Vehicle control method, device, apparatus, and storage medium

Abstract

The present specification provides a vehicle control method, device, equipment and storage medium, the method comprises: determining the battery charging state of the power battery of the vehicle when the vehicle is driving; adjusting the initial state of charge balance point of the power battery according to the battery charging state to obtain the target state of charge balance point; according to the current state of charge of the power battery, the target state of charge balance point, the engine and the power battery of the vehicle are controlled to control the vehicle driving in different operation modes. Whether the engine is in the state of charging the power battery through the generator is determined by the battery charging state, and then the initial state of charge balance point of the power battery is adjusted to obtain a target state of charge balance point that meets the user driving demand or the actual demand of the vehicle. According to the target state of charge balance point, the motion mode of the automobile is controlled, and the starting frequency of the range extender or the engine in the climbing working condition is reduced, which not only can improve the driving performance of the vehicle, but also can reduce the energy consumption.

Description

Technical Field

[0001] This application relates to the field of electric vehicle technology, and in particular to a vehicle control method, device, equipment and storage medium. Background Technology

[0002] For range-extended electric vehicles, setting an appropriate State of Charge (SOC) balance point is crucial for improving vehicle driving performance and reducing energy consumption. The range extender will replenish the battery system's SOC in a timely manner when it is lower than the set SOC balance point, and will reasonably control the vehicle to drive in range-extending mode or pure electric mode when it is higher than the set SOC balance point.

[0003] However, the current method of adjusting the SOC balance point by the rise or fall of SOC—for example, positively correcting the SOC balance point when SOC rises and negatively correcting it when SOC falls—has a problem: when a range-extended electric vehicle is going uphill for a long time or accelerating rapidly, the range extender's charging power may be continuously less than the battery's discharging power. In this case, the SOC is judged to have fallen, and the SOC balance point is negatively corrected, resulting in a decrease in the range-extended electric vehicle's climbing and acceleration performance. This is obviously not in line with the actual needs of users.

[0004] Therefore, the current adjustment of the SOC balance point of the power battery is unreasonable and inaccurate, which leads to more frequent start-stop of the range extender and increases the vehicle's energy consumption. Summary of the Invention

[0005] To overcome the problems existing in the related technologies, this specification provides methods, apparatus, devices and storage media.

[0006] According to a first aspect of the embodiments of this specification, a method is provided, the vehicle control method comprising: Determine the battery charging status of the vehicle's power battery while the vehicle is in motion; Adjust the initial charge state balance point of the power battery according to the battery charging state to obtain the target charge state balance point; Based on the current state of charge of the power battery and the target state of charge balance point, the engine and power battery of the vehicle are controlled to operate in different modes.

[0007] According to a vehicle control method provided in this application, the method further includes: Obtain the battery charging power of the power battery when the vehicle is in motion; And to obtain the regenerative charging power when the vehicle's drive motor replenishes the power battery; Determining the battery charging status of the vehicle's power battery while the vehicle is in motion includes: The battery charging state of the power battery is determined based on the battery charging power and the recovery charging power.

[0008] According to a vehicle control method provided in this application, the step of obtaining the regenerative charging power when the vehicle's drive motor is replenishing the power battery includes: The recovery power of the drive motor in the recovery state and the recovery charging efficiency coefficient corresponding to the recovery power of the drive motor are obtained; The recovered charging power is obtained by multiplying the recovered power of the drive motor by the recovered charging efficiency coefficient.

[0009] According to a vehicle control method provided in this application, determining the battery charging state of the power battery based on the battery charging power and the regenerative charging power includes: If the difference between the battery charging power and the recovered charging power is greater than a power threshold, the battery charging state is determined to be the first state characterizing the generator charging the power battery; If the difference between the battery charging power and the recovered charging power is less than or equal to the power threshold, the battery charging state is determined to be a second state characterized by the generator not charging the power battery.

[0010] According to a vehicle control method provided in this application, the step of adjusting the initial state of charge balance point of the power battery based on the battery charging state to obtain a target state of charge balance point includes: If the battery charging state is the first state, the initial state of charge balance point of the power battery is positively corrected to obtain the target state of charge balance point. If the battery charging state is the second state, the initial state of charge balance point of the power battery is negatively corrected to obtain the target state of charge balance point.

[0011] According to a vehicle control method provided in this application, the method further includes: Obtain the charge balance point correction amount of the power battery; If the initial state of charge balance point of the power battery is positively corrected, the sum of the initial state of charge balance point and the balance point correction amount is determined as the target state of charge balance point; or If the initial state of charge balance point of the power battery is negatively corrected, the difference between the initial state of charge balance point and the balance point correction amount is determined as the target state of charge balance point.

[0012] According to the present application, a vehicle control method is applied to a range-extended electric vehicle, and the operating mode includes a pure electric mode and a range-extended mode. The step of controlling the operation of the vehicle's engine and the power battery based on the current state of charge of the power battery and the target state of charge balance point, in order to control the vehicle to operate in different modes, includes: If the current state of charge is greater than the target state of charge balance point, control the engine to stop and control the vehicle to drive in the pure electric mode; If the current state of charge is less than or equal to the target state of charge balance point, control the engine to start or maintain the current state, and control the vehicle to drive in the range-extending mode.

[0013] According to a vehicle control method provided in this application, when the vehicle control method is applied to a hybrid electric vehicle, the operating mode includes a pure electric mode and a hybrid mode; The step of controlling the operation of the vehicle's engine and the power battery based on the current state of charge of the power battery and the target state of charge balance point, in order to control the vehicle to operate in different modes, includes: If the current state of charge is greater than the target state of charge equilibrium point, control the engine to stop and control the vehicle to drive in pure electric mode. If the current state of charge is less than or equal to the target state of charge balance point, control the engine to start or maintain the current state, and control the vehicle to drive in the hybrid mode.

[0014] This application also provides a vehicle control system, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement any of the vehicle control methods described above.

[0015] This application also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the vehicle control method as described above.

[0016] The vehicle control method, device, equipment, and storage medium described in this specification determine the battery charging state of the vehicle's power battery during vehicle operation; adjust the initial state of charge balance point of the power battery according to the battery charging state to obtain a target state of charge balance point; and control the operation of the vehicle's engine and power battery according to the current state of charge of the power battery and the target state of charge balance point to control the vehicle to operate in different modes. By determining whether the engine is charging the power battery through the generator by the battery charging state, the initial state of charge balance point of the power battery is adjusted to obtain a target state of charge balance point that meets the user's driving needs or the actual needs of the vehicle. Controlling the vehicle's movement mode according to the target state of charge balance point reduces the starting frequency of the range extender or engine under climbing conditions, which not only improves vehicle driving performance but also reduces energy consumption.

[0017] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this specification. Attached Figure Description

[0018] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this specification and, together with the description, serve to explain the principles of this specification.

[0019] Figure 1 This is a flowchart illustrating a method according to an exemplary embodiment of this specification; Figure 2 This specification illustrates the control architecture of a range extender in a method according to an exemplary embodiment; Figure 3 This is another flowchart illustrating one method according to an exemplary embodiment of this specification; Figure 4 This is a schematic diagram of a vehicle control device illustrated in this specification according to an exemplary embodiment; Figure 5 This is a schematic diagram of a vehicle control device illustrated in this specification according to an exemplary embodiment. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0021] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to limit the application. Unless otherwise defined, the technical or scientific terms used in this application should be understood in their ordinary sense by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar words used in this application specification and claims do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Similarly, "a" or "one," and similar words do not indicate a quantity limitation, but rather indicate the presence of at least one. "A plurality" or "several" indicates two or more. The terms "comprising" or "including," and similar words mean that the elements or objects preceding "comprising" or "including" encompass the elements or objects listed following "comprising" or "including" and their equivalents, and do not exclude other elements or objects. The terms "connected," "linked," and similar words are not limited to physical or mechanical connections, and can include electrical connections, whether direct or indirect.

[0022] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The singular forms “a,” “the,” and “the” used herein are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any and all possible combinations of one or more of the associated listed items.

[0023] This application provides a vehicle control method, apparatus, device, and storage medium. The application will be described in detail below with reference to the accompanying drawings. Unless otherwise specified, the features of the following embodiments and implementations can be combined with each other.

[0024] like Figure 1 As shown, Figure 1 This is a flowchart illustrating a method according to an exemplary embodiment, comprising the following steps: In step 101, the battery charging status of the vehicle's power battery when the vehicle is in motion is determined, and the battery charging status includes the generator charging status where the generator charges the power battery. In step 102, the initial state of charge balance point of the power battery is adjusted according to the battery charging state to obtain the target state of charge balance point; In step 103, based on the current state of charge of the power battery and the target state of charge balance point, the engine and the power battery of the vehicle are controlled to operate in different modes.

[0025] Range-extended electric vehicles (REEVs) are pure electric vehicles that reduce the battery capacity and add a range extender system. Compared to pure electric vehicles, REEVs have advantages such as lower cost, lighter weight, no reliance on charging stations, and no range anxiety. They are one of the mainstream technologies for new energy vehicle power that best suits China's current situation and can be quickly implemented.

[0026] For range-extended electric vehicles, setting an appropriate SOC (State of Charge) balance point is crucial for improving vehicle driving performance and reducing energy consumption. The range extender will replenish the battery system's SOC in a timely manner when it is lower than the set SOC balance point, and will reasonably control the vehicle to drive in range-extended mode or pure electric mode when it is higher than the SOC balance point.

[0027] The adaptive adjustment of the SOC balance point is usually achieved based on the uplink and downlink states of the SOC. For example, when the SOC is uplinking, the SOC balance point is positively corrected, and when the SOC is downlinking, the SOC balance point is negatively corrected.

[0028] The current determination of SOC upward and downward states is based on real-time SOC increases or decreases. However, the SOC balance point determined by this method does not match the actual driving needs of users. This not only leads to more frequent start-stop cycles of the range extender but also causes a decline in the performance of range-extended electric vehicles. For example, when a range-extended electric vehicle is going uphill for a long time or accelerating rapidly, the range extender's charging power may be continuously less than the battery's discharging power. If judged according to the SOC increase or decrease method, the power battery is in a downward SOC state at this time, and the adjustment of the SOC balance point due to the downward SOC is a negative correction, which obviously does not meet the actual needs of users. Similarly, energy recovery also causes the SOC in pure electric mode to increase. When the SOC up-down mode switches from a downward to an upward state, the adjustment of the SOC balance point due to the upward SOC is a positive correction, which also does not match the actual driving needs of users. Therefore, when the current SOC up-down judgment conditions are applied to range-extended electric vehicles, the SOC balance point adjustment is not reasonable enough in the above situations, resulting in more frequent start-stop cycles of the range extender and increased energy consumption.

[0029] Even when using SOC rise or fall to determine whether the battery is in an upward or downward SOC state, increasing SOC hysteresis and hysteresis time during the switching between these states still cannot solve the aforementioned problems. Setting the hysteresis and hysteresis time too small has little effect on solving these problems, while setting them too large will significantly impact the existing energy management strategy and hinder energy consumption reduction.

[0030] Since hybrid electric vehicles also suffer from the aforementioned problems, the control strategy of this application is also applicable to hybrid electric vehicles. However, because the engine and generator of a hybrid electric vehicle are not mechanically rigidly linked like in a range extender, and hybrid electric vehicles have an engine direct drive mode, the frequency and impact of similar problems are slightly lower than those of range-extended electric vehicles. The following explanation uses a range-extended electric vehicle as an example; the specific implementation method for hybrid electric vehicles is basically the same and will not be repeated here.

[0031] This embodiment aims to determine whether the power battery is in an upward or downward SOC state based on the actual needs of the user and the vehicle, by analyzing the battery charging status. Specifically, it determines whether the engine is charging the power battery via the generator based on the real-time battery charging power and the regenerative charging power of the drive motor, thereby determining the upward or downward SOC state. This adjustment makes the SOC balance point more in line with actual needs, reducing the frequency of range extender start-stop during energy recovery, hill climbing, and acceleration in range-extended electric vehicles, improving overall energy consumption, and to some extent enhancing the safety and power of the vehicle when climbing hills.

[0032] As an example, due to the characteristics of range-extended power, the range extender is only used for power generation. Its power generation is used to charge the power battery or to power the drive motor while charging the power battery. In order to improve the economy of the range-extended power system, except for startup, shutdown or steady-state operating point switching, the range extender operates in steady-state condition most of the time. Reasonable SOC balance point setting and SOC balance point adaptive adjustment strategy can effectively plan the power generation timing of the range extender and make the range extender run in steady-state condition for a longer period of time after each startup, so as to increase the proportion of steady-state power generation condition of the range extender and reduce energy consumption.

[0033] As an example, the vehicle control method can be applied to a vehicle control system, which includes a vehicle control unit (VCU), a powertrain system, and the powertrain system includes a drive motor, a power battery, a range extender connected to the power battery, and an engine and generator included in the range extender.

[0034] like Figure 2 As shown, Figure 2For the range extender's control architecture, the Vehicle Control Unit (VCU) communicates with the Battery Management System (BMS) and the Microcontroller Unit (MCU) via the internal EVCAN (EV Electronic Control System CAN bus), with the Engine Management System (EMS) and the Generator Control Unit (GCU) via the internal PrivateCAN (PARTY CAN, information exchange bus), and with the smart cockpit domain, body domain, and chassis domain controllers via the external public CAN. The VCU controls the powertrain by receiving vehicle speed, SOC, throttle opening signals, user driving mode, vehicle operating mode, cell temperature, motor temperature, engine coolant temperature, atmospheric pressure, and ambient temperature signals transmitted via the external public CAN, internal CAN, and hardwired connections.

[0035] The specific steps are as follows: In step 101, the battery charging status of the vehicle's power battery is determined when the vehicle is in motion.

[0036] As an example, in range-extended electric vehicles or hybrid electric vehicles, the charge in the power battery is replenished through recovery by the engine or drive motor. This means the battery charging status includes a first state indicating that the generator is replenishing the power battery, and a second state indicating that the generator is not replenishing the power battery. The second state includes both situations where the drive motor is replenishing the power battery during recovery and situations where the power battery is not in a charging state. By understanding the battery charging status, it's possible to determine whether the engine is replenishing the power battery through the generator, thereby determining the user's driving needs or the actual needs of the vehicle. This allows for more reasonable adjustment of the battery's State of Charge (SOC) balance point, meeting the vehicle's performance and fuel economy requirements under different operating conditions.

[0037] As an example, the state of charge of a power battery is determined by the battery charging power of the power battery and the regeneration charging power of the regeneration drive motor.

[0038] As an example, before step 101 of determining the battery charging status of the vehicle's power battery while the vehicle is in motion, the following steps are included: In step 201, the battery charging power of the power battery is obtained when the vehicle is in motion; In step 202, the regenerative charging power of the vehicle's drive motor when it is replenishing the power battery is obtained; Step 101, which involves determining the battery charging status of the vehicle's power battery while the vehicle is in motion, includes: In step 203, the battery charging state of the power battery is determined based on the battery charging power and the recovery charging power.

[0039] As an example, the battery charging power of a power battery refers to the real-time charging power of the power battery obtained when the vehicle is in motion, while the regenerative charging power refers to the power of the vehicle's drive motor replenishing the power battery through energy recovery when the vehicle is in regenerative mode.

[0040] Since there is efficiency loss during the charging and discharging of power batteries, the discharge loss needs to be considered when recovering charging power through the drive motor.

[0041] As an example, step 202, which involves obtaining the regenerative charging power when the vehicle's drive motor replenishes the power battery, includes: In step 2021, the recovery power of the drive motor in the recovery state and the recovery charging efficiency coefficient corresponding to the recovery power of the drive motor are obtained; In step 2022, the product of the recovered power of the drive motor and the recovered charging efficiency coefficient is determined to obtain the recovered charging power.

[0042] Because different vehicle power systems have different power batteries and drive motors, the degree of efficiency loss varies. Therefore, the regenerative braking power Pr of the drive motor and the regenerative charging efficiency coefficient kr are calibrated values ​​with a mapping relationship. Through calibration, the regenerative charging efficiency coefficient kr corresponding to the drive motor's regenerative braking power is determined before executing the vehicle control method. It can be understood that the regenerative charging efficiency coefficient kr is a value less than 1. In other embodiments, the regenerative charging efficiency coefficient can also be calibrated based on the drive motor's operating state, representing the efficiency loss when the drive motor charges the power battery. The regenerative charging efficiency coefficient can be a calibration value, thus mapping the obtained real-time drive motor regenerative braking efficiency to a regenerative charging efficiency coefficient.

[0043] The recovered charging power is then obtained by multiplying the power recovered by the drive motor by the recovery charging efficiency coefficient.

[0044] It is understood that regenerative charging power is part of the battery charging power. In addition, battery charging power can come from the power generated by the generator when replenishing the battery. Therefore, when determining the battery replenishment status by combining battery charging power and regenerative charging power, it is possible to determine whether the engine is replenishing the battery through the generator based on whether the amount of electricity corresponding to the battery's charging power is entirely provided by the regenerative charging power of the drive motor. This allows for the determination of the State of Charge (SOC) status, enabling reasonable control of engine start-stop and reducing energy consumption.

[0045] As an example, the "upward state" refers to the battery being in an upward SOC state, indicating that the battery SOC does not decrease under actual driving needs, and both power and economy are satisfied. The "downward state" refers to the battery being in a downward SOC state, indicating that even if the battery SOC does not increase under actual driving needs, both power and economy are still satisfied.

[0046] As an example, the method also includes: In step 301, a power threshold representing a portion of the generator's power used to replenish the power battery is determined; Step 203, which determines the battery charging state of the power battery based on the battery charging power and the recovery charging power, includes: In step 302, if the difference between the battery charging power and the recovered charging power is greater than the power threshold, the battery charging state is determined to be the first state characterizing the generator charging the power battery; In step 303, if the difference between the battery charging power and the recovered charging power is less than or equal to the power threshold, the battery charging state is determined to be a second state characterized by the generator not charging the power battery.

[0047] As an example, the power threshold 'e' refers to the value at which a portion of the generator's power is used to recharge the battery; it is a calibration value. The power threshold is related to the vehicle's power configuration. Ideally, the power threshold is 0, but actual software model calculations have certain accuracy deviations. Therefore, 'e' is the calibration value obtained from actual calibration, and in practical applications, it is a value close to 0 and greater than 0.

[0048] If the difference between the battery charging power and the regenerative charging power is greater than the power threshold, it means that besides the regenerative charging power provided by the drive motor, the remaining portion of the battery charging power is supplied by the engine through the generator to replenish the power battery. Therefore, the battery replenishment state is determined as the first state, representing the engine replenishing the power battery through the generator. Figure 3 As shown, when the battery charging power Pi - the regenerative braking power of the drive motor When the recycling charging efficiency coefficient kr > power threshold e, the vehicle controller (VCU) determines that the battery charging state is the first state (i.e., the engine is charging the power battery through the generator), and determines that the power battery is in the SOC up state.

[0049] When the battery charging power Pi - drive motor recovery power When the recycling charging efficiency coefficient kr ≤ power threshold e, the vehicle controller (VCU) determines that the battery charging status is the second state (i.e., the engine does not charge the power battery through the generator), and determines that the power battery is in the SOC downtrend state.

[0050] In step 102, the initial state of charge balance point of the power battery is adjusted according to the battery charging state to obtain the target state of charge balance point.

[0051] If the battery charging state is the first state, it is determined that the power battery is in the SOC rising state, and the initial SOC balance point of the power battery is positively corrected to obtain the corrected target SOC balance point. If the battery charging state is the second state, it is determined that the power battery is in a state of declining SOC. The initial SOC balance point of the power battery is negatively corrected to obtain the corrected target SOC balance point.

[0052] As an example, the method also includes: In step 401, obtain the charge balance point correction amount of the power battery; In step 402, if a positive correction is applied to the initial state of charge balance point of the power battery, the sum of the initial state of charge balance point and the balance point correction amount is determined as the target state of charge balance point; or In step 403, if the initial state of charge balance point of the power battery is negatively corrected, the difference between the initial state of charge balance point and the balance point correction amount is determined as the target state of charge balance point.

[0053] The balance point correction amount for the power battery is a calibrated value, determined based on the vehicle's performance and configuration. When the power battery is in an upward trend, a positive correction is applied to the SOC balance point, meaning the initial SOC balance point is increased by the correction amount to obtain the corrected target SOC balance point. When the power battery is in a downward trend, a negative correction is applied to the SOC balance point, meaning the initial SOC balance point is decreased by the correction amount to obtain the corrected target SOC balance point.

[0054] In step 103, based on the current state of charge of the power battery and the target state of charge balance point, the engine and the power battery of the vehicle are controlled to operate in different modes.

[0055] As an example, range-extended electric vehicles (REEVs) operate in two modes: pure electric mode and range-extended mode. In pure electric mode, the battery powers the drive motor to propel the vehicle. In range-extended mode, a range extender generates electricity, which is used to charge the battery or simultaneously power the drive motor, thus improving the vehicle's performance. This mode is often used for scenarios such as climbing hills and long-distance acceleration. By switching between different operating modes under different conditions or driving scenarios, vehicle driving performance can be improved and energy consumption reduced.

[0056] If the current SOC of the power battery is greater than the corrected target SOC balance point, it means that the SOC of the power battery can meet the power demand of the vehicle. In this case, the vehicle controller controls the vehicle operation mode as pure electric mode. At this time, the power battery provides power to the drive motor to make it work, and the engine stops. If the current SOC of the battery is less than or equal to the corrected target SOC balance point, it means that the SOC of the power battery needs to be replenished to meet the power demand of the vehicle. At this time, the vehicle controller controls the vehicle operation mode as range extender mode. That is, the engine in the range extender replenishes the power battery to make the SOC of the power battery greater than the SOC balance point so as to operate in pure electric mode, or the range extender supplies power to the drive motor to provide a certain amount of power.

[0057] As an example, hybrid electric vehicles (HEVs) operate in two modes: pure electric mode and hybrid mode. In pure electric mode, the drive motor is powered by the battery to propel the vehicle. In hybrid mode, the engine directly powers the vehicle, enhancing its performance, or a generator simultaneously charges the battery.

[0058] If the current state of charge (SOC) is greater than the target SOC balance point, the engine is stopped, and the vehicle is driven in pure electric mode. If the current SOC is less than or equal to the target SOC balance point, it means that the SOC of the power battery needs to be replenished to meet the power demand of the vehicle. The engine is then started or kept in its current state, and the vehicle is driven in hybrid mode.

[0059] In this embodiment, by switching the vehicle's operating mode under different working conditions or driving scenarios, the vehicle's driving performance can be improved and energy consumption reduced.

[0060] The vehicle control method proposed in this embodiment determines whether the power battery's State of Charge (SOC) is rising or falling by judging whether the engine is replenishing the battery through the generator. Based on this SOC determination, the control strategy aligns with actual power requirements, enhancing the competitiveness of range-extended electric vehicles (REEVs). Furthermore, it reduces the frequency of start-up in REEVs during hill climbing, improving overall energy consumption and enhancing hill climbing safety and performance to some extent. The control strategy proposed in this embodiment requires only software calibration improvements, with minimal modifications, a short development cycle, and low development costs. Moreover, this vehicle control method can be applied not only to REEVs but also to hybrid electric vehicles to solve similar problems, demonstrating a high degree of platformization.

[0061] In a real-world scenario, for a certain range-extended electric vehicle, the driving mode, initial State of Charge (SOC) balance point setting, SOC up / down state correction to the SOC balance point, and the corresponding table of the corrected balance point and vehicle operating mode are shown in Table 1. The vehicle controller (VCU) refers to Table 1 to control the vehicle operating mode. The values ​​in Table 1 are the calibration preset values ​​for this application case; when applied to other range-extended electric vehicles, the calibration values ​​need to be adaptively changed.

[0062] Refer to Table 1: To maintain the power performance of range-extended vehicles, in Save mode (battery hold mode), the corrected SOC balance point is ≥25% when the State of Charge (SOC) is declining, and ≥35% when the SOC is rising. To ensure the electric braking capability of range-extended electric vehicles, in Save mode, the corrected SOC balance point is ≤70% when the SOC is declining, and ≤80% when the SOC is rising. Since the current strategy is based on SOC increases or decreases, in some cases, the control strategy does not meet the actual needs of users. Some of these issues are as follows: a. In REC driving mode, the range-extended electric vehicle performs energy recovery when the SOC reaches 72% (a higher SOC may require the range extender to shut down and the range extender mode to switch to pure electric mode). When the energy recovery ends, the SOC is 78%, but the SOC increases due to energy recovery and is in an upward trend. According to Table 1, the SOC is lower than the current corrected SOC balance point. The range extender needs to be started to replenish only 2% of the battery before shutting down. This increases the frequency of range extender startup, reduces the steady-state working time of a single startup, and increases energy consumption. b. When the range extender electric vehicle is in smart mode (intelligent driving mode) and the SOC is 52%, if the range extender's power generation is less than the battery's power discharge, the SOC will drop. At the SOC balance point of 45%, if the real-time SOC is higher than the balance point, the vehicle controller will shut down the range extender. This is not conducive to the vehicle climbing hills and increases the frequency of range extender shutdown, thus increasing energy consumption. c. In EV mode (pure electric mode), when the SOC is 30%, the range extender accelerates rapidly. If the power output of the range extender is less than the power output of the battery, the SOC will drop. At the SOC equilibrium point of 25%, if the real-time SOC is higher than the equilibrium point, the vehicle controller will shut down the range extender. This is not conducive to vehicle acceleration and increases the frequency of range extender shutdown, reduces the steady-state working time of the range extender per start, and increases energy consumption.

[0063] It should be noted that the examples of range-extended electric vehicles above do not represent all situations where the SOC balance point adjustment does not meet the user's actual driving needs under the current SOC up and down conditions. In other driving modes and vehicle operation modes, if the real-time SOC is between the SOC balance point after down correction and the SOC balance point after up correction in the current driving mode and vehicle operation mode, similar problems may easily occur when the range-extended electric vehicle finishes energy recovery, climbs hills, and accelerates.

[0064] It is understandable that existing methods for determining the SOC up-and-down state based on SOC rise or fall will activate the range extender to charge for a short period when the real-time SOC is higher than the SOC equilibrium point after downward correction but lower than the SOC equilibrium point after upward correction after energy recovery. This results in frequent start-stop of the range extender, and the operating time in steady-state power generation is short after each start, increasing energy consumption. However, when using the method described in this application to determine whether the engine is replenishing the power battery through the generator by the battery charging power, and thus determining the up-and-down state of the power battery based on the range extender state, for case a, the battery state information of the power battery is always in the downward SOC state at the time of energy recovery in pure electric mode, and the SOC equilibrium point is negatively corrected. Therefore, if the current SOC is greater than the corrected SOC equilibrium point as determined by Table 1, then there is no need for the range extender to replenish the power. Before the SOC balance point is adjusted, if the vehicle is in pure electric mode, it will remain in pure electric mode after the adjustment. If the vehicle is in range extender mode before the SOC balance point is adjusted, and the current SOC is greater than the corrected SOC balance point, the range extender will stop after the adjustment, and the vehicle can switch to pure electric mode, thereby reducing the frequency of range extender startup and improving energy consumption.

[0065] Regarding scenario b, this application determines the up / down state of the power battery based on whether the engine replenishes the power battery through the generator. When a range-extended electric vehicle is climbing in range-extended mode, the current power battery is determined to be in an upward SOC state based on the state of the range extender. A positive correction is made to the SOC balance point. If the real-time battery SOC is less than the corrected SOC balance point, the range extender is needed. At this time, the vehicle controller controls the vehicle to operate in range-extended mode, increasing the power supply to the vehicle, which is beneficial for climbing and avoids frequent stoppages of the range extender, thus reducing energy consumption. This avoids the problem of performing a downward SOC determination and negatively correcting the SOC balance point in situations where the range extender's power generation is less than the battery's power discharge under the original SOC up / down strategy, which does not meet the actual climbing and acceleration performance requirements of users.

[0066] Regarding scenario c, according to the control method of this application, the SOC up and down states are not determined by the magnitude of the range extender's power generation and the battery's power discharge. Instead, they are determined by whether the engine is replenishing the power battery through the generator. When the range-extended electric vehicle is in EV mode and the range extender mode is rapidly accelerating at 30% SOC, it is determined that the power battery is in the SOC up state. The vehicle continues to provide acceleration power in the range extender mode, which will not cause the range extender to stop. This prolongs the steady-state working time of the range extender's single start and reduces energy consumption.

[0067] This application provides a vehicle control method, device, equipment, and storage medium. Compared with current methods that irrationally adjust the battery state of charge balance point (SOP), failing to meet actual needs and increasing energy consumption, this application determines the battery charging state of the vehicle's power battery during vehicle operation; adjusts the initial SOP of the power battery based on the battery charging state to obtain a target SOP; and controls the operation of the vehicle's engine and power battery based on the current SOP and the target SOP to control the vehicle's operation in different operating modes. By determining whether the engine is charging the power battery through the generator using the battery charging state, the initial SOP of the power battery is adjusted to obtain a target SOP that meets the user's driving needs or the actual needs of the vehicle. Controlling the vehicle's movement mode based on the target SOP reduces the frequency of range extender or engine starts during hill climbing, thereby improving vehicle driving performance and reducing energy consumption.

[0068] Based on the first embodiment described above, a second embodiment of the vehicle control method is proposed.

[0069] In step A1, the total energy flow of the vehicle during driving and the battery discharge power of the power battery in the vehicle are obtained; In step A2, the initial state of charge balance point of the power battery is adjusted according to the vehicle energy flow and the battery discharge power to obtain the target state of charge balance point. In step A3, based on the current state of charge of the power battery and the target state of charge balance point, the engine and the power battery of the vehicle are controlled to operate in different modes.

[0070] This embodiment aims to determine whether the power battery is in an upward or downward SOC state based on the actual needs of the user and the vehicle, by analyzing the vehicle's energy flow. Specifically, it determines whether the engine is replenishing the power battery through the generator based on the vehicle's energy flow, thereby determining the upward or downward SOC state. This adjustment makes the SOC balance point more in line with actual needs, reducing the frequency of range extender start-stop during energy recovery, hill climbing, and acceleration in range-extended electric vehicles, improving overall energy consumption, and to some extent enhancing the vehicle's safety and power when climbing hills.

[0071] The specific steps are as follows: In step A1, the vehicle's total energy flow and the battery discharge power of the power battery in the vehicle are obtained during vehicle operation.

[0072] As an example, the vehicle energy flow during vehicle operation refers to the flow of energy in the vehicle's power system. The vehicle energy flow can reflect the state of the engine or generator replenishing the power battery.

[0073] As an example, the vehicle's energy flow includes the generator power P1 when the vehicle is running and the vehicle's total electrical power consumption. The total electrical power consumption includes the drive motor power Pd when the vehicle is in non-regenerative braking mode and the total power Pe of the vehicle's electrical systems. Since the generator only replenishes the battery, the generator power P1, drive motor power Pd, and total electrical power Pe can be used to determine whether the engine is replenishing the battery through the generator. For example, if there is residual power after subtracting the vehicle's total electrical power consumption from the generator power, this residual power is being used to replenish the battery. If the engine is replenishing the battery through the generator, it indicates that the user or the vehicle has a power demand. In this case, determining the battery's SOC (State of Charge) status is more reasonable and reflects actual needs.

[0074] Because power batteries experience efficiency losses during discharge, the discharge loss must be considered when determining the amount of electricity used by the drive motor based on its power, and a corresponding correction factor must be applied to the drive motor power. Similarly, when determining the amount of electricity used by the total power of the vehicle's electrical systems, the discharge loss must also be considered, and a corresponding correction factor must be applied to the total power of the vehicle's electrical systems.

[0075] As an example, step A1, which determines the vehicle energy flow based on the generator power and the vehicle's total electrical power consumption, includes: In step A11, the vehicle energy flow is determined based on the product of the generator power, the drive motor power and the first correction coefficient corresponding to the drive motor power, and the product of the total power of the vehicle electrical appliances and the second correction coefficient corresponding to the total power of the vehicle electrical appliances, wherein both the first correction coefficient and the second correction coefficient are greater than 1.

[0076] Because different vehicle power systems have different power batteries, generators, and engines, the degree of efficiency loss varies. Therefore, the drive motor power Pd and the first correction coefficient k1 are calibrated values ​​with a mapping relationship. The first correction coefficient k1 corresponding to the drive motor power is determined through calibration before executing the vehicle control method. Correspondingly, the total power Pe of the vehicle's electrical systems and the second correction coefficient k2 are also calibrated values ​​with a mapping relationship. In other embodiments, the first correction coefficient can be calibrated based on the drive motor being in operation, representing the efficiency loss of the power battery discharge. The first correction coefficient can be a calibration value, and the obtained real-time drive motor efficiency is mapped to a first correction coefficient. Correspondingly, the second correction coefficient corresponding to the vehicle's electrical systems can also be a calibration value.

[0077] It is understandable that, since power batteries experience efficiency loss during discharge, when determining the amount of electricity used by the drive motor, the corresponding first correction coefficient k1 is the reciprocal of the power battery's discharge efficiency or efficiency loss, meaning the first correction coefficient k1 is greater than 1. The corresponding second correction coefficient k2 is also greater than 1.

[0078] The overall vehicle energy flow includes the engine providing mechanical energy to the generator, causing the generator to operate, resulting in generator power P1; the power battery providing electrical energy to the drive motor, causing the drive motor to operate and providing power for vehicle movement, resulting in drive motor power Pd; and the power battery providing electrical energy to the vehicle's electrical systems, resulting in the total power Pe of the vehicle's electrical systems. In addition, there is the process of the generator replenishing the power battery, resulting in replenishment power. This completes the flow of electrical energy generated by the generator, i.e., the overall vehicle energy flow. Subsequently, based on the input and output of the overall vehicle energy flow, it can be determined whether the engine is replenishing the power battery through the generator, thereby determining the SOC (State of Charge) status.

[0079] In step A2, the initial state of charge balance point of the power battery is adjusted according to the vehicle energy flow and the battery discharge power to obtain the target state of charge balance point.

[0080] Since the power battery cannot be charged and discharged simultaneously under normal driving conditions, when the real-time battery discharge power Po = 0, the power battery can be charged, providing conditions for the engine to replenish the power battery through the alternator. When the real-time battery discharge power Po ≠ 0, the power battery can discharge, and in this case, the alternator cannot replenish the power battery. Therefore, when determining whether the engine is replenishing the power battery through the alternator by calculating the vehicle's energy flow, the battery discharge power can be used as one of the judgment conditions.

[0081] According to the law of conservation of energy, if the electrical energy generated by the generator in the vehicle's energy flow is greater than the electrical energy consumed, then a portion of the energy generated by the generator is used to recharge the battery. Therefore, determining whether the engine recharges the battery through the generator based on the vehicle's energy flow and the battery's discharge power is more in line with actual needs. Furthermore, adjusting the battery's SOC balance point according to accurate requirements is more reasonable and can meet the current operating conditions' requirements for both power and economy.

[0082] As an example, before step A2, which involves adjusting the initial state of charge balance point of the power battery based on the vehicle energy flow and the battery discharge power to obtain the target state of charge balance point, the process includes: In step B1, determine the power threshold that characterizes a portion of the generator's power used to replenish the power battery; Step A2, which involves adjusting the initial state of charge balance point of the power battery based on the vehicle energy flow and the battery discharge power to obtain the target state of charge balance point, includes: In step A21, if the battery discharge power is zero and the power value obtained from the vehicle energy flow is greater than the power threshold, the initial state of charge balance point of the power battery is positively corrected to obtain the target state of charge balance point.

[0083] As an example, the power threshold e' refers to the value at which a portion of the generator's power is used to replenish the battery; it is a calibration value. The power threshold is related to the vehicle's power configuration. Ideally, the power threshold is 0, but actual software model calculations have certain accuracy deviations. Therefore, e' is the calibration value obtained from actual calibration, and in practical applications, it is a value close to 0 and greater than 0.

[0084] As an example, the "upward state" refers to the battery being in an upward SOC state, indicating that the battery SOC does not decrease under actual driving needs, and both power and economy are satisfied. The "downward state" refers to the battery being in a downward SOC state, indicating that even if the battery SOC does not increase under actual driving needs, both power and economy are still satisfied.

[0085] like Figure 4 As shown, when the battery discharge power Po = 0, and the generator power P1 - drive motor power -Total power of vehicle electrical appliances When the power threshold e' is reached, the vehicle control unit (VCU) determines that the engine is replenishing the power battery through the generator, confirms that the power battery is in the SOC rising state, and performs a positive correction on the initial SOC balance point of the power battery to obtain the corrected target SOC balance point.

[0086] As an example, adjusting the initial state of charge balance point of the power battery based on the vehicle energy flow and the battery discharge power to obtain the target state of charge balance point includes: In step A22, if the battery discharge power is zero and the vehicle energy flow is less than or equal to the power threshold, the initial state of charge balance point of the power battery is negatively corrected to obtain the target state of charge balance point.

[0087] When the battery discharge power Po = 0, and the generator power P1 - drive motor power -Total power of vehicle electrical appliances When the power threshold e' is less than or equal to the power value, the vehicle control unit (VCU) determines that the engine is not charging the power battery through the generator, thus determining that the power battery is in a state of declining SOC. The initial SOC balance point of the power battery is then negatively corrected to obtain the corrected target SOC balance point.

[0088] As an example, the method also includes: In step A23, if the battery discharge power is not zero, the initial state of charge balance point of the power battery is negatively corrected to obtain the target state of charge balance point.

[0089] like Figure 4 As shown, when the battery discharge power Po≠0, or the battery discharge power Po≠0 and the generator power P1 - drive motor power -Total power of vehicle electrical appliances When the power threshold e' is less than or equal to the power value, the vehicle control unit (VCU) determines that the engine is not charging the power battery through the generator, thus determining that the power battery is in a state of declining SOC. The initial SOC balance point of the power battery is then negatively corrected to obtain the corrected target SOC balance point.

[0090] As an example, the method also includes: In step C1, the balance point correction amount of the power battery is obtained; In step C2, if the initial state of charge balance point of the power battery is positively corrected, the sum of the initial state of charge balance point and the balance point correction amount is determined to obtain the target state of charge balance point. In step C3, if the initial state of charge balance point of the power battery is negatively corrected, the difference between the initial state of charge balance point and the balance point correction amount is determined, and the target state of charge balance point is obtained.

[0091] The balance point correction amount for the power battery is a calibrated value, determined based on the vehicle's performance and configuration. When the power battery is in an upward trend, a positive correction is applied to the SOC balance point, meaning the initial SOC balance point is increased by the correction amount to obtain the corrected target SOC balance point. When the power battery is in a downward trend, a negative correction is applied to the SOC balance point, meaning the initial SOC balance point is decreased by the correction amount to obtain the corrected target SOC balance point.

[0092] In step A3, based on the current state of charge of the power battery and the target state of charge balance point, the engine and the power battery of the vehicle are controlled to operate in different modes.

[0093] As an example, range-extended electric vehicles (REEVs) operate in two modes: pure electric mode and range-extended mode. In pure electric mode, the battery powers the drive motor to propel the vehicle. In range-extended mode, a range extender generates electricity, which is used to charge the battery or simultaneously power the drive motor, thus improving the vehicle's performance. This mode is often used for scenarios such as climbing hills and long-distance acceleration. By switching between different operating modes under different conditions or driving scenarios, vehicle driving performance can be improved and energy consumption reduced.

[0094] If the current SOC of the power battery is greater than the corrected target SOC balance point, it means that the SOC of the power battery can meet the power demand of the vehicle. In this case, the vehicle controller controls the vehicle operation mode as pure electric mode, where the power battery provides power to the drive motor. If the current SOC of the battery is less than or equal to the corrected target SOC balance point, it means that the SOC of the power battery needs to be replenished to meet the power demand of the vehicle. In this case, the vehicle controller controls the vehicle operation mode as range extender mode. That is, the engine in the range extender replenishes the power battery to make the SOC of the power battery greater than the SOC balance point, so as to operate in pure electric mode, or the range extender supplies power to the drive motor to provide a certain amount of power.

[0095] As an example, hybrid electric vehicles (HEVs) operate in two modes: pure electric mode and hybrid mode. In pure electric mode, the drive motor is powered by the battery to propel the vehicle. In hybrid mode, the engine directly powers the vehicle, enhancing its performance, or a generator simultaneously charges the battery.

[0096] In this embodiment, by switching the vehicle's operating mode under different working conditions or driving scenarios, the vehicle's driving performance can be improved and energy consumption reduced.

[0097] The vehicle control method proposed in this embodiment determines whether the power battery's State of Charge (SOC) is rising or falling by judging whether the engine is replenishing the battery through the generator. Based on this SOC determination, the control strategy aligns with actual power requirements, enhancing the competitiveness of range-extended electric vehicles (REEVs). Furthermore, it reduces the frequency of start-up in REEVs during hill climbing, improving overall energy consumption and enhancing hill climbing safety and performance to some extent. The control strategy proposed in this embodiment requires only software calibration improvements, with minimal modifications, a short development cycle, and low development costs. Moreover, this vehicle control method can be applied not only to REEVs but also to hybrid electric vehicles to solve similar problems, demonstrating a high degree of platformization.

[0098] Based on the same concept as the methods described above, this application also proposes a vehicle control device, such as... Figure 4 As shown. The device includes: The information acquisition module 502 is used to determine the battery charging status of the vehicle's power battery when the vehicle is in motion. The power balance point control module 504 is used to adjust the initial charge state balance point of the power battery according to the battery charging state to obtain the target charge state balance point. The vehicle operation control module 506 is used to control the operation of the vehicle's engine and the power battery based on the current state of charge of the power battery and the target state of charge balance point, so as to control the vehicle to drive in different operating modes.

[0099] Optionally, the signal acquisition module 502 is further configured to acquire the battery charging power of the power battery when the vehicle is driving; acquire the regenerative charging power when the vehicle's drive motor recharges the power battery; and determine the battery recharging state of the power battery based on the battery charging power and the regenerative charging power.

[0100] Optionally, the signal acquisition module 502 is further configured to acquire the drive motor recovery power and the recovery charging efficiency coefficient corresponding to the drive motor recovery power in the recovery state; and determine the product of the drive motor recovery power and the recovery charging efficiency coefficient to obtain the recovery charging power.

[0101] Optionally, the signal acquisition module 502 is further configured to determine the battery charging state as a first state characterized by the generator charging the power battery if the difference between the battery charging power and the recovered charging power is greater than the power threshold; and to determine the battery charging state as a second state characterized by the generator not charging the power battery if the difference between the battery charging power and the recovered charging power is less than or equal to the power threshold.

[0102] Optionally, the power balance point control module 504 is further configured to, if the battery charging state is the first state, perform a positive correction on the initial state of charge balance point of the power battery to obtain the target state of charge balance point; and if the battery charging state is the second state, perform a negative correction on the initial state of charge balance point of the power battery to obtain the target state of charge balance point.

[0103] Optionally, the power balance point control module 504 is further configured to obtain the balance point correction amount of the power battery's charge; if a positive correction is applied to the initial state of charge balance point of the power battery, the sum of the initial state of charge balance point and the balance point correction amount is determined as the target state of charge balance point; or if a negative correction is applied to the initial state of charge balance point of the power battery, the difference between the initial state of charge balance point and the balance point correction amount is determined as the target state of charge balance point.

[0104] Optionally, the vehicle operation control module 506 is further configured to control the engine to stop and control the vehicle to operate in the pure electric mode if the current state of charge is greater than the target state of charge balance point; and to control the engine to start or maintain the current state if the current state of charge is less than or equal to the target state of charge balance point, and control the vehicle to operate in the range-extended mode. The vehicle control method is applied to a range-extended electric vehicle, and the operating modes include pure electric mode and range-extended mode.

[0105] Optionally, the vehicle operation control module 506 is further configured to control the engine to stop and control the vehicle to operate in pure electric mode if the current state of charge is greater than the target state of charge balance point; and to control the engine to start or maintain the current state if the current state of charge is less than or equal to the target state of charge balance point, and control the vehicle to operate in the hybrid mode; wherein, when the vehicle control method is applied to a hybrid electric vehicle, the operating mode includes pure electric mode and hybrid mode.

[0106] The specific implementation process of the functions and roles of each module / submodule / unit in the above device can be found in the implementation process of the corresponding steps in the above method, which can achieve the same technical effect, and will not be repeated here.

[0107] Corresponding to the embodiments of the foregoing methods, this specification also provides embodiments of the apparatus and the terminal to which it is applied.

[0108] The vehicle control device embodiments described in this specification can be applied to computer equipment, such as servers or terminal devices. The device embodiments can be implemented through software, hardware, or a combination of both. Taking software implementation as an example, as a logical device, it is formed by the processor of the vehicle control system loading the corresponding computer program instructions from non-volatile memory into memory for execution. From a hardware perspective, such as... Figure 5 The diagram shown is a hardware structure diagram of the computer equipment containing the vehicle control device in an embodiment of this specification, except... Figure 5 In addition to the processor 610, memory 630, network interface 620, and non-volatile memory 640 shown, the server or electronic device where the device 631 is located in the embodiment may also include other hardware depending on the actual function of the computer device, which will not be described in detail here.

[0109] The foregoing has described specific embodiments of this specification. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in a different order than that shown in the embodiments and may still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require the specific or sequential order shown to achieve the desired result. In some embodiments, multitasking and parallel processing are possible or may be advantageous.

[0110] Other embodiments of this specification will readily occur to those skilled in the art upon consideration of the specification and practice of the invention claimed herein. This specification is intended to cover any variations, uses, or adaptations that follow the general principles of this specification and include common knowledge or customary techniques in the art not claimed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this specification are indicated by the following claims.

[0111] It should be understood that this specification is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this specification is limited only by the appended claims.

[0112] The above description is merely a preferred embodiment of this specification and is not intended to limit this specification. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this specification should be included within the scope of protection of this specification.

Claims

1. A vehicle control method, characterized in that, The method includes: Determine the battery charging status of the vehicle's power battery while the vehicle is in motion; Adjust the initial charge state balance point of the power battery according to the battery charging state to obtain the target charge state balance point; Based on the current state of charge of the power battery and the target state of charge balance point, the engine and the power battery of the vehicle are controlled to operate in different modes. The battery charging state of the power battery is determined by the battery charging power of the power battery and the recovery charging power of the recovery state drive motor. If the difference between the battery charging power and the recovery charging power is greater than a power threshold, the battery charging state is determined to be a first state indicating that the generator is charging the power battery; if the difference between the battery charging power and the recovery charging power is less than or equal to the power threshold, the battery charging state is determined to be a second state indicating that the generator is not charging the power battery.

2. The vehicle control method as described in claim 1, characterized in that, The method further includes: Obtain the battery charging power of the power battery when the vehicle is in motion; The regenerative charging power of the vehicle's drive motor when replenishing the power battery is obtained. Determining the battery charging status of the vehicle's power battery while the vehicle is in motion includes: The battery charging state of the power battery is determined based on the battery charging power and the recovery charging power.

3. The vehicle control method as described in claim 2, characterized in that, The step of obtaining the regenerative charging power of the vehicle's drive motor when replenishing the power battery includes: The recovery power of the drive motor in the recovery state and the recovery charging efficiency coefficient corresponding to the recovery power of the drive motor are obtained; The recovered charging power is obtained by multiplying the recovered power of the drive motor by the recovered charging efficiency coefficient.

4. The vehicle control method as described in claim 1, characterized in that, The step of adjusting the initial state of charge balance point of the power battery according to the battery charging state to obtain the target state of charge balance point includes: If the battery charging state is the first state, the initial state of charge balance point of the power battery is positively corrected to obtain the target state of charge balance point. If the battery charging state is the second state, the initial state of charge balance point of the power battery is negatively corrected to obtain the target state of charge balance point.

5. The vehicle control method according to claim 1, characterized in that, The method further includes: Obtain the charge balance point correction amount of the power battery; If the initial state of charge balance point of the power battery is positively corrected, the sum of the initial state of charge balance point and the balance point correction amount is determined as the target state of charge balance point; or If the initial state of charge balance point of the power battery is negatively corrected, the difference between the initial state of charge balance point and the balance point correction amount is determined as the target state of charge balance point.

6. The vehicle control method according to claim 1, characterized in that, The vehicle control method is applied to range-extended electric vehicles, and the operating modes include pure electric mode and range-extended mode. The step of controlling the operation of the vehicle's engine and the power battery based on the current state of charge of the power battery and the target state of charge balance point, in order to control the vehicle to operate in different modes, includes: If the current state of charge is greater than the target state of charge balance point, control the engine to stop and control the vehicle to drive in the pure electric mode; If the current state of charge is less than or equal to the target state of charge balance point, control the engine to start or maintain the current state, and control the vehicle to drive in the range-extending mode.

7. The vehicle control method according to claim 1, characterized in that, When the vehicle control method is applied to a hybrid vehicle, the operating mode includes pure electric mode and hybrid mode; The step of controlling the operation of the vehicle's engine and the power battery based on the current state of charge of the power battery and the target state of charge balance point, in order to control the vehicle to operate in different modes, includes: If the current state of charge is greater than the target state of charge equilibrium point, control the engine to stop and control the vehicle to drive in pure electric mode. If the current state of charge is less than or equal to the target state of charge balance point, control the engine to start or maintain the current state, and control the vehicle to drive in the hybrid mode.

8. A vehicle control system, characterized in that, The system includes a memory, a processor, and a vehicle control program stored in the memory and executable on the processor, wherein the processor, when executing the vehicle control program, implements the vehicle control method according to any one of claims 1-7.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a vehicle control program, which, when executed, implements the vehicle control method according to any one of claims 1-7.

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