Power maintenance method and device, vehicle, storage medium and program product

Abstract

The application relates to the technical field of hybrid electric vehicles, in particular to an electric quantity maintaining method and device, a vehicle, a storage medium and a program product, wherein the method comprises the following steps: when the actual electric quantity of a target vehicle power battery reaches a first electric quantity threshold, the maximum allowable discharge power of the power battery and the torque rising rate of a driving motor are calculated; the whole vehicle output power of the target vehicle in a series hybrid mode and a parallel hybrid mode is calculated to match the power system architecture type of the target vehicle; the target output power or target torque of an engine is calculated based on the power system architecture type, and the engine is controlled to perform power output according to the target output power or target torque, so that the actual electric quantity of the power battery is maintained in a target safe electric quantity interval. Therefore, the problems that the power battery and the residual electric quantity cannot be controlled in the related art processing method of the hybrid electric vehicle under low electric quantity, and the problems that the power is limited or the power battery is faulty due to the low electric quantity are solved.

Description

Technical Field

[0001] This application relates to the field of hybrid vehicle technology, and in particular to a power maintenance method, device, vehicle, storage medium, and program product. Background Technology

[0002] In related technologies, when a hybrid vehicle has a low battery, the engine is often used as the energy source. Energy demand is balanced by generating electricity, direct drive, or power splitting, while the charging and discharging power of the battery is limited, and a certain power-saving mode is activated to protect the hardware.

[0003] However, in related technologies, the methods for handling low battery levels in hybrid electric vehicles mostly focus on meeting the vehicle's energy needs through engine output, failing to control the power battery and remaining charge. This can easily lead to power limitations or even power battery failure due to low battery levels, resulting in a poor driving experience for users, which urgently needs to be addressed. Summary of the Invention

[0004] This application provides a power maintenance method, device, vehicle, storage medium, and program product to solve the problems in the related art where the handling methods of hybrid vehicles under low battery conditions mostly focus on meeting the energy demand of the vehicle through engine output, and fail to control the power battery and remaining power, which can easily lead to power limitation or even power battery failure due to low battery, resulting in a poor driving experience for the user.

[0005] The first aspect of this application provides a method for maintaining the battery power of a vehicle, comprising the following steps: obtaining the actual charge level of the power battery of a target vehicle; calculating the maximum allowable discharge power of the power battery and the torque rise rate of the drive motor when the actual charge level reaches a first charge threshold; calculating the vehicle output power of the target vehicle in series hybrid mode and parallel hybrid mode based on the maximum allowable discharge power and the torque rise rate of the drive motor, respectively, to match the power system architecture type of the target vehicle; calculating the target output power or target torque of the engine based on the power system architecture type, and controlling the engine to output power according to the target output power or target torque, so as to maintain the actual charge level of the power battery within the target safe charge range.

[0006] Through the above technical means, the embodiments of this application can limit the maximum allowable discharge power of the battery and the torque rise rate of the drive motor according to the actual charge of the power battery when the power battery is low, so as to avoid the phenomenon of power limitation or even power battery failure due to the rapid drop in charge caused by the continuous high power output of the power battery; and by matching a more suitable power system architecture type for the target vehicle, the output power and torque of the engine can be improved, so as to ensure the vehicle's power performance while preventing the problem of power limitation or even power battery failure due to low charge, thereby improving the vehicle's power performance, safety and overall performance.

[0007] Optionally, in one embodiment of this application, after obtaining the actual charge level of the power battery of the target vehicle, the method further includes: when the actual charge level reaches a second charge threshold, calculating the average driver power demand of the target vehicle in the past target time and the average driving road gradient of the target vehicle in the future target time, wherein the second charge threshold is greater than the first charge threshold; determining the current driving condition of the target vehicle based on the average driver power demand and / or the average driving road gradient, so as to determine whether to control the engine to enter the starting condition according to the current driving condition; if the engine enters the starting condition, detecting whether the actual charge level reaches the first charge threshold.

[0008] Through the above technical means, the embodiments of this application can intelligently identify the vehicle's intense driving conditions and control the engine to start when the power battery reaches the second power threshold, based on the average driver's power demand in the past target time and the average driving road slope in the future target time. This allows the engine to start in advance when there is continuous high power consumption, so that the engine can output a certain power. Through the reasonable power distribution between the power battery and the engine, the power balance is maintained while meeting the power demand, thereby improving the vehicle's drivability.

[0009] Optionally, in one embodiment of this application, the step of calculating the overall vehicle output power of the target vehicle in series hybrid mode and parallel hybrid mode based on the maximum allowable discharge power and the torque rise rate of the drive motor includes: obtaining the maximum output power of the engine and the maximum output power of the drive motor of the target vehicle; and calculating the overall vehicle output power of the target vehicle in series hybrid mode and parallel hybrid mode based on the maximum allowable discharge power and the torque rise rate of the drive motor, combined with the maximum output power of the engine and the maximum output power of the drive motor.

[0010] Through the above technical means, the embodiments of this application can calculate the vehicle output power of the target vehicle in series hybrid mode and parallel hybrid mode respectively, which helps to select a power system architecture type that is more suitable for the target vehicle. It can optimize the power output according to the usage scenario and performance requirements, and avoid insufficient power or energy waste caused by mismatch between power system architecture and scenario.

[0011] Optionally, in one embodiment of this application, the step of calculating the vehicle output power of the target vehicle in series hybrid mode and parallel hybrid mode respectively to match the powertrain architecture type of the target vehicle includes: comparing the vehicle output power of the target vehicle in series hybrid mode and parallel hybrid mode; when the vehicle output power of the target vehicle in series hybrid mode is greater than the vehicle output power of the target vehicle in parallel hybrid mode, determining that the powertrain architecture type of the target vehicle is a series hybrid mode; when the vehicle output power of the target vehicle in parallel hybrid mode is greater than the vehicle output power of the target vehicle in series hybrid mode, determining that the powertrain architecture type of the target vehicle is a parallel hybrid mode.

[0012] Through the above technical means, the embodiments of this application can select the maximum power drive mode by comparing the series and parallel capabilities of the current vehicle state, so that the vehicle can output stronger power through the motor or motor + engine in the face of driving scenarios such as rapid acceleration and hill climbing, improve instantaneous torque and power response speed, and optimize energy distribution to balance power performance and energy consumption efficiency.

[0013] Optionally, in one embodiment of this application, the step of calculating the target output power or target torque of the engine based on the powertrain architecture type, and controlling the engine to output power according to the target output power or target torque, includes: when the powertrain architecture type is determined to be the series hybrid mode, calculating the target output power of the engine and controlling the engine to output according to the target output power; when the powertrain architecture type is determined to be the parallel hybrid mode, calculating the target torque of the engine and controlling the engine to output according to the target torque.

[0014] Through the above technical means, the embodiments of this application can control the engine output by parameters according to the power transmission characteristics of series architecture with high power and parallel architecture with high torque, which can effectively improve the energy conversion capability of the target vehicle and help improve the energy management efficiency of the target vehicle.

[0015] A second aspect of this application provides a vehicle battery maintenance device, comprising: an acquisition module, configured to acquire the actual charge level of a target vehicle's power battery, and to calculate the maximum allowable discharge power of the power battery and the torque rise rate of the drive motor when the actual charge level reaches a first charge threshold; a first calculation module, configured to calculate the vehicle output power of the target vehicle in series hybrid mode and parallel hybrid mode based on the maximum allowable discharge power and the torque rise rate of the drive motor, respectively, to match the powertrain architecture type of the target vehicle; and a control module, configured to calculate the target output power or target torque of the engine based on the powertrain architecture type, and control the engine to output power according to the target output power or target torque, so as to maintain the actual charge level of the power battery within a target safe charge range.

[0016] Through the above technical means, the embodiments of this application can limit the maximum allowable discharge power of the battery and the torque rise rate of the drive motor according to the actual charge of the power battery when the power battery is low, so as to avoid the phenomenon of power limitation or even power battery failure due to the rapid drop in charge caused by the continuous high power output of the power battery; and by matching a more suitable power system architecture type for the target vehicle, the output power and torque of the engine can be improved, so as to ensure the vehicle's power performance while preventing the problem of power limitation or even power battery failure due to low charge, thereby improving the vehicle's power performance, safety and overall performance.

[0017] Optionally, in one embodiment of this application, it further includes: a second calculation module, configured to, after acquiring the actual charge of the power battery of the target vehicle, calculate the average driver demand power of the target vehicle in the past target time and the average driving road gradient of the target vehicle in the future target time when the actual charge reaches a second charge threshold, wherein the second charge threshold is greater than the first charge threshold; a judgment module, configured to determine the current driving condition of the target vehicle based on the average driver demand power and / or the average driving road gradient, so as to determine whether to control the engine to enter the starting condition according to the current driving condition; and a detection module, configured to detect whether the actual charge reaches the first charge threshold when the engine enters the starting condition.

[0018] Through the above technical means, the embodiments of this application can intelligently identify the vehicle's intense driving conditions and control the engine to start when the power battery reaches the second power threshold, based on the average driver's power demand in the past target time and the average driving road slope in the future target time. This allows the engine to start in advance when there is continuous high power consumption, so that the engine can output a certain power. Through the reasonable power distribution between the power battery and the engine, the power balance is maintained while meeting the power demand, thereby improving the vehicle's drivability.

[0019] Optionally, in one embodiment of this application, the first calculation module includes: an acquisition unit, configured to acquire the maximum output power of the engine and the maximum output power of the drive motor of the target vehicle; and a first calculation unit, configured to calculate the total vehicle output power of the target vehicle in series hybrid mode and parallel hybrid mode based on the maximum allowable discharge power and the torque rise rate of the drive motor, combined with the maximum output power of the engine and the maximum output power of the drive motor.

[0020] Through the above technical means, the embodiments of this application can calculate the vehicle output power of the target vehicle in series hybrid mode and parallel hybrid mode respectively, which helps to select a power system architecture type that is more suitable for the target vehicle. It can optimize the power output according to the usage scenario and performance requirements, and avoid insufficient power or energy waste caused by mismatch between power system architecture and scenario.

[0021] Optionally, in one embodiment of this application, the first calculation module includes: a comparison unit, configured to compare the vehicle output power of the target vehicle in series hybrid mode and parallel hybrid mode; a first determining unit, configured to determine that the powertrain architecture type of the target vehicle is a series hybrid mode when the vehicle output power of the target vehicle in series hybrid mode is greater than the vehicle output power of the target vehicle in parallel hybrid mode; and a second determining unit, configured to determine that the powertrain architecture type of the target vehicle is a parallel hybrid mode when the vehicle output power of the target vehicle in parallel hybrid mode is greater than the vehicle output power of the target vehicle in series hybrid mode.

[0022] Through the above technical means, the embodiments of this application can select the maximum power drive mode by comparing the series and parallel capabilities of the current vehicle state, so that the vehicle can output stronger power through the motor or motor + engine in the face of driving scenarios such as rapid acceleration and hill climbing, improve instantaneous torque and power response speed, and optimize energy distribution to balance power performance and energy consumption efficiency.

[0023] Optionally, in one embodiment of this application, the control module includes: a second calculation unit, configured to calculate the target output power of the engine and control the engine to output power according to the target output power when the power system architecture type is determined to be the series hybrid mode; and a third calculation unit, configured to calculate the target torque of the engine and control the engine to output torque according to the target torque when the power system architecture type is determined to be the parallel hybrid mode.

[0024] Through the above technical means, the embodiments of this application can control the engine output by parameters according to the power transmission characteristics of series architecture with high power and parallel architecture with high torque, which can effectively improve the energy conversion capability of the target vehicle and help improve the energy management efficiency of the target vehicle.

[0025] A third aspect of this application provides a vehicle, 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's power maintenance method as described in the above embodiments.

[0026] A fourth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described vehicle battery maintenance method.

[0027] A fifth aspect of this application provides a computer program product, including a computer program that, when executed, is used to implement the above-described vehicle battery maintenance method.

[0028] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0029] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 This is a flowchart of a vehicle battery maintenance method according to an embodiment of this application; Figure 2 A flowchart illustrating a method for maintaining the battery level of a hybrid electric vehicle according to an embodiment of this application; Figure 3 This is a schematic diagram of the structure of a vehicle power maintenance device according to an embodiment of this application; Figure 4 This is a structural schematic diagram of a vehicle provided according to an embodiment of this application.

[0030] Figure label: 10-Vehicle power maintenance device: 100-Acquisition module, 200-First calculation module and 300-Control module; 401-Memory, 402-Processor and 403-Communication interface. Detailed Implementation

[0031] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0032] The following description, with reference to the accompanying drawings, outlines a method, apparatus, vehicle, storage medium, and program product for maintaining battery power according to embodiments of this application. In the aforementioned background art, methods for handling low battery conditions in hybrid electric vehicles primarily focus on meeting the vehicle's energy demands through engine output, failing to control the power battery and remaining charge. This can easily lead to power limitations or even battery failure due to excessively low battery power, resulting in a poor driving experience for the user. This application provides a method for maintaining vehicle battery power. In this method, when the actual charge of the vehicle's power battery falls below a certain charge threshold, a target output power or target torque of the engine is calculated, and the engine is controlled to output power according to the calculation result, thereby maintaining the actual charge of the power battery within a target safe charge range. This technology enables the engine to be started in advance when the battery is low, based on the current vehicle operating conditions. This allows the engine to output a certain amount of power in advance during periods of continuous high-power energy consumption, maintaining battery balance while meeting power requirements. Then, the maximum allowable discharge power of the battery and the torque ramp-up rate of the drive motor are limited according to the actual battery charge, preventing power limitations or even battery failure due to rapid battery depletion caused by continuous high-power output. Furthermore, by matching the target vehicle with a more suitable powertrain architecture, the engine output power / torque is increased to ensure vehicle power while rapidly charging to prevent power limitations or battery failure due to low battery charge. This improves vehicle power, safety, and overall performance. This addresses the problem in related technologies where hybrid vehicles often focus on meeting energy demands through engine output when the battery is low, neglecting to control the battery and remaining charge. This can easily lead to power limitations or even battery failure due to low battery charge, resulting in a poor driving experience for the user.

[0033] Specifically, Figure 1 This is a flowchart illustrating a method for maintaining the battery power of a vehicle, as provided in an embodiment of this application.

[0034] like Figure 1 As shown, the vehicle's battery maintenance method includes the following steps: In step S101, the actual charge of the target vehicle's power battery is obtained, so that when the actual charge reaches the first charge threshold, the maximum allowable discharge power of the power battery and the torque increase rate of the drive motor are calculated.

[0035] It's understandable that hybrid vehicles will inevitably encounter low battery situations in real-world driving scenarios. Continuing to drive with a low battery may limit the vehicle's power output or even cause battery malfunction. Therefore, it's necessary to promptly adjust the vehicle's control based on the remaining battery charge.

[0036] In some embodiments, this application can obtain the actual charge level of the target vehicle's power battery in real time to understand the actual situation of the power battery. When the actual charge level reaches a first charge threshold (i.e., the actual charge level is less than or equal to the first charge threshold), but the actual charge level of the power battery continues to decrease, the maximum allowable discharge power of the power battery and the torque increase rate of the drive motor are calculated to control the power output of the vehicle to a certain extent.

[0037] Here, the target vehicle can be understood as a specific vehicle that currently requires battery maintenance. The first battery threshold can be understood as a battery setting value used to determine whether the target vehicle needs to perform calculations based on the maximum allowable discharge power of the power battery and the torque rise rate of the drive motor.

[0038] The maximum permissible discharge power of the power battery can be understood here as the upper limit of the maximum electrical energy that the battery can release per unit time to protect battery safety and lifespan when the hybrid vehicle has a low battery level. In this embodiment, when the actual battery level minus the first battery level threshold is ≤0, both the maximum permissible discharge power of the power battery and the torque rise rate of the drive motor are proportional to the difference between the actual battery level and the first battery level threshold (actual battery level minus the first battery level threshold). That is, the lower the actual battery level, the smaller the difference between the actual battery level and the first battery level threshold (the difference ≤0), and therefore the smaller the maximum permissible discharge power of the power battery and the torque rise rate of the drive motor.

[0039] Taking a first charge threshold of 10% as an example, if the actual SOC is 10%, the charge difference is 10% - 10% = 0%, then the maximum allowable discharge power of the power battery = the battery's maximum discharge power * 1; if the actual SOC is 8%, the charge difference is 8% - 10% = -2%, then the maximum allowable discharge power of the power battery = the battery's maximum discharge power * 0.8; if the actual SOC is 5%, the charge difference is 5% - 10% = -5%, then the maximum allowable discharge power of the power battery = the battery's maximum discharge power * 0.5. That is to say, the lower the actual SOC, the smaller the charge difference between the actual charge and the first charge threshold, and the smaller the maximum allowable discharge power of the power battery.

[0040] Taking a first power threshold of 10% as an example, if the actual SOC is 10% and the power difference is 10% - 10% = 0%, then the torque rise rate of the drive motor may be 700 nm / s; if the actual SOC is 8% and the power difference is 8% - 10% = -2%, then the torque rise rate of the drive motor may be 500 nm / s; if the actual SOC is 5% and the power difference is 5% - 10% = -5%, then the torque rise rate of the drive motor may be 300 nm / s. That is, the lower the actual SOC, the smaller the power difference between the actual power and the first power threshold, and the smaller the torque rise rate of the drive motor.

[0041] When calculating the maximum allowable discharge power of the power battery and the torque rise rate of the drive motor, taking 20% ​​of the rated charge of the target vehicle's power battery as an example as the first charge threshold, when the target vehicle is driving and the actual charge of the power battery reaches 20% of the rated charge, the maximum allowable discharge power of the power battery and the torque rise rate of the drive motor can be calculated.

[0042] It should be noted that the specific calculation methods and results for the first power threshold, the maximum allowable discharge power of the power battery, and the torque rise rate of the drive motor can be set or adjusted by those skilled in the art based on actual conditions or experiments. The embodiments in this application are only illustrative examples and are not intended to impose specific limitations.

[0043] This application embodiment can limit the discharge rate of the battery by calculating the maximum allowable discharge power of the power battery when the actual power level reaches a first power threshold, and limit the power output speed of the motor by calculating the torque rise rate of the drive motor. This avoids the power battery from continuously outputting high power when the power level is low, prevents the power from being limited due to excessively rapid power loss, and prevents the battery from being over-discharged or damaged, thus ensuring driving safety.

[0044] Optionally, in one embodiment of this application, after obtaining the actual charge of the target vehicle's power battery, the method further includes: when the actual charge reaches a second charge threshold, calculating the average driver power demand of the target vehicle in the past target time and the average driving road gradient of the target vehicle in the future target time, wherein the second charge threshold is greater than a first charge threshold; determining the current driving condition of the target vehicle based on the average driver power demand and / or the average driving road gradient, so as to determine whether to control the engine to enter the starting condition according to the current driving condition; if the engine enters the starting condition, detecting whether the actual charge has reached the first charge threshold.

[0045] Those skilled in the art will understand that when limiting the battery discharge rate and the motor power output speed, the actual power demand of the vehicle still needs to be considered. Different driving scenarios have a great impact on the power demand of the vehicle. If the actual power demand of the vehicle is too high, other power compensation is required. Therefore, the embodiments of this application can also determine whether it is necessary to control the engine to enter the starting condition in advance based on the current driving condition of the target vehicle, so as to use the engine to bear the power demand of the target vehicle.

[0046] In some embodiments, after obtaining the actual charge of the power battery, this application can detect whether the actual charge has reached a second charge threshold before detecting whether the actual charge has reached a first charge threshold, and detect the current driving condition of the vehicle when the actual charge reaches the second threshold, so as to detect whether the engine needs to be started in advance based on the current driving condition of the vehicle.

[0047] Here, the second power threshold can be understood as a power setting value used to determine whether the power battery has entered a low power state, such as 30% of the rated power of the target vehicle's power battery. It should also be noted that in this embodiment, the second power threshold is greater than the first power threshold. After obtaining the actual power battery power, it should first be checked whether the actual power battery power has reached the second power threshold (less than or equal to the second power threshold), and then, after corresponding processing, it should be checked whether the actual power battery power has reached the first power threshold (less than or equal to the first power threshold).

[0048] Specifically, after obtaining the actual charge of the power battery, this application can calculate the average driver power demand of the target vehicle in the past target time and the average driving road gradient of the vehicle in the future target time. In order to determine the current driving condition of the target vehicle based on the average driver power demand and / or the average driving road gradient, it can determine whether the current driving condition requires controlling the engine to enter the early start condition. Then, under the condition of controlling the engine to enter the start condition, it can detect whether the actual charge of the power battery has reached the first charge threshold and calculate the maximum allowable discharge power of the power battery and the torque rise rate of the drive motor.

[0049] In this context, "past target time" refers to a historical period based on the current moment; "future target time" also refers to a historical period based on the current moment. Both can be set to the same time value, for example, ten minutes past and ten minutes future based on the current moment, or they can be set to different time values, for example, ten minutes past and five minutes future based on the current moment. In practical applications, the actual values ​​of both past and future target times can be calibrated by those skilled in the art based on actual conditions or experiments. The embodiments in this application are merely illustrative and do not constitute specific limitations.

[0050] For example, after obtaining the actual battery level of the target vehicle, when the actual battery level is less than a second battery level threshold, the system begins calculating the average driver power demand of the target vehicle over the past ten minutes and the average road gradient for the vehicle over the next ten minutes. (1) Calculate the average driver power demand over the target time period in the past. Assuming the target vehicle is a hybrid car, and considering the instantaneous power demand of the driver during acceleration, constant speed, and deceleration phases over the past 10 minutes (600 seconds) as 50kW, 30kW, and 10kW respectively, with each phase lasting 200 seconds, 300 seconds, and 100 seconds respectively, then the average power demand of the driver for this vehicle over the past 10 minutes is approximately:

[0051] (2) Calculate the average driving road gradient within the target time period in the future. Scenario: Assume the predicted road gradient data for a vehicle's journey over the next 10 minutes (approximately 5 kilometers) is as follows: Segment 1 (1 kilometer): Gradient +5% (uphill); Segment 2 (2 kilometers): Gradient -2% (downhill); Segment 3 (2 kilometers): Gradient +3% (uphill); then the average road gradient for the vehicle over the next 10 minutes is:

[0052] If one of the following conditions is met, the vehicle is determined to be in a low-battery, aggressive driving condition, and the engine is requested to start in advance: (1) The calculated average driver power demand > engine start power threshold, wherein the engine start power threshold can be determined by the difference between the actual battery charge and the second battery threshold. That is, when the actual battery charge minus the second battery charge threshold is ≤0, the engine start power threshold is proportional to the difference between the actual battery charge and the first battery charge threshold (actual battery charge minus the first battery charge threshold). That is, the lower the actual battery charge, the smaller the difference between the actual battery charge and the first battery charge threshold (the difference between the actual battery charge and the first battery charge threshold is ≤0), and the smaller the engine start power threshold.

[0053] Taking a second battery charge threshold of 10% as an example, if the actual SOC is 10%, the battery charge difference is 10% - 10% = 0%, then the engine start-up power threshold is 20kW. In this case, the vehicle's power demand is greater than 20kW, so the engine starts. If the actual SOC is 5%, the battery charge difference is 5% - 10% = -5%, then the engine start-up power threshold is 10kW. In this case, the vehicle's power demand is greater than 10kW, so the engine starts. That is, the lower the actual SOC, the smaller the battery charge difference between the actual charge and the first battery charge threshold (battery charge difference ≤ 0), and the smaller the engine start-up power threshold. This means the engine is easier to start, meeting the vehicle's power demand and preventing the battery from becoming too low.

[0054] Simply put, the engine start power threshold here can be understood as follows: if the total vehicle power demand (average driver power demand) is greater than the engine start power threshold, then the engine needs to be started; otherwise, the engine does not need to be started.

[0055] (2) The calculated average driving road gradient is greater than the engine start gradient threshold; The engine start-up slope threshold can be a preset slope angle or slope percentage, such as 5%, 10%, etc. If the slope exceeds the engine start-up slope threshold within a certain period of time, the engine will start to prevent the battery from getting too low.

[0056] Then, it is detected whether the actual power level has reached the first power level threshold. When the power level is less than or equal to the first power level threshold, the maximum allowable discharge power of the power battery and the torque rise rate of the drive motor are determined based on the difference between the actual power level and the first battery threshold.

[0057] It should be noted that the specific first power threshold, second power threshold, engine start slope threshold, and the proportional relationship between the engine start power threshold and the power difference between the actual power and the first power threshold can all be calibrated or adjusted by those skilled in the art based on actual conditions or experiments. The embodiments in this application are only illustrative examples and do not impose specific limitations.

[0058] This application embodiment can intelligently identify the vehicle's intense driving conditions and control engine start-up when the power battery reaches a second charge threshold, based on the average driver power demand over the past target time and the average road gradient over the future target time. This allows the engine to start in advance during periods of continuous high power consumption, enabling it to output a certain amount of power. Through reasonable power distribution between the power battery and the engine, the power balance is maintained while meeting power requirements, thereby improving the vehicle's drivability.

[0059] Step S102: Based on the maximum allowable discharge power and the torque rise rate of the drive motor, calculate the total vehicle output power of the target vehicle in series hybrid mode and parallel hybrid mode respectively, so as to match the power system architecture type of the target vehicle.

[0060] In some embodiments, the vehicle's powertrain architecture type affects the vehicle's power output; that is, the overall vehicle output power is different in series hybrid mode and parallel hybrid mode. Parallel hybrid mode refers to the engine and drive motor being connected in parallel, capable of outputting power to the wheels individually or jointly. Series hybrid mode refers to the engine not directly driving the wheels, but only generating electricity to power the motor or charging the battery; the power to drive the wheels comes entirely from the motor.

[0061] Based on this, the embodiments of this application can calculate the total vehicle output power of the target vehicle in series hybrid mode and parallel hybrid mode based on the maximum allowable discharge power and the torque rise rate of the drive motor, respectively. Thus, the matching degree between the target vehicle and the matching series hybrid mode and parallel hybrid mode can be determined according to the total vehicle output power of the target vehicle in series hybrid mode and parallel hybrid mode, and different power system architecture types (such as series hybrid mode or parallel hybrid mode) can be matched.

[0062] The embodiments of this application can calculate the overall vehicle output power of the target vehicle in series hybrid mode and parallel hybrid mode to match different power system architecture types, thereby selecting a more suitable power system architecture type for the current driving of the target vehicle and ensuring the power performance of the target vehicle.

[0063] Optionally, in one embodiment of this application, the vehicle output power of the target vehicle in series hybrid mode and parallel hybrid mode is calculated based on the maximum allowable discharge power and the torque rise rate of the drive motor, respectively. This includes: obtaining the maximum output power of the engine and the maximum output power of the drive motor of the target vehicle; and calculating the vehicle output power of the target vehicle in series hybrid mode and parallel hybrid mode based on the maximum allowable discharge power and the torque rise rate of the drive motor, combined with the maximum output power of the engine and the maximum output power of the drive motor.

[0064] In actual implementation, when calculating the vehicle output power of the target vehicle in series hybrid mode and parallel hybrid mode based on the maximum allowable discharge power and the torque rise rate of the drive motor, this application may, but is not limited to, calculate the vehicle output power of the target vehicle in series hybrid mode and parallel hybrid mode based on the maximum allowable discharge power of the power battery, the maximum power of the engine and the maximum power of the drive motor, under the limitations of the maximum allowable discharge power and the torque rise rate of the drive motor.

[0065] In the embodiments of this application, the calculation principles for the vehicle output power in series hybrid mode and parallel hybrid mode can be, but are not limited to, expressed as follows: Series capacity = min(maximum allowable discharge power of power battery + maximum power of engine + maximum power of drive motor). Parallel capacity = min(maximum allowable discharge power of power battery, maximum power of drive motor) + maximum power at current engine speed; Here, series capability and parallel capability can be understood as the vehicle output power in series hybrid mode and the vehicle output power in parallel hybrid mode.

[0066] The embodiments of this application can calculate the total vehicle output power of the target vehicle in series hybrid mode and parallel hybrid mode respectively, which helps to select a more suitable power system architecture type for the target vehicle. It can optimize the power output according to the usage scenario and performance requirements, and avoid insufficient power or energy waste caused by mismatch between power system architecture and scenario.

[0067] Optionally, in one embodiment of this application, the vehicle output power of the target vehicle in series hybrid mode and parallel hybrid mode is calculated respectively to match the powertrain architecture type of the target vehicle, including: comparing the vehicle output power of the target vehicle in series hybrid mode and parallel hybrid mode; when the vehicle output power of the target vehicle in series hybrid mode is greater than the vehicle output power of the target vehicle in parallel hybrid mode, the powertrain architecture type of the target vehicle is determined to be series hybrid mode; when the vehicle output power of the target vehicle in parallel hybrid mode is greater than the vehicle output power of the target vehicle in series hybrid mode, the powertrain architecture type of the target vehicle is determined to be parallel hybrid mode.

[0068] In some embodiments, when calculating the vehicle output power in series hybrid mode and parallel hybrid mode to match the powertrain architecture type of the target vehicle, this application mainly determines the final matched powertrain architecture type by comparing the vehicle output power in series hybrid mode and parallel hybrid mode.

[0069] Specifically, if the total output power of the target vehicle in series hybrid mode is greater than that in parallel hybrid mode, then the powertrain architecture type matched to the target vehicle is determined to be series hybrid mode.

[0070] Conversely, if the total output power of the target vehicle in parallel hybrid mode is greater than that in series hybrid mode, then the powertrain architecture type matched to the target vehicle is determined to be parallel hybrid mode.

[0071] Therefore, the embodiments of this application can select the maximum power drive mode by comparing the series and parallel capabilities of the current vehicle state, so that the vehicle can output stronger power through the motor or motor + engine in the face of driving scenarios such as rapid acceleration and hill climbing, improve instantaneous torque and power response speed, and optimize energy distribution to balance power performance and energy consumption efficiency.

[0072] Step S103: Based on the power system architecture type, calculate the target output power or target torque of the engine, and control the engine to output power according to the target output power or target torque in order to maintain the actual charge of the power battery within the target safe charge range.

[0073] As one possible implementation, after the target vehicle is matched with a suitable powertrain architecture type, the target output power or target torque of the engine can be calculated based on the matched suitable powertrain architecture type, so as to maintain the actual charge of the power battery within the target safe charge range by controlling the engine to output power according to the target output power or target torque.

[0074] Here, "target output power" refers to the power output required by the engine; "target torque" refers to the torque output required by the engine. "Target safe battery charge range" refers to a pre-set reasonable range of battery charge to ensure vehicle performance and prevent overcharging and over-discharging.

[0075] The target output power and target torque can both be determined by the difference between the actual charge of the power battery and the first battery threshold value, and both are inversely proportional to the difference between the actual charge of the power battery and the first battery threshold value.

[0076] For example, during the high-speed driving of a hybrid vehicle, the target safe battery charge range is set at 30% to 50%. The battery charge is consumed from 70% to 30% (the actual charge reaches the lower limit of the safe range of 30%). If the battery charge continues to drop below 30% without any other external assistance, the system will control the engine to start and intervene in charging. It is calculated that the power output is greater in parallel hybrid mode. Therefore, according to the characteristics of the parallel architecture, it is necessary to maintain the battery charge to recover to above 30% while meeting the power requirements for high-speed driving.

[0077] At this point, the hybrid vehicle can be switched to "engine + motor parallel high-power output mode." In this mode, the actual charge of the power battery drops to 28% due to the high-power discharge of the motor (below the target safety range lower limit of 30%). Based on the high-power output characteristics of the parallel architecture, the system calculates that the engine needs to output a target power of 120kW. By controlling the engine to operate at this 120kW target output power, it provides strong driving force to meet the power demands of high-speed driving while converting excess energy into electrical energy to charge the battery, gradually restoring the charge to the safe range of 30%~70%, thus achieving a balance between power performance and battery safety.

[0078] For example, during low-speed following of another vehicle in a hybrid electric vehicle, the target safe battery level range for the hybrid electric vehicle is set to 30% to 70%. The engine is only used for generating electricity, and the wheels are driven independently by the electric motor. When the battery level drops from 60% to 20%, which is below the lower limit of the safe range of 30%, the system is triggered to start the engine to intervene in charging. It is calculated that the power output is greater in the series hybrid mode. Therefore, according to the characteristics of the series architecture, it is necessary to maintain the battery level above 30% while meeting the power requirements for low-speed following.

[0079] Assuming the motor's power requirement for low-speed following is 40kW, but the battery's discharge capacity is limited due to low charge, considering battery charging, in series mode, the target power must meet the motor's drive power of 40kW, while simultaneously charging the battery with 20kW. Therefore, the engine's target output power = 40kW + 20kW = 60kW. The vehicle control system switches to series high-power generator mode, with the engine operating at the target power of 60kW. 40kW of electrical energy drives the wheels through the motor to meet the low-speed driving requirements; 20kW of electrical energy charges the battery to offset discharge losses. After the engine runs continuously for 20 minutes, the battery charge gradually recovers from 22% to 35%, returning to a safe range of 30% to 70%, maintaining stable motor drive power while ensuring smooth vehicle operation.

[0080] It should be noted that the specific calculation methods for target output power or target torque can be calibrated or adjusted by those skilled in the art based on actual conditions or experiments. The embodiments in this application are merely illustrative and do not constitute specific limitations. For example, the target output power or target torque of the engine can be determined by the difference between the actual charge of the power battery and a first battery threshold.

[0081] This application embodiment can ensure that the battery charge is maintained within a safe range by calculating the engine's target output power or target torque in real time, avoiding overcharging or over-discharging of the power battery, extending the power battery's lifespan, and ensuring safe driving of the vehicle.

[0082] Optionally, in one embodiment of this application, calculating the target output power or target torque of the engine based on the powertrain architecture type, and controlling the engine to output power according to the target output power or target torque, includes: when the powertrain architecture type is determined to be a series hybrid mode, calculating the target output power of the engine and controlling the engine to output according to the target output power; when the powertrain architecture type is determined to be a parallel hybrid mode, calculating the target torque of the engine and controlling the engine to output according to the target torque.

[0083] In actual implementation, based on the power system architecture type, when calculating the target output power or target torque of the engine to control the engine to output power according to the target output power or target torque, this application can perform different controls on the engine according to the power transmission characteristics of series architecture heavy power and parallel architecture heavy torque.

[0084] Based on this, when the powertrain architecture type matched to the target vehicle is determined to be a series hybrid mode, the embodiments of this application mainly calculate the target output power of the engine and then control the engine to output according to the target output power.

[0085] When the target vehicle is determined to be matched with a parallel hybrid powertrain architecture, the embodiments of this application mainly calculate the target torque of the engine and control the engine to output according to the target torque.

[0086] In this embodiment, the target output power or target torque can be calculated, but is not limited to, based on the difference between the actual battery level and a first battery level threshold. Specifically, when the actual battery level minus a second battery level threshold is ≤0, both the target output power and target torque are inversely proportional to the difference between the actual battery level and the first battery level threshold (actual battery level minus first battery level threshold). That is, the lower the actual battery level, the smaller the difference between the actual battery level and the first battery level threshold (the difference ≤0), and therefore the greater the engine's target output power and the greater the target torque. This means the engine outputs more power to meet the vehicle's power requirements while simultaneously charging the battery, preventing it from becoming too low.

[0087] For example, in series mode, the first battery threshold is 10%. If the actual SOC is 10%, the battery difference is 10% - 10% = 0%, then the engine output power is 20kW. If the actual SOC is 5%, the battery difference is 5% - 10% = -5%, then the engine output power is 30kW.

[0088] For example, in parallel mode, the first battery threshold is 10%. If the actual SOC is 10%, the battery difference is 10% - 10% = 0%, then the engine output power is 120. If the actual SOC is 5%, and the battery charge difference is 5% - 10% = -5%, then the engine output power is 130. .

[0089] Considering the case where the actual battery charge after charging is greater than the first charge threshold, when the actual battery charge minus the first charge threshold is greater than 0, the target output power and target torque are still inversely proportional to the difference between the actual battery charge and the first charge threshold (actual battery charge minus the first charge threshold). That is, the higher the actual battery charge, the larger the difference between the actual battery charge and the first charge threshold (the difference ≥ 0), and the smaller the engine's target output power and target torque. Therefore, it is no longer necessary for the engine to output more power or greater torque to meet the vehicle's power requirements while charging the battery.

[0090] For example, in series mode, the first battery threshold is 10%. If the actual SOC is 15%, the battery difference is 15%-10%=5%, then the engine output power is 10kW. If the actual SOC is 20%, the battery difference is 25%-10%=10%, then the engine output power is 5kW.

[0091] It should be noted that the specific proportional relationship between the target output power and target torque of the engine and the difference between the actual battery charge and the first battery charge threshold can be determined by those skilled in the art based on the actual situation. The embodiments in this application are merely illustrative and do not constitute specific limitations.

[0092] The embodiments of this application can control the engine output by sub-parameters according to the power transmission characteristics of series architecture with high power and parallel architecture with high torque, which can effectively improve the energy conversion capability of the target vehicle and help improve the energy management efficiency of the target vehicle.

[0093] The present application will be explained in detail below with reference to a specific embodiment.

[0094] Figure 2 This is a flowchart of a hybrid electric vehicle battery retention method according to an embodiment of this application, as follows: Figure 2 As shown: I. Vehicle aggressive driving condition identification and engine early start control: When the actual charge of the power battery is less than the third charge threshold, the average driver power demand within the first time value in the past and the average road gradient within the second time value in the future are calculated. If one of the following conditions is met, the vehicle is determined to be in a low-charge, aggressive driving condition, and the engine is requested to start in advance: (1) The calculated average driver power demand > the engine start power threshold determined based on the difference between the actual power and the third battery threshold (the engine start power threshold is proportional to the power difference). (2) The calculated average road gradient is greater than the engine start-up gradient threshold; II. Control of the maximum allowable discharge power of the power battery and the torque rise rate of the drive motor: When the battery charge is less than the fourth battery charge threshold (the fourth battery charge threshold is less than the third battery charge threshold), the maximum allowable discharge power of the power battery (the maximum allowable discharge power is proportional to the difference in battery charge) and the torque rise rate of the drive motor (the torque rise rate is proportional to the difference in battery charge) are determined based on the difference between the actual battery charge and the fourth battery charge threshold. III. Vehicle series-parallel switching and engine torque output power / torque control: (1) Calculate the maximum capacity of series and parallel modes based on the current maximum allowable discharge power of the power battery, the maximum power of the engine, and the maximum power of the drive motor: Series capacity = min(maximum allowable discharge power of power battery + maximum power of engine + maximum power of drive motor); Parallel capacity = min(maximum allowable discharge power of power battery, maximum power of drive motor) + maximum power at current engine speed; (2) When the calculated series capability > parallel capability, switch to series mode and adjust the engine output power to the engine output power determined based on the difference between the actual charge and the fourth battery threshold; (3) When the calculated series capability is less than the parallel capability, switch to parallel mode and adjust the engine output torque to the engine torque determined based on the difference between the actual charge and the fourth battery threshold.

[0095] According to the vehicle battery maintenance method proposed in this application, when the actual charge of the target vehicle's power battery is lower than a certain charge threshold, the target output power or target torque of the engine can be calculated and the engine controlled to output power according to the calculation result, so as to maintain the actual charge of the power battery within the target safe charge range. This achieves the following: when the power battery is low, an engine start request is sent in advance based on the current vehicle operating conditions, so that the engine can output a certain power in advance during continuous high-power energy consumption, maintaining battery balance while meeting power requirements; then, the maximum allowable discharge power of the battery and the torque rise rate of the drive motor are limited according to the actual charge of the power battery, avoiding power limitation or even power battery failure due to rapid charge drop caused by continuous high-power output of the power battery; and by matching a more suitable power system architecture type for the target vehicle, the engine output power / torque is increased to ensure vehicle power while quickly charging to prevent power limitation or even power battery failure due to low charge, thereby improving the vehicle's power, safety, and overall performance. This solves the problem that in related technologies, the handling methods for low battery conditions in hybrid vehicles often focus on meeting the vehicle's energy needs through engine output, failing to control the power battery and remaining charge. This can easily lead to power limitations or even power battery failure due to low battery levels, resulting in a poor driving experience for users.

[0096] Next, with reference to the accompanying drawings, a vehicle power maintenance device according to an embodiment of this application is described.

[0097] Figure 3 This is a schematic diagram of the structure of the vehicle's power maintenance device according to an embodiment of this application.

[0098] like Figure 3 As shown, the vehicle's power maintenance device 10 includes: an acquisition module 100, a first calculation module 200, and a control module 300.

[0099] The acquisition module 100 is used to acquire the actual charge of the target vehicle's power battery, so as to calculate the maximum allowable discharge power of the power battery and the torque rise rate of the drive motor when the actual charge reaches the first charge threshold.

[0100] The first calculation module 200 is used to calculate the total vehicle output power of the target vehicle in series hybrid mode and parallel hybrid mode based on the maximum allowable discharge power and the torque rise rate of the drive motor, so as to match the power system architecture type of the target vehicle.

[0101] The control module 300 is used to calculate the target output power or target torque of the engine based on the power system architecture type, and control the engine to output power according to the target output power or target torque in order to maintain the actual charge of the power battery within the target safe charge range.

[0102] Optionally, in one embodiment of this application, it further includes: a second calculation module and a judgment module.

[0103] The second calculation module is used to calculate the average driver power demand of the target vehicle in the past target time and the average driving road gradient of the target vehicle in the future target time after obtaining the actual power of the target vehicle's power battery and when the actual power reaches the second power threshold. The second power threshold is greater than the first power threshold.

[0104] The judgment module is used to determine the current driving condition of the target vehicle based on the average driver's power demand and / or the average driving road slope, so as to determine whether to control the engine to enter the starting condition according to the current driving condition; the detection module is used to detect whether the actual battery level has reached the first battery level threshold when the engine enters the starting condition.

[0105] Optionally, in one embodiment of this application, the first calculation module 200 includes: an acquisition unit and a first calculation unit.

[0106] The acquisition unit is used to acquire the maximum output power of the engine and the maximum output power of the drive motor of the target vehicle.

[0107] The first calculation unit is used to calculate the total vehicle output power of the target vehicle in series hybrid mode and parallel hybrid mode based on the maximum allowable discharge power and the torque rise rate of the drive motor, combined with the maximum output power of the engine and the maximum output power of the drive motor.

[0108] Optionally, in one embodiment of this application, the first calculation module 200 includes: a comparison unit, a first determination unit, and a second determination unit.

[0109] The comparison unit is used to compare the overall vehicle output power of the target vehicle in series hybrid mode and parallel hybrid mode.

[0110] The first determining unit is used to determine that the powertrain architecture type of the target vehicle is a series hybrid mode when the vehicle output power in series hybrid mode is greater than the vehicle output power in parallel hybrid mode.

[0111] The second determining unit is used to determine that the powertrain architecture type of the target vehicle is parallel hybrid mode when the vehicle output power of the target vehicle in parallel hybrid mode is greater than the vehicle output power of the target vehicle in series hybrid mode.

[0112] Optionally, in one embodiment of this application, the control module 300 includes a second computing unit and a third computing unit.

[0113] The second calculation unit is used to calculate the target output power of the engine when the power system architecture type is determined to be a series hybrid mode, and to control the engine to output according to the target output power.

[0114] The third calculation unit is used to calculate the target torque of the engine and control the engine to output according to the target torque when the power system architecture type is determined to be parallel hybrid mode.

[0115] It should be noted that the foregoing explanation of the vehicle battery maintenance method embodiment also applies to the vehicle battery maintenance device of this embodiment, and will not be repeated here.

[0116] According to the vehicle battery maintenance device proposed in this application, when the actual charge of the target vehicle's power battery is lower than a certain charge threshold, the device calculates the target output power or target torque of the engine and controls the engine to output power according to the calculation results, thereby maintaining the actual charge of the power battery within the target safe charge range. This achieves the following: when the power battery is low, an engine start request is sent in advance based on the current vehicle operating conditions to enable the engine to output a certain power in advance during continuous high-power energy consumption, maintaining battery balance while meeting power requirements; then, the maximum allowable discharge power of the battery and the torque rise rate of the drive motor are limited based on the actual charge of the power battery to avoid power limitation or even power battery failure due to rapid charge drop caused by continuous high-power output; and by matching a more suitable power system architecture type for the target vehicle, the engine output power / torque is increased to ensure vehicle power while quickly charging to prevent power limitation or even power battery failure due to low charge, thereby improving the vehicle's power, safety, and overall performance. This solves the problem that in related technologies, the handling methods for low battery conditions in hybrid vehicles often focus on meeting the vehicle's energy needs through engine output, failing to control the power battery and remaining charge. This can easily lead to power limitations or even power battery failure due to low battery levels, resulting in a poor driving experience for users.

[0117] Figure 4 A schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle may include: The memory 401, the processor 402, and the computer program stored on the memory 401 and capable of running on the processor 402.

[0118] When processor 402 executes the program, it implements the vehicle power maintenance method provided in the above embodiments.

[0119] Furthermore, the vehicle also includes: Communication interface 403 is used for communication between memory 401 and processor 402.

[0120] The memory 401 is used to store computer programs that can run on the processor 402.

[0121] Memory 401 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0122] If the memory 401, processor 402, and communication interface 403 are implemented independently, then the communication interface 403, memory 401, and processor 402 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized into address buses, data buses, control buses, etc. For ease of representation, Figure 4 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0123] Optionally, in a specific implementation, if the memory 401, processor 402, and communication interface 403 are integrated on a single chip, then the memory 401, processor 402, and communication interface 403 can communicate with each other through an internal interface.

[0124] Processor 402 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0125] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the above-described method for maintaining vehicle battery power.

[0126] This application also provides a computer program product, including a computer program that can run computer instructions. When the computer instructions are executed by a processor, they implement the vehicle battery maintenance method provided in this application.

[0127] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0128] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0129] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0130] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0131] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. If implemented in hardware, as in another embodiment, it can be implemented using any one or more of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0132] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0133] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0134] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.

Claims

1. A method for maintaining the battery power of a vehicle, characterized in that, Includes the following steps: The actual charge level of the target vehicle's power battery is obtained, and when the actual charge level reaches a first charge threshold, the maximum allowable discharge power of the power battery and the torque rise rate of the drive motor are calculated. Based on the maximum allowable discharge power and the torque rise rate of the drive motor, the total vehicle output power of the target vehicle in series hybrid mode and parallel hybrid mode is calculated respectively to match the power system architecture type of the target vehicle. Based on the power system architecture type, the target output power or target torque of the engine is calculated, and the engine is controlled to output power according to the target output power or target torque in order to maintain the actual charge of the power battery within the target safe charge range; After obtaining the actual charge level of the power battery of the target vehicle, the method further includes: When the actual battery level reaches the second battery level threshold, the average driver power demand of the target vehicle in the past target time and the average driving road gradient of the target vehicle in the future target time are calculated, wherein the second battery level threshold is greater than the first battery level threshold. The current driving condition of the target vehicle is determined based on the average driver power demand and / or the average road gradient, so as to determine whether to control the engine to enter the starting condition based on the current driving condition. If the engine enters the starting condition, it is detected whether the actual battery level has reached the first battery level threshold.

2. The method according to claim 1, characterized in that, The calculation of the overall vehicle output power in series hybrid mode and parallel hybrid mode based on the maximum allowable discharge power and the torque rise rate of the drive motor includes: Obtain the maximum output power of the engine and the maximum output power of the drive motor of the target vehicle; Based on the maximum allowable discharge power and the torque rise rate of the drive motor, the total vehicle output power of the target vehicle in series hybrid mode and parallel hybrid mode is calculated by combining the maximum output power of the engine and the maximum output power of the drive motor.

3. The method according to claim 1, characterized in that, The calculation of the target vehicle's overall output power in series hybrid mode and parallel hybrid mode, respectively, to match the target vehicle's powertrain architecture type, includes: Compare the overall vehicle output power of the target vehicle in series hybrid mode and parallel hybrid mode; When the total output power of the target vehicle in series hybrid mode is greater than the total output power of the target vehicle in parallel hybrid mode, the powertrain architecture type of the target vehicle is determined to be series hybrid mode. When the total output power of the target vehicle in parallel hybrid mode is greater than the total output power of the target vehicle in series hybrid mode, the powertrain architecture type of the target vehicle is determined to be parallel hybrid mode.

4. The method according to claim 3, characterized in that, The step of calculating the target output power or target torque of the engine based on the powertrain architecture type, and controlling the engine to output power according to the target output power or target torque, includes: When the powertrain architecture type is determined to be the series hybrid mode, the target output power of the engine is calculated, and the engine is controlled to output according to the target output power; When the powertrain architecture type is determined to be the parallel hybrid mode, the target torque of the engine is calculated, and the engine is controlled to output according to the target torque.

5. A vehicle power maintenance device, characterized in that, include: The acquisition module is used to acquire the actual charge of the power battery of the target vehicle, so as to calculate the maximum allowable discharge power of the power battery and the torque rise rate of the drive motor when the actual charge reaches a first charge threshold. The first calculation module is used to calculate the vehicle output power of the target vehicle in series hybrid mode and parallel hybrid mode based on the maximum allowable discharge power and the torque rise rate of the drive motor, respectively, so as to match the power system architecture type of the target vehicle. The control module is used to calculate the target output power or target torque of the engine based on the power system architecture type, and control the engine to output power according to the target output power or target torque, so as to maintain the actual charge of the power battery within the target safe charge range; wherein, Also includes: The second calculation module is used to calculate the average driver power demand of the target vehicle in the past target time and the average driving road gradient of the target vehicle in the future target time after obtaining the actual power of the power battery of the target vehicle and when the actual power reaches the second power threshold, wherein the second power threshold is greater than the first power threshold. The judgment module is used to determine the current driving condition of the target vehicle based on the average driver power demand and / or the average driving road slope, so as to determine whether to control the engine to enter the starting condition according to the current driving condition. The detection module is used to detect whether the actual battery level has reached the first battery level threshold when the engine enters the starting condition.

6. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the vehicle power maintenance method as described in any one of claims 1-4.

7. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement the vehicle power maintenance method as described in any one of claims 1-4.

8. A computer program product, comprising a computer program, characterized in that, When the computer program is executed, it is used to implement the vehicle power maintenance method as described in any one of claims 1-4.

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