the power used to recover excess energy released by the target vehicle when it is in a coasting state. Furthermore, the aforementioned target reverse drag power can refer to the reverse drag power of the vehicle's engine when the target vehicle's coasting recovery state is in equilibrium with the vehicle's battery's state of charge (SOC).

[0106] Continue to combine Figure 3 , Figure 4 The above methods will be explained, such as Figure 3 , Figure 4 As shown, the maximum reverse drag power of engine 301 is denoted as P. max The regulation power of engine 301 on power battery 303 is denoted as P. 调节 The target anti-drag power of engine 301 is denoted as P. 目标反拖 The maximum reverse drag speed of engine 301 is N. max , where N max =N min +n2, where n2 is the offset of the anti-tow speed when engine 301 is at its highest anti-tow speed.

[0107] Still as Figure 3 , Figure 4 As shown, when the current SOC value of the power battery 303 reaches the preset second balance threshold M2, the second balance strategy is executed, first based on N. min The maximum range of the reverse drag power of engine 301 is calculated by considering n2 and the reverse drag torque T of engine 301. This calculation method can be shown in the following formula (3):

[0108] P max ≤(N min +n2)×T formula (3)

[0109] Next, based on P max P 调节 P was calculated. 回收 The calculation method can be shown in the following formula (4):

[0110] P 回收 =P max -P 调节 Formula (4)

[0111] Furthermore, based on P max P 目标放电 P 回收 P was calculated. 目标反拖 The calculation method can be shown in the following formula (5):

[0112] P 目标反拖 =MIN(P回收 +P 目标放电 P max ) Formula (5)

[0113] In the above optional embodiments, the technical effect that can be achieved is: based on the engine's coasting recovery power, maximum anti-drag power and the target discharge power of the power battery, the target anti-drag power of the engine is calculated, so that the target anti-drag power and the target discharge power of the power battery are kept in balance, thereby improving the balance between the vehicle's coasting recovery condition and the battery's SOC.

[0114] In an optional embodiment, step S233, adjusting the reverse towing speed according to the target reverse towing power includes:

[0115] Step S2331: Calculate the third rotational speed based on the target reverse drag power;

[0116] Step S2332: Switch the reverse drag speed to the third speed.

[0117] In the optional solutions provided in steps S2331 to S2332 above, the third speed can be the anti-tow speed of the vehicle engine when the target vehicle's coasting recovery condition and the state of charge (SOC) of the vehicle's power battery are in balance. Specifically, based on the target anti-tow power of the target vehicle and the anti-tow torque of the vehicle engine, the target anti-tow speed (third speed) of the vehicle engine can be calculated. The current anti-tow speed of the vehicle engine is then switched to the target anti-tow speed, thereby ensuring that the vehicle's coasting recovery condition and the SOC of the vehicle's power battery are in balance.

[0118] Still as Figure 3 , Figure 4 As shown, the third speed of engine 301 is the target reverse drag speed, denoted as N. 目标 Based on the target anti-drag power P of engine 301 目标反拖 N was calculated 目标 The method can be shown in the following formula (6):

[0119]

[0120] Furthermore, the reverse drag speed of engine 301 is switched to the target reverse drag speed N. 目标 This allows for the calculation of the target anti-drag recovery power and anti-drag torque based on the engine 301, and the target anti-drag speed of the engine 301. After adjusting the anti-drag speed of the engine 301 to the target anti-drag speed, the target anti-drag power of the engine 301 and the target discharge power of the power battery 303 can be kept in balance, thereby improving the balance between the vehicle coasting recovery condition and the battery SOC.

[0121] Still as Figure 3 , Figure 4 As shown, the reverse towing speed of engine 301 is switched to the target reverse towing speed N. 目标 In the process, in order to avoid N 目标 If an abrupt change occurs (e.g., a sudden switch from N1 to N2 without any transition), use the Ramp function to process it and obtain a smooth change curve.

[0122] Specifically, Figure 6 This is a schematic diagram of another optional vehicle control method according to an embodiment of the present invention, such as... Figure 6 As shown, when the target vehicle is in the second equilibrium state, that is, when the current capacity of the power battery is greater than the second equilibrium threshold, the reverse drag speed of the vehicle engine is adjusted by integral control (the above I integral adjustment) to obtain the target reverse drag speed. The reverse drag speed is then subjected to Ramp processing to make the reverse drag speed transition smoothly during switching, which can prevent the reverse drag speed from fluctuating greatly during switching, thereby avoiding the impact on engine operation.

[0123] In this embodiment, a vehicle control device is also provided, which is used to implement the above embodiments and preferred embodiments, and will not be repeated as already described. As used below, a "module" is a combination of software and / or hardware that can perform a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0124] Figure 7 This is a structural block diagram of a vehicle control device according to an embodiment of the present invention, such as... Figure 7 As shown, the device includes:

[0125] The acquisition module 71 is used to acquire the current capacity of the power battery of the target vehicle;

[0126] The first control module 72 is used to respond to the current capacity being higher than the first balance threshold of the power battery, and to adjust the anti-drag speed of the engine of the target vehicle in segments according to the first balance strategy. The first balance strategy is used to perform open-loop control of the battery capacity balance of the target vehicle under coasting recovery conditions.

[0127] The second control module 73 is used to respond to the second balance threshold of the power battery when the current capacity is higher than the second balance threshold, and to adjust the anti-drag speed according to the target discharge power of the power battery according to the second balance strategy. The second balance strategy is used to perform closed-loop control of the battery capacity balance of the target vehicle under coasting recovery conditions.

[0128] Optionally, the first control module 72 is further configured to: adjust the anti-drag speed of the engine of the target vehicle in segments according to the first balancing strategy, including: calculating the difference between the maximum charging threshold of the power battery and the current capacity, and obtaining the calculation result; and adjusting the anti-drag speed in segments according to the calculation result and the first balancing strategy.

[0129] Optionally, the first control module 72 is further configured to: adjust the anti-tow speed in segments according to the calculation result and the first balancing strategy, including: using the first balancing strategy to determine a first threshold, a second threshold, a first speed and a second speed, wherein the first threshold is less than the second threshold and the first speed is greater than the second speed; in response to the calculation result being less than the first threshold, switch the anti-tow speed to the first speed; in response to the calculation result being greater than the second threshold, switch the anti-tow speed to the second speed.

[0130] Optionally, the second control module 73 is further configured to: adjust the reverse drag speed according to the target discharge power of the power battery according to the second balancing strategy, including: determining the target discharge power of the power battery using the second balancing strategy; calculating the target reverse drag power of the engine based on the target discharge power and the maximum reverse drag power of the engine; and adjusting the reverse drag speed according to the target reverse drag power.

[0131] Optionally, the second control module 73 is further configured to: determine the target discharge power of the power battery using the second balancing strategy, including: determining the discharge power adjustment rule using the second balancing strategy, wherein the discharge power adjustment rule is used to determine the expected discharge power of the power battery under coasting recovery conditions; and adjusting the power battery in real time according to the discharge power adjustment rule to determine the target discharge power.

[0132] Optionally, the second control module 73 is further configured to: use integral control adjustment as the discharge power adjustment rule, and adjust the power battery in real time according to the discharge power adjustment rule to determine the target discharge power, including: triggering integral control adjustment of the power battery in response to the actual discharge power of the power battery being less than a first discharge threshold; stopping integral control adjustment of the power battery in response to the actual discharge power of the power battery being greater than a second discharge threshold, wherein the second discharge threshold is greater than the first discharge threshold; and performing integral control adjustment on the power battery to obtain the target discharge power.

[0133] Optionally, the second control module 73 is further configured to: calculate the target anti-drag power of the engine based on the target discharge power and the engine's maximum anti-drag power, including: calculating the maximum anti-drag power of the engine based on a preset speed threshold of the engine; determining the coasting recovery power of the target vehicle based on the engine's maximum anti-drag power; and determining the target anti-drag power using the target discharge power, the maximum anti-drag power, and the coasting recovery power.

[0134] Optionally, the second control module 73 is further configured to: adjust the anti-towing speed according to the target anti-towing power, including: calculating based on the target anti-towing power to obtain a third speed; and switching the anti-towing speed to the third speed.

[0135] It should be noted that the above modules can be implemented by software or hardware. For the latter, they can be implemented in the following ways, but are not limited to: all the above modules are located in the same processor; or, the above modules are located in different processors in any combination.

[0136] In this embodiment, a storage medium is also provided, which includes a stored program, wherein the program controls the device where the storage medium is located to execute any of the aforementioned vehicle control methods when it is running.

[0137] Optionally, in this embodiment, the storage medium can be configured as a program for performing the following steps:

[0138] Step S1: Obtain the current capacity of the target vehicle's power battery;

[0139] Step S2: In response to the current capacity being higher than the first balance threshold of the power battery, the anti-drag speed of the engine of the target vehicle is adjusted in segments according to the first balance strategy. The first balance strategy is used to perform open-loop control of the battery capacity balance of the target vehicle under coasting recovery conditions.

[0140] Step S3: In response to the current capacity being higher than the second balance threshold of the power battery, the reverse drag speed is adjusted according to the target discharge power of the power battery in accordance with the second balance strategy. The second balance strategy is used to perform closed-loop control of the battery capacity balance of the target vehicle under coasting recovery conditions.

[0141] Optionally, in this embodiment, the storage medium may include, but is not limited to, various media capable of storing computer programs, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0142] According to another aspect of the present invention, a vehicle is also provided, including an on-board memory and an on-board processor, wherein the on-board memory stores a computer program and the on-board processor is configured to run the computer program to execute the vehicle control method of any of the foregoing embodiments.

[0143] Optionally, in this embodiment, the on-board processor can be configured to perform the following steps via a computer program:

[0144] Step S1: Obtain the current capacity of the target vehicle's power battery;

[0145] Step S2: In response to the current capacity being higher than the first balance threshold of the power battery, the anti-drag speed of the engine of the target vehicle is adjusted in segments according to the first balance strategy. The first balance strategy is used to perform open-loop control of the battery capacity balance of the target vehicle under coasting recovery conditions.

[0146] Step S3: In response to the current capacity being higher than the second balance threshold of the power battery, the reverse drag speed is adjusted according to the target discharge power of the power battery in accordance with the second balance strategy. The second balance strategy is used to perform closed-loop control of the battery capacity balance of the target vehicle under coasting recovery conditions.

[0147] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments and their optional implementations, which will not be repeated here.

[0148] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0149] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0150] In the several embodiments provided by this invention, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection can be through some interfaces; the indirect coupling or communication connection of units or modules can be electrical or other forms.

[0151] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0152] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0153] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0154] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A vehicle control method, characterized in that, include: Obtain the current capacity of the target vehicle's power battery; In response to the current capacity being higher than the first balance threshold of the power battery, the anti-drag speed of the engine of the target vehicle is adjusted in segments according to the first balance strategy, wherein the first balance strategy is used to perform open-loop control of the battery capacity balance of the target vehicle under coasting recovery conditions. In response to the current capacity being higher than the second balance threshold of the power battery, the anti-drag speed is adjusted according to the target discharge power of the power battery in accordance with the second balance strategy, wherein the second balance strategy is used to perform closed-loop control of the battery capacity balance of the target vehicle under coasting recovery conditions. According to the first balancing strategy, segmented adjustment of the anti-drag speed of the engine of the target vehicle includes: calculating the difference between the maximum charging threshold of the power battery and the current capacity to obtain a calculation result; using the first balancing strategy, determining a first threshold, a second threshold, a first speed, and a second speed, wherein the first threshold is less than the second threshold, and the first speed is greater than the second speed; in response to the calculation result being less than the first threshold, switching the anti-drag speed to the first speed; in response to the calculation result being greater than the second threshold, switching the anti-drag speed to the second speed; According to the second balancing strategy, adjusting the anti-tow speed based on the target discharge power of the power battery includes: using the second balancing strategy to determine a discharge power adjustment rule, wherein the discharge power adjustment rule is used to determine the expected discharge power of the power battery under coasting recovery conditions, and the discharge power adjustment rule is integral control adjustment; in response to the actual discharge power of the power battery being less than a first discharge threshold, triggering the integral control adjustment of the power battery; in response to the actual discharge power of the power battery being greater than a second discharge threshold, stopping the integral control adjustment of the power battery, wherein the second discharge threshold is greater than the first discharge threshold; performing the integral control adjustment on the power battery to obtain the target discharge power; calculating the target anti-tow power of the engine based on the target discharge power and the maximum anti-tow power of the engine; and adjusting the anti-tow speed according to the target anti-tow power.

2. The vehicle control method according to claim 1, characterized in that, The target anti-drag power of the engine is calculated based on the target discharge power and the engine's maximum anti-drag power, and includes: The maximum reverse drag power of the engine is obtained by calculating based on the preset speed threshold of the engine. The coasting recovery power of the target vehicle is determined based on the maximum anti-drag power of the engine. The target anti-drag power is determined using the target discharge power, the maximum anti-drag power, and the coasting recovery power.

3. The vehicle control method according to claim 1, characterized in that, Adjusting the reverse drag speed according to the target reverse drag power includes: The third rotational speed is calculated based on the target anti-drag power. Switch the anti-drag speed to the third speed.

4. A vehicle control device, characterized in that, The apparatus for implementing the vehicle control method according to any one of claims 1 to 3, the apparatus comprising: The acquisition module is used to obtain the current capacity of the target vehicle's power battery; The first control module is used to respond to the current capacity being higher than the first balance threshold of the power battery, and to adjust the anti-drag speed of the engine of the target vehicle in segments according to the first balance strategy, wherein the first balance strategy is used to perform open-loop control of the battery capacity balance of the target vehicle under coasting recovery conditions. The second control module is used to respond to the current capacity being higher than the second balance threshold of the power battery, and to adjust the anti-drag speed according to the target discharge power of the power battery according to the second balance strategy. The second balance strategy is used to perform closed-loop control of the battery capacity balance of the target vehicle under coasting recovery conditions.

5. A vehicle, comprising an on-board memory and an on-board processor, characterized in that, The on-board memory stores a computer program, and the on-board processor is configured to run the computer program to execute the vehicle control method of any one of claims 1 to 3.

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