Vehicle power control system and method

Abstract

The invention relates to the technical field of vehicle power control, in particular to a vehicle power control system and method, and aims to solve the problem that the drivability of a vehicle becomes poor due to the fact that electric braking torque distribution is too large easily under the fixed electric braking and hydraulic braking torque distribution coefficients of an existing vehicle. In order to achieve the purpose, the vehicle power control method comprises the following steps that a target electro-hydraulic torque distribution coefficient of a target vehicle on a target road section is determined according to driving data of a preceding vehicle on the target road section; according to the method, the target electro-hydraulic torque distribution coefficient can be relatively fit to the actual road condition of the target road section instead of a fixed value, so that the target electro-hydraulic torque distribution coefficient of the target vehicle can be more reasonable; according to the target electro-hydraulic torque distribution coefficient and the total demand deceleration torque, the motor feedback torque and the hydraulic braking torque of the target vehicle are determined; through accurate application of the target electro-hydraulic torque distribution coefficient, the optimal electric braking torque suitable for the road section is obtained, and the stability is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle power control, and specifically provides a vehicle power control system and method. Background Art

[0002] In order to improve their endurance, new energy vehicles are generally equipped with a kinetic energy recovery system; that is, during deceleration braking, the motor participates in braking to recover kinetic energy.

[0003] When existing vehicles are decelerating with the adaptive cruise control function turned on, the vehicle controller will generally distribute the deceleration torque of the electric brake and hydraulic brake according to the total deceleration demand requested by the ADAS system and the fixed electric brake and hydraulic brake distribution coefficients preset by the system. The stability control of the entire vehicle is handed over to the chassis controller for protection. The existing chassis stability control functions (DTC, VDC) are all based on the corresponding torque intervention request to the motor after the vehicle has become unstable or locked. The vehicle controller then limits the vehicle's electric braking torque ratio based on the chassis's torque intervention request to the motor, thereby controlling the vehicle.

[0004] Most of the existing new energy vehicles are equipped with high-horsepower motors, and the torque response of the motors is very fast. Therefore, the fixed electric braking and hydraulic braking torque distribution coefficients are difficult to meet all road conditions, especially low-adhesion road conditions, which can easily lead to excessive electric braking torque distribution, resulting in poor vehicle drivability and even drive wheel reversal.

[0005] Therefore, there is an urgent need for a vehicle power control system and method to solve the above technical problems. Summary of the invention

[0006] The present invention aims to solve the above technical problem, that is, to solve the problem that under the fixed electric brake and hydraulic brake torque distribution coefficient of the existing vehicle, the electric brake torque is easily distributed too much, resulting in poor vehicle drivability.

[0007] In a first aspect, the present invention provides a vehicle power control method, the vehicle power control method comprising the following steps:

[0008] Determining a target electro-hydraulic torque distribution coefficient of the target vehicle on the target road section according to the driving data of the preceding vehicle on the target road section;

[0009] The motor feedback torque and the hydraulic braking torque of the target vehicle are determined according to the target electro-hydraulic torque distribution coefficient and the total required deceleration torque.

[0010] In a specific implementation of the above vehicle power control method, the vehicle power control method further includes, before the step of "determining a target electro-hydraulic torque distribution coefficient of the target vehicle on the target section according to the driving data of the preceding vehicle on the target section":

[0011] The operation data of the preceding vehicle on the target road section is obtained, and the operation data is extracted to obtain the driving data.

[0012] In a specific implementation of the above vehicle power control method, the driving data includes an electro-hydraulic torque distribution coefficient of a preceding vehicle on a target road section;

[0013] “Determining a target electro-hydraulic torque distribution coefficient of a target vehicle on the target road section based on the driving data of a preceding vehicle on the target road section” includes:

[0014] Obtaining n electro-hydraulic torque distribution coefficients of each of the plurality of preceding vehicles on the target road section; wherein n is a natural number greater than 1;

[0015] Determining an average electro-hydraulic torque distribution coefficient of the preceding vehicle according to n electro-hydraulic torque distribution coefficients of the preceding vehicle;

[0016] The target electro-hydraulic torque distribution coefficient of the target vehicle is determined according to the average electro-hydraulic torque distribution coefficients of a plurality of preceding vehicles.

[0017] In a specific implementation of the vehicle power control method, “determining the average electro-hydraulic torque distribution coefficient of the preceding vehicle according to n electro-hydraulic torque distribution coefficients of the preceding vehicle” includes:

[0018] S a =M1×S1+M2×S2+…+M n ×S n

[0019] M1+M2+……+M n =1

[0020] M1>M2>……>M n

[0021] S a : target electro-hydraulic torque distribution coefficient;

[0022] S1, S2, S n : is the electro-hydraulic torque distribution coefficient of the preceding vehicle in the target section;

[0023] M: weighting coefficient; the shorter the electro-hydraulic torque distribution coefficient is from the current time in the time dimension, the larger the value of M.

[0024] In a specific implementation of the vehicle power control method, “determining the target electro-hydraulic torque distribution coefficient of the target vehicle according to the average electro-hydraulic torque distribution coefficients of a plurality of preceding vehicles” includes:

[0025] S 目 =(S a1 +S a2 +…+S aY )÷Y

[0026] S a1 , Sa2, S aY : is the average electro-hydraulic torque distribution coefficient of the preceding vehicle in the target section;

[0027] Y: is the number of preceding vehicles;

[0028] S 目 : Target electro-hydraulic torque distribution coefficient.

[0029] In a specific implementation of the vehicle power control method, “determining the motor feedback torque and hydraulic braking torque of the target vehicle according to the target electro-hydraulic torque distribution coefficient and the total required deceleration torque” includes:

[0030] Motor feedback torque: T1 = T r ×S 目

[0031] Hydraulic brake deceleration torque: T2 = T r ×(1-S 目 )

[0032] T r : Total required deceleration torque.

[0033] In a specific implementation of the above vehicle power control method, before performing the step of "determining the motor feedback torque and hydraulic braking torque of the target vehicle according to the target electro-hydraulic torque distribution coefficient and the total required deceleration torque", the control method further includes:

[0034] Obtain the total deceleration requirement output by the ADAS system;

[0035] The total required deceleration torque is determined according to the total deceleration requirement.

[0036] In a second aspect, the present invention provides a vehicle dynamics control system configured to be able to execute the vehicle dynamics control method as described above.

[0037] In the specific implementation of the above vehicle power control system, the step of "determining the target electro-hydraulic torque distribution coefficient of the target vehicle on the target section according to the driving data of the preceding vehicle on the target section" is performed by the cloud platform;

[0038] The step of "determining the motor feedback torque and hydraulic braking torque of the target vehicle according to the target electro-hydraulic torque distribution coefficient and the total required deceleration torque" is executed by the target vehicle.

[0039] In a specific implementation of the above-mentioned vehicle power control system, the step of "obtaining the operating data of the preceding vehicle on the target road section, and extracting the operating data to obtain the driving data" is executed by the cloud platform.

[0040] When the above-mentioned technical scheme is adopted, the vehicle power control method of the present invention includes the following steps: determining the target electro-hydraulic torque distribution coefficient of the target vehicle on the target section based on the driving data of the previous vehicle on the target section; the target electro-hydraulic torque distribution coefficient can be made to be more in line with the actual road conditions of the target section, rather than a fixed value, so that the target electro-hydraulic torque distribution coefficient of the target vehicle can be made more reasonable; the motor feedback torque and hydraulic braking torque of the target vehicle are determined according to the target electro-hydraulic torque distribution coefficient and the total required deceleration torque; the optimal electric braking torque suitable for this section is accurately applied through the above-mentioned target electro-hydraulic torque distribution coefficient, thereby avoiding the intervention of the chassis stability function and causing the vehicle's drivability to deteriorate.

[0041] In addition, the target electro-hydraulic torque distribution coefficient is calculated before driving to the target section, and the vehicle drives on the target section according to the motor feedback torque and hydraulic braking torque calculated by the target electro-hydraulic torque distribution coefficient, instead of performing corresponding torque intervention after instability has occurred. This can ensure that the vehicle runs relatively smoothly and improve the vehicle driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] The preferred embodiments of the present invention are described below in conjunction with the accompanying drawings, in which:

[0043] Figure 1 It is a flow chart of the main steps of the vehicle power control method provided by the present invention;

[0044] Figure 2 is a detailed flowchart of step S1 of the vehicle power control method provided by the present invention;

[0045] Figure 3 is a detailed step flow chart of step S13 of the vehicle power control method provided by the present invention;

[0046] Figure 4 It is a detailed step flow chart of the vehicle power control method provided by the present invention. DETAILED DESCRIPTION

[0047] The preferred embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood by those skilled in the art that these embodiments are only used to explain the technical principles of the present invention and are not intended to limit the protection scope of the present invention.

[0048] It should be noted that in the description of the present invention, the terms "upper", "lower", "left", "right", "inner", "outer" and the like indicating directions or positional relationships are based on the directions or positional relationships shown in the drawings, which are only for the convenience of description, and do not indicate or imply that the device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first" and "second" are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance.

[0049] In addition, it should be noted that in the description of the present invention, unless otherwise clearly specified and limited, the terms "installation", "setting", and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection, an indirect connection through an intermediate medium, or the internal connection of two components. For those skilled in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0050] In order to solve the problem that the electric brake torque distribution is too large under the fixed electric brake and hydraulic brake torque distribution coefficient of the existing vehicle, resulting in poor vehicle drivability, the present invention discloses a vehicle power control system and method. Two embodiments will be described in detail below.

[0051] Embodiment 1

[0052] This embodiment discloses a vehicle power control method, such as Figure 1 As shown, it includes the following main steps:

[0053] S0. Obtaining the operation data of the preceding vehicle on the target road section, and extracting the operation data to obtain the driving data.

[0054] S1. determining a target electro-hydraulic torque distribution coefficient of a target vehicle on a target road section according to driving data of a preceding vehicle on a target road section;

[0055] S2. Determine the motor feedback torque and hydraulic braking torque of the target vehicle according to the target electro-hydraulic torque distribution coefficient and the total required deceleration torque. That is, determine the motor braking torque and hydraulic braking torque of the target vehicle according to the target electro-hydraulic torque distribution coefficient and the total required deceleration torque.

[0056] Through the above method, the target electro-hydraulic torque distribution coefficient can be made to be more in line with the actual road conditions of the target section, rather than a fixed value, so that the target electro-hydraulic torque distribution coefficient of the target vehicle can be made more reasonable; and then the optimal electric braking torque suitable for this section can be accurately calculated and applied, avoiding the intervention of the chassis stability function, which would cause the vehicle's drivability to deteriorate.

[0057] In addition, the target electro-hydraulic torque distribution coefficient is calculated before driving to the target section, and the vehicle drives on the target section according to the motor feedback torque and hydraulic braking torque calculated by the target electro-hydraulic torque distribution coefficient, instead of performing corresponding torque intervention after instability has occurred. This can ensure that the vehicle runs relatively smoothly and improve the vehicle driving experience.

[0058] Wherein, step S0 includes: obtaining the operation data of the preceding vehicle on the target road section, extracting the operation data to obtain the driving data. Wherein, the target road section refers to the road section that the target vehicle will pass through; that is, at least a part of the road that the target vehicle is traveling on is located in front of the target vehicle. The preceding vehicle refers to the vehicle that has passed through the target road section before.

[0059] The operation data includes static data and dynamic data of the vehicle. Static data includes data such as charging, opening the door, playing music, turning on the air conditioner, etc. Dynamic data includes data such as the vehicle's pedal status, vehicle speed, wheel speed, slip rate, and electro-hydraulic torque distribution coefficient, and also includes status data unrelated to vehicle driving, such as air conditioning data, music data, navigation data, and seat data. The driving data required in this embodiment specifically includes the electro-hydraulic torque distribution coefficient.

[0060] The vehicle's operating data is collected by each module of the vehicle and converted into a format that can be calculated. The converted data is uploaded to the Internet of Vehicles cloud platform, which extracts and calculates it. The uploaded data is extracted to extract the target electro-hydraulic torque distribution coefficient. The electro-hydraulic torque distribution coefficient is stored in the database, and these data are arranged based on time and location for use in calculation requests of the target vehicle.

[0061] Among them, Figure 2 As shown, step S1 "determining the target electro-hydraulic torque distribution coefficient of the target vehicle on the target section according to the driving data of the previous vehicle on the target section" specifically includes the following detailed steps:

[0062] S11. Obtain n electro-hydraulic torque distribution coefficients of each of the preceding vehicles on the target road section; wherein n is a natural number greater than 1; n is specifically the number of sampling times of the electro-hydraulic torque distribution coefficient of the preceding vehicle on the target road section, wherein the electro-hydraulic torque distribution coefficient is recorded as one only if it lasts for 500ms; that is, the motor feedback torque and hydraulic braking torque distributed by the electro-hydraulic torque distribution coefficient are recorded as one only if they travel for more than 500ms, and the data is stored.

[0063] S12, determining an average electro-hydraulic torque distribution coefficient of a preceding vehicle according to n electro-hydraulic torque distribution coefficients of the preceding vehicle;

[0064] S13. Determine a target electro-hydraulic torque distribution coefficient of the target vehicle according to average electro-hydraulic torque distribution coefficients of a plurality of preceding vehicles.

[0065] By processing the driving data of the preceding vehicle on the target section, wherein the driving data includes multiple groups, it can be ensured that the calculated result of the electro-hydraulic torque distribution coefficient of the preceding vehicle is relatively close to the electro-hydraulic torque distribution coefficient of the target section, thereby making the calculation of the target electro-hydraulic torque distribution coefficient result relatively accurate, thereby ensuring that the actual electro-hydraulic torque distribution of the target vehicle is more in line with the target section, and then accurately applying the optimal electric braking torque suitable for this section, thereby avoiding the intervention of the chassis stability function, which causes the vehicle's drivability to deteriorate.

[0066] Wherein, step S12, “determining the average electro-hydraulic torque distribution coefficient of the preceding vehicle according to the n electro-hydraulic torque distribution coefficients of the preceding vehicle” specifically includes:

[0067] S a =M1×S1+M2×S2+…+M n ×S n

[0068] M1+M2+……+M n =1

[0069] M1>M2>……>M n

[0070] S 1a : average electro-hydraulic torque distribution coefficient;

[0071] S1, S2, S n : is the electro-hydraulic torque distribution coefficient of the preceding vehicle in the target section; S1 is closest to the current time, S n Farthest from the present time.

[0072] M: weighted coefficient; the closer the electro-hydraulic torque distribution coefficient is to the current time in the time dimension, the larger the value of M. Because the closer the time is to the current time, the closer it is to the current situation of the target road section; for example, when the target road section has been damaged by rolling, collision, etc. recently, the electro-hydraulic torque distribution coefficient will change. The closer it is to the current time, the more it fits the current actual situation;

[0073] Furthermore, if the target road section has been repaired or maintained recently, the road condition will be smoother, the vehicle chassis stability will be better, and the electro-hydraulic torque distribution coefficient will not tend to take values ​​that make the chassis more stable; the adjacent electro-hydraulic torque distribution coefficient is closer to the current actual road condition. Therefore, the closer the electro-hydraulic torque distribution coefficient is to the current time in the time dimension, the larger the value of M will be; the closer the average electro-hydraulic torque distribution coefficient is to the current actual electro-hydraulic torque distribution coefficient, the more the target electro-hydraulic torque distribution coefficient calculated can be, and the more consistent the current road condition of the target road section can be, and the better the driving stability of the target vehicle can be. Since S1 is closest to the current time, S n Farthest from the present time; therefore, M1>M2>…>M n .

[0074] like Figure 3 As shown, step S13, "determining the target electro-hydraulic torque distribution coefficient of the target vehicle according to the average electro-hydraulic torque distribution coefficients of multiple preceding vehicles" specifically includes:

[0075] S131, determining a total average electro-hydraulic torque distribution coefficient S according to the average electro-hydraulic torque distribution coefficients of a plurality of preceding vehicles avg :

[0076] S132. Target electro-hydraulic torque distribution coefficient = total average electro-hydraulic torque distribution coefficient = average value of multiple average electro-hydraulic torque distribution coefficients.

[0077] That is, S 目 =S avg =(S a1 +S a2 +…+S aY )÷Y

[0078] S a1 , Sa2, S aY : is the average electro-hydraulic torque distribution coefficient of the preceding vehicle in the target section;

[0079] Y: is the number of preceding vehicles as samples;

[0080] S 目 : Target electro-hydraulic torque distribution coefficient.

[0081] Making the target electro-hydraulic torque distribution coefficient equal to the average electro-hydraulic torque distribution coefficient of multiple preceding vehicles can make the target electro-hydraulic torque distribution coefficient more closely fit the actual road conditions of the target section, and can make the target electro-hydraulic torque distribution coefficient of the target vehicle more reasonable, thereby accurately applying the optimal electric braking torque suitable for this section, avoiding the intervention of the chassis stability function and causing the vehicle's drivability to deteriorate.

[0082] The specific calculation formula of the target electro-hydraulic torque distribution coefficient of "determining the target electro-hydraulic torque distribution coefficient of the target vehicle on the target section according to the driving data of the previous vehicle on the target section" in step S1 is as follows:

[0083]

[0084]

[0085] …

[0086]

[0087] M1+M2+……+M n =1

[0088] M1>M2>……>M n

[0089] S avg =(S1+S2+…+S Y )÷Y

[0090] S 目 =S avg

[0091] M: weighting coefficient;

[0092] is the electro-hydraulic torque distribution coefficient of the preceding vehicle in the target section; where Closest to the present time, The furthest away from the present time.

[0093] Y: is the number of preceding vehicles as samples;

[0094] S1, S2, S Y : The average electro-hydraulic torque distribution coefficient of multiple preceding vehicles on the target road section;

[0095] S avg : The total average electro-hydraulic torque distribution coefficient of multiple preceding vehicles on the target road section

[0096] S 目 : Target electro-hydraulic torque distribution coefficient.

[0097] The total required deceleration torque in step S2 is obtained according to the total deceleration demand. Specifically, the total deceleration demand output by the ADAS system is obtained, and the total required deceleration torque is determined according to the total deceleration demand. The total required deceleration torque is calculated according to the set formula based on the total deceleration demand. The specific calculation method is a commonly used method by those skilled in the art in the prior art, and will not be repeated in this embodiment.

[0098] Among them, step S2, "determining the motor feedback torque and hydraulic braking torque of the target vehicle according to the target electro-hydraulic torque distribution coefficient and the total required deceleration torque" specifically includes:

[0099] Motor feedback torque: T1 = T r ×S 目

[0100] Hydraulic brake deceleration torque: T2 = T r ×(1-S 目 )

[0101] T r : Total required deceleration torque.

[0102] The vehicle's motor decelerates and brakes according to the motor feedback torque, and the vehicle's hydraulic brake system decelerates and brakes according to the hydraulic brake deceleration torque.

[0103] like Figure 4 As shown, the vehicle power control method specifically includes the following detailed steps:

[0104] S001. Acquire the driving data of the preceding vehicle on the target road section;

[0105] S002, obtaining n electro-hydraulic torque distribution coefficients of each of a plurality of preceding vehicles on a target road section, wherein n is a natural number greater than 1;

[0106] S003, determining an average electro-hydraulic torque distribution coefficient of each preceding vehicle according to n electro-hydraulic torque distribution coefficients of each preceding vehicle;

[0107] S004. Determine a total average electro-hydraulic torque distribution coefficient according to average electro-hydraulic torque distribution coefficients of a plurality of preceding vehicles:

[0108] S005. Target electro-hydraulic torque distribution coefficient = total average electro-hydraulic torque distribution coefficient = average value of multiple average electro-hydraulic torque distribution coefficients.

[0109] S006. Determine the motor feedback torque and hydraulic braking torque of the target vehicle according to the target electro-hydraulic torque distribution coefficient and the total required deceleration torque; specifically, the motor feedback torque: T1 = T r ×S 目 ; Hydraulic brake deceleration torque: T2 = T r×(1-S 目 )

[0110] S007. The motor of the vehicle decelerates and brakes according to the motor feedback torque, and the hydraulic braking system of the vehicle decelerates and brakes according to the hydraulic braking deceleration torque.

[0111] Embodiment 2

[0112] This embodiment discloses a vehicle power control system, which includes a vehicle networking cloud platform, a preceding vehicle and a target vehicle.

[0113] Both the preceding vehicle and the target vehicle are connected to the Internet of Vehicles cloud platform, and can transmit the generated data to the cloud platform, and can also receive data from the cloud platform to control the vehicle.

[0114] When the preceding vehicle passes through the target road section, it generates operating data, which is transmitted to the cloud platform. The cloud platform then separates and processes the data, extracts and stores the data related to the calculation of the target electric power torque distribution coefficient.

[0115] Since vehicles are often parked in underground parking garages or driven to places with poor signals such as rural roads, the communication between the vehicle and the cloud platform may be interrupted. A storage module is added to the Internet of Vehicles module to store vehicle operation data when it is unable to communicate with the cloud platform, and upload the data as a whole after reconnection. In other words, in the event of a communication failure, the vehicle can temporarily store the data and then upload it to the cloud platform after communication is established.

[0116] When the target vehicle is about to pass the target road section and sends a request to the cloud platform, the cloud platform executes step S1 "determine the target electro-hydraulic torque distribution coefficient of the target vehicle in the target road section according to the driving data of the previous vehicle in the target road section", that is, the cloud platform calculates the target electro-hydraulic torque distribution coefficient according to the driving data. Specifically, the cloud platform calculates the electro-hydraulic torque distribution coefficient of the previous vehicle in the target road section according to the above formula to obtain the total average electro-hydraulic torque distribution coefficient, and then obtains the target electro-hydraulic torque distribution coefficient.

[0117] The target electro-hydraulic torque distribution coefficient is calculated by the Internet of Vehicles cloud platform. The cloud platform has strong computing power and can quickly calculate the target electro-hydraulic torque distribution coefficient, and then the target vehicle performs electro-hydraulic torque distribution. By calculating the target electro-hydraulic torque distribution coefficient through the cloud platform, the target vehicle can quickly respond to the road conditions of the target section and match the target vehicle with the target section.

[0118] In addition, step S0 "obtaining the operating data of the preceding vehicle on the target section, and extracting the operating data to obtain driving data" is also executed by the cloud platform. Since the cloud platform has powerful computing power and can obtain the operating data of the preceding vehicle, it can quickly screen the operating data and obtain the electro-hydraulic torque distribution coefficient of the preceding vehicle on the target section.

[0119] After the cloud platform calculates the target electro-hydraulic torque distribution coefficient, the target vehicle calculates the motor feedback torque and hydraulic braking torque of the target vehicle based on the target electro-hydraulic torque distribution coefficient and the total required deceleration torque. Specifically, the vehicle's ECU first calculates the total required deceleration torque, and then calculates based on the target electro-hydraulic torque distribution coefficient transmitted from the cloud platform to obtain the motor feedback torque and hydraulic braking torque. The vehicle's motor decelerates and brakes according to the motor feedback torque, and the vehicle's hydraulic braking system decelerates and brakes according to the hydraulic braking deceleration torque.

[0120] So far, the technical solutions of the present invention have been described in conjunction with the preferred embodiments shown in the accompanying drawings. However, it is easy for those skilled in the art to understand that the protection scope of the present invention is obviously not limited to these specific embodiments. Without departing from the principle of the present invention, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will fall within the protection scope of the present invention.

Claims

1. A vehicle power control method, characterized in that: The steps include: Determining a target electro-hydraulic torque distribution coefficient of the target vehicle on the target road section according to the driving data of the preceding vehicle on the target road section; The motor feedback torque and the hydraulic braking torque of the target vehicle are determined according to the target electro-hydraulic torque distribution coefficient and the total required deceleration torque.

2. The vehicle power control method according to claim 1, characterized in that: The vehicle power control method further includes, before the step of "determining the target electro-hydraulic torque distribution coefficient of the target vehicle on the target section according to the driving data of the preceding vehicle on the target section": The operation data of the preceding vehicle on the target road section is acquired, and the operation data is extracted to obtain the driving data.

3. The vehicle power control method according to claim 1, characterized in that: The driving data includes an electro-hydraulic torque distribution coefficient of a preceding vehicle on a target road section; “Determining a target electro-hydraulic torque distribution coefficient of a target vehicle on the target road section according to the driving data of a preceding vehicle on the target road section” includes: Obtaining n respective electro-hydraulic torque distribution coefficients of a plurality of preceding vehicles on the target road section; wherein n is a natural number greater than 1; Determining an average electro-hydraulic torque distribution coefficient of the preceding vehicle according to the n electro-hydraulic torque distribution coefficients of the preceding vehicle; The target electro-hydraulic torque distribution coefficient of the target vehicle is determined according to the average electro-hydraulic torque distribution coefficients of a plurality of preceding vehicles.

4. The vehicle power control method according to claim 3, characterized in that: “Determining the average electro-hydraulic torque distribution coefficient of the preceding vehicle according to the n electro-hydraulic torque distribution coefficients of the preceding vehicle” includes: S a =M1×S1+M2×S2+…+M n ×S n M1+M2+……+M n =1 M1>M2>……>M n S a : average electro-hydraulic torque distribution coefficient; S1, S2, S n : is the electro-hydraulic torque distribution coefficient of the preceding vehicle in the target section; M: weighting coefficient; the shorter the electro-hydraulic torque distribution coefficient is from the current time in the time dimension, the larger the value of M is.

5. The vehicle power control method according to claim 4, characterized in that: “Determining the target electro-hydraulic torque distribution coefficient of the target vehicle according to the average electro-hydraulic torque distribution coefficient of the plurality of preceding vehicles” includes: S 目 =(S a1 +S a2 +…+S aY )÷Y S a1 , Sa2, S aY : is the average electro-hydraulic torque distribution coefficient of the preceding vehicle in the target section; Y: is the number of the preceding vehicles; S 目 : The target electro-hydraulic torque distribution coefficient.

6. The vehicle power control method according to claim 5, characterized in that: “Determining the motor feedback torque and hydraulic braking torque of the target vehicle according to the target electro-hydraulic torque distribution coefficient and the total required deceleration torque” includes: Motor feedback torque: T1 = T r ×S 目 Hydraulic brake deceleration torque: T2 = T r ×(1-S 目 ) T r : Total required deceleration torque.

7. The vehicle power control method according to claim 6, characterized in that: Before performing the step of "determining the motor feedback torque and the hydraulic braking torque of the target vehicle according to the target electro-hydraulic torque distribution coefficient and the total required deceleration torque", the control method further includes: Obtain the total deceleration requirement output by the ADAS system; The total required deceleration torque is determined according to the total deceleration requirement.

8. A vehicle power control system, characterized in that: It is configured to be able to execute the vehicle power control method as claimed in any one of claims 1-7.

9. The vehicle power control system according to claim 8, characterized in that: The step of "determining the target electro-hydraulic torque distribution coefficient of the target vehicle on the target section according to the driving data of the preceding vehicle on the target section" is executed by the cloud platform; The step of "determining the motor feedback torque and hydraulic braking torque of the target vehicle according to the target electro-hydraulic torque distribution coefficient and the total required deceleration torque" is executed by the target vehicle.

10. The vehicle power control system according to claim 8 as referred to claim 2, characterized in that: The step of "obtaining the operating data of the preceding vehicle on the target road section and extracting the operating data to obtain driving data" is executed by the cloud platform.

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