Control methods, devices, and storage media for the vehicle's powertrain system and the vehicle itself.

Abstract

This invention discloses a control method, apparatus, storage medium, and vehicle for a vehicle's powertrain system. The method includes: acquiring the vehicle's required power, wherein the required power indicates the power the vehicle needs to achieve; determining the operating mode of the vehicle's battery in response to the required power exceeding a power threshold, wherein the operating mode includes a charging mode or a discharging mode; determining a target control strategy for the vehicle based on the operating mode, wherein the target control strategy indicates the rules for controlling the vehicle; and controlling the vehicle's powertrain system according to the target control strategy. This invention solves the technical problem of the inability to balance the performance of a vehicle's powertrain system.

Description

Technical Field

[0001] This invention relates to the field of vehicle powertrain control technology, and more specifically, to a control method, device, storage medium, and vehicle for a vehicle powertrain. Background Technology

[0002] Vehicles play a vital role in modern society, providing convenient transportation and enabling people to reach their destinations quickly, saving time and effort. The performance of the vehicle's powertrain significantly impacts the overall performance and efficiency of the vehicle. A powerful and efficient powertrain provides ample power and torque, resulting in smoother and more stable acceleration and driving. However, in low temperatures and under low battery state (SOC) conditions, the vehicle's discharge performance significantly degrades, leading to a noticeable decrease in overall vehicle power. Therefore, improving the performance of the vehicle's powertrain is paramount to ensuring safe driving.

[0003] In related technologies, heating the battery can increase its operating temperature, thereby improving its discharge performance. However, heating the battery consumes additional energy and reduces its energy efficiency. Therefore, existing technologies suffer from the technical problem of low efficiency in improving the performance of vehicle powertrain systems.

[0004] There is currently no effective solution to the aforementioned technical problem of being unable to balance the performance of the vehicle's powertrain. Summary of the Invention

[0005] This invention provides a method, apparatus, storage medium, and vehicle for controlling a vehicle's powertrain system, in order to at least solve the technical problem of being unable to balance the performance of a vehicle's powertrain system.

[0006] According to one aspect of the present invention, a control method for a vehicle's powertrain system is provided. The method may include: acquiring the vehicle's required power, wherein the required power indicates the power the vehicle needs to achieve; determining an operating mode of the vehicle's battery in response to the required power exceeding a power threshold, wherein the operating mode includes a charging mode or a discharging mode; determining a target control strategy for the vehicle based on the operating mode, wherein the target control strategy indicates rules for controlling the vehicle; and controlling the vehicle's powertrain system according to the target control strategy.

[0007] Optionally, in response to the demand power being greater than a power threshold, determining the operating mode of the vehicle's battery includes: in response to the demand power being greater than a power threshold, acquiring the battery's state of charge; and in response to the state of charge being in an increasing state, determining that the vehicle's battery is entering a charging mode.

[0008] Optionally, the control method for the vehicle's power system includes: in response to the battery's state of charge being in a decreasing state, determining that the vehicle's battery is entering a discharge mode.

[0009] Optionally, based on the operating mode, a target control strategy for the vehicle is determined, including: in response to the operating mode being discharge mode, acquiring the peak power of the vehicle's power system, wherein the peak power is used to indicate the maximum power output that the power system can withstand; based on the peak power, determining a first comprehensive power and a second comprehensive power of the vehicle, wherein the first comprehensive power is used to indicate the comprehensive power at which control of the vehicle's motor power is prohibited, and the second comprehensive power is used to indicate the comprehensive power at which control of the vehicle's motor power is permitted; and based on the first comprehensive power and the second comprehensive power, determining the target control strategy for the vehicle.

[0010] Optionally, determining the first and second combined power of the vehicle based on the peak power includes: acquiring the continuous discharge time and battery state of the vehicle battery; discretizing the continuous discharge time to obtain the processed continuous discharge time; and determining the first and second combined power of the vehicle based on the processed continuous discharge time, battery state, and peak power.

[0011] Optionally, based on the processed continuous discharge time, battery state, and peak power, the first and second combined power of the vehicle are determined, including: inputting the processed continuous discharge time, battery state, and peak power into a learning algorithm to predict multiple first initial powers and multiple second initial powers corresponding to the continuous discharge time, wherein the first initial power is used to indicate the initial power at which the control of the vehicle's motor power is prohibited, and the second initial power is used to indicate the initial power at which the control of the vehicle's motor power is permitted; and averaging the multiple first initial powers and multiple second initial powers respectively to obtain the first combined power and the second combined power.

[0012] Optionally, a target control strategy for the vehicle is determined based on a first combined power and a second combined power, including: determining a first control strategy in response to the first combined power being less than the second combined power; and determining a second control strategy in response to the first combined power being greater than or equal to the second combined power, wherein the first control strategy and the second control strategy are used to control the power of the power system, and the power of the power system under the first control strategy is less than the power of the power system under the second control strategy.

[0013] Optionally, based on the operating mode, a target control strategy for the vehicle is determined, including: in response to the operating mode being a charging mode, determining the target control strategy for the vehicle as a third control strategy, wherein the third control strategy is used to control the energy recovery intensity of the power system, and the energy recovery intensity is used to indicate the efficiency of the vehicle's power system in recovering energy from the vehicle's battery.

[0014] Optionally, the control method for the vehicle's power system further includes: controlling the vehicle's power system according to the required power in response to the demand power being less than or equal to a power threshold.

[0015] According to another aspect of the present invention, a control device for a vehicle's powertrain system is also provided. The device may include: an acquisition unit for acquiring the vehicle's required power, wherein the required power indicates the power the vehicle needs to achieve; a first determination unit for determining a battery operating mode in response to the required power exceeding a power threshold, wherein the operating mode includes a charging mode or a discharging mode; a second determination unit for determining a target control strategy for the vehicle based on the operating mode, wherein the target control strategy indicates rules for controlling the vehicle; and a control unit for controlling the vehicle's powertrain system according to the target control strategy.

[0016] According to another aspect of the present invention, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored program, wherein, when the program is run by a processor, it controls the device where the storage medium is located to execute the control method of the vehicle power system of the present invention.

[0017] According to another aspect of the present invention, a processor is also provided. The processor is configured to run a program, wherein the program, when running, executes the control method for the powertrain of a vehicle according to the embodiments of the present invention.

[0018] According to another aspect of the present invention, a vehicle is also provided. This vehicle is used to execute the control method for the powertrain system of the vehicle according to the embodiments of the present invention.

[0019] In this embodiment of the invention, the required power of the vehicle is obtained, wherein the required power indicates the power that the vehicle needs to achieve; in response to the required power being greater than a power threshold, the operating mode of the vehicle's battery is determined, wherein the operating mode includes a charging mode or a discharging mode; based on the operating mode, a target control strategy for the vehicle is determined, wherein the target control strategy indicates the rules for controlling the vehicle; and the vehicle's power system is controlled according to the target control strategy. That is, in this embodiment of the invention, when the required power of the vehicle is greater than a power threshold, the target control strategy for the vehicle is determined based on the operating mode of the vehicle's battery, thereby controlling the vehicle's power system according to the target control strategy. This achieves the purpose of controlling the power of the vehicle's power system from multiple perspectives, solving the technical problem of being unable to balance the performance of the vehicle's power system, and realizing the technical effect of balancing the performance of the vehicle's power system. Attached Figure Description

[0020] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this invention, illustrate exemplary embodiments of the invention and are used to explain the invention, but do not constitute an undue limitation of the invention. In the drawings:

[0021] Figure 1 This is a flowchart of a control method for a vehicle's power system according to an embodiment of the present invention;

[0022] Figure 2 This is a schematic diagram of a method for controlling vehicle discharge power when the battery is at low SOC and low temperature, according to an embodiment of the present invention.

[0023] Figure 3 This is a schematic diagram of a charging power control method suitable for vehicle energy recovery process when the battery is at low SOC and low temperature, according to an embodiment of the present invention.

[0024] Figure 4 This is a schematic diagram of a control device for a vehicle's power system according to an embodiment of the present invention. Detailed Implementation

[0025] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0026] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, functional component, or device that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, functional components, or devices.

[0027] Example 1

[0028] According to an embodiment of the present invention, an embodiment of a control method for a vehicle power system is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0029] Figure 1 This is a flowchart of a control method for a vehicle's powertrain system according to an embodiment of the present invention, such as... Figure 1 As shown, the method may include the following steps:

[0030] Step S101: Obtain the required power of the vehicle.

[0031] In the technical solution provided by step S101 of the present invention, the required power is used to indicate the power that the vehicle needs to achieve. The required power can also be referred to as the driving object required power, driving required power, or driver required power (denoted as P). The required power may include output power (denoted as P1) and discharge power (denoted as P2).

[0032] In this embodiment, the required power of the vehicle is obtained. For example, different driving behaviors and power demands of the driver are monitored in real time, and the required power of the vehicle is determined based on these different driving behaviors and power demands. This is only an example and does not limit the specific content of obtaining the required power of the vehicle.

[0033] For example, when the driver has a driving power demand of P, the motor outputs power of P1 to meet the driver's demand, and the battery discharges following the motor output, with a discharge power of P2. The relationship between P1 and P2 can be expressed by the following formula (1):

[0034] P2 = P1 / eff + Pw (1)

[0035] Where eff is the electric drive efficiency and Pw is the load power of electrical accessories, etc.

[0036] Optionally, real-time monitoring of the driver's behavior and power needs can help the vehicle system adjust power output in a timely manner, making driving more stable and safer.

[0037] Step S102: In response to the demand power being greater than the power threshold, determine the operating mode that the vehicle's battery enters.

[0038] In the technical solution provided by step S102 of the present invention, the working mode includes a charging mode or a discharging mode.

[0039] In this embodiment, after obtaining the vehicle's required power in step S101, the required power is compared with a power threshold. When the required power is greater than the power threshold, it indicates that the driver has a strong desire to accelerate. At this time, if the driver increases the throttle, the battery's allowable discharge power limit will be reached. The decrease in battery power is the main reason for the power limitation under this condition. Based on this, in order to ensure the safety of vehicle driving, it is necessary to judge the combined driving power of the battery and the motor.

[0040] Optionally, the operating mode of the vehicle's battery can be determined, for example, by obtaining the battery's state of charge. This is merely an example and does not limit the specific content of determining the battery's operating mode.

[0041] For example, when the battery's state of charge is increasing, it means that the battery's charge is increasing, and based on this, it can be determined that the vehicle's battery is in charging mode; when the battery's state of charge is decreasing, it means that the battery's charge is decreasing, and based on this, it can be determined that the vehicle's battery is in discharging mode.

[0042] Optionally, by determining the different operating modes of the vehicle's battery, different control strategies can be selected to control the vehicle's power system according to the different battery modes, thereby achieving the goal of comprehensively balancing the vehicle's power system.

[0043] Step S103: Determine the target control strategy for the vehicle based on the operating mode.

[0044] In the technical solution provided by step S103 of the present invention, the target control strategy is used to indicate the rules for controlling the vehicle.

[0045] In this embodiment, after determining the operating mode of the vehicle's battery in step S102, the target control strategy of the vehicle is determined according to the operating mode.

[0046] Optionally, when the battery is operating in discharge mode, the peak power of the vehicle's powertrain is obtained. The peak power indicates the maximum power output the powertrain can withstand, and may include: the motor peak power (denoted as P). M ) and the allowable discharge power of the battery is (denoted as P) b ).

[0047] Optionally, after obtaining the peak power of the powertrain, the first comprehensive power and the second comprehensive power of the vehicle are determined based on the peak power, wherein the first comprehensive power is used to indicate the comprehensive power when motor power control of the vehicle is prohibited, and the second comprehensive power is used to indicate the comprehensive power when motor power control of the vehicle is permitted. The first comprehensive power can also be referred to as the peak motor drive power (denoted as Ps1) under the condition of no motor power control, and the second comprehensive power can also be referred to as the peak motor drive power (denoted as Ps2) under the condition of motor power control.

[0048] Optionally, by acquiring the continuous discharge time and battery state of the vehicle battery, the continuous discharge time is discretized to obtain the processed continuous discharge time. The processed continuous discharge time, battery state, and peak power are input into the learning algorithm to predict multiple first initial power and multiple second initial power corresponding to the continuous discharge time. The multiple first initial power and multiple second initial power are then averaged to obtain the first comprehensive power and the second comprehensive power. The first comprehensive power and the second comprehensive power can be collectively referred to as the comprehensive power of the motor system.

[0049] For example, the total power of the motor system can be calculated using the following formula (2):

[0050] Ps = avg(P1) (2)

[0051] Where Ps is the comprehensive power of the motor system, the comprehensive average power used for driving, which refers to the average value over a period of time, defined as T; T is the time from the start of the trigger judgment condition, assuming no limit on motor power, until the battery reaches its power limit according to the current rate of increase of motor power.

[0052] Optionally, when the first comprehensive power is less than the second comprehensive power, that is, Ps1 < Ps2, it means that the motor drive power in the power system should be limited. Based on this, the target control strategy is determined to be the first control strategy.

[0053] Optionally, when the first comprehensive power is greater than or equal to the second comprehensive power, that is, Ps1≥Ps2, it means that the motor drive power in the power system should not be limited at this time. Based on this, the target control strategy is determined to be the second control strategy.

[0054] Optionally, when the battery is operating in discharge mode, the target control strategy for the vehicle is determined to be a third control strategy. This third control strategy can be used to control the energy recovery intensity of the powertrain.

[0055] For example, if the current setting is not the "strongest" mode among all the vehicle's modes, the energy recovery intensity of the vehicle's power system will automatically increase by one level, jumping to the next intensity mode.

[0056] Step S104: Control the vehicle's power system according to the target control strategy.

[0057] In the technical solution provided by step S104 of the present invention, after the target control strategy of the vehicle is determined in step S103, the power system of the vehicle is controlled according to the target control strategy. The power system of the vehicle includes at least: motor drive and battery.

[0058] In this embodiment, the vehicle's powertrain is controlled according to a target control strategy. For example, when the target control strategy is the second control strategy, the motor drive power in the vehicle's powertrain is not limited. This is merely an example and does not limit the specific method of controlling the vehicle's powertrain.

[0059] Optionally, the vehicle's power system is controlled according to the target control strategy, which avoids the singleness of using a single method to control the power system. The power of the vehicle's power system is controlled from multiple aspects, which solves the technical problem of not being able to balance the performance of the vehicle's power system and achieves the technical effect of balancing the performance of the vehicle's power system.

[0060] It should be noted that the above embodiments can be executed by the control device of the vehicle's power system.

[0061] In steps S101 to S104 of this invention, the required power of the vehicle is obtained, wherein the required power indicates the power that the vehicle needs to achieve; in response to the required power being greater than a power threshold, the operating mode of the vehicle's battery is determined, wherein the operating mode includes a charging mode or a discharging mode; based on the operating mode, a target control strategy for the vehicle is determined, wherein the target control strategy indicates the rules for controlling the vehicle; and the vehicle's power system is controlled according to the target control strategy. In other words, in this embodiment of the invention, when the required power of the vehicle is greater than a power threshold, the target control strategy for the vehicle is determined based on the operating mode of the vehicle's battery, thereby controlling the vehicle's power system according to the target control strategy. This achieves the purpose of controlling the power of the vehicle's power system from multiple perspectives, solving the technical problem of being unable to balance the performance of the vehicle's power system, and realizing the technical effect of balancing the performance of the vehicle's power system.

[0062] The method described in this embodiment will be further described below.

[0063] As an optional embodiment, in response to the demand power being greater than a power threshold, determining the operating mode of the vehicle's battery includes: in response to the demand power being greater than a power threshold, acquiring the battery's state of charge; and in response to the state of charge being in an increasing state, determining that the vehicle's battery has entered a charging mode.

[0064] In this embodiment, when the required power is greater than the power threshold, it indicates that the driver has a strong desire to accelerate. At this time, the driver will increase the throttle to reach the battery's allowable discharge power limit. Based on this, the battery's charge status is obtained. When the charge status is increasing, it is determined that the vehicle's battery has entered the charging mode.

[0065] Optionally, by determining different operating modes of the vehicle battery and selecting different control strategies for different operating modes, the purpose of controlling the vehicle power system from multiple angles can be achieved.

[0066] As an optional embodiment, the control method for the vehicle's power system further includes: determining that the vehicle's battery enters a discharge mode in response to the battery's charge state being in a decreasing state.

[0067] In this embodiment, when the battery level is decreasing, the vehicle's battery is determined to be in discharge mode.

[0068] Optionally, when operating in battery discharge mode, the vehicle can achieve higher power output and improve performance.

[0069] As an optional embodiment, determining a target control strategy for the vehicle based on the operating mode includes: in response to the operating mode being a discharge mode, acquiring the peak power of the vehicle's powertrain, wherein the peak power is used to indicate the maximum power output that the powertrain can withstand; determining a first combined power and a second combined power for the vehicle based on the peak power, wherein the first combined power is used to indicate the combined power at which control of the vehicle's motor power is prohibited, and the second combined power is used to indicate the combined power at which control of the vehicle's motor power is permitted; and determining a target control strategy for the vehicle based on the first combined power and the second combined power.

[0070] In this embodiment, when the battery is in discharge mode, the peak power of the vehicle's powertrain is acquired, and based on the peak power, the vehicle's first combined power and second combined power are determined. The peak power may include the battery's allowable discharge power Pb and the motor's peak power P. M .

[0071] Optionally, after determining the first combined power and the second combined power of the vehicle, a target control strategy for the vehicle is determined based on the first combined power and the second combined power.

[0072] Optionally, determining the vehicle's target control strategy can improve the vehicle's overall performance and efficiency, reduce energy consumption and emissions, and enhance user experience and market competitiveness.

[0073] As an optional embodiment, determining the first and second combined power of the vehicle based on the peak power includes: acquiring the continuous discharge time and battery state of the vehicle battery; discretizing the continuous discharge time to obtain the processed continuous discharge time; and determining the first and second combined power of the vehicle based on the processed continuous discharge time, battery state, and peak power.

[0074] In this embodiment, the continuous discharge time and battery state of the vehicle battery are obtained; the continuous discharge time is discretized to obtain the processed continuous discharge time.

[0075] Optionally, since the continuous discharge time of the battery is variable and difficult to statistically analyze, the duration needs to be discretized to ensure the accuracy of the first and second comprehensive power.

[0076] Optionally, the first and second combined power of the vehicle can be determined based on the processed continuous discharge time, battery state, and peak power.

[0077] As an optional embodiment, determining the first and second combined power of the vehicle based on the processed continuous discharge time, battery state, and peak power includes: inputting the processed continuous discharge time, battery state, and peak power into a learning algorithm to predict multiple first initial power and multiple second initial power corresponding to the continuous discharge time, wherein the first initial power is used to indicate the initial power at which the control of the vehicle's motor power is prohibited, and the second initial power is used to indicate the initial power at which the control of the vehicle's motor power is permitted; averaging the multiple first initial power and multiple second initial power respectively to obtain the first combined power and the second combined power.

[0078] In this embodiment, the processed continuous discharge time, battery state, and peak power are input into the learning algorithm to predict multiple first initial powers and multiple second initial powers corresponding to the continuous discharge time.

[0079] Optionally, after obtaining multiple first initial powers and multiple second initial powers, the multiple first initial powers and multiple second initial powers are averaged to obtain a first comprehensive power and a second comprehensive power. The first comprehensive power and the second comprehensive power can be calculated according to the aforementioned formula (2), which will not be elaborated here.

[0080] Optionally, by averaging the first and second combined power, the energy consumption of the battery under different workloads can be more balanced, avoiding energy waste caused by excessively high or low power.

[0081] As an optional embodiment, a target control strategy for the vehicle is determined based on a first combined power and a second combined power, including: determining a first control strategy in response to the first combined power being less than the second combined power; and determining a second control strategy in response to the first combined power being greater than or equal to the second combined power, wherein the first control strategy and the second control strategy are used to control the power of the power system, and the power of the power system under the first control strategy is less than the power of the power system under the second control strategy.

[0082] In this embodiment, when the first comprehensive power is less than the second comprehensive power, it means that the motor drive power in the power system should be limited. Based on this, the target control strategy is determined to be the first control strategy.

[0083] Optionally, when the first comprehensive power is greater than or equal to the second comprehensive power, it indicates that the motor drive power in the power system should not be limited at this time. Based on this, the target control strategy is determined to be the second control strategy.

[0084] Alternatively, different control strategies can be used to control the vehicle's power system, thereby controlling the power of the vehicle's power system from multiple aspects and solving the technical problem of being unable to balance the performance of the vehicle's power system.

[0085] As an optional embodiment, a target control strategy for the vehicle is determined based on the operating mode, including: in response to the operating mode being a charging mode, determining the target control strategy for the vehicle as a third control strategy, wherein the third control strategy is used to control the energy recovery intensity of the power system, and the energy recovery intensity is used to indicate the efficiency of the vehicle's power system in recovering energy from the vehicle's battery.

[0086] In this embodiment, when the operating mode is charging mode, the target control strategy for the vehicle is determined to be the third control strategy.

[0087] Optionally, the third control strategy is to control the energy recovery intensity of the vehicle's power system.

[0088] For example, if the vehicle has three intensity modes, such as weak, strong, and strong, if the vehicle's current mode is "weak", it will automatically switch to "strong"; if the vehicle's current mode is "strong", it will automatically switch to "strong".

[0089] As an optional embodiment, the control method for the vehicle's power system further includes: controlling the vehicle's power system according to the required power in response to the required power being less than or equal to a power threshold.

[0090] In this embodiment, when the required power is less than or equal to the power threshold, it indicates that the power of the vehicle's power system can meet the vehicle's required power. Based on this, the vehicle's power system can be controlled according to the required power.

[0091] Optionally, by controlling the power system to meet the required power, the vehicle can maintain a stable power output under various road conditions, thereby improving the vehicle's driving performance and handling.

[0092] It should be noted that the above embodiments can be executed by the control device of the vehicle's power system.

[0093] In this embodiment, the vehicle's required power is obtained, where the required power indicates the power the vehicle needs to achieve. In response to the required power exceeding a power threshold, the operating mode of the vehicle's battery is determined, where the operating mode includes a charging mode or a discharging mode. Based on the operating mode, a target control strategy for the vehicle is determined, where the target control strategy indicates the rules for controlling the vehicle. The vehicle's powertrain is then controlled according to the target control strategy. In other words, in this embodiment of the invention, when the vehicle's required power exceeds a power threshold, the target control strategy is determined based on the vehicle's battery operating mode, thereby controlling the vehicle's powertrain according to the target control strategy. This achieves the goal of controlling the power of the vehicle's powertrain from multiple perspectives, solving the technical problem of being unable to balance the performance of the vehicle's powertrain and realizing the technical effect of balancing the performance of the vehicle's powertrain.

[0094] Example 2

[0095] The technical solutions of the embodiments of the present invention will be illustrated below with reference to preferred embodiments.

[0096] Vehicles play a vital role in modern society, providing convenient transportation and enabling people to reach their destinations quickly, saving time and effort. The performance of the vehicle's powertrain significantly impacts the overall performance and efficiency of the vehicle. A powerful and efficient powertrain provides ample power and torque, resulting in smoother and more stable acceleration and driving. However, in low temperatures and under low battery state (SOC) conditions, the vehicle's discharge performance significantly degrades, leading to a noticeable decrease in overall vehicle power. Therefore, improving the performance of the vehicle's powertrain is paramount to ensuring safe driving.

[0097] In related technologies, heating the battery can increase its operating temperature, thereby improving its discharge performance. However, heating the battery consumes additional energy, reducing its energy efficiency. Therefore, existing technologies suffer from the technical problem of low efficiency in improving vehicle powertrain performance. Furthermore, no effective solution has yet been proposed to address the aforementioned issue of the inability to comprehensively adjust vehicle attitude.

[0098] However, this invention proposes a charging power control method suitable for vehicle discharge and energy recovery processes when the battery is at low SOC and low temperature. When the battery is discharging, the driver's required power, the battery's allowable discharge power, and the motor's peak power are obtained. When the power system power is low, the vehicle's motor and battery are controlled according to the required power. When the power system power is high, the combined power of the motor system without power control and with power control are calculated separately. The combined power of the motor system without power control and with power control are compared to determine a control strategy, thereby controlling the power of the vehicle's motor and battery according to the control strategy. When the battery is charging, the vehicle's energy recovery intensity is controlled. This invention controls the power of the vehicle's power system from multiple aspects, solving the technical problem of being unable to balance the performance of the vehicle's power system and achieving the technical effect of balancing the performance of the vehicle's power system.

[0099] The embodiments of the present invention will be further described below.

[0100] Figure 2 This is a schematic diagram of a method for controlling vehicle discharge power at low SOC and low temperature according to an embodiment of the present invention, as shown below. Figure 2 As shown, the method includes the following steps:

[0101] Step S201: Obtain the driver's required power, the battery's allowable discharge power, and the motor's peak power.

[0102] In this embodiment, the driver's required power, the battery's allowable discharge power, and the motor's peak power are obtained.

[0103] Optionally, the driver's required power is set to P, the platform voltage to U, the allowable battery discharge power to Pb, and the motor peak power to P. M .

[0104] Optionally, when the driver has a driving power requirement of P, the motor outputs power of P1 to meet the driver's needs, and the battery discharges following the motor output with a discharge power of P2. The relationship between P1 and P2 can be expressed by the aforementioned formula (1), which will not be elaborated here.

[0105] Step S202: Is the driver's required power less than the driver's required power, the battery's allowable discharge power, and the motor's peak power?

[0106] In this embodiment, after obtaining the driver's required power, the battery's allowable discharge power, and the motor's peak power in step S201, it is determined whether the driver's required power is less than the driver's required power, the battery's allowable discharge power, and the motor's peak power. If the driver's required power is less than the driver's required power, the battery's allowable discharge power, and the motor's peak power, then step S208 is executed. If the driver's required power is not less than the driver's required power, the battery's allowable discharge power, and the motor's peak power, then step S203 is executed.

[0107] For example, when the battery discharge allowable power Pb, the motor peak power P M Both are relatively large, meaning that P1 power is relatively small. The motor and battery power required by the driver, P1 and P2, are both less than the peak motor power P. M When the battery discharge allowable power Pb is reached, step S208 is executed.

[0108] For another example, when the battery's allowable discharge power Pb, the motor's peak power P M If both are relatively small, then proceed to step S203.

[0109] Optionally, when the battery is at a low SOC or low temperature, for example, at room temperature and 90% SOC, the battery discharge allowable power is 400kW, while at 20% SOC and -20℃, the battery discharge allowable power is generally less than or equal to 100kW. Under these circumstances, if the driver has a strong desire to accelerate, a slight increase in throttle will reach the battery's discharge allowable power limit. The decrease in battery power is the main reason for the power limitation under this condition. At this time, it is necessary to judge the combined drive power of the battery and the motor.

[0110] Step S203: Is the power system inefficient?

[0111] In this embodiment, it is determined whether the vehicle's power system is inefficient. If the power system is inefficient, step S204 is executed; if the power system is not inefficient, step S208 is executed.

[0112] Optionally, the conditions under which the power system is inefficient may include, but are not limited to: when the battery temperature is below a certain threshold and the battery SOC is below a certain threshold, or when the battery temperature is below a certain threshold regardless of the battery SOC, or when the battery discharge allowable power is below a certain threshold.

[0113] Step S204: Calculate the peak motor drive power Ps1 without motor power control and the peak motor drive power Ps2 with motor power control.

[0114] In this embodiment, the peak motor drive power Ps1 without motor power control and the peak motor drive power Ps2 with motor power control are calculated.

[0115] Optionally, if motor power control is not performed, the battery voltage will continue to decrease as the motor power continues to increase until the battery discharge power reaches the allowable power limit. The battery voltage when the battery discharge power reaches the allowable power limit can be predicted by a predetermined learning algorithm, and the peak drive power of the motor at that voltage can also be calculated.

[0116] Optionally, the battery voltage during discharge can be predicted using a predetermined learning algorithm, which can be achieved using a large amount of data and machine learning algorithms such as neural networks. This data can be obtained from a large amount of experimental data or actual vehicle operation data. Since battery voltage changes are related to battery SOC, temperature, and discharge power, the key information required includes battery SOC, battery temperature, battery discharge power, and battery voltage. The input information includes battery temperature, battery SOC, battery discharge power, and battery discharge duration, and the output information is battery voltage. Except for the battery discharge duration, the others are relatively easy to obtain. However, because the battery discharge duration is variable and difficult to statistically analyze, it needs to be discretized.

[0117] Optionally, Table 1 shows the rules for discretization:

[0118] Table 1 Rules for Discretization Processing

[0119] Actual duration (s) Discrete duration (s) ≤3 2 3＜t≤5 4 5＜t≤10 8 10＜t≤20 15 t＞20 20

[0120] Optionally, the discrete duration can be used as input information to calculate the battery voltage, and the calculated battery voltage can be used for judgment in the above control algorithm.

[0121] Optionally, the above calculations can be performed on the vehicle-side controller or through a cloud platform and remotely imported into the vehicle controller via vehicle networking technology; no restrictions are imposed here.

[0122] Optionally, when the vehicle's driving demand is determined to be close to the battery's power limit, the power of the air conditioning or heating system should be actively limited to increase the power of the drive system and improve the overall vehicle performance. This can be achieved by appropriately reducing the power, i.e., when the vehicle's driving demand is determined to be close to the battery's power limit, the power of the air conditioning or heating system should be reduced to 50% of the normal output. However, this power is very small and can only play an auxiliary role.

[0123] Optionally, motor power control is performed, meaning that the motor power increases to a certain value and then stops increasing, and the battery voltage will slowly decrease. Even if the battery voltage decreases in the early stages, the decrease will be further reduced because the discharge power no longer increases. The battery voltage drop will definitely be less than the battery voltage drop without motor power control. At this time, the peak motor drive power under the current voltage can be calculated to maintain the current power limit state.

[0124] Optionally, the overall power of the motor system can be calculated according to the aforementioned formula (2), which will not be elaborated here.

[0125] Optionally, when the driver's demand for either the motor output power P1 or P2 is close to the motor's peak power PM and the battery's allowable discharge power Pb, that is, when P1 = k1 * PM or P2 = k2 * Pb, it is considered that the driver's driving demand is close to the limit of the motor or battery's capability at that voltage. Here, k1 and k2 are coefficients less than or equal to 1, which can usually be calibrated to 0.8-1.

[0126] It is important to emphasize here that when the driver has acceleration needs, the battery voltage will continuously decrease. The motor peak power, PM, represents the peak power at various real-time voltages, and the battery discharge allowable power, Pb, also represents the battery's peak capability under various real-time conditions. In other words, when the driver's driving needs are approaching the limits of the motor or battery at that voltage, judging the overall power of the vehicle's motor system under different environments can achieve the goal of balancing the performance of the vehicle's powertrain.

[0127] Step S205: Is Ps1 less than Ps2?

[0128] In this embodiment, it is determined whether Ps1 is less than Ps2. If Ps1 is less than Ps2, step S207 is executed; if Ps1 is not less than Ps2, step S206 is executed.

[0129] Step S206: The motor drive power is not limited.

[0130] In this embodiment, Ps1 is not less than Ps2, that is, the peak drive power of the motor without motor power control is not less than the peak drive power of the motor with motor power control. Based on this, the motor drive power should not be limited in order to ensure that the vehicle achieves better acceleration.

[0131] Step S207: Limit the motor drive power.

[0132] In this embodiment, Ps1 is less than Ps2, that is, the peak drive power of the motor without motor power control is less than the peak drive power of the motor with motor power control. Based on this, the motor drive power should be limited.

[0133] Optionally, appropriately limiting the battery drive power can result in a lower battery voltage drop, thereby increasing the system drive power and improving acceleration performance.

[0134] Step S208: Output power according to the driver's requirements.

[0135] In this embodiment, power is output according to the driver's power requirements.

[0136] Figure 3 This is a schematic diagram of a charging power control method suitable for vehicle energy recovery process when the battery is at low SOC and low temperature, according to an embodiment of the present invention. Figure 3 As shown, the method includes the following steps:

[0137] Step S301: Obtain the driver's required power, the battery's allowable discharge power, and the motor's peak power.

[0138] In this embodiment, the driver's required power, the battery's allowable discharge power, and the motor's peak power are obtained.

[0139] Step S302: Is the driver's required power less than the driver's required power, the battery's allowable discharge power, and the motor's peak power?

[0140] In this embodiment, after obtaining the driver's required power, the battery's allowable discharge power, and the motor's peak power in step S301, it is determined whether the driver's required power is less than the driver's required power, the battery's allowable discharge power, and the motor's peak power. If the driver's required power is less than the driver's required power, the battery's allowable discharge power, and the motor's peak power, then step S306 is executed. If the driver's required power is not less than the driver's required power, the battery's allowable discharge power, and the motor's peak power, then step S303 is executed.

[0141] Step S303: Determine whether the energy recovery intensity is strong.

[0142] In this embodiment, it is determined whether the energy recovery intensity is strong. If the energy recovery intensity is strong, step S305 is executed; if the energy recovery intensity is not strong, step S304 is executed.

[0143] In step S304, the vehicle's energy recovery intensity is automatically increased by one level, jumping up to the next intensity mode.

[0144] In this embodiment, if the current setting is not the "strongest" mode among all the vehicle's modes, the vehicle's energy recovery intensity will automatically increase by one level and jump to the next intensity mode.

[0145] For example, if the vehicle has three intensity modes, such as weak, strong, and strong, if the vehicle's current mode is "weak", it will automatically switch to "strong"; if the vehicle's current mode is "strong", it will automatically switch to "strong".

[0146] Optionally, adjusting the vehicle's energy recovery intensity can prevent users from clearly perceiving changes in energy recovery intensity, thus avoiding a poor user experience.

[0147] In step S305, the vehicle energy recovery intensity remains unchanged.

[0148] In this embodiment, the vehicle's energy recovery intensity is strong, and the vehicle's energy recovery intensity remains unchanged.

[0149] Step S306: Output power according to the driver's requirements.

[0150] In this embodiment, power is output according to the driver's power requirements.

[0151] Optionally, the battery charging power generated by energy recovery is limited by the charging limit of the current state of the battery, so it will not cause the battery to be overcharged, and thus will not cause problems such as battery life or failure.

[0152] In this embodiment, onboard sensors are used to acquire vehicle and road condition information, including wheel speed, lateral acceleration, longitudinal acceleration, steering wheel angle, current yaw rate, and current sideslip angle of the four wheels. Based on the acquired vehicle state information, the phase plane stability domain and its boundaries are determined for the current vehicle driving state. Then, the identified phase plane stability domain is incorporated into the state constraints of model predictive control (MMC) to calculate a more suitable and accurate control sequence for the vehicle. After calculating the additional yaw moment required by the vehicle, the designed MMC stability control unit, constrained by the phase plane stability domain, distributes the control quantity to each wheel using a torque distribution strategy, thus enabling the driver to control the vehicle's stability. This solves the technical problem of balancing the performance of the vehicle's powertrain and improves the safety and stability of the vehicle during driving.

[0153] Example 3

[0154] According to an embodiment of the present invention, a control device for a vehicle's powertrain system is also provided. It should be noted that this control device for the vehicle's powertrain system can be used to execute the control method for the vehicle's powertrain system in Embodiment 1.

[0155] Figure 4 This is a schematic diagram of a control device for a vehicle's powertrain according to an embodiment of the present invention. Figure 4As shown, the control device 400 of the vehicle's power system may include: an acquisition unit 401, a first determination unit 402, a second determination unit 403, and a control unit 404.

[0156] The acquisition unit 401 is used to acquire the required power of the vehicle, wherein the required power is used to indicate the power that the vehicle needs to achieve.

[0157] The first determining unit 402 is used to determine the operating mode of the vehicle's battery in response to the demand power being greater than a power threshold, wherein the operating mode includes a charging mode or a discharging mode.

[0158] The second determining unit 403 is used to determine the target control strategy of the vehicle based on the operating mode, wherein the target control strategy is used to indicate the rules for controlling the vehicle.

[0159] Control unit 404 is used to control the vehicle's power system according to the target control strategy.

[0160] Optionally, the first determining unit 402 may include: a first acquiring module, configured to acquire the battery charge status of the vehicle in response to the demand power being greater than a power threshold; and a first determining module, configured to determine that the vehicle battery has entered a charging mode in response to the charge status being in an increasing state.

[0161] Optionally, the control device 400 of the vehicle's power system may further include: a third determining unit, used to determine that the vehicle's battery has entered a discharge mode in response to the battery's charge state being in a decreasing state.

[0162] Optionally, the second determining unit 403 may include: a second acquiring module, configured to acquire the peak power of the vehicle's power system in response to the operating mode being discharge mode, wherein the peak power is used to indicate the maximum power output that the power system can withstand; a second determining module, configured to determine a first comprehensive power and a second comprehensive power of the vehicle based on the peak power, wherein the first comprehensive power is used to indicate the comprehensive power at which the control of the vehicle's motor power is prohibited, and the second comprehensive power is used to indicate the comprehensive power at which the control of the vehicle's motor power is permitted; and a third determining module, configured to determine a target control strategy for the vehicle based on the first comprehensive power and the second comprehensive power.

[0163] Optionally, the second determining module may include: a first acquiring submodule for acquiring the continuous discharge time and battery state of the vehicle battery; a discretization processing submodule for discretizing the continuous discharge time to obtain the processed continuous discharge time; and a first determining submodule for determining the first comprehensive power and the second comprehensive power of the vehicle based on the processed continuous discharge time, battery state, and peak power.

[0164] Optionally, the first determining submodule can also be used to input the processed continuous discharge time, battery state, and peak power into the learning algorithm to predict multiple first initial powers and multiple second initial powers corresponding to the continuous discharge time. The first initial power is used to indicate the initial power at which the control of the vehicle's motor power is prohibited, and the second initial power is used to indicate the initial power at which the control of the vehicle's motor power is permitted. The multiple first initial powers and multiple second initial powers are averaged to obtain the first comprehensive power and the second comprehensive power.

[0165] Optionally, the third determining module may further include: a second determining submodule, used to determine the target control strategy as the first control strategy in response to the first comprehensive power being less than the second comprehensive power; and a third determining submodule, used to determine the target control strategy as the second control strategy in response to the first comprehensive power being greater than or equal to the second comprehensive power, wherein the first control strategy and the second control strategy are used to control the power of the power system, and the power of the power system under the first control strategy is less than the power of the power system under the second control strategy.

[0166] Optionally, the second determining unit 403 may further include: a fourth determining module, configured to determine the target control strategy of the vehicle as a third control strategy in response to the operating mode being a charging mode, wherein the third control strategy is used to control the energy recovery intensity of the power system, and the energy recovery intensity is used to indicate the efficiency of the vehicle's power system in recovering energy from the vehicle's battery.

[0167] Optionally, the control device 400 for the vehicle's power system may further include: a first control unit for controlling the vehicle's power system according to the required power in response to a required power being less than or equal to a power threshold.

[0168] In this embodiment, the vehicle's required power is obtained, where the required power indicates the power the vehicle needs to achieve. In response to the required power exceeding a power threshold, the operating mode of the vehicle's battery is determined, where the operating mode includes a charging mode or a discharging mode. Based on the operating mode, a target control strategy for the vehicle is determined, where the target control strategy indicates the rules for controlling the vehicle. The vehicle's powertrain is then controlled according to the target control strategy. In other words, in this embodiment of the invention, when the vehicle's required power exceeds a power threshold, the target control strategy is determined based on the vehicle's battery operating mode, thereby controlling the vehicle's powertrain according to the target control strategy. This achieves the goal of controlling the power of the vehicle's powertrain from multiple perspectives, solving the technical problem of being unable to balance the performance of the vehicle's powertrain and realizing the technical effect of balancing the performance of the vehicle's powertrain.

[0169] Example 4

[0170] According to an embodiment of the present invention, a computer-readable storage medium is also provided, the storage medium including a stored program, wherein the program executes the control method of the power system of the vehicle in Embodiment 1.

[0171] Example 5

[0172] According to an embodiment of the present invention, a processor is also provided for running a program, wherein the program executes the control method of the vehicle's power system in Embodiment 1.

[0173] According to an embodiment of the present invention, a vehicle is also provided for performing the control method of the power system of the vehicle in Embodiment 1.

[0174] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0175] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0176] In the several embodiments provided by this invention, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed can be through some interfaces; the indirect coupling or communication connection of units or modules can be electrical or other forms.

[0177] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0178] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0179] If the integrated unit is implemented as a software functional unit and sold or used as an independent functional component, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software functional component. This computer software functional component is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, read-only memory (ROM), random access memory (RAM), portable hard drive, magnetic disk, or optical disk.

[0180] The above are merely preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A control method for a vehicle's powertrain system, characterized in that, include: Obtain the required power of the vehicle, wherein the required power is used to indicate the power that the vehicle needs to achieve; In response to the demand power being greater than a power threshold, the operating mode of the vehicle's battery is determined, wherein the operating mode includes a charging mode or a discharging mode; Based on the operating mode, a target control strategy for the vehicle is determined, wherein the target control strategy is used to indicate the rules for controlling the vehicle; The vehicle's powertrain is controlled according to the target control strategy. The step of determining the target control strategy for the vehicle includes: in response to the operating mode being the discharge mode, acquiring the peak power of the vehicle's powertrain, wherein the peak power is used to indicate the maximum power output that the powertrain can withstand; based on the peak power, determining a first comprehensive power and a second comprehensive power of the vehicle, wherein the first comprehensive power is used to indicate the comprehensive power at which control of the vehicle's motor power is prohibited, and the second comprehensive power is used to indicate the comprehensive power at which control of the vehicle's motor power is permitted; and based on the first comprehensive power and the second comprehensive power, determining the target control strategy for the vehicle.

2. The method according to claim 1, characterized in that, In response to the demanded power exceeding a power threshold, the operating mode of the vehicle's battery is determined, including: In response to the demanded power being greater than a power threshold, the state of charge of the vehicle's battery is obtained; In response to the battery level being in an increasing state, the operating mode entered by the vehicle's battery is determined to be the charging mode.

3. The method according to claim 2, characterized in that, The method further includes: In response to the battery level being in a decreasing state, the operating mode of the vehicle's battery is determined to be the discharge mode.

4. The method according to claim 1, characterized in that, Determining the first combined power and the second combined power of the vehicle based on the peak power includes: Obtain the continuous discharge time and battery status of the vehicle's battery; The continuous discharge time is discretized to obtain the processed continuous discharge time. Based on the processed continuous discharge time, the battery state, and the peak power, the first comprehensive power and the second comprehensive power of the vehicle are determined.

5. The method according to claim 4, characterized in that, Based on the processed continuous discharge time, the battery state, and the peak power, the first comprehensive power and the second comprehensive power of the vehicle are determined, including: The processed continuous discharge time, battery state, and peak power are input into the learning algorithm to predict a plurality of first initial power and a plurality of second initial power corresponding to the continuous discharge time. The first initial power is used to indicate the initial power at which the control of the motor power of the vehicle is prohibited, and the second initial power is used to indicate the initial power at which the control of the motor power of the vehicle is permitted. The first initial power and the second initial power are averaged separately to obtain the first combined power and the second combined power.

6. The method according to claim 1, characterized in that, Based on the first combined power and the second combined power, the target control strategy of the vehicle is determined, including: In response to the first comprehensive power being less than the second comprehensive power, the target control strategy is determined to be the first control strategy; In response to the first comprehensive power being greater than or equal to the second comprehensive power, the target control strategy is determined to be the second control strategy, wherein the first control strategy and the second control strategy are used to control the power of the power system, and the power of the power system under the first control strategy is less than the power of the power system under the second control strategy.

7. The method according to claim 1, characterized in that, Based on the aforementioned operating mode, the target control strategy for the vehicle is determined, including: In response to the operating mode being the charging mode, the target control strategy for the vehicle is determined to be a third control strategy, wherein the third control strategy is used to control the energy recovery intensity of the power system, and the energy recovery intensity is used to indicate the efficiency of the power system in recovering the battery energy of the vehicle.

8. The method according to claim 1, characterized in that, The method further includes: In response to the demanded power being less than or equal to the power threshold, the power system of the vehicle is controlled according to the demanded power.

9. A control device for a vehicle's power system, characterized in that, include: An acquisition unit is used to acquire the required power of a vehicle, wherein the required power is used to indicate the power that the vehicle needs to achieve; The first determining unit is configured to determine the operating mode of the vehicle's battery in response to the demand power being greater than a power threshold, wherein the operating mode includes a charging mode or a discharging mode. The second determining unit is configured to determine the target control strategy of the vehicle based on the operating mode, wherein the target control strategy is used to indicate the rules for controlling the vehicle; A control unit is used to control the vehicle's powertrain system according to the target control strategy. The second determining unit is further configured to perform the following steps: in response to the operating mode being the discharge mode, acquiring the peak power of the vehicle's powertrain, wherein the peak power is used to indicate the maximum power output that the powertrain can withstand; based on the peak power, determining a first comprehensive power and a second comprehensive power of the vehicle, wherein the first comprehensive power is used to indicate the comprehensive power at which control of the vehicle's motor power is prohibited, and the second comprehensive power is used to indicate the comprehensive power at which control of the vehicle's motor power is permitted; and based on the first comprehensive power and the second comprehensive power, determining the target control strategy of the vehicle.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein when the program is run by a processor, it controls the device on which the storage medium is located to perform the method of any one of claims 1 to 8.

11. A processor, characterized in that, The processor is used to run a program, wherein the program, when running, performs the method according to any one of claims 1 to 8.

12. A vehicle, characterized in that, The vehicle is used to perform the method according to any one of claims 1 to 8.

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