Vehicle power control method, control unit, hybrid power system, and vehicle

Abstract

The application discloses a vehicle power control method, a control unit, a hybrid power system and a vehicle. The method comprises the following steps: acquiring an environmental pressure parameter and a power parameter, wherein the power parameter comprises a current SOC, an external set SOC and an internal set SOC; determining a first target SOC according to the environmental pressure parameter and the power parameter; and controlling a generator control unit and an engine control unit of the vehicle to work according to the first target SOC. In the vehicle power control process, the method can comprehensively consider the power parameter of the power battery and the environmental pressure parameter of the external environment, so as to guarantee the power performance and the driving performance of the vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a vehicle power control method, a control unit, a hybrid power system, and a vehicle. Background Technology

[0002] In current vehicles, the target SOC for the power battery is primarily determined by either an externally set SOC or an internally set SOC, and the battery's charge level is controlled based on this target SOC. The externally set SOC is the desired charge level that the driver inputs via the instrument panel or multimedia system. The internally set SOC is pre-set by the system's internal program, determining the required charge level based on current vehicle data.

[0003] This method of controlling the power battery's charge based on externally or internally set SOC does not comprehensively consider changes in the power battery's performance and the impact of external environmental pressures, which can lead to poor vehicle power and driving performance. Summary of the Invention

[0004] This invention provides a vehicle power control method, a control unit, a hybrid power system, and a vehicle to address the problem that current vehicle power control processes do not consider the performance changes of the power battery and the influence of external environmental pressure, thus affecting its power and driving performance.

[0005] This invention provides a vehicle power control method, comprising:

[0006] Acquire environmental pressure parameters and power parameters, wherein the power parameters include the current SOC, the externally set SOC, and the internally set SOC;

[0007] The first target SOC is determined based on the environmental pressure parameters and the power parameters;

[0008] Based on the first target SOC, control the operation of the vehicle's generator control unit and engine control unit.

[0009] Preferably, before determining the first target SOC based on the environmental pressure parameters and the power parameters, the vehicle power control method further includes:

[0010] Based on the aforementioned power parameters, the vehicle operating mode is determined;

[0011] Control the vehicle operation according to the vehicle operation mode;

[0012] The vehicle operating modes include maintaining SOC mode and adjusting SOC mode.

[0013] Preferably, determining the vehicle operating mode based on the power parameters includes:

[0014] Compare the current SOC, the externally set SOC, and the internally set SOC;

[0015] If the current SOC is the maximum value, then the vehicle operation mode is determined to be the SOC maintenance mode;

[0016] If the current SOC is not at its maximum value, then the vehicle operating mode is determined to be the SOC adjustment mode.

[0017] Preferably, determining the first target SOC based on the environmental pressure parameter and the dynamic parameter includes:

[0018] If the vehicle operating mode is the SOC adjustment mode, then the externally set SOC and the internally set SOC are compared, and the larger of the two values ​​is determined as the first target SOC.

[0019] Preferably, controlling the operation of the vehicle's generator control unit and engine control unit according to the first target SOC includes:

[0020] If the internally set SOC is the first target SOC, then the current battery degradation coefficient and the current altitude coefficient are obtained based on the environmental pressure parameter and the current SOC.

[0021] If the current battery degradation coefficient and the current plateau coefficient meet the preset conditions, then the second target SOC is determined based on the first target SOC, the current battery degradation coefficient, and the current plateau coefficient.

[0022] Based on the second target SOC, determine the target power generation torque and the target power generation speed;

[0023] The generator control unit and engine control unit of the vehicle are controlled to operate according to the target power generation torque and the target power generation speed.

[0024] The preset conditions are that the current battery degradation coefficient is greater than the maximum degradation coefficient threshold, and the current plateau coefficient is greater than the maximum plateau coefficient threshold.

[0025] Preferably, after obtaining the current battery degradation coefficient and the current altitude coefficient, the vehicle power control method further includes:

[0026] If the current battery degradation coefficient and the current plateau coefficient do not meet the preset conditions, the target power generation torque is determined according to the economic curve, and the target power generation speed is determined according to the economic curve and the NVH curve.

[0027] Preferably, determining the second target SOC based on the first target SOC, the current battery degradation coefficient, and the current altitude coefficient includes:

[0028] Based on the current battery degradation coefficient and the first target SOC, obtain the first updated SOC;

[0029] Based on the current plateau coefficient and the first target SOC, obtain the second updated SOC;

[0030] The larger value between the first updated SOC and the second updated SOC is determined as the second target SOC.

[0031] Preferably, obtaining the first updated SOC based on the current battery degradation coefficient and the first target SOC includes:

[0032] The current battery degradation coefficient is compared with at least one degradation coefficient critical threshold to determine the target degradation coefficient range corresponding to the current battery degradation coefficient;

[0033] The first update coefficient is determined based on the target attenuation coefficient range;

[0034] The first updated SOC is obtained based on the first update coefficient and the first target SOC.

[0035] Preferably, obtaining the second updated SOC based on the current plateau coefficient and the first target SOC includes:

[0036] The current plateau coefficient is compared with at least one plateau coefficient critical threshold to determine the target plateau coefficient range corresponding to the current plateau coefficient.

[0037] The second update coefficient is determined based on the target plateau coefficient range;

[0038] The second updated SOC is obtained based on the second update coefficient and the first target SOC.

[0039] Preferably, after comparing the current plateau coefficient with at least one plateau coefficient threshold to determine the target plateau coefficient range corresponding to the current plateau coefficient, the vehicle dynamic control method further includes:

[0040] The third update coefficient is determined based on the target plateau coefficient range;

[0041] Based on the third update coefficient and the maximum power corresponding to the non-critical external equipment, determine the allowable power for the non-critical external equipment.

[0042] The generator control unit and engine control unit are controlled to operate according to the allowable power of the non-critical external equipment.

[0043] Preferably, determining the target power generation torque and target power generation speed based on the second target SOC includes:

[0044] The target power generation torque is determined based on the second target SOC and the external characteristic curve, and the target power generation speed is determined based on the target SOC and the maximum power curve.

[0045] Preferably, before determining the target power generation torque and target power generation speed based on the second target SOC, the vehicle power control method further includes:

[0046] The second target SOC is compared with the full charge threshold. If the second target SOC is greater than or equal to the full charge threshold, then the full charge threshold is used as the second target SOC.

[0047] Preferably, controlling the operation of the vehicle's generator control unit and engine control unit according to the first target SOC includes:

[0048] If the externally set SOC is the first target SOC, then the target power generation torque is determined according to the economic curve, and the target power generation speed is determined according to the economic curve and the NVH curve.

[0049] The generator control unit and engine control unit of the vehicle are controlled to operate according to the target generator torque and target generator speed.

[0050] Preferably, the acquisition of environmental pressure parameters and dynamic parameters includes:

[0051] Acquire current vehicle data and determine whether the current vehicle data meets the SOC active conditions;

[0052] If the current vehicle data meets the SOC active condition, then the environmental pressure parameter and the power parameter are obtained.

[0053] This invention provides a control unit, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the above-described vehicle power control method.

[0054] This invention provides a hybrid power system, including the aforementioned control unit, an engine control unit and a generator control unit connected to the control unit, and external electrical equipment connected to the control unit.

[0055] This invention provides a vehicle including the aforementioned hybrid power system.

[0056] The aforementioned vehicle power control method, control unit, hybrid power system, and vehicle, based on environmental pressure parameters and power parameters, comprehensively consider power conversion efficiency, customer needs, and design requirements to determine the first target SOC. Then, based on the first target SOC, the vehicle's generator control unit and engine control unit are controlled to operate, so that the control process comprehensively considers the power parameters of the power battery and the environmental pressure parameters of the external environment, thereby ensuring the vehicle's power and driving performance. Attached Figure Description

[0057] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0058] Figure 1 This is a schematic diagram of a hybrid power system according to an embodiment of the present invention;

[0059] Figure 2 This is a flowchart of a vehicle power control method according to an embodiment of the present invention;

[0060] Figure 3 This is another flowchart of a vehicle power control method according to one embodiment of the present invention;

[0061] Figure 4 This is another flowchart of a vehicle power control method according to one embodiment of the present invention;

[0062] Figure 5 This is another flowchart of a vehicle power control method according to one embodiment of the present invention;

[0063] Figure 6 This is another flowchart of a vehicle power control method according to one embodiment of the present invention;

[0064] Figure 7 This is another flowchart of a vehicle power control method according to one embodiment of the present invention;

[0065] Figure 8 This is another flowchart of a vehicle power control method according to one embodiment of the present invention;

[0066] Figure 9 This is another flowchart of a vehicle power control method according to one embodiment of the present invention;

[0067] Figure 10 This is another flowchart of a vehicle power control method according to one embodiment of the present invention;

[0068] Figure 11 This is another flowchart of a vehicle power control method in one embodiment of the present invention. Detailed Implementation

[0069] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0070] The vehicle power control method provided in this invention can be applied to vehicles, specifically to vehicle hybrid power systems. Figure 1 As shown, the hybrid power system includes a control unit, an engine control unit and a generator control unit connected to the control unit, and external electrical devices connected to the control unit. In this example, the hybrid power system also includes a battery management unit, external input devices, and a vehicle mode switch unit. The control unit can acquire sensor data such as the power gear status signal collected by the vehicle mode switch unit, the vehicle speed signal collected by the vehicle speed sensor, and the ambient temperature signal collected by the temperature sensor; it can also acquire fault detection data of each power subsystem and its components, including fault codes, fault levels, and fault states. The engine control unit can acquire sensor data such as the intake air pressure signal collected by the pressure sensor and the coolant temperature signal collected by the temperature sensor, and send them to the control unit. The battery management unit is used to acquire battery status data such as the voltage signal, current signal, and battery temperature signal of the power battery.

[0071] In one embodiment, such as Figure 2 As shown, a vehicle power control method is provided, which is applied to... Figure 1 Taking the control unit in the example, the explanation includes the following steps:

[0072] S201: Acquire environmental pressure parameters and power parameters, including current SOC, externally set SOC, and internally set SOC;

[0073] S202: Determine the first target SOC based on environmental pressure parameters and dynamic parameters;

[0074] S203: Control the operation of the vehicle's generator control unit and engine control unit according to the first target SOC.

[0075] Among these, environmental pressure parameters are parameters related to the environmental pressure collected at the current moment. Power parameters are parameters related to the power battery. In this example, power parameters include, but are not limited to, current SOC, externally set SOC, and internally set SOC. Current SOC is the SOC of the power battery collected and calculated at the current moment, specifically the SOC calculated and determined in real time by the power battery management unit based on the voltage and current signals of the power battery. Externally set SOC is the desired battery charge level input by the driver through external input devices such as the instrument panel or multimedia system; that is, the externally set SOC is the SOC that the driver expects to maintain, meeting the driver's customer needs. Internally set SOC is preset by the system's internal program, determining the required battery charge level based on current vehicle data; that is, the internally set SOC is the desired SOC determined by the system's internal program, meeting the design requirements of the system's internal program.

[0076] As an example, in step S201, the control unit can acquire the environmental pressure parameters collected in real time by the pressure sensor and the power parameters corresponding to the power battery. The power parameters include the current SOC sent in real time by the power battery management unit, the externally set SOC input by the driver through external input devices such as instruments or multimedia, and the internally set SOC calculated by the system's internal program, so as to perform power control based on the environmental pressure parameters and power parameters (including but not limited to the current SOC, externally set SOC and internally set SOC) to achieve vehicle power control.

[0077] The first target SOC is determined based on environmental pressure parameters and power parameters to determine the amount of charge that the power battery needs to maintain at the current moment.

[0078] As an example, in step S202, after acquiring the environmental pressure parameters and power parameters, the control unit uses the SOC calculation logic pre-set based on power conversion efficiency, customer needs and design requirements to calculate the environmental pressure parameters and power parameters to determine the first target SOC, so that the first target SOC can take into account power conversion efficiency, customer needs and design requirements.

[0079] As an example, in step S203, after determining the first target SOC, the control unit can control the vehicle's generator control unit and engine control unit to work according to the first target SOC. Specifically, the generator control unit controls the generator to work, and the engine control unit controls the engine to work. During the operation of the generator control unit and engine control unit, the power parameters of the power battery and the environmental pressure parameters of the external environment can be comprehensively considered, thereby ensuring the vehicle's power and driving performance.

[0080] In this embodiment, based on environmental pressure parameters and power parameters, and taking into account power conversion efficiency, customer needs, and design requirements, a first target SOC is determined. Then, based on the first target SOC, the vehicle's generator control unit and engine control unit are controlled to operate, so that the control process comprehensively considers the power parameters of the power battery and the environmental pressure parameters of the external environment, thereby ensuring the vehicle's power and driving performance.

[0081] In one embodiment, such as Figure 3 As shown, before determining the first target SOC based on environmental pressure parameters and power parameters, the vehicle power control method also includes:

[0082] S301: Determine the vehicle operating mode based on power parameters;

[0083] S302: Control vehicle operation according to vehicle operating mode;

[0084] Among them, vehicle operation modes include maintaining SOC mode and adjusting SOC mode.

[0085] Here, vehicle operating mode refers to the current operating mode of the vehicle. As an example, the vehicle operating mode can be either the maintain SOC mode or the adjust SOC mode. The maintain SOC mode is the operating mode that needs to maintain the target SOC at the current moment. The adjust SOC mode is the operating mode that needs to adjust the target SOC at the current moment.

[0086] As an example, in step S301, the control unit can determine the vehicle operating mode based on the power parameters collected at the current moment. Specifically, this includes: based on the current SOC, the externally set SOC, and the internally set SOC obtained at the current moment, and comprehensively considering power conversion efficiency, customer needs, and design requirements, determining either the maintain SOC mode or the adjust SOC mode as the vehicle operating mode. In this example, the control unit can determine the vehicle operating mode based on the comparison result of the current SOC, the externally set SOC, and the internally set SOC.

[0087] As an example, in step S302, after determining the vehicle operating mode based on the power parameters, the control unit needs to control the vehicle operation according to the vehicle operating mode. That is, when the vehicle operating mode is to maintain the SOC mode, the vehicle operation is controlled based on the same target SOC; when the vehicle operating mode is to adjust the SOC mode, the vehicle operation is controlled based on the target SOC determined in real time, so as to achieve the goal of taking into account power conversion efficiency, customer needs and design requirements.

[0088] In this embodiment, the vehicle operation is controlled according to the vehicle operation mode determined by the power parameters, so that the target SOC of the power battery can achieve the purpose of balancing power conversion efficiency, customer needs and design requirements during vehicle operation, which helps to ensure the vehicle's power and driving performance.

[0089] In one embodiment, such as Figure 4 As shown, step S301, which determines the vehicle operating mode based on the power parameters, includes:

[0090] S401: Compare the current SOC, the externally set SOC, and the internally set SOC;

[0091] S402: If the current SOC is the maximum value, then determine the vehicle operation mode to maintain SOC mode;

[0092] S403: If the current SOC is not at its maximum value, then the vehicle operating mode is determined to be the SOC adjustment mode.

[0093] As an example, in step S301, when the control unit determines its vehicle operating mode based on the power parameters, it needs to compare the magnitudes of the current SOC, the externally set SOC, and the internally set SOC in order to determine the vehicle operating mode based on the comparison results.

[0094] As an example, in step S302, when the current SOC is at its maximum value—that is, when the current SOC is greater than both the externally set SOC and the internally set SOC—the control unit can determine the vehicle's operating mode as a SOC maintenance mode. In this example, when the current SOC is at its maximum value, it can be determined that the current SOC of the power battery meets both the driver's customer needs and the design requirements of the system's internal program. At this time, there is no need to adjust the target SOC. Therefore, the vehicle's operating mode is determined to be a SOC maintenance mode, so that the vehicle does not undergo mode switching, maximizing the vehicle's power conversion efficiency and avoiding energy loss caused by mode switching.

[0095] As an example, in step S303, when the current SOC is not at its maximum value (i.e., the current SOC is not greater than the externally set SOC or the internally set SOC), the control unit can determine the vehicle's motion mode as the SOC adjustment mode. In this example, when the current SOC is not at its maximum value, it can be determined that the current SOC of the power battery does not meet the driver's customer needs or the design requirements of the system's internal program. In this case, it is necessary to adjust the target SOC to achieve the goal of balancing customer needs and design requirements.

[0096] In this embodiment, when the current SOC is the maximum value among the current SOC, the externally set SOC, and the internally set SOC, the vehicle operation mode is determined to be the SOC maintenance mode, which can ensure the highest power conversion efficiency; when the current SOC is not the maximum value among the current SOC, the externally set SOC, and the internally set SOC, the vehicle operation mode is determined to be the SOC adjustment mode, so as to take into account both customer needs and design requirements.

[0097] In one embodiment, determining a first target SOC based on environmental pressure parameters and dynamic parameters includes:

[0098] If the vehicle's operating mode is the SOC adjustment mode, then the externally set SOC and the internally set SOC are compared, and the larger of the two values ​​is determined as the first target SOC.

[0099] As an example, when the vehicle's operating mode is in SOC adjustment mode, i.e., when the current SOC is the maximum value among the power parameters, the externally set SOC and the internally set SOC can be further compared, and the larger of the two values ​​can be determined as the first target SOC. For instance, if the externally set SOC is greater than the internally set SOC, the driver's customer needs must be prioritized; therefore, the externally set SOC can be determined as the first target SOC. As another example, if the internally set SOC is greater than the externally set SOC, the design requirements of the system's internal program must be prioritized; therefore, the internally set SOC can be determined as the first target SOC.

[0100] In this example, when the vehicle operation mode is the SOC adjustment mode, the larger value between the externally set SOC and the internally set SOC is determined as the first target SOC, which can achieve the goal of taking into account both customer needs and design requirements.

[0101] As an example, when the vehicle is operating in the SOC mode, there is no need to adjust the target SOC. The current SOC can be directly set as the first target SOC, so that the vehicle does not need to switch modes, thus maximizing the vehicle's power conversion efficiency and avoiding energy loss caused by mode switching.

[0102] In one embodiment, such as Figure 5 As shown, step S203, which involves controlling the vehicle's generator control unit and engine control unit to operate according to the first target SOC, includes:

[0103] S501: If the first target SOC is the internally set SOC, then obtain the current battery degradation coefficient and the current altitude coefficient based on the environmental pressure parameters and the current SOC.

[0104] S502: If the current battery degradation coefficient and the current plateau coefficient meet the preset conditions, then determine the second target SOC based on the first target SOC, the current battery degradation coefficient, and the current plateau coefficient;

[0105] S503: Determine the target generating torque and target generating speed based on the second target SOC;

[0106] S504: Controls the operation of the vehicle's generator control unit and engine control unit based on the target generator torque and target generator speed;

[0107] The preset conditions are that the current battery degradation coefficient is greater than the maximum degradation coefficient threshold, and the current plateau coefficient is greater than the maximum plateau coefficient threshold.

[0108] As an example, in step S501, when the vehicle operating mode is the SOC adjustment mode and the first target SOC is the internally set SOC (i.e., the internally set SOC is greater than the externally set SOC), the control unit needs to calculate and determine the current battery degradation coefficient and the current altitude coefficient based on the environmental pressure parameters and power parameters.

[0109] As an example, the control unit needs to use pre-set attenuation coefficient calculation logic to calculate the attenuation based on the current State of Charge (SOC) and determine the current battery attenuation coefficient corresponding to the current SOC. This attenuation coefficient calculation logic is a pre-set processing logic used to calculate the attenuation coefficient based on the current SOC. The current battery attenuation coefficient refers to the coefficient determined based on the calculated extent of the power battery's degradation according to the current SOC.

[0110] In one specific implementation, the control unit can calculate the current State of Charge (SOC) and the design SOC of the power battery to determine the current battery degradation coefficient. Generally, the power battery degradation coefficient is the ratio of the current battery capacity to the design battery capacity. Therefore, the control unit can calculate the current battery degradation coefficient based on the current SOC. Understandably, the current battery degradation coefficient reflects the degree of degradation of the power battery at the current moment. Therefore, subsequent power control can be performed based on the current battery degradation coefficient, which helps to ensure the vehicle's power and driving performance.

[0111] As an example, the control unit needs to use pre-set altitude coefficient calculation logic to calculate the environmental pressure parameters and determine the current altitude coefficient corresponding to the environmental pressure parameters. The altitude coefficient calculation logic is a pre-set processing logic used to calculate the altitude coefficient based on the environmental pressure parameters. Generally, the higher the altitude, the lower the environmental pressure; therefore, the altitude can be assessed based on the environmental pressure parameters. Thus, the altitude coefficient calculation logic is determined based on the relationship between altitude and environmental pressure.

[0112] In one specific implementation, the control unit can calculate and process the ambient pressure parameter and standard atmospheric pressure to determine the current altitude coefficient. In this example, the control unit can determine the current altitude coefficient as the ratio between the ambient pressure parameter and the standard atmospheric pressure. Generally, the larger the current altitude coefficient, the higher the ambient pressure parameter, and the higher the altitude of the vehicle, the greater the power loss of its engine. Therefore, subsequent power control can be performed based on the current altitude coefficient, which helps to ensure the vehicle's power and driving performance.

[0113] The maximum threshold for the degradation coefficient is a pre-set value used to assess whether the current battery degradation coefficient has reached the maximum allowable threshold. The maximum threshold for the plateau coefficient is also a pre-set value used to assess whether the current plateau coefficient has reached the maximum allowable threshold.

[0114] The second target SOC is the target SOC updated from the first target SOC using the current battery degradation coefficient and the current altitude coefficient. Understandably, when the first target SOC is an internally set SOC, both the current battery degradation coefficient and the current altitude coefficient can reflect the degree of power degradation. Updating the first target SOC using the current battery degradation coefficient and the current altitude coefficient ensures that the obtained second target SOC not only meets the design requirements of the system's internal program but also matches the degree of power degradation, thereby guaranteeing the vehicle's power and driving performance.

[0115] As an example, in step S502, the control unit calculates and determines the current battery degradation coefficient and the current plateau coefficient. Based on the current battery degradation coefficient and the current plateau coefficient, it can determine whether the preset conditions are met. If the preset conditions are met, that is, the current battery degradation coefficient is greater than the maximum threshold of the degradation coefficient and the current plateau coefficient is greater than the maximum threshold of the plateau coefficient, the second target SOC can be determined based on the first target SOC, the current battery degradation coefficient, and the current plateau coefficient.

[0116] In this example, the first target SOC is updated using the current battery degradation coefficient and the current altitude coefficient. This ensures that the obtained second target SOC not only meets the design requirements of the system's internal program but also matches the degree of power degradation. Based on the second target SOC, the generator control unit and engine control unit are controlled to operate, which can more effectively guarantee the vehicle's power and driving performance.

[0117] As an example, in step S503, the control unit can determine the target generating torque and target generating speed based on the second target SOC. This can be done based on the control curves corresponding to the second target SOC, such as the external characteristic curve and the maximum power curve. The external characteristic curve is the curve showing the engine output power (torque) changing with engine speed when the engine throttle opening is 100%. Its characteristics are: both the power curve and the torque curve are convex curves, but their behavior differs. In the external characteristic curve of a gasoline engine: the power curve has a small value at lower speeds, but increases rapidly with increasing speed. After the speed increases to a certain range, the power growth rate slows down until it reaches its maximum value and then decreases, although the speed continues to increase at this point. The maximum power curve reflects the relationship between the engine's maximum operating power and its speed.

[0118] As an example, in S504, the control unit controls the operation of the vehicle's generator control unit and engine control unit according to the target generator torque and target generator speed. Specifically, the control unit sends the target generator torque and target generator speed to the generator control unit so that the generator control unit controls the generator to operate based on the target generator torque and target generator speed.

[0119] In this embodiment, when the first target SOC is the internally set SOC, the current battery degradation coefficient and the current altitude coefficient, which reflect the degree of power battery degradation, can be determined based on the environmental pressure parameters and the current SOC. When the current battery degradation coefficient and the current altitude coefficient meet the preset conditions, the second target SOC needs to be determined based on the first target SOC, the current battery degradation coefficient, and the current altitude coefficient, so as to control the vehicle operation based on the second target SOC. Since the second target SOC not only meets the design requirements of the system's internal program, but also comprehensively considers the degradation of the power battery and the power degradation caused by the environmental pressure parameters, the second target SOC matches the degree of power degradation, which can more effectively ensure the vehicle's power and driving performance.

[0120] In one embodiment, after step S501, i.e. after obtaining the current battery degradation coefficient and the current altitude coefficient, the vehicle power control method further includes:

[0121] If the current battery degradation coefficient and the current plateau coefficient do not meet the preset conditions, the target power generation torque is determined according to the economic curve, and the target power generation speed is determined according to the economic curve and the NVH curve.

[0122] As an example, when the current battery degradation coefficient and the current altitude coefficient do not meet the preset conditions, that is, when the current battery degradation coefficient is not greater than the maximum threshold of degradation coefficient, or when the current altitude coefficient is not greater than the maximum threshold of altitude coefficient, it means that the vehicle's power degradation has not reached its maximum. At this time, the target generating torque can be determined according to the economic curve, and the target generating speed can be determined according to the economic curve and the NVH curve, so as to control the operation of the generator control unit and the engine control unit according to the target generating torque and the target generating speed.

[0123] As an example, the control unit can determine the target generating torque required to control the generator's operation based on a pre-set economic curve. In this example, the control unit can obtain economic curve parameters, specifically determining the corresponding economic curve parameters based on the first target SOC, and then querying the pre-set economic curve based on the economic curve parameters to determine the target generating torque. This target generating torque refers to the torque required to control the generator's operation.

[0124] As an example, the control unit can determine the target generating speed of the generator based on pre-set economic curves and HVH curves. In this example, the control unit can obtain economic curve parameters and NVH optimal range parameters. Specifically, it can determine the corresponding economic curve parameters and NVH optimal range parameters based on the first target SOC, and then query the economic curves and NVH curves based on the economic curve parameters and NVH optimal range parameters to determine the target generating speed.

[0125] As an example, the control unit controls the operation of the generator control unit and the engine control unit based on the target generating torque and the target generating speed. Specifically, the control unit sends the target generating torque and the target generating speed to the generator control unit so that the generator control unit controls the generator to operate based on the target generating torque and the target generating speed. Since the power source in the vehicle is the generator, the control unit transmits the target generating torque and the target generating speed to the engine control unit through the communication bus so that the engine control unit responds to the target generating torque of the control unit and then causes the generator control unit to control the generator to generate electricity.

[0126] In one embodiment, such as Figure 6 As shown, step S502, which involves determining the second target SOC based on the first target SOC, the current battery degradation coefficient, and the current plateau coefficient, includes:

[0127] S601: Obtain the first updated SOC based on the current battery degradation coefficient and the first target SOC;

[0128] S602: Obtain the second updated SOC based on the current plateau coefficient and the first target SOC;

[0129] S603: Take the larger value between the first updated SOC and the second updated SOC, and determine it as the second target SOC.

[0130] As an example, in step S601, the control unit may use a pre-set first update processing logic to update the first target SOC using the current battery degradation coefficient to obtain a first updated SOC. Here, the first update processing logic is a pre-set processing logic that updates the first target SOC using the current battery degradation coefficient. When the first target SOC is an internally set SOC, it can be understood as the logic for updating the internally set SOC. The first updated SOC is the SOC updated using the current battery degradation coefficient to the first set SOC.

[0131] As an example, in step S602, the control unit may use a pre-set second update processing logic to update the first target SOC using the current altitude coefficient to obtain a second updated SOC. Here, the second update processing logic is a pre-set processing logic that updates the first target SOC using the current altitude coefficient. When the first target SOC is an internal SOC, it can be understood as the logic for updating the internally set SOC. The second updated SOC is the SOC updated using the current altitude coefficient to the first target SOC.

[0132] As an example, in step S603, after obtaining the first updated SOC and the second updated SOC, the control unit can filter and determine the second target SOC from the first updated SOC and the second updated SOC. In this example, the control unit can take the larger value between the first updated SOC and the second updated SOC as the second target SOC.

[0133] In this embodiment, the first target SOC is updated using the current battery degradation coefficient and the current altitude coefficient. The first updated SOC and the second updated SOC are obtained respectively. The larger value between the first updated SOC and the second updated SOC is determined as the second target SOC. This makes the second target SOC the target SOC after updating the first target SOC using the current battery degradation coefficient or the current altitude coefficient, so as to achieve the degradation degree corresponding to either the current battery degradation coefficient or the current altitude coefficient. The purpose of updating and determining the second target SOC is to ensure the power and driving performance of the vehicle in the future.

[0134] In one embodiment, such as Figure 7 As shown, step S601, which is to obtain the first updated SOC based on the current battery degradation coefficient and the first target SOC, includes:

[0135] S701: Compare the current battery degradation coefficient with at least one degradation coefficient critical threshold to determine the target degradation coefficient range corresponding to the current battery degradation coefficient;

[0136] S702: Determine the first update coefficient based on the target attenuation coefficient range;

[0137] S703: Obtain the first updated SOC based on the first update coefficient and the first target SOC.

[0138] The attenuation coefficient critical threshold is a pre-set threshold used to divide the attenuation coefficient intervals, and it is greater than 1. The attenuation coefficient critical threshold is a threshold less than the maximum attenuation coefficient threshold. In this example, the hybrid system has at least one pre-set attenuation coefficient critical threshold, which can divide at least two configurable attenuation coefficient intervals. Each configurable attenuation coefficient interval corresponds to an attenuation update coefficient, which can be represented by Ki to represent the attenuation update coefficient corresponding to the i-th configurable attenuation coefficient interval. The attenuation update coefficient can be set to a value between 0 and 1.

[0139] As an example, in step S701, when the control unit updates the first target SOC using the current battery degradation coefficient, it can compare the current battery degradation coefficient with at least one preset degradation coefficient threshold, and determine the configured degradation coefficient interval to which the current battery degradation coefficient belongs as its corresponding target degradation coefficient interval.

[0140] As an example, in step S702, when the control unit determines the target attenuation coefficient range corresponding to the current battery attenuation coefficient, it can determine the attenuation update coefficient corresponding to the target attenuation coefficient range as the first update coefficient corresponding to the current battery attenuation coefficient.

[0141] As an example, in step S703, after determining the first update coefficient corresponding to the current battery degradation coefficient, the control unit can use the first update coefficient to update the first target SOC and obtain the first updated SOC. In this example, the product of the first update coefficient and the first target SOC can be determined as the first updated SOC.

[0142] For example, the current battery attenuation coefficient is X0, the critical threshold of the attenuation coefficient is Xmax, and at least one critical threshold of the attenuation coefficient is X1, X2, and X3 in descending order. The attenuation update coefficients are set as K1, K2, K3, and K4 respectively. When X1 ≤ X0 < Xmax, the control unit can determine the attenuation update coefficient K1 as the first update coefficient, and the product of the first update coefficient K1 and the first target SOC is determined as the first updated SOC. When X2 ≤ X0 < X1, the attenuation update coefficient K2 can be determined as the first update coefficient, and the product of the first update coefficient K2 and the first target SOC is determined as the first updated SOC. When X3 ≤ X0 < X2, the attenuation update coefficient K3 can be determined as the first update coefficient, and the product of the first update coefficient K3 and the first target SOC is determined as the first updated SOC. When X0 > X3, the attenuation update coefficient K4 can be determined as the first update coefficient, and the product of the first update coefficient K4 and the first target SOC is determined as the first updated SOC, so as to update the first target SOC using the current battery attenuation coefficient, and ensure the reliability of vehicle power control by combining the attenuation degree of the power battery with the obtained first updated SOC.

[0143] In one embodiment, as Figure 8 shown, step S602, that is, obtaining the second updated SOC according to the current altitude coefficient and the first target SOC, includes:

[0144] S801: Compare the current altitude coefficient with at least one critical threshold of the altitude coefficient to determine the target altitude coefficient interval corresponding to the current altitude coefficient;

[0145] S802: Determine the second update coefficient according to the target altitude coefficient interval;

[0146] S803: Obtain the second updated SOC according to the second update coefficient and the first target SOC.

[0147] Among them, the critical threshold of the altitude coefficient is a pre-set critical threshold for dividing the altitude coefficient interval, and the critical threshold of the altitude coefficient is greater than 1. The critical threshold of the altitude coefficient is a threshold less than the maximum threshold of the altitude coefficient. In this example, the hybrid power is pre-set with at least one critical threshold of the altitude coefficient, which can divide at least two configured altitude coefficient intervals. Each configured altitude coefficient interval corresponds to an altitude update coefficient. The altitude update coefficient for the i-th configured altitude coefficient interval can be represented by Qi, and the altitude update coefficient can be set as a value between 0 and 1.

[0148] As an example, in step S801, when the control unit updates the first target SOC using the current altitude coefficient, it can compare the current altitude coefficient with at least one preset altitude coefficient critical threshold, and determine the configured altitude coefficient interval to which the current altitude coefficient belongs as its corresponding target altitude coefficient interval.

[0149] As an example, in step S802, after the control unit determines the target altitude coefficient interval corresponding to the current altitude coefficient, it can determine the altitude update coefficient corresponding to the target altitude coefficient interval as the second update coefficient corresponding to the current altitude coefficient.

[0150] As an example, in step S803, after the control unit determines the second update coefficient corresponding to the current altitude coefficient, it can update the first target SOC using the second update coefficient to obtain the second updated SOC. In this example, the product of the second update coefficient and the first target SOC can be determined as the second updated SOC.

[0151] For example, when the current altitude coefficient is Y0, the altitude coefficient critical threshold is Ymax, and the at least one altitude coefficient critical threshold is Y1, Y2, and Y3 in descending order, and the altitude update coefficients are set to Q1, Q2, Q3, and Q4 respectively; when Y1 ≤ Y0 < Ymax, the control unit can determine the altitude update coefficient Q1 as the second update coefficient, and the product of the second update coefficient Q1 and the first target SOC is determined as the second updated SOC; when Y2 ≤ Y0 < Y1, the control unit can determine the altitude update coefficient Q2 as the second update coefficient, and the product of the second update coefficient Q2 and the first target SOC is determined as the second updated SOC; when Y3 ≤ Y0 < Y2, the control unit can determine the altitude update coefficient Q3 as the second update coefficient, and the product of the second update coefficient Q3 and the first target SOC is determined as the second updated SOC; when Y0 > Y3, the control unit can determine the altitude update coefficient Q4 as the second update coefficient, and the product of the second update coefficient Q4 and the first target SOC is determined as the second updated SOC, so as to update the first target SOC using the current altitude coefficient, and ensure the reliability of vehicle power control by combining the power attenuation degree corresponding to the altitude coefficient for the obtained second updated SOC.

[0152] In one embodiment, as Figure 9 shown, after step 801, after comparing the current altitude coefficient with at least one altitude coefficient critical threshold and determining the target altitude coefficient interval corresponding to the current altitude coefficient, the vehicle power control method further includes:

[0153] S901: Determine a third update coefficient according to the target altitude coefficient interval;

[0154] S902: Determine the allowable power for non-critical external devices based on the third update coefficient and the maximum power corresponding to non-critical external devices;

[0155] S903: Controls the operation of the generator control unit and engine control unit based on the allowable power of non-critical external equipment.

[0156] The third update coefficient is determined based on the current plateau coefficient to achieve power update. In this example, the hybrid system has at least one plateau coefficient threshold preset, which can divide at least two configured plateau coefficient intervals. Each configured plateau coefficient interval also corresponds to a power update coefficient, which can be set to a value between 0 and 1.

[0157] As an example, in step S901, after determining the target plateau coefficient range corresponding to the current plateau coefficient, the control unit can determine the power update coefficient corresponding to the target plateau coefficient range as the third update coefficient corresponding to the current plateau coefficient.

[0158] The maximum power for non-critical external devices refers to the power at which the system allows these devices to operate before a power update. The permissible power for non-critical external devices refers to the power at which the system allows them to operate after a power update. In this example, non-critical external devices refer to external electrical equipment other than critical external devices. Critical external devices refer to critical electrical equipment that affects vehicle driving, including but not limited to instruments.

[0159] As an example, in step S902, after determining the third update coefficient corresponding to the current plateau coefficient, the control unit can use the third update coefficient to update the maximum power corresponding to the non-critical external device, thereby determining the allowable power of the non-critical external device, which can be understood as the upper limit of the power for the non-critical external device to operate. In this example, the product of the third update coefficient and the maximum power corresponding to the non-critical external device can be determined as the allowable power of the non-critical external device.

[0160] As an example, in step S903, after determining the allowable power of the non-critical external equipment, the control unit can control the generator control unit and the engine control unit to work according to the allowable power of the non-critical external equipment, so as to limit the power of the non-critical external equipment during the vehicle power control process and reduce the power consumption of the power battery.

[0161] In this example, when updating the second target SOC using the current altitude coefficient, the permissible power of non-critical external devices can also be updated based on the current altitude coefficient. This allows for power limitation on non-critical external devices, reducing battery power consumption and improving the applicability of power control. Understandably, when a vehicle is in a high-altitude environment, its engine experiences some power reduction, necessitating power limitation on non-critical external devices to effectively ensure vehicle power and driving performance. Conversely, when updating the second target SOC using the current battery degradation coefficient, since battery degradation is a relatively slow process under normal circumstances, even if power reduction occurs when the vehicle is not in a high-altitude environment, the battery still has considerable energy storage capacity, and the engine can respond to power generation needs. Therefore, considering the driver's customer needs, the permissible power of non-critical external devices may not be limited.

[0162] In one embodiment, step S503, namely determining the target power generation torque and target power generation speed based on the second target SOC, includes:

[0163] The target generating torque is determined based on the second target SOC and the external characteristic curve, and the target generating speed is determined based on the target SOC and the maximum power curve.

[0164] As an example, the control unit can determine the target generating torque that needs to be controlled by the generator based on a pre-set external characteristic curve. In this example, the control unit determines the corresponding external characteristic curve parameters based on the second target SOC, and then queries the pre-set external characteristic curve based on the external characteristic curve parameters to determine the target generating torque.

[0165] As an example, the control unit can determine the target generating speed of the generator based on a pre-set maximum power curve. In this example, the control unit can determine the corresponding maximum power curve parameters based on the second target SOC, and then query the maximum power curve based on the maximum power curve parameters to determine the target generating speed.

[0166] As an example, the control unit controls the operation of the generator control unit and the engine control unit based on the target generating torque and the target generating speed. Specifically, the control unit sends the target generating torque and the target generating speed to the generator control unit so that the generator control unit controls the generator to operate based on the target generating torque and the target generating speed. Since the power source in the vehicle is the generator, the control unit transmits the target generating torque and the target generating speed to the engine control unit through the communication bus so that the engine control unit responds to the target generating torque of the control unit and then causes the generator control unit to control the generator to generate electricity.

[0167] In this example, the control unit can select the external characteristic curve parameters for the target generating torque and the maximum power curve parameters for the target generating speed based on the external characteristic curve, thereby controlling the operation of the generator control unit and the engine control unit. In this example, when the second target SOC is less than the full charge threshold, the generator control unit and the engine control unit are controlled to operate according to the external characteristic curve, prioritizing power in their control process to provide maximum generating power, thereby meeting the needs for stronger power, faster driving performance, and greater electricity consumption.

[0168] In one embodiment, before step S503, before determining the target power generation torque and target power generation speed based on the second target SOC, the vehicle power control method further includes:

[0169] The second target SOC is compared with the full-charge threshold. If the second target SOC is greater than or equal to the full-charge threshold, the full-charge threshold is used as the second target SOC.

[0170] The full charge threshold is a pre-set threshold used to assess whether the battery has reached a full charge standard. As an example, the full charge threshold can be set to 100%, 99%, or other values.

[0171] As an example, the control unit can compare the acquired second target SOC with a pre-set full-charge threshold to assess whether the second target SOC has reached the full-charge standard. When the second target SOC is greater than or equal to the full-charge threshold, the control unit determines that the second target SOC has reached or exceeded the full-charge threshold. In this case, the full-charge threshold must be used as the second target SOC so that the generator control unit and engine control unit can subsequently operate based on the updated second target SOC. In this example, when the second target SOC is greater than or equal to the full-charge threshold, the full-charge threshold is used as the new second target SOC to prevent overflow, avoid overcharging of the power battery, and ensure the safety of the power battery.

[0172] As an example, when the second target SOC is less than the full charge threshold, the control unit determines that the second target SOC has not reached the full charge threshold and can maintain the second target SOC. Based on the second target SOC, the target generating torque and target generating speed are determined. That is, the target generating torque is determined based on the external characteristic curve, and the target generating speed is determined based on the maximum power curve. This allows the control unit to operate the generator control unit and the engine control unit according to the external characteristic curve and the maximum power curve, so that the control process prioritizes power and can provide maximum generating power to meet the needs of stronger power, faster driving performance, and greater power consumption.

[0173] In one embodiment, such as Figure 10As shown, step S203, which involves controlling the vehicle's generator control unit and engine control unit to operate according to the first target SOC, includes:

[0174] S1001: If the first target SOC is the externally set SOC, then the target generating torque is determined according to the economic curve, and the target generating speed is determined according to the economic curve and the NVH curve.

[0175] S1002: Controls the operation of the vehicle's generator control unit and engine control unit based on the target generator torque and target generator speed.

[0176] The economic curve is a curve connecting parameters such as torque and speed that corresponds to the lowest engine fuel consumption when the generator produces the same amount of electricity. The NVH curve is a curve connecting parameters such as torque and speed that corresponds to the best NVH performance when the generator is generating electricity (generally, the lower the sound pressure level, the better, and the more comfortable the sound quality, the better).

[0177] As an example, in S1001, when the first target SOC is the externally set SOC, the control unit controls the generator control unit and the engine control unit to work according to the economic curve and the NVH curve. Specifically, the target generating torque is determined according to the economic curve, and the target generating speed is determined according to the economic curve and the NVH curve.

[0178] As an example, in S1002, after obtaining the target generating torque and the target generating speed, the control unit can control the generator control unit and the engine control unit of the vehicle to work according to the target generating torque and the target generating speed. Specifically, the control unit sends the target generating torque and the target generating speed to the generator control unit so that the generator control unit controls the generator to work based on the target generating torque and the target generating speed.

[0179] In this embodiment, when the first target SOC is an externally set SOC, it indicates that the determination of the first target SOC needs to prioritize meeting the driver's customer needs. At this time, the engine control unit and generator control unit can be controlled to work according to the pre-set economic curve and NVH curve to ensure the economy and comfort of the vehicle power control process and reduce vehicle vibration and noise.

[0180] In one embodiment, such as Figure 11 As shown, environmental pressure parameters and dynamic parameters are obtained, including:

[0181] S1101: Obtain current vehicle data and determine whether the current vehicle data meets the SOC active conditions;

[0182] S1102: If the current vehicle data meets the SOC active conditions, then obtain the environmental pressure parameters and power parameters.

[0183] Here, "current vehicle data" refers to vehicle-related values ​​collected at the current moment. As an example, current vehicle data includes, but is not limited to, fault detection data for each powertrain subsystem and its constituent components. Fault detection data includes fault codes, fault levels, and fault states. "SOC active conditions" are pre-set conditions used to assess whether active calculation of the first target SOC is possible.

[0184] As an example, in step S1201, the control unit can acquire the current vehicle data collected and transmitted by the vehicle sensors, various power subsystems, system bus or other devices, and then compare the current vehicle data with the pre-set SOC active conditions to determine whether the current vehicle data meets the SOC active conditions.

[0185] As an example, in step S1202, when the current vehicle data meets the active SOC conditions, for example, when the fault detection data shows that there are no faults in any of the powertrain subsystems and their constituent components, the control unit can acquire environmental pressure parameters and power parameters. In this example, when the current vehicle data does not meet the active SOC conditions, for example, when the fault detection data shows that at least one of the powertrain subsystems and their constituent components is faulty, the control unit needs to control the vehicle to enter a fault mode and cannot perform the first target SOC active calculation.

[0186] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0187] In one embodiment, a control unit is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the vehicle power control method described in the above embodiment, for example... Figure 2 As shown in S201-S203, or Figures 3 to 11 As shown in the figure, to avoid repetition, it will not be repeated here.

[0188] In one embodiment, a hybrid power system is provided, including a control unit as described in the above embodiments, an engine control unit and a generator control unit connected to the control unit, and external electrical equipment connected to the control unit. The control unit can implement the vehicle power control method described in the above embodiments, for example... Figure 2 As shown in S201-S203, or Figures 3 to 11 As shown in the figure, to avoid repetition, it will not be repeated here.

[0189] In one embodiment, a vehicle is provided, including the hybrid power system described in the above embodiments. The vehicle system can implement the vehicle power control method described in the above embodiments, for example... Figure 2 As shown in S201-S203, or Figures 3 to 11 As shown in the figure, to avoid repetition, it will not be repeated here.

[0190] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. This computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), RAMbus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and RAMbus dynamic RAM (RDRAM), etc.

[0191] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is used as an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0192] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A vehicle power control method characterized by, include: Acquire environmental pressure parameters and power parameters, wherein the power parameters include the current SOC, the externally set SOC, and the internally set SOC; Based on the aforementioned power parameters, the vehicle operating mode is determined, including: Compare the current SOC, the externally set SOC, and the internally set SOC; If the current SOC is the maximum value, then the vehicle operation mode is determined to be the SOC maintenance mode, and the vehicle operation is controlled; wherein, the SOC maintenance mode refers to the operation mode that needs to maintain the target SOC corresponding to the current moment. If the current SOC is not at its maximum value, the vehicle operating mode is determined to be the SOC adjustment mode. Based on the environmental pressure parameters and the power parameters, a first target SOC is determined. Based on the first target SOC, the generator control unit and engine control unit of the vehicle are controlled to operate. Here, the SOC adjustment mode refers to the operating mode that needs to adjust the target SOC corresponding to the current moment.

2. The vehicle power control method according to claim 1, characterized by, Determining the first target SOC based on the environmental pressure parameters and the dynamic parameters includes: If the vehicle operating mode is the SOC adjustment mode, then the externally set SOC and the internally set SOC are compared, and the larger of the two values ​​is determined as the first target SOC.

3. The vehicle power control method according to claim 1, characterized by, The step of controlling the generator control unit and engine control unit of the vehicle to operate according to the first target SOC includes: If the internally set SOC is the first target SOC, then the current battery degradation coefficient and the current altitude coefficient are obtained based on the environmental pressure parameter and the current SOC. If the current battery degradation coefficient and the current plateau coefficient meet the preset conditions, then the second target SOC is determined based on the first target SOC, the current battery degradation coefficient, and the current plateau coefficient. Based on the second target SOC, determine the target power generation torque and the target power generation speed; The generator control unit and engine control unit of the vehicle are controlled to operate according to the target power generation torque and the target power generation speed. The preset conditions are that the current battery degradation coefficient is greater than the maximum degradation coefficient threshold, and the current plateau coefficient is greater than the maximum plateau coefficient threshold.

4. The vehicle power control method according to claim 3, characterized by, After obtaining the current battery degradation coefficient and the current altitude coefficient, the vehicle power control method further includes: If the current battery degradation coefficient and the current plateau coefficient do not meet the preset conditions, the target power generation torque is determined according to the economic curve, and the target power generation speed is determined according to the economic curve and the NVH curve.

5. The vehicle power control method according to claim 3, characterized in that, The step of determining the second target SOC based on the first target SOC, the current battery degradation coefficient, and the current plateau coefficient includes: Based on the current battery degradation coefficient and the first target SOC, obtain the first updated SOC; Based on the current plateau coefficient and the first target SOC, obtain the second updated SOC; The larger value between the first updated SOC and the second updated SOC is determined as the second target SOC.

6. The vehicle power control method according to claim 5, characterized in that, The step of obtaining the first updated SOC based on the current battery degradation coefficient and the first target SOC includes: The current battery degradation coefficient is compared with at least one degradation coefficient critical threshold to determine the target degradation coefficient range corresponding to the current battery degradation coefficient; The first update coefficient is determined based on the target attenuation coefficient range; The first updated SOC is obtained based on the first update coefficient and the first target SOC.

7. The vehicle power control method according to claim 5, characterized in that, The step of obtaining the second updated SOC based on the current plateau coefficient and the first target SOC includes: The current plateau coefficient is compared with at least one plateau coefficient critical threshold to determine the target plateau coefficient range corresponding to the current plateau coefficient. The second update coefficient is determined based on the target plateau coefficient range; The second updated SOC is obtained based on the second update coefficient and the first target SOC.

8. The vehicle power control method according to claim 7, characterized in that, After comparing the current plateau coefficient with at least one plateau coefficient threshold to determine the target plateau coefficient range corresponding to the current plateau coefficient, the vehicle dynamic control method further includes: Based on the target plateau coefficient range, determine the power update coefficient; Based on the power update coefficient and the maximum power corresponding to the non-critical external equipment, determine the allowable power for the non-critical external equipment. The generator control unit and engine control unit are controlled to operate according to the allowable power of the non-critical external equipment.

9. The vehicle power control method according to claim 3, characterized in that, The step of determining the target power generation torque and target power generation speed based on the second target SOC includes: The target power generation torque is determined based on the second target SOC and the external characteristic curve, and the target power generation speed is determined based on the target SOC and the maximum power curve.

10. The vehicle power control method according to claim 9, characterized in that, Before determining the target power generation torque and target power generation speed based on the second target SOC, the vehicle power control method further includes: The second target SOC is compared with the full charge threshold. If the second target SOC is greater than or equal to the full charge threshold, then the full charge threshold is used as the second target SOC.

11. The vehicle power control method according to claim 1, characterized in that, The step of controlling the generator control unit and engine control unit of the vehicle to operate according to the first target SOC includes: If the externally set SOC is the first target SOC, then the target power generation torque is determined according to the economic curve, and the target power generation speed is determined according to the economic curve and the NVH curve. The generator control unit and engine control unit of the vehicle are controlled to operate according to the target generator torque and target generator speed.

12. The vehicle power control method according to any one of claims 1-11, characterized in that, The acquisition of environmental pressure parameters and dynamic parameters includes: Acquire current vehicle data and determine whether the current vehicle data meets the active SOC conditions; wherein, the active SOC conditions are pre-set conditions used to evaluate whether the first target SOC can be actively calculated; If the current vehicle data meets the SOC active condition, then the environmental pressure parameter and the power parameter are obtained.

13. A control unit, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the vehicle power control method according to any one of claims 1 to 12.

14. A hybrid power system, characterized in that, It includes the control unit as described in claim 13, an engine control unit and a generator control unit connected to the control unit, and external electrical equipment connected to the control unit.

15. A vehicle, characterized in that, Includes the hybrid power system as described in claim 14.

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