Vehicle power control methods, devices, electronic equipment, and vehicles

Abstract

This application provides a vehicle power control method, device, electronic device, and vehicle. It can determine the available discharge power of the vehicle based on its current operating state and battery discharge power; determine the maximum limited power of the air conditioning system based on the available discharge power and air conditioning load; and limit the requested power of the air conditioning system based on the maximum limited power. When a power limit update is needed, the requested power is limited based on the determined actual maximum power. This limits the requested power of the air conditioning system to a range less than or equal to the maximum limited power of the air conditioning system, ensuring that the battery does not experience undervoltage while meeting the normal operating requirements of the air conditioning load. When a power limit update is needed, the actual maximum power is determined based on the maximum limited power of the air conditioning system, and the requested power is limited to a range less than or equal to the actual maximum power. This avoids power overshoot caused by surge problems in the air conditioning system when limiting the power request, ensuring reasonable power distribution while protecting battery safety.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method, device, electronic equipment, and vehicle for controlling vehicle power. Background Technology

[0002] When limiting the power of the air conditioning system, the power limit is based on the requested power of the air conditioning system during operation. However, the electric heater (Positive Temperature Coefficient, PTC) and compressor of the air conditioning system are different from DC-DC. DC-DC will continue to work after the vehicle is charged with high voltage, while PTC and compressor will not work continuously. When they are turned on, they will generate surge phenomena, which will disrupt the distribution of battery power. Summary of the Invention

[0003] In view of this, the purpose of this application is to provide a method, device, electronic device and vehicle for controlling vehicle power, for rationally distributing the vehicle's discharge power.

[0004] To achieve the above objectives, this application provides a method for controlling vehicle power, comprising:

[0005] The available discharge power of the entire vehicle is determined based on the vehicle's current operating status and battery discharge power.

[0006] The maximum power limit of the air conditioner is determined based on the available discharge power of the vehicle and the air conditioner load, and the requested power of the air conditioner is limited based on the maximum power limit of the air conditioner.

[0007] In response to the current operating state being the driving state, it is determined whether there is a power limit update requirement based on the heating operating parameters of the electric heater and the compression operating parameters of the compressor;

[0008] In response to the power limit update requirement, the maximum available power is determined based on the battery discharge power and the air conditioner maximum limit power; the actual maximum power is determined based on the maximum available power and the maximum allowable power of the motor corresponding to the current drive mode, and a power limit is requested based on the actual maximum power.

[0009] Based on the same inventive concept, this disclosure also provides a vehicle power control device, comprising:

[0010] The available power determination module is configured to determine the available discharge power of the vehicle based on the vehicle's current operating status and battery discharge power.

[0011] The air conditioning power limiting module is configured to: determine the maximum limiting power of the air conditioning based on the available discharge power of the vehicle and the air conditioning load, and limit the requested power of the air conditioning based on the maximum limiting power of the air conditioning;

[0012] The demand restriction determination module is configured to: in response to the current operating state being the driving state, determine whether there is a power restriction update demand based on the heating operating parameters of the electric heater and the compression operating parameters of the compressor;

[0013] The request power limit module is configured to: in response to the existence of the power limit update request, determine the maximum available power based on the battery discharge power and the maximum limit power of the air conditioner; determine the actual maximum power based on the maximum available power and the maximum allowable power of the motor corresponding to the current drive mode, and limit the requested power based on the actual maximum power.

[0014] Based on the same inventive concept, this disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method described above when executing the computer program.

[0015] Based on the same inventive concept, this disclosure also provides a non-transitory computer-readable storage medium that stores computer instructions for causing a computer to perform the method described above.

[0016] As can be seen from the above, the vehicle power control method, device, electronic equipment, and vehicle provided in this application can determine the available discharge power of the vehicle based on the current operating state of the vehicle and the battery discharge power; determine the maximum limit power of the air conditioning system based on the available discharge power of the vehicle and the air conditioning load, and limit the requested power of the air conditioning system based on the maximum limit power of the air conditioning system; in response to the current operating state being a driving state, determine whether there is a power limit update requirement based on the heating operating parameters of the electric heater and the compression operating parameters of the compressor; in response to the existence of a power limit update requirement, determine the maximum available power based on the battery discharge power and the maximum limit power of the air conditioning system; determine the actual maximum power based on the maximum available power and the maximum allowable power of the motor corresponding to the current driving mode, and limit the requested power based on the actual maximum power. The available discharge power of the vehicle represents the total power that can be allocated, and the air conditioning load determines the power demand of the air conditioning system. By determining the maximum limit power of the air conditioning system based on the available discharge power of the vehicle and the air conditioning load, the requested power of the air conditioning system is limited to a range less than or equal to the maximum limit power of the air conditioning system, ensuring that the battery does not become undervoltage while meeting the normal operation requirements of the air conditioning load, and reducing the energy consumption of the air conditioning system. When there is a need to update the power limit, the impact of the maximum power limit of the air conditioner on the power distribution of the whole vehicle is considered. The actual maximum power is determined based on the maximum power limit of the air conditioner, and the requested power is limited to a range less than or equal to the actual maximum power. This ensures that power overshoot caused by the surge problem of the air conditioner system is avoided when limiting the power request, and protects the battery safety while ensuring reasonable power distribution. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a flowchart of a vehicle power control method according to an embodiment of this application;

[0019] Figure 2 This is a flowchart illustrating how the available discharge power of the vehicle is determined based on the vehicle's current operating status and the battery's discharge power, as described in this application embodiment.

[0020] Figure 3 This is a flowchart illustrating how the maximum power limit of the air conditioner is determined based on the available discharge power of the vehicle and the air conditioner load, as described in this application.

[0021] Figure 4 This is a flowchart illustrating how to determine whether a power limit update requirement exists, as described in an embodiment of this application.

[0022] Figure 5 Replace the flowchart of the actual maximum power in the embodiments of this application;

[0023] Figure 6 This is a schematic diagram of the vehicle power control device according to an embodiment of this application;

[0024] Figure 7 This is a schematic diagram of the structure of an electronic device according to an embodiment of this application. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0026] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0027] In this article, it is important to understand that any number of elements in the accompanying figures is for illustrative purposes and not for limitation, and any naming is for distinction only and has no limiting meaning.

[0028] Based on the above background description, the following situations also exist in the related technologies:

[0029] When allocating power, the generated power cannot be directly distributed; the available power, excluding power losses, must be allocated. The power consumed by the air conditioning system is part of this power loss. Generally, the power consumption of the air conditioning system mainly includes the power consumption of the PTC (Power Transmission Control Center) and the compressor. It can be seen that the power consumption of the air conditioning system affects the overall vehicle power control, so certain limits need to be placed on its power consumption. Specifically, the PTC power consumption is generally the heating power consumption when the PTC is operating, and the compressor power consumption is the cooling power consumption when the compressor is operating. However, after the vehicle is under high pressure, the PTC and compressor do not operate continuously but rather in an intermittent operating mode, starting for a period and then shutting off for a period. When the PTC and compressor are operating, surge phenomena occur.

[0030] An electrical surge is a peak value that occurs instantaneously beyond the steady-state value. It includes surge voltage and surge current. A surge mainly refers to the powerful pulse generated at the instant the power supply is turned on. This surge can occur because the linearity of the circuit itself may be higher than the pulse of the power supply itself; or it can be caused by interference from the power supply or other parts of the circuit by its own or external sharp pulses.

[0031] Therefore, at the moment the PTC and compressor start up, the voltage during operation is very high due to surge phenomena. This means that the actual power consumed during startup is higher than that during operation. However, because the surge phenomenon is very short-lived and the sampling period of the power consumption values ​​sent by the PTC and compressor to the CAN bus is very long, the large power consumption generated by the PTC and compressor due to the surge cannot be sent to the CAN bus. Consequently, the power consumption received by the VCU from the PTC and compressor does not reflect the true power consumption, which may lead to deviations in the value of power loss. This results in inaccurate calculation of the reserved power when performing power limiting, and ultimately, the battery over-discharges and causes undervoltage problems.

[0032] The vehicle power control method, device, electronic equipment, and vehicle provided in this application can determine the available discharge power of the vehicle based on the current operating state of the vehicle and the battery discharge power; determine the maximum limited power of the air conditioning system based on the available discharge power of the vehicle and the air conditioning load, and limit the requested power of the air conditioning system based on the maximum limited power of the air conditioning system; in response to the current operating state being a driving state, determine whether there is a power limit update requirement based on the heating operating parameters of the electric heater and the compression operating parameters of the compressor; in response to the existence of a power limit update requirement, determine the maximum available power based on the battery discharge power and the maximum limited power of the air conditioning system; determine the actual maximum power based on the maximum available power and the maximum allowable power of the motor corresponding to the current driving mode, and limit the requested power based on the actual maximum power. The available discharge power of the vehicle represents the total power that can be allocated, and the air conditioning load determines the power demand of the air conditioning system. By determining the maximum limited power of the air conditioning system based on the available discharge power of the vehicle and the air conditioning load, the requested power of the air conditioning system is limited to a range less than or equal to the maximum limited power of the air conditioning system, ensuring that the battery does not become undervoltage while meeting the normal operation requirements of the air conditioning load, and reducing the energy consumption of the air conditioning system. When there is a need to update the power limit, the impact of the maximum power limit of the air conditioner on the power distribution of the whole vehicle is considered. The actual maximum power is determined based on the maximum power limit of the air conditioner, and the requested power is limited to a range less than or equal to the actual maximum power. This ensures that power overshoot caused by the surge problem of the air conditioner system is avoided when limiting the power request, and protects the battery safety while ensuring reasonable power distribution.

[0033] The vehicle power control method provided by the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0034] In some embodiments, such as Figure 1 As shown, a method for controlling vehicle power includes:

[0035] Step 101: Determine the available discharge power of the entire vehicle based on the vehicle's current operating status and battery discharge power.

[0036] In practice, the vehicle's current operating state determines the power source. If the current operating state is driving, the power battery is the sole source of discharge power, and the power allocated is the battery's discharge power. If the current operating state is regeneration, the generator generates electricity through energy recovery. In this case, there are two power sources: the generator and the battery. When the total consumption is less than or equal to the generator's motor power output, the motor's power output is consumed first, and the remaining power is used to charge the battery. When the total consumption exceeds the generator's motor power output, the motor's power output is consumed first, and the insufficient portion is supplemented by battery discharge. Generally, the motor's power output is sufficient for the vehicle's needs.

[0037] The available discharge power of the vehicle, determined based on its current operating status and battery discharge power, can be expressed as:

[0038] Vehicle usable discharge power = battery discharge power - actual power consumed by DC-DC converter - high voltage bus loss power + motor power generation.

[0039] In the drive mode, the generator is not running and does not generate any motor power; therefore, the motor power generation in the vehicle's available discharge power calculation formula is 0 kW. In the recovery mode, the generator starts running and generates a certain amount of motor power; in this case, the motor power generation equals the absolute value of the recovery power generated by the generator. The same calculation formula can be used to calculate the vehicle's available discharge power under different operating conditions, ensuring efficiency and simplicity in the calculation process. The difference in calculation under different operating conditions lies in the motor power generation. By using different values ​​for the motor power generation under different operating conditions, the same calculation formula can be used for power calculation, improving calculation efficiency.

[0040] As can be seen from the formula for calculating the available discharge power of the whole vehicle, the meaning of the available discharge power of the whole vehicle power system is: regardless of the state of the whole vehicle power system (driving state or regeneration state), only the discharge power remaining after deducting losses is calculated. Because for PTC and compressor, regardless of the state of the power system, the whole vehicle is in a state of consuming electricity and energy. Therefore, for PTC and compressor, there is no need to distinguish the state of the whole vehicle power system. They are all part of the power loss and consume the available discharge power of the whole vehicle. Therefore, it is necessary to use the available discharge power of the whole vehicle to limit the PTC and compressor in the air conditioning system.

[0041] Step 102: Determine the maximum power limit of the air conditioner based on the available discharge power of the vehicle and the air conditioner load, and limit the requested power of the air conditioner based on the maximum power limit of the air conditioner.

[0042] In practice, the available discharge power of the whole vehicle is the discharge power that can be used after deducting the current power loss, and the air conditioning load determines the amount of power consumption.

[0043] For example, the available discharge power of the entire vehicle can be divided into three levels. This division can be based on the current battery level. If the current battery level is less than or equal to the lower threshold, it indicates a low battery level, requiring energy conservation and stricter air conditioning power limits. In this case, the low power level is designated as the target power level. If the current battery level is greater than the upper threshold, it indicates a high battery level with sufficient discharge capacity, allowing for more lenient air conditioning power limits. In this case, the high power level is designated as the target power level. If the current battery level is less than or equal to the upper threshold but greater than the lower threshold, it indicates a moderate battery level. In this case, the intermediate power level is designated as the target power level.

[0044] For example, the air conditioning load can be divided into five types: the first type is a single cooling load in which only the compressor performs cooling operation; the second type is a single heating load in which only the PTC performs heating operation; the third type is a combined cooling load in which the defrost and demisting function is turned on and the compressor is activated for cooling operation; the fourth type is a combined heating load in which the defrost and demisting function is turned on and the PTC is activated for heating operation; and the fifth type is a comprehensive temperature control load in which the defrost and demisting function is turned on and the compressor is activated for cooling operation while the PTC is activated for heating operation.

[0045] The power output of a single cooling load is less than that of a single heating load, which in turn is less than that of a combined cooling load, which is less than that of a combined heating load, which is less than that of a combined temperature-controlled load. Let the power distribution sets corresponding to a single cooling load be (U1, U2, U3); the power distribution sets corresponding to a single heating load be (V1, V2, V3); the power distribution sets corresponding to a combined cooling load be (W1, W2, W3); the power distribution sets corresponding to a combined heating load be (X1, X2, X3); and the power distribution sets corresponding to a combined temperature-controlled load be (Y1, Y2, Y3). Then, we have: U1 < V1 < W1 < X1 < Y1; U2 < V2 < W2 < X2 < Y2; U3 < V3 < W3 < X3 < Y3.

[0046] The power hierarchy set can also include more power hierarchy levels. The more power hierarchy levels included, the more levels the vehicle's available discharge power can be divided into, and the more accurate the maximum power limit of the air conditioning output will be. However, the amount of calculation will be greater and the response speed will be reduced. Therefore, it is necessary to comprehensively consider the amount of calculation and accuracy to determine the number of levels. Here, we will not limit the number of levels, but only use the division into three levels as an example for explanation.

[0047] Then, based on the target power level of the vehicle's available discharge power, the maximum limiting power of the air conditioning output is determined in the power set corresponding to the air conditioning load. Here, *1 in different power sets represents the output value of the maximum limiting power of the air conditioning corresponding to the low power level; *2 in different power sets represents the output value of the maximum limiting power of the air conditioning corresponding to the intermediate power level; and *3 in different power sets represents the output value of the maximum limiting power of the air conditioning corresponding to the high power level.

[0048] By tiering the available discharge power of the entire vehicle, the available discharge power of the vehicle's powertrain is linked to the maximum limiting power P of the air conditioning system. This means that a higher available discharge power corresponds to a higher maximum limiting power P for the air conditioning system. Limiting the air conditioning system based on the requested power ensures sufficient power for vehicle operation, achieving reasonable power distribution. Tiered limiting of the requested power ensures different limiting power levels for different battery capacities, guaranteeing sufficient power for vehicle operation while maintaining effective temperature control and improving interior comfort.

[0049] Step 103: In response to the current operating state being driven, determine whether there is a power limitation update requirement based on the heating operating parameters of the electric heater and the compression operating parameters of the compressor.

[0050] In practical implementation, the formula for calculating the available discharge power of the entire vehicle shows that the meaning of the available discharge power of the vehicle's power system is: regardless of the state of the vehicle's power system, only the discharge power remaining after deducting losses is calculated. This is because for the PTC and compressor, regardless of the state of the power system, the power requested by the air conditioning is always in a state of power consumption for the entire vehicle. Therefore, the surge phenomenon when the PTC and compressor start up will only lead to an increase in power loss. In the recovery state, the purpose of power limiting is to avoid overcharging the battery. Increasing the power loss will only reduce the charging power of the battery and will not lead to a more serious risk of overcharging. Therefore, when limiting the requested power in the recovery state, the impact of air conditioning system surge phenomenon does not need to be considered.

[0051] When the current operating state is drive mode, the purpose of power limiting is to prevent the battery from over-discharging and causing undervoltage. Increasing power loss will only increase the burden on the battery, leading to a more serious risk of undervoltage. Therefore, when limiting requested power in drive mode, the impact of air conditioning system surge phenomena needs to be considered. At this time, it is necessary to determine whether there is a power limit update requirement. Normally, the requested power is limited based on the PTC power consumption when the PTC is working and the compressor power consumption when the compressor is working. The PTC power consumption and compressor power consumption during operation are both less than the surge power during a surge. Therefore, when a surge occurs, the power loss increases, but the requested power is still limited based on the PTC power consumption and compressor power consumption during operation. This causes the battery to need to output additional power due to the surge, thereby increasing the risk of battery undervoltage.

[0052] Therefore, it is necessary to determine whether a power limitation replacement is needed and whether there is a greater risk of battery undervoltage based on the heating operation parameters of the electric heater and the compression operation parameters of the compressor. If the heating operation parameters of the electric heater indicate that it is currently in operation, this indicates a surge phenomenon and a greater risk of battery undervoltage, thus confirming a power limitation replacement requirement. Similarly, if the compression operation parameters of the compressor indicate that it is currently in operation, this indicates a surge phenomenon and a greater risk of battery undervoltage, thus confirming a power limitation replacement requirement.

[0053] Step 104: In response to the existence of a power limit update request, determine the maximum available power based on the battery discharge power and the maximum limit power of the air conditioner; determine the actual maximum power based on the maximum available power and the maximum allowable power of the motor corresponding to the current drive mode, and limit the requested power based on the actual maximum power.

[0054] In practice, determining the actual maximum power involves two steps:

[0055] Step 1: Determine the available drive power of the motor based on the battery discharge power and the maximum power limit of the air conditioner, and allocate the available drive power of the motor according to the current drive mode of the vehicle to obtain the available allocated power.

[0056] Step 2: Determine the target reserved power based on the available allocated power and the current motor speed, and determine the difference between the available allocated power and the target reserved power as the maximum available power. Determine the actual maximum power based on the maximum available power and the maximum allowable power of the motor corresponding to the current drive mode, so as to limit the requested power according to the actual maximum power.

[0057] For the first step, in driving mode, the battery needs to generate electricity to drive the vehicle. The battery discharges, and the power that the whole vehicle can use during the discharge process is the battery discharge power. However, there is a certain loss in the transmission of the battery discharge power. Therefore, the actual usable driving power of the whole vehicle for driving the vehicle from the battery discharge power is the difference between the battery discharge power and the transmission loss, that is, the whole vehicle usable driving power = battery discharge power - power loss.

[0058] Without considering the impact of air conditioning system surges, and assuming no power limitation replacement needs, the power loss includes the actual power loss of the DC-DC converter, the high-voltage bus power loss, the PTC power loss, and the compressor power loss. Therefore, without considering the impact of air conditioning system surges, the power loss = actual DC-DC power loss + high-voltage bus power loss + PTC power loss + compressor power loss. Thus, the available drive power of the vehicle = battery discharge power - actual DC-DC power consumption - high-voltage bus power consumption - PTC power consumption - compressor power consumption.

[0059] Considering the impact of air conditioning system surges, and the need to update power loss when surges occur, where PTC power consumption and compressor power consumption can be equal to 0 during surges, the power loss calculation formula is updated to: Power Loss = Actual DC-DC Power Loss + High Voltage Bus Power Loss + PTC Power Loss + Compressor Power Loss + Maximum Power Limit of Air Conditioner when there is a power limit update requirement.

[0060] From the perspective of the motor, the available driving power of the whole vehicle is the high-voltage end power. There is a conversion relationship between the mechanical end power and the high-voltage end power, which is related to the motor efficiency. Therefore, it is necessary to convert the available driving power of the whole vehicle from the high-voltage end to the mechanical end. Since the high-voltage end power of the motor × motor driving efficiency = mechanical end power, the available driving power of the motor = the available driving power of the whole vehicle × motor driving efficiency.

[0061] After determining the available drive power of the motor, it is necessary to further allocate the available drive power according to the vehicle's current drive mode to obtain the allocated power. Electric four-wheel drive vehicles have two electric drive axles, front and rear. The electric drive axle with a disengagement mechanism serves as the auxiliary drive axle, while the one without the disengagement mechanism serves as the primary drive axle. When the disengagement mechanism is disengaged, the drive mode is dual-drive mode. In dual-drive mode, the auxiliary drive axle does not participate in the vehicle's drive and no power needs to be allocated to it; all available drive power from the motor is allocated to the primary drive axle.

[0062] When the disengagement mechanism is engaged, the drive mode is four-wheel drive. In four-wheel drive mode, the auxiliary drive axle participates in the vehicle's drive, requiring power to be distributed to both the main drive axle and the auxiliary drive axle. The distribution method is as follows: the product of the distribution ratio and the available drive power of the motor is determined as the available power of the main drive axle; the difference between the available drive power of the motor and the available power of the main drive axle is determined as the available power of the auxiliary drive axle.

[0063] If the operating state is drive state, the distribution method of the available drive power of the motor is as follows: available drive power of the motor × distribution ratio = available drive power of the main drive bridge, available drive power of the motor × (1 - distribution ratio) = available drive power of the motor - available drive power of the main drive bridge = available drive power of the auxiliary drive bridge.

[0064] Therefore, the available drive power of the main drive axle = the available drive power of the whole vehicle × the distribution ratio × the drive efficiency of the main drive motor;

[0065] Available drive power of auxiliary drive axle = available drive power of the whole vehicle × (1 - distribution ratio) × drive efficiency of auxiliary drive motor.

[0066] For the second step, the reserved power, motor speed and available allocated power constitute three-dimensional relational data. After determining this three-dimensional relational data, the target reserved power is obtained by searching within the three-dimensional relational data based on the current motor speed and available allocated power. The target reserved power represents the additional power range reserved when making a power request, which is used to reduce the upper limit of the requested power. The reserved power can avoid the risk of overvoltage or undervoltage caused by short-term overshoot.

[0067] Maximum available power = Available allocated power - Target reserved power. Maximum available power is the upper limit of the requested power under battery performance constraints. The requested power cannot exceed the maximum available power to avoid the risk of undervoltage due to temporary overshoot. However, motor performance constraints must also be considered when making power requests. The maximum allowable power of the motor corresponding to the current drive mode is used to implement motor performance constraints. The maximum allowable power is the maximum output power allowed by the motor when not overloaded. Therefore, the maximum allowable power is the upper limit of the requested power under motor performance constraints.

[0068] Finally, the minimum of the maximum available power and the maximum permissible power is determined as the actual maximum power, i.e., actual maximum power = min(maximum available power, maximum permissible power). The minimum of the two types of limits is used as the final actual limit of the requested torque. By limiting the requested power according to the actual maximum power, it can be ensured that the requested power converted from the requested torque will not cause the battery to be in an undervoltage state, reducing damage to the battery, and will not cause the motor to run under overload, reducing damage to the motor.

[0069] For vehicles with four-wheel drive capability, the maximum permissible power in driving mode includes the maximum drive power of the main drive axle and the maximum drive power of the auxiliary drive axle. Correspondingly, the actual maximum power includes the maximum main drive power and the maximum auxiliary drive power.

[0070] Wherein, maximum main drive power = min(available drive power of main drive axle, maximum drive power of main drive axle);

[0071] Maximum auxiliary drive power = min(available drive power of auxiliary drive bridge, maximum drive power of auxiliary drive bridge).

[0072] In driving mode, the battery performance limitations are determined by the battery discharge power, resulting in the available drive power for the motor. This available drive power is then allocated across different driving modes to determine the allocated power for each motor. A corresponding target reserve power is used to reserve the allocated power to avoid the risk of battery undervoltage. The motor performance limitations are determined by the motor's maximum permissible power. The actual maximum power is then determined based on the maximum available power and the maximum permissible power. The actual maximum power is the maximum requested power allowed under both motor and battery performance limitations. Requesting power based on the actual maximum power limit reduces damage to the battery and motor, achieving power-side protection for both. Further protection at the torque end is required.

[0073] When calculating power loss, the maximum power limit of the air conditioning system is the maximum power value that the air conditioning system is allowed to request. The calculation of the air conditioning system loss is based on the maximum power limit of the air conditioning system plus the power loss of the PTC and the power loss of the compressor. This can minimize the possibility of the air conditioning system requesting additional power, ensuring that sufficient energy is reserved for vehicle driving. Since the maximum power limit of the air conditioning system has already limited the air conditioning system, it is ensured that the requested power during a surge will not exceed the maximum power limit of the air conditioning system, and will not affect the final calculated value of the actual maximum power. Limiting the requested power with the actual maximum power can also ensure that the battery will not be undervoltage during a surge, ensuring battery safety, while limiting the request of the air conditioning system and reducing energy consumption.

[0074] In summary, the maximum power limit for the air conditioning system is determined based on the vehicle's available discharge power and the air conditioning load. The requested power of the air conditioning system is then limited to a range less than or equal to this maximum power limit. This ensures the battery does not experience undervoltage while meeting the normal operating requirements of the air conditioning load and reduces the energy consumption of the air conditioning system. When there is a need to update the power limit, the impact of the maximum power limit on the air conditioning system's power distribution is considered. The actual maximum power is determined based on the maximum power limit, and the requested power is limited to a range less than or equal to the actual maximum power. This ensures that power overshoot caused by surge issues in the air conditioning system is avoided when limiting power requests, guaranteeing reasonable power distribution while protecting battery safety.

[0075] In some embodiments, such as Figure 2 As shown, the available discharge power of the entire vehicle is determined based on the vehicle's current operating status and battery discharge power, including:

[0076] Step 201: In response to the current operating state being the driving state, the difference between the battery discharge power and the current power loss is determined as the available discharge power of the vehicle.

[0077] In practical implementation, if the current operating state is drive mode, the generator is not running and will not generate motor power. The battery is the sole discharge source, and the total vehicle discharge power is the battery discharge power. During the transmission of battery discharge power to the air conditioning system, a portion of current power loss is generated. This current power loss equals the actual power consumed by the DC-DC converter plus the high-voltage bus power loss. Since the current power loss equals the current usable vehicle discharge power, the difference between the battery discharge power and the current power loss is the usable vehicle discharge power in drive mode. Therefore, the usable vehicle discharge power = battery discharge power - current power loss - battery discharge power - actual DC-DC power consumption - high-voltage bus power loss. Since the motor power generation in drive mode is 0 kW, the calculation can be updated to: usable vehicle discharge power = battery discharge power - actual DC-DC power consumption - high-voltage bus power loss + motor power generation (0 kW).

[0078] Step 202: In response to the current operating state being the recycling state, the sum of the motor's generating power and the battery's discharging power is determined as the total available discharge power, and the difference between the total available discharge power and the current power loss is determined as the vehicle's available discharge power.

[0079] In practical implementation, if the current operating state is recovery mode, the generator starts running and generates a certain amount of motor power, i.e., motor power = absolute value of the recovery power generated by the generator. At this time, both the generator and the battery can discharge, so the total usable discharge power is the sum of the motor's power and the battery's discharge power, i.e., total usable discharge power = motor power + battery discharge power. The current power loss during transmission = actual DC-DC power consumption + high-voltage bus power loss. Therefore, the total usable discharge power of the vehicle after deducting losses = total usable discharge power - current power loss = battery discharge power - actual DC-DC power consumption - high-voltage bus power loss + motor power (absolute value of the recovery power generated by the generator).

[0080] The same calculation formula can be used to calculate the available discharge power of the whole vehicle under different operating conditions, ensuring the efficiency and simplicity of the whole vehicle calculation process. The difference in calculation under different operating conditions is the motor power generation. By taking different values ​​for the motor power generation under different operating conditions, the same calculation formula can be used to calculate the power, thereby improving the calculation efficiency.

[0081] In some embodiments, such as Figure 3 As shown, the maximum limiting power of the air conditioner is determined based on the available discharge power of the vehicle and the air conditioner load, including:

[0082] Step 301: Determine the target power level of the vehicle's available discharge power based on the current battery level.

[0083] In some embodiments, step 301 includes:

[0084] Step 3011: Determine the upper and lower boundary quantities of the power level.

[0085] In specific implementation, for example, the upper threshold charge level is the charge level used to determine if the battery is in a low-charge state, and the lower threshold charge level is the charge level used to determine if the battery has sufficient charge. For example, the upper threshold charge level is 80%, and the lower threshold charge level is 20%. For batteries with better performance, the upper threshold charge level can be 70%, and the lower threshold charge level can be 15%, because for batteries with better performance, although the charge level is lower, the discharge capacity may be higher, since 1% of the charge level of a battery with better performance may be equivalent to 1.2% of the charge level of a battery with poor performance.

[0086] Step 3012: In response to the current power level being less than or equal to the lower threshold power level, the low power level is determined as the target power level.

[0087] In practice, if the current battery level is ≤20%, it means that the battery is already in a low-power state and the battery power is insufficient. It is necessary to prioritize the power use of the vehicle drive. At this time, it is necessary to more strictly limit the power consumption of the air conditioning system, that is, to reduce the maximum power limit of the air conditioning. Therefore, the low power level is determined as the target power level to reduce the maximum power consumption of the air conditioning system, reduce energy consumption, and ensure that it will not affect the normal driving of the vehicle.

[0088] Step 3013: In response to the current power level being greater than the upper threshold power level, the high power level is determined as the target power level.

[0089] In practice, if the current battery level is >80%, it means that the battery is already in a high-charge state and the battery power is sufficient. While ensuring the driving of the whole vehicle, it is necessary to further consider the comfort of the vehicle's interior. At this time, the power consumption limit of the air conditioning system can be relaxed, that is, a larger maximum power limit of the air conditioning can be used to ensure the rapid adjustment of the temperature inside the vehicle. Therefore, the high power level is determined as the target power level to achieve a comfortable interior temperature for the user, ensuring the comfort of the interior environment while driving the vehicle.

[0090] Step 3014: In response to the current power level being less than or equal to the upper boundary power level and greater than the lower boundary power level, the intermediate power level is determined as the target power level.

[0091] In practice, if 20% > current battery level ≤ 80%, it means the battery level is neither high nor low, and is within the normal range. At this time, the distance to the lower battery level is relatively close, and only a partial restriction on the air conditioning system is needed to prevent the battery level from being consumed quickly and reduce energy consumption. Therefore, the intermediate power level needs to be determined as the target power level to ensure that the battery level is not consumed quickly while avoiding affecting the normal driving of the vehicle.

[0092] Step 302: Determine the maximum power limit of the air conditioner based on the target power level and the target load type of the air conditioner load.

[0093] In some embodiments, step 302 includes:

[0094] Step 3021: Determine the hierarchical power set corresponding to the target load type; wherein, the power set includes lower-level limit power, intermediate-level limit power and higher-level limit power in ascending order.

[0095] In specific implementation, for example, the load types of air conditioning loads include single cooling load, single heating load, combined cooling load, combined heating load, and comprehensive temperature control load.

[0096] The power output of a single cooling load is less than that of a single heating load, which in turn is less than that of a combined cooling load, which is less than that of a combined heating load, which is less than that of a comprehensive temperature-controlled load. If the target load type is a single cooling load, the corresponding power level set is (U1, U2, U3); if the target load type is a single heating load, the corresponding power level set is (V1, V2, V3); if the target load type is a combined cooling load, the corresponding power level set is (W1, W2, W3); if the target load type is a combined heating load, the corresponding power level set is (X1, X2, X3); and if the target load type is a comprehensive temperature-controlled load, the corresponding power level set is (Y1, Y2, Y3). Therefore, U1 < V1 < W1 < X1 < Y1; U2 < V2 < W2 < X2 < Y2; and U3 < V3 < W3 < X3 < Y3.

[0097] Wherein, (U1 < U2 < U3); (V1 < V2 < V3); (W1 < W2 < W3); (X1 < X2 < X3); (Y1 < Y2 < Y3). *1 represents the lower-level power restriction, *2 represents the intermediate-level power restriction, and *3 represents the higher-level power restriction. Where *∈(U,V,WX,Y).

[0098] Step 3022: In response to the target power level being a low power level, the low-level limit power is determined as the maximum limit power of the air conditioner.

[0099] In practice, if the target power level is a low power level, then the *1 in the power set of the level corresponding to the target load type will be determined as the maximum power limit of the air conditioner. This will minimize the maximum power limit of the air conditioner, reduce the maximum power consumption of the air conditioning system, and ensure that more battery power can be used for vehicle driving, thereby achieving a reasonable allocation of power.

[0100] Step 3023: In response to the target power level being an intermediate power level, the intermediate level limit power is determined as the maximum limit power of the air conditioner.

[0101] In practice, if the target power level is the medium power level, then the maximum power limit of the air conditioner will be determined by multiplying the power set of the level corresponding to the target load type by *2. This reduces the power consumption rate of the air conditioning system while ensuring that the vehicle temperature can be adjusted quickly, achieving reasonable power distribution and balancing comfort and drivability.

[0102] Step 3024: In response to the target power level being a high power level, the high-level limit power is determined as the maximum limit power of the air conditioner.

[0103] In practice, if the target power level is a high power level, then the *3 in the power set corresponding to the target load type will be determined as the maximum limiting power of the air conditioner. This maximizes the maximum limiting power of the air conditioner, allocates more power to the air conditioning system, and ensures that the vehicle temperature can be quickly adjusted, providing users with a better driving experience. This maximizes the vehicle's temperature control efficiency and improves user comfort without affecting vehicle driving.

[0104] By limiting the power requested by the air conditioning through hierarchical restrictions, different power limits are set for different power levels, ensuring that the vehicle has sufficient power for driving while maintaining effective temperature control and improving the comfort inside the vehicle.

[0105] In some embodiments, such as Figure 4 As shown, the determination of whether a power limitation update is needed is based on the heating operating parameters of the electric heater and the compression operating parameters of the compressor, including:

[0106] Step 401: In response to the electric heater status being set in the heating operation parameters and the presence of a rising edge signal to start the electric heater in the heating operation parameters, it is determined that there is a heating power limitation requirement.

[0107] In practice, if the electric heater status in the heating operation parameters is set, it indicates that the electric heater can be started. If there is a rising edge signal for starting the electric heater in the heating operation parameters, it means that the motor heater is in the starting process and there is a surge phenomenon. The impact of the surge on the power loss needs to be considered, the power loss needs to be updated, and it is determined that there is a heating power limitation requirement.

[0108] Step 402: In response to the compressor status in the compression operation parameters being set and the presence of a rising edge signal indicating compressor startup in the compression operation parameters, it is determined that there is a refrigeration power limitation requirement.

[0109] In practice, if the compressor status in the compression operation parameters is set, it is determined that the compressor can be started. If there is a rising edge signal for starting the compressor in the compression operation parameters, it means that the compressor is in the starting process and there is a surge phenomenon. The impact of the surge on the power loss needs to be considered, the power loss needs to be updated, and it is determined that there is a heating power limitation requirement.

[0110] Step 403: In response to the existence of heating power limitation requirements and / or cooling power limitation requirements, determine that there is a power limitation update requirement.

[0111] In practice, surge phenomena will occur whether the electric heater or the compressor is in the start-up process. Therefore, as long as there is a demand for either heating power limitation or cooling power limitation, it can be determined that there is a demand for power limitation renewal.

[0112] Step 404: In response to the absence of heating power limitation requirements and the absence of cooling power limitation requirements, it is determined that there is no power limitation update requirement.

[0113] In practice, if there is no demand for heating power limitation and no demand for cooling power limitation, it means that neither the compressor nor the electric heater is in the startup phase, and there is no high power demand caused by surge phenomenon. This will not affect the power loss, and it is determined that there is no demand for power limitation replacement.

[0114] In some embodiments, such as Figure 5 As shown, after determining the actual maximum power, the vehicle power control method also includes:

[0115] Step 501: Determine the duration of the actual maximum power limit.

[0116] In practice, since the surge phenomenon only exists for a short period of time when the compressor or electric heater is started, it is not necessary to update the power loss when the compressor or electric heater is turned off or running normally. Therefore, it is necessary to determine the duration of the request power limit based on the actual maximum power after updating the power loss, in order to determine whether the surge phenomenon has ended and switch to the unupdated power loss for calculating the actual maximum power.

[0117] Step 502: In response to the limitation duration being greater than or equal to a preset limitation duration threshold, replace the actual maximum power with the initial actual maximum power, and limit the requested power according to the initial actual maximum power.

[0118] In practice, if the duration of the restriction is greater than or equal to the preset threshold, it indicates that the surge has ended. When limiting the requested power, the additional power consumption caused by the surge need not be considered. The actual maximum power is replaced with the initial actual maximum power, and the requested power is limited based on the initial actual maximum power. The initial actual maximum power is the power value calculated when the power loss is calculated as: DC-DC actual power loss + high-voltage bus power loss + PTC power loss + compressor power loss. Replacing the actual maximum power with the initial actual maximum power increases the upper limit of the vehicle's power, ensuring reasonable power limitation and avoiding excessive power restriction. Increasing the maximum power limit of the air conditioning system can save energy for the entire vehicle's powertrain, while avoiding the risk of power overshoot caused by surges when the PTC and compressor are operating, thereby preventing battery over-discharge and undervoltage, and reducing the risk of battery damage.

[0119] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described.

[0120] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0121] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides a vehicle power control device.

[0122] refer to Figure 6 The vehicle power control device includes:

[0123] The available power determination module 10 is configured to determine the available discharge power of the vehicle based on the vehicle's current operating status and battery discharge power.

[0124] The air conditioning power limiting module 20 is configured to: determine the maximum limiting power of the air conditioning based on the available discharge power of the whole vehicle and the air conditioning load, and limit the requested power of the air conditioning based on the maximum limiting power of the air conditioning;

[0125] The demand restriction determination module 30 is configured to: in response to the current operating state being in drive state, determine whether there is a power restriction update demand based on the heating operating parameters of the electric heater and the compression operating parameters of the compressor;

[0126] The request power limiting module 40 is configured to: in response to a power limit update request, determine the maximum available power based on the battery discharge power and the maximum limit power of the air conditioner; determine the actual maximum power based on the maximum available power and the maximum allowable power of the motor corresponding to the current drive mode, and limit the requested power based on the actual maximum power.

[0127] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

[0128] The apparatus of the above embodiments is used to implement the corresponding vehicle power control method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0129] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle power control method described in any of the above embodiments.

[0130] Figure 7 This embodiment illustrates a more specific hardware structure of an electronic device, which may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0131] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0132] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0133] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0134] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0135] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0136] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0137] The electronic devices described above are used to implement the corresponding vehicle power control methods in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0138] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a non-transitory computer-readable storage medium that stores computer instructions for causing the computer to execute the vehicle power control method as described in any of the above embodiments.

[0139] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0140] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the vehicle power control method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0141] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides a vehicle, including the electronic equipment or vehicle power control device of the above embodiments, and executes the vehicle power control method as described in any of the above embodiments through the electronic equipment or vehicle power control device of the above embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0142] It is understood that before using the technical solutions of the various embodiments in this disclosure, users will be informed of the type, scope of use, and usage scenarios of the personal information involved in an appropriate manner, and user authorization will be obtained.

[0143] For example, upon receiving a user's active request, a prompt message is sent to the user to explicitly inform them that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose, based on the prompt message, whether to provide personal information to the software or hardware such as electronic devices, applications, servers, or storage media performing the operations of this disclosed technical solution.

[0144] As an optional but not limited implementation, in response to a user's active request, sending a prompt message to the user can be done via a pop-up window, where the prompt message can be presented in text format. Furthermore, the pop-up window can also include a selection control allowing the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0145] It is understood that the above notification and user authorization process are merely illustrative and do not constitute a limitation on the implementation of this disclosure. Other methods that comply with relevant laws and regulations may also be applied to the implementation of this disclosure.

[0146] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application is limited to these examples; under the concept of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in detail for the sake of brevity.

[0147] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0148] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0149] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the claims of this application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. A control method of vehicle power, characterized by, The method comprises: determining the total available discharge power of the vehicle according to the current operating state of the vehicle and the battery discharge power; determining the maximum limited power of the air conditioner according to the total available discharge power of the vehicle and the air conditioner load, and limiting the request power of the air conditioner according to the maximum limited power of the air conditioner; in response to the current operating state being the driving state, determining whether there is a power limit update requirement according to the heating operating parameter of the electric heater and the compression operating parameter of the compressor; wherein the determination of whether there is a power limit update requirement according to the heating operating parameter of the electric heater and the compression operating parameter of the compressor comprises: in response to the electric heater state in the heating operating parameter being the set state and there being a rising edge signal for starting the electric heater in the heating operating parameter, determining that there is a heating power limit requirement; in response to the compressor state in the compression operating parameter being the set state and there being a rising edge signal for starting the compressor in the compression operating parameter, determining that there is a refrigeration power limit requirement; in response to the heating power limit requirement and / or the refrigeration power limit requirement, determining that there is a power limit update requirement; in response to the power limit update requirement, determining the maximum available power according to the battery discharge power and the maximum limited power of the air conditioner, determining the actual maximum power according to the maximum available power and the maximum allowed power of the motor corresponding to the current driving mode, and limiting the request power according to the actual maximum power.

2. The control method of vehicle power according to claim 1, characterized by, The determination of the total available discharge power of the vehicle according to the current operating state of the vehicle and the battery discharge power comprises: in response to the current operating state being the driving state, determining the difference between the battery discharge power and the current loss power as the total available discharge power of the vehicle; in response to the current operating state being the recovery state, determining the sum of the motor power generation power of the motor and the battery discharge power as the total available discharge power, and determining the difference between the total available discharge power and the current loss power as the total available discharge power of the vehicle.

3. The control method of vehicle power according to claim 1, characterized by, The determination of the maximum limited power of the air conditioner according to the total available discharge power of the vehicle and the air conditioner load comprises: determining the target power level of the total available discharge power according to the current power; determining the maximum limited power of the air conditioner according to the target power level and the target load type of the air conditioner load.

4. The control method of vehicle power according to claim 3, characterized by, The determination of the target power level of the total available discharge power according to the current power comprises: determining the upper and lower boundary powers of the power level; in response to the current power being less than or equal to the lower boundary power, determining the low power level as the target power level; in response to the current power being greater than the upper boundary power, determining the high power level as the target power level; in response to the current power being less than or equal to the upper boundary power and greater than the lower boundary power, determining the intermediate power level as the target power level.

5. The control method of vehicle power according to claim 3, characterized by, The determination of the maximum limited power of the air conditioner according to the target power level and the target load type of the air conditioner load comprises: determining a tier power set corresponding to the target load type; wherein the power set comprises a low tier limit power, an intermediate tier limit power and a high tier limit power in ascending order; in response to the target power tier being a low power tier, determining the low tier limit power as the air conditioner maximum limit power; in response to the target power tier being an intermediate power tier, determining the intermediate tier limit power as the air conditioner maximum limit power; in response to the target power tier being a high power tier, determining the high tier limit power as the air conditioner maximum limit power.

6. The control method of vehicle power according to claim 1, characterized by, the determining whether there is a power limit update demand according to the heating operation parameter of the electric heater and the compression operation parameter of the compressor comprises: in response to there being no heating power limit demand and no refrigeration power limit demand, determining that there is no power limit update demand.

7. The control method of vehicle power according to claim 1, characterized by, after determining the actual maximum power, further comprising: determining a limit duration of the actual maximum power; in response to the limit duration being greater than or equal to a preset limit duration threshold, replacing the actual maximum power with an initial actual maximum power, and limiting the request power according to the initial actual maximum power.

8. A control device for vehicle power, characterized by comprising: comprising: a usable power determination module configured to determine a whole vehicle usable discharge power according to a current operation state of the vehicle and a battery discharge power; an air conditioner power limit module configured to determine an air conditioner maximum limit power according to the whole vehicle usable discharge power and an air conditioner load, and limit the air conditioner request power according to the air conditioner maximum limit power; a limit demand judgment module configured to, in response to the current operation state being a driving state, determine whether there is a power limit update demand according to a heating operation parameter of an electric heater and a compression operation parameter of a compressor; wherein the determining whether there is a power limit update demand according to the heating operation parameter of the electric heater and the compression operation parameter of the compressor comprises: in response to an electric heater state in the heating operation parameter being a set state and there being a rising edge signal for starting the electric heater in the heating operation parameter, determining that there is a heating power limit demand; in response to a compressor state in the compression operation parameter being a set state and there being a rising edge signal for starting the compressor in the compression operation parameter, determining that there is a refrigeration power limit demand; in response to there being the heating power limit demand and / or there being the refrigeration power limit demand, determining that there is a power limit update demand; a request power limit module configured to, in response to there being the power limit update demand, determine a maximum available power according to the battery discharge power and the air conditioner maximum limit power; determine an actual maximum power according to the maximum available power and a maximum allowed power of an electric machine corresponding to a current driving mode, and limit the request power according to the actual maximum power.

9. An electronic device comprising a memory, a processor, and a computer program stored on the memory and running on the processor, characterized in that, The processor implements the method of any one of claims 1 to 7 when executing the program.

10. A vehicle characterized by comprising: The electronic device of claim 9. The electronic device of claim 9.

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