Vehicle control method, vehicle, and storage medium

Abstract

The embodiment of the application provides a vehicle control method, a vehicle and a storage medium, the method comprises the following steps: in response to the range extender of the target vehicle being in the starting state, acquiring the initial state parameter of the target vehicle, wherein the initial state parameter is used to represent the power generation mode information, the battery cell temperature information and the charging power information of the target vehicle in the initial state; determining the target power generation working condition corresponding to the target vehicle based on the initial state parameter; determining the target power generation control strategy by using the target power generation working condition, wherein the target power generation control strategy is used to control the component running state of the plurality of energy management components in the target vehicle; and performing the power generation control operation on the target vehicle based on the target power generation control strategy. The application solves the technical problems of low energy utilization efficiency and poor reliability of the low-temperature parking power generation strategy in the related art.

Description

Technical Field

[0001] This application relates to the field of electric vehicle technology, and more specifically, to a vehicle control method, a vehicle, and a storage medium. Background Technology

[0002] In the field of range-extended electric vehicles (REEVs), energy management and efficiency optimization are key to improving vehicle performance and user experience. With the increasing demand for electric vehicles in cold weather, effectively utilizing the range extender for parking-based power generation in low-temperature environments has become a pressing challenge. Existing range-extended electric vehicle low-temperature parking-based power generation strategies suffer from reduced charging power limits in the Battery Management System (BMS), making it difficult to meet charging demands while maintaining stable engine speed. This is especially problematic when the positive temperature coefficient (PTC) thermistor heater fails, easily leading to vehicle breakdowns due to ineffective battery heating. Consequently, energy efficiency and reliability are reduced in low-temperature environments.

[0003] There is currently no good solution to the above problems. Summary of the Invention

[0004] This application provides a vehicle control method, a vehicle, and a storage medium to at least solve the technical problems of low energy utilization efficiency and poor reliability in low-temperature parking power generation strategies in related technologies.

[0005] According to one aspect of the embodiments of this application, a vehicle control method is provided, comprising: in response to the range extender of a target vehicle being in a start-up state, acquiring initial state parameters of the target vehicle, wherein the initial state parameters are used to represent power generation mode information, cell temperature information and charging power information of the target vehicle in the initial state; determining a target power generation operating condition corresponding to the target vehicle based on the initial state parameters; determining a target power generation control strategy using the target power generation operating condition, wherein the target power generation control strategy is used to control the component operating state corresponding to multiple energy management components in the target vehicle; and performing power generation control operations on the target vehicle based on the target power generation control strategy.

[0006] Optionally, determining the target power generation condition corresponding to the target vehicle based on the initial state parameters includes: determining the target power generation condition as an idling power generation condition in response to the initial state parameters meeting a first preset condition; or, determining the target power generation condition as a normal power generation condition in response to the initial state parameters not meeting the first preset condition.

[0007] Optionally, the first preset condition includes at least one of the following: determining that the target vehicle is in parking power generation mode based on power generation mode information, determining that the initial cell temperature of the target vehicle is less than or equal to a first temperature threshold based on cell temperature information, and determining that the initial charging power of the target vehicle is less than or equal to a first power threshold based on charging power information.

[0008] Optionally, determining the target power generation control strategy using the target power generation operating condition includes: in response to the target power generation operating condition being an idling power generation operating condition, controlling the first energy management component to maintain torque control mode according to the target power generation torque, and controlling the second energy management component to switch to idling control mode according to the target idling speed.

[0009] Optionally, determining the target power generation control strategy using the target power generation operating condition includes: in response to the target power generation operating condition being a normal power generation operating condition, controlling the first energy management component to switch to speed control mode according to the target speed, and controlling the second energy management component to switch to torque response mode according to the target torque adjustment parameters.

[0010] Optionally, the vehicle control method further includes: updating the initial state parameters to obtain real-time state parameters, wherein the real-time state parameters are used to represent the power generation mode information, cell temperature information and charging power information of the target vehicle in the real-time state; and determining the target power generation condition as normal power generation condition in response to the real-time state parameters meeting the second preset condition.

[0011] Optionally, the second preset condition includes at least one of the following: determining that the target vehicle is not in the parking power generation mode based on power generation mode information, determining that the real-time cell temperature of the target vehicle is greater than or equal to a second temperature threshold based on cell temperature information, and determining that the real-time charging power of the target vehicle is greater than or equal to a second power threshold based on charging power information.

[0012] Optionally, the first energy management component is a generator control component, and the second energy management component is an engine control component.

[0013] According to another aspect of the embodiments of this application, a vehicle control device is also provided, comprising: an acquisition module, configured to acquire initial state parameters of the target vehicle in response to the target vehicle's range extender being in a start-up state, wherein the initial state parameters are used to represent the target vehicle's power generation mode information, cell temperature information, and charging power information in the initial state; a first determination module, configured to determine a target power generation operating condition corresponding to the target vehicle based on the initial state parameters; a second determination module, configured to determine a target power generation control strategy using the target power generation operating condition, wherein the target power generation control strategy is used to control the component operating states corresponding to multiple energy management components in the target vehicle; and an execution module, configured to perform power generation control operations on the target vehicle based on the target power generation control strategy.

[0014] Optionally, the first determining module is further configured to: determine the target power generation condition as an idling power generation condition in response to the initial state parameters meeting the first preset condition; or, determine the target power generation condition as a normal power generation condition in response to the initial state parameters not meeting the first preset condition.

[0015] Optionally, the first preset condition includes at least one of the following: determining that the target vehicle is in parking power generation mode based on power generation mode information, determining that the initial cell temperature of the target vehicle is less than or equal to a first temperature threshold based on cell temperature information, and determining that the initial charging power of the target vehicle is less than or equal to a first power threshold based on charging power information.

[0016] Optionally, the second determining module is further configured to: in response to the target power generation condition being an idle power generation condition, control the first energy management component to maintain torque control mode according to the target power generation torque, and control the second energy management component to switch to idle control mode according to the target idle speed.

[0017] Optionally, the second determining module is further configured to: control the first energy management component to switch to speed control mode according to the target speed in response to the target power generation condition being normal power generation condition, and control the second energy management component to switch to torque response mode according to the target torque adjustment parameters.

[0018] Optionally, the vehicle control device further includes: an update module, used to update the initial state parameters to obtain real-time state parameters, wherein the real-time state parameters are used to represent the power generation mode information, cell temperature information and charging power information of the target vehicle in the real-time state; the first determination module is further used to: determine the target power generation condition as normal power generation condition in response to the real-time state parameters meeting the second preset condition.

[0019] Optionally, the second preset condition includes at least one of the following: determining that the target vehicle is not in the parking power generation mode based on power generation mode information, determining that the real-time cell temperature of the target vehicle is greater than or equal to a second temperature threshold based on cell temperature information, and determining that the real-time charging power of the target vehicle is greater than or equal to a second power threshold based on charging power information.

[0020] Optionally, the first energy management component is a generator control component, and the second energy management component is an engine control component.

[0021] According to another aspect of the embodiments of this application, a vehicle is also provided, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods in various embodiments of this application when it runs.

[0022] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0023] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0024] According to another aspect of the embodiments of this application, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program that, when executed by a processor, implements the methods in various embodiments of this application.

[0025] According to another aspect of the embodiments of this application, a computer program is also provided, which, when executed by a processor, implements the methods of the various embodiments of this application.

[0026] In this embodiment, in response to the target vehicle's range extender being in the start-up state, the initial state parameters of the target vehicle are obtained. Then, based on these initial state parameters, the target power generation condition corresponding to the target vehicle is determined. Subsequently, the target power generation control strategy is determined using the target power generation control strategy. Finally, power generation control operations are executed on the target vehicle based on the target power generation control strategy. This allows for automatic identification and entry into the target power generation condition most suitable for the current environment based on the initial state parameters at vehicle startup, thereby decoupling engine speed control from charging power. Regardless of changes in charging power, stable engine speed control is ensured, effectively avoiding gear knocking issues and improving charging efficiency. This embodiment aims to achieve efficient energy management and stable power generation performance for range-extended vehicles under different operating conditions, especially in low-temperature and charging power-limited environments, through an intelligent power generation control strategy. This avoids the low power generation efficiency, gear knocking or over-revving problems of traditional power generation strategies, as well as the risk of breakdown under extreme conditions. Ultimately, it achieves the technical effects of improving vehicle energy utilization efficiency, enhancing driving experience, and increasing system reliability, thus solving the technical problems of low energy utilization efficiency and poor reliability in low-temperature parking power generation strategies in related technologies. Attached Figure Description

[0027] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0028] Figure 1 This is a flowchart of a vehicle control method according to an embodiment of this application;

[0029] Figure 2 This is a schematic diagram of a vehicle control method according to an embodiment of this application;

[0030] Figure 3 This is a structural block diagram of a vehicle control device according to an embodiment of this application. Detailed Implementation

[0031] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0032] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0033] In low-temperature parking-based power generation scenarios for range-extended electric vehicles, the power generation strategies in related technologies face significant challenges. These strategies require the Vehicle Control Unit (VCU) to instruct the Integrated Starter / Generator (ISG) to enter speed control mode, while the Engine Management System (EMS) remains in torque response mode to ensure efficient operation of the range extender and power supply. However, at extremely low temperatures (e.g., -20°C), the shortcomings of this strategy become apparent.

[0034] Under low-temperature conditions, the BMS imposes strict limitations on the vehicle's rechargeable power, resulting in extremely limited available power generation, barely enough to cover the energy consumption of the low-voltage DC-DC converter (DCDC) and the power required by the PTC. Furthermore, to maintain stable engine speed, a portion of the power must be reserved for ISG (Integrated Gas Generator) for speed regulation.

[0035] If the ISG's reserved power is too high, it means that the vehicle's actual usable power generation is reduced, resulting in a decrease in charging torque. In this case, after the ISG adjusts the speed, the resulting torque change is prone to crossing zero, triggering continuous knocking between mechanical parts, producing an annoying grinding noise, and reducing the vehicle's smoothness and the driver's comfort.

[0036] Conversely, if the power reserved by the ISG is insufficient, the torque fluctuation of the engine in low-temperature environments or the slight change in PTC power can easily exceed the adjustment range of the ISG, causing the engine speed to run out of control and resulting in overspeeding, thereby threatening the safety of the vehicle.

[0037] In more extreme cases, such as when the PTC heater fails, the vehicle's charging power will plummet to the low-voltage side's power consumption level, approximately only 1-2 kW. At this point, the original power generation strategy cannot effectively balance speed control and charging demand. The vehicle not only faces the dual problems of gear knocking and excessive RPM, but also cannot activate the range extender to provide the necessary heat source for the battery. This could ultimately lead to vehicle breakdown, severely impacting vehicle reliability and user safety.

[0038] According to an embodiment of this application, a method embodiment for vehicle control is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0039] This method embodiment can be executed in an electronic device or similar computing device that includes memory and a processor. Taking a computer terminal as an example, the computer terminal may include one or more processors (processors may include, but are not limited to, central processing units (CPUs), graphics processing units (GPUs), digital signal processing (DSP) chips, microcontroller units (MCUs), field-programmable gate arrays (FPGAs), neural network processors (NPUs), tensor processors (TPUs), artificial intelligence (AI) type processors, etc.) and memory for storing data. Optionally, the computer terminal may also include transmission devices, input / output devices, and display devices for communication functions. Those skilled in the art will understand that the above structural description is merely illustrative and does not limit the structure of the computer terminal. For example, the computer terminal may include more or fewer components than described above, or have a different configuration than described above.

[0040] The memory can be used to store computer programs, such as application software programs and modules, like the computer program corresponding to the vehicle control method in this embodiment. The processor executes various functional applications and data processing by running the computer program stored in the memory, thereby implementing the aforementioned vehicle control method. The memory may include high-speed random access memory (RAM) and non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory may further include memory remotely located relative to the processor, and these remote memories can be connected to the mobile terminal via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks (LANs), mobile communication networks, and combinations thereof.

[0041] The transmission device is used to receive or send data via a network. Specific examples of the network described above may include a wireless network provided by the mobile terminal's communication provider. In one example, the transmission device includes a Network Interface Controller (NIC), which can connect to other network devices via a base station to communicate with the Internet. In another example, the transmission device may be a Radio Frequency (RF) module, used for wireless communication with the Internet.

[0042] Display devices can be, for example, touchscreen liquid crystal displays (LCDs) and touch displays (also referred to as "touchscreens" or "touch displays"). The LCD allows users to interact with the user interface of the mobile terminal. In some embodiments, the mobile terminal has a graphical user interface (GUI), which allows users to interact with the GUI through finger contact and / or gestures on a touch-sensitive surface. Optional human-computer interaction functions include: creating web pages, drawing, word processing, creating electronic documents, playing games, video conferencing, instant messaging, sending and receiving emails, call interfaces, playing digital video, playing digital music, and / or web browsing, etc. Executable instructions for performing the above human-computer interaction functions are configured / stored in one or more processor-executable computer program products or readable storage media.

[0043] This embodiment provides a vehicle control method. Figure 1 This is a flowchart of a vehicle control method according to an embodiment of this application, such as... Figure 1 As shown, the process includes the following steps:

[0044] Step S11: In response to the target vehicle's range extender being in the start state, the initial state parameters of the target vehicle are obtained, wherein the initial state parameters are used to represent the target vehicle's power generation mode information, cell temperature information, and charging power information in the initial state.

[0045] Step S12: Determine the target power generation condition corresponding to the target vehicle based on the initial state parameters;

[0046] Step S13: Determine the target power generation control strategy using the target power generation operating condition, wherein the target power generation control strategy is used to control the operating status of multiple energy management components in the target vehicle.

[0047] Step S14: Perform power generation control operations on the target vehicle based on the target power generation control strategy.

[0048] The aforementioned initial state parameters represent the target vehicle's power generation mode, cell temperature, and charging power information in the initial state. The power generation mode information determines whether the target vehicle is in parking power generation mode. The cell temperature information represents the temperature data of the battery cells in the vehicle's battery pack. Cell temperature is a crucial parameter determining the BMS charging power limit and generator power generation strategy. At low temperatures (e.g., below -20°C), the BMS will reduce the charging power limit, affecting the vehicle's available power generation. The charging power information represents the target vehicle's available power, including BMS charging power limits, low-voltage DC-DC power consumption, and PTC heating power. These various initial state parameters collectively determine the target vehicle's actual charging capacity in the current state, making them a key indicator of vehicle energy management.

[0049] Based on the initial state parameters, the target power generation condition corresponding to the target vehicle can be identified. Under the target power generation condition, the available charging power of the target vehicle is extremely small, and there is a potential risk of PTC failure. Therefore, a special power generation control strategy is needed to overcome the problems of tooth knocking and overspeeding in the traditional mode.

[0050] The target power generation control strategy is a power generation control strategy formulated by the VCU based on initial state parameters under the target power generation operating condition. Under the low-temperature parking power generation condition, the target power generation control strategy will prioritize the engine idling charging mode to address the issues of insufficient power generation and stability at low temperatures.

[0051] When the range extender of the target vehicle starts, the VCU begins collecting initial state parameters, including power generation mode information, cell temperature information, and charging power information. Based on the collected initial state parameters, the VCU analyzes and determines the target power generation condition corresponding to the target vehicle, specifically involving the evaluation of cell temperature and charging power information to determine whether an idle power generation control strategy needs to be activated. Once the target power generation condition is determined, the VCU will formulate a target power generation control strategy based on this condition. Finally, according to the target power generation control strategy, the VCU issues commands to the target vehicle's energy management components (such as ISG and EMS) to execute corresponding power generation control operations, ensuring stable engine speed under low-temperature conditions while maximizing charging efficiency and avoiding gear knocking and over-revving phenomena.

[0052] Based on steps S11 to S14 above, by responding to the target vehicle's range extender being in the starting state, the initial state parameters of the target vehicle are obtained. Then, based on the initial state parameters, the target power generation condition corresponding to the target vehicle is determined. Subsequently, the target power generation control strategy is determined using the target power generation control condition. Finally, power generation control operations are executed on the target vehicle based on the target power generation control strategy. This allows for automatic identification and entry into the target power generation condition most suitable for the current environment based on the initial state parameters when the vehicle starts, thereby decoupling engine speed control from charging power. Regardless of changes in charging power, stable engine speed control is ensured, effectively avoiding gear knocking problems and improving charging efficiency. This application aims to achieve efficient energy management and stable power generation performance of range-extended vehicles under different operating conditions, especially in low-temperature and charging power-limited environments, through an intelligent power generation control strategy. This avoids the low power generation efficiency, gear knocking or over-revving problems of traditional power generation strategies, as well as the risk of breakdown under extreme conditions. Ultimately, it achieves the technical effects of improving vehicle energy utilization efficiency, enhancing driving experience, and increasing system reliability, thus solving the technical problems of low energy utilization efficiency and poor reliability in low-temperature parking power generation strategies in related technologies.

[0053] The vehicle control method in the embodiments of this application will be further described below.

[0054] In an optional embodiment, step S12, determining the target power generation condition corresponding to the target vehicle based on the initial state parameters, includes:

[0055] In response to the initial state parameters satisfying the first preset condition, the target power generation condition is determined to be the idling power generation condition; or...

[0056] In response to the initial state parameters not meeting the first preset condition, the target power generation condition is determined to be the normal power generation condition.

[0057] The aforementioned idling power generation mode is a power generation mode entered when the initial state parameters of the target vehicle meet a first preset condition. In this mode, the engine runs at idle speed, while the ISG is in torque control mode, implementing a strategy to stabilize the power generation torque. The idling power generation mode is specifically designed to overcome the problems of insufficient power generation and poor stability in low-temperature environments. Especially in the case of PTC heater failure, it can provide more stable power generation control, avoid gear knocking and over-revving phenomena, and ensure the normal operation of battery heating and charging.

[0058] In contrast to the idling power generation mode, the normal power generation mode is the power generation mode adopted when the initial state parameters of the target vehicle do not meet the first preset condition. Under the normal power generation mode, the ISG may enter the speed control mode, while the EMS is in the torque response mode, in order to achieve efficient power generation of the range extender under non-low temperature or non-restricted operating conditions.

[0059] When the VCU detects that the target vehicle is in parking power generation mode, and the initial cell temperature is lower than the first temperature threshold T1 and the available charging power Pwr_charge_limit of the vehicle is lower than the first power threshold Pwr1, that is, the initial state parameters meet the first preset condition, the target power generation condition is determined to be the idle power generation condition, thereby activating a series of control strategies optimized for low temperature environment, including engine idle speed control and ISG torque control, to ensure stable power generation and speed regulation.

[0060] If the cell temperature and charging power information monitored by the VCU do not reach the threshold conditions for low-temperature parking power generation, i.e., the first preset condition is not met, the target power generation condition is determined to be the normal power generation condition. This means that the ISG and EMS will adopt the conventional control mode to adapt to driving and charging conditions that are not low-temperature or where the charging power is not limited.

[0061] Based on the above optional embodiments, the target power generation condition is determined to be the idling power generation condition in response to the initial state parameters meeting the first preset condition, and the target power generation condition is determined to be the normal power generation condition in response to the initial state parameters not meeting the first preset condition. This effectively solves the problems of low available power generation capacity and unstable power generation process of vehicles in low temperature environments. In particular, it eliminates tooth knocking and avoids overspeeding, significantly improving the power generation efficiency and energy management stability of vehicles under low temperature conditions.

[0062] In one optional embodiment, the first preset condition includes at least one of the following: determining that the target vehicle is in a parking power generation mode based on power generation mode information, determining that the initial cell temperature of the target vehicle is less than or equal to a first temperature threshold based on cell temperature information, and determining that the initial charging power of the target vehicle is less than or equal to a first power threshold based on charging power information.

[0063] In this embodiment, by comprehensively considering power generation mode information, cell temperature information, and charging power information, accurate operating condition identification and control strategy matching are achieved. When the target vehicle is in parking power generation mode, and the initial cell temperature is lower than or equal to the first temperature threshold T1, or the initial charging power is less than or equal to the first power threshold Pwr1, the system intelligently switches to idle power generation mode. A strategy combining engine idle charging and ISG torque control is adopted, effectively solving the problems of gear knocking and over-revving caused by unstable power generation torque in low-temperature environments. Simultaneously, it ensures that the vehicle has sufficient charging power for battery heating and charging, avoiding the risk of breakdowns due to improper energy management. Based on a multi-parameter judgment control mechanism, the flexibility and reliability of power generation control in low-temperature environments for range-extended vehicles are significantly enhanced, improving the driving experience and safety for users in adverse weather conditions.

[0064] In an optional embodiment, step S13, determining the target power generation control strategy using the target power generation operating condition, includes:

[0065] In response to the target power generation condition being the idling power generation condition, the first energy management component is controlled to maintain the torque control mode according to the target power generation torque, and the second energy management component is controlled to switch to the idling control mode according to the target idling speed.

[0066] The first energy management component mentioned above is the ISG. The ISG system is a key energy conversion and management device in electric vehicles and range-extended vehicles, and it also has the ability to start the engine and act as a generator to charge the battery.

[0067] The target generation torque refers to the stable generation torque value set for the first energy management component under idling generation conditions, denoted as -Tq1. The target generation torque is calculated based on the current vehicle's rechargeable power Pwr_charge_limit and the target idle speed N1, ensuring the stability and efficiency of the generation process under low-temperature conditions.

[0068] The aforementioned second energy management component is the EMS. The EMS is responsible for managing the operation of the engine, including fuel injection, ignition control, emission control, etc., and controlling the engine speed during idle power generation to ensure that the engine operates in a stable state.

[0069] Under idling power generation conditions, the target idling speed N1 is set for the second energy management component EMS. This speed value is determined based on environmental conditions and vehicle energy management needs, aiming to ensure that the engine maintains stable operation with minimal energy consumption, while meeting the needs of battery heating and charging.

[0070] In the idle power generation condition of this embodiment, when the VCU sends a request signal to the EMS, the EMS will use the specified target power generation torque Tq1 as the power generation pre-torque in the idle control mode, i.e., part of the accessory torque, and begin entering the idle control mode. The purpose of the above operation is to stabilize the engine speed under low temperature conditions and avoid knocking noise and over-revving phenomena caused by fluctuations in power generation torque. Subsequently, in the initial stage of the idle control mode, the engine will adjust the torque according to Tq1 until the idle control state reaches stability. At this time, to further ensure the smoothness of the power generation process, the VCU will adjust and output Tq1 to the EMS and the integrated starter / generator ISG in real time according to the change of the vehicle's rechargeable power Pwr_charelimit. Given the limited anti-interference capability of engine idle control and the tendency of vehicle power to jump during actual operation, Tq1 can be designed as a stepped platform calibration curve, with its horizontal axis representing the power generation. In addition, a slope limit is introduced to suppress the rate of change of Tq1, thereby maintaining the relative stability of Tq1 throughout the entire idle power generation mode. This avoids the instability of engine performance caused by rapidly changing power generation torque, ensuring the high efficiency and smoothness of engine idle power generation, and thus improving the overall performance and reliability of the energy management system.

[0071] Based on the above optional embodiments, by responding to the target power generation condition as the idling power generation condition, controlling the first energy management component to maintain the torque control mode according to the target power generation torque, and controlling the second energy management component to switch to the idling control mode according to the target idling speed, not only is the power generation efficiency under low temperature conditions improved and the normal heating and charging of the battery ensured, but also the stability and reliability of the vehicle in harsh environments are enhanced through fine energy management, significantly improving the user's driving experience.

[0072] In an optional embodiment, step S13, determining the target power generation control strategy using the target power generation operating condition, includes:

[0073] In response to the target power generation condition being normal power generation condition, the first energy management component is controlled to switch to speed control mode according to the target speed, and the second energy management component is controlled to switch to torque response mode according to the target torque adjustment parameters.

[0074] The aforementioned normal power generation condition refers to the condition where the target vehicle is in a non-low-temperature parking power generation mode, and the cell temperature and charging power information meet the requirements for normal vehicle operation and charging. Under normal power generation conditions, the vehicle's energy management system does not need to cope with the additional challenges posed by extremely low temperatures and can adopt a more optimized and efficient power generation strategy.

[0075] The target speed is the set target speed value for the first energy management component under normal power generation conditions. The target speed is determined comprehensively based on factors such as the actual needs of the vehicle, engine status, and battery charging efficiency to ensure that the ISG can operate efficiently and stably in speed control mode.

[0076] The aforementioned target torque adjustment parameters are the parameters by which the second energy management component adjusts the engine torque output according to the request of the vehicle control unit (VCU) under normal power generation conditions. These torque adjustment parameters take into account battery charging requirements, engine efficiency, and noise, vibration, and harshness (NVH) performance, ensuring that the engine can smoothly and efficiently respond to torque demands under normal environmental conditions, meeting the vehicle's charging and driving needs.

[0077] The refined control strategy for the primary energy management component under normal power generation conditions differs from the torque control mode under low-temperature parking power generation conditions. The speed control mode allows the ISG to operate according to the target speed, ensuring energy conversion efficiency between the engine and the ISG under normal conditions. Under normal power generation conditions, the EMS switches to torque response mode, which can adjust the engine's torque output in real time and precisely based on the target torque adjustment parameters issued by the vehicle control unit (VCU). Compared to the idle speed control mode, this provides more flexible and faster-responding torque management, meeting the high standards of engine performance and efficiency required under normal operating conditions.

[0078] Based on the above optional embodiments, by controlling the first energy management component to switch to speed control mode according to the target speed and the second energy management component to switch to torque response mode according to the target torque adjustment parameters in response to the target power generation condition being normal power generation condition, the aim is to optimize the energy management system of the range-extended vehicle under normal environmental conditions, ensure efficient cooperation between the ISG and EMS, and improve the engine's dynamic response capability and energy conversion efficiency. By precisely controlling the speed of the ISG and the torque output of the EMS, the embodiments of this application achieve improved vehicle performance and optimized energy management under daily operating conditions, not only reducing energy loss but also lowering engine operating noise, improving the user's driving experience and the overall performance of the vehicle.

[0079] In an optional embodiment, the vehicle control method in this application further includes:

[0080] The initial state parameters are updated to obtain the real-time state parameters, which are used to represent the target vehicle's power generation mode information, cell temperature information, and charging power information in real-time.

[0081] In response to the real-time status parameters meeting the second preset condition, the target power generation condition is determined to be the normal power generation condition.

[0082] The aforementioned real-time status parameters represent the target vehicle's current dynamic status information, including power generation mode information, cell temperature information, and charging power information. These parameters reflect the vehicle's energy management status and external environmental conditions in real time, providing a dynamic basis for determining the power generation operating condition in this embodiment. By acquiring and updating power generation mode information, cell temperature information, and charging power information in real time, the power generation operating condition can be flexibly adjusted according to the vehicle's current actual status and environmental conditions, ensuring the real-time nature and effectiveness of the energy management strategy.

[0083] The aforementioned second preset condition is a set of threshold conditions used to determine whether the target vehicle should switch from idle power generation mode to normal power generation mode. It typically includes any one of the following: the vehicle exits parking power generation mode, the cell temperature information is higher than the second temperature threshold T2, and the charging power information is greater than the second power threshold Pwr2.

[0084] The aforementioned second preset condition enables the embodiments of this application to automatically switch from idle power generation to normal power generation when vehicle conditions improve, i.e., the cell temperature rises to T2 and the charging power increases to above Pwr2. This automatic switching mechanism not only improves energy utilization efficiency but also ensures that the engine and ISG operate under suitable conditions, avoiding unnecessary energy loss and equipment wear, and enhancing the adaptability and stability of the range-extended vehicle under different operating conditions.

[0085] Based on the above optional embodiments, by updating the initial state parameters, real-time state parameters are obtained. Then, in response to the real-time state parameters meeting the second preset condition, the target power generation condition is determined to be the normal power generation condition. This significantly improves the flexibility and efficiency of energy management in range-extended vehicles, enabling rapid response when vehicle conditions change. It ensures the stable operation of the engine and ISG under suitable conditions, while also providing users with a more intelligent and efficient energy usage experience.

[0086] In one optional embodiment, the second preset condition includes at least one of the following: determining that the target vehicle is not in parking power generation mode based on power generation mode information, determining that the real-time cell temperature of the target vehicle is greater than or equal to a second temperature threshold based on cell temperature information, and determining that the real-time charging power of the target vehicle is greater than or equal to a second power threshold based on charging power information.

[0087] In this embodiment, by monitoring real-time status parameters, including power generation mode information, real-time cell temperature information, and real-time charging power information, the power generation condition can be intelligently judged and switched according to a second preset condition. When the target vehicle exits the parking power generation mode, or the real-time cell temperature information reaches or exceeds the second temperature threshold T2, or the real-time charging power information exceeds the second power threshold Pwr2, this embodiment automatically determines the target power generation condition as the normal power generation condition, thereby exiting the low-temperature idling power generation mode. This ensures that the power generation strategy can be flexibly adjusted according to changes in the actual vehicle operating status and environmental conditions, avoiding the continued use of inefficient power generation modes under unsuitable conditions, improving energy utilization efficiency, optimizing the battery charging process, enhancing the operational stability of the engine and ISG, and effectively improving the performance of the range-extended vehicle under different driving conditions and the user driving experience. By introducing the monitoring of real-time status parameters and the comparison of preset conditions, this embodiment achieves dynamic optimization of the power generation condition, bringing significant improvements to the vehicle's energy management system.

[0088] In one alternative embodiment, the first energy management component is a generator control component, and the second energy management component is an engine control component.

[0089] Figure 2 This is a schematic diagram of a vehicle control method according to an embodiment of this application, such as... Figure 2 As shown, in response to the target vehicle's range extender being in the start-up state, the initial state parameters of the target vehicle are acquired. These initial state parameters represent the target vehicle's power generation mode information, cell temperature information, and charging power information in the initial state. If the initial state parameters meet a first preset condition, the target power generation condition is determined to be an idle power generation condition; if the initial state parameters do not meet the first preset condition, the target power generation condition is determined to be a normal power generation condition. If the target power generation condition is an idle power generation condition, the first energy management component is controlled to maintain torque control mode according to the target power generation torque, and the second energy management component is controlled to switch to idle control mode according to the target idle speed. If the target power generation condition is a normal power generation condition, the first energy management component is controlled to switch to speed control mode according to the target speed, and the second energy management component is controlled to switch to torque response mode according to the target torque adjustment parameters. The initial state parameters are updated to obtain real-time state parameters. If the real-time state parameters meet the second preset condition, the target power generation condition is determined to be a normal power generation condition.

[0090] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation portals are provided for users to choose to authorize or refuse.

[0091] According to an embodiment of this application, an apparatus embodiment for a vehicle control method is provided. It should be noted that the apparatus can be used to execute the above-described vehicle control method.

[0092] Figure 3 This is a structural block diagram of a vehicle control device according to an embodiment of this application, such as... Figure 3 As shown, the device includes:

[0093] The acquisition module 301 is used to acquire the initial state parameters of the target vehicle in response to the target vehicle's range extender being in the start state. The initial state parameters represent the target vehicle's power generation mode information, cell temperature information, and charging power information in the initial state. The first determination module 302 is used to determine the target power generation condition corresponding to the target vehicle based on the initial state parameters. The second determination module 303 is used to determine the target power generation control strategy using the target power generation condition. The target power generation control strategy is used to control the component operating states corresponding to multiple energy management components in the target vehicle. The execution module 304 is used to perform power generation control operations on the target vehicle based on the target power generation control strategy.

[0094] Optionally, the first determining module 302 is further configured to: determine the target power generation condition as an idling power generation condition in response to the initial state parameters meeting the first preset condition; or, determine the target power generation condition as a normal power generation condition in response to the initial state parameters not meeting the first preset condition.

[0095] Optionally, the first preset condition includes at least one of the following: determining that the target vehicle is in parking power generation mode based on power generation mode information, determining that the initial cell temperature of the target vehicle is less than or equal to a first temperature threshold based on cell temperature information, and determining that the initial charging power of the target vehicle is less than or equal to a first power threshold based on charging power information.

[0096] Optionally, the second determining module 303 is further configured to: in response to the target power generation condition being an idle power generation condition, control the first energy management component to maintain torque control mode according to the target power generation torque, and control the second energy management component to switch to idle control mode according to the target idle speed.

[0097] Optionally, the second determining module 303 is further configured to: control the first energy management component to switch to speed control mode according to the target speed in response to the target power generation condition being normal power generation condition, and control the second energy management component to switch to torque response mode according to the target torque adjustment parameters.

[0098] Optionally, the vehicle control device further includes: an update module 305, used to update the initial state parameters to obtain real-time state parameters, wherein the real-time state parameters are used to represent the power generation mode information, cell temperature information and charging power information of the target vehicle in the real-time state; the first determination module 302 is also used to: determine the target power generation condition as normal power generation condition in response to the real-time state parameters meeting the second preset condition.

[0099] Optionally, the second preset condition includes at least one of the following: determining that the target vehicle is not in the parking power generation mode based on power generation mode information, determining that the real-time cell temperature of the target vehicle is greater than or equal to a second temperature threshold based on cell temperature information, and determining that the real-time charging power of the target vehicle is greater than or equal to a second power threshold based on charging power information.

[0100] Optionally, the first energy management component is a generator control component, and the second energy management component is an engine control component.

[0101] It should be noted that the above modules can be implemented by software or hardware. For the latter, they can be implemented in the following ways, but are not limited to: all the above modules are located in the same processor; or, the above modules are located in different processors in any combination.

[0102] Embodiments of this application also provide a vehicle, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods described in various embodiments of this application when it runs.

[0103] Optionally, in this embodiment, the processor can be configured to perform the following steps via a computer program:

[0104] S1, in response to the target vehicle's range extender being in the start state, acquire the target vehicle's initial state parameters, wherein the initial state parameters are used to represent the target vehicle's power generation mode information, cell temperature information, and charging power information in the initial state.

[0105] S2, determine the target power generation condition corresponding to the target vehicle based on the initial state parameters;

[0106] S3, determine the target power generation control strategy using the target power generation operating condition, wherein the target power generation control strategy is used to control the operating status of the components corresponding to multiple energy management components in the target vehicle;

[0107] S4, executes power generation control operations on the target vehicle based on the target power generation control strategy.

[0108] Embodiments of this application also provide a computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0109] Optionally, in this embodiment, the storage medium may be configured to store a computer program for performing the following steps:

[0110] S1, in response to the target vehicle's range extender being in the start state, acquire the target vehicle's initial state parameters, wherein the initial state parameters are used to represent the target vehicle's power generation mode information, cell temperature information, and charging power information in the initial state.

[0111] S2, determine the target power generation condition corresponding to the target vehicle based on the initial state parameters;

[0112] S3, determine the target power generation control strategy using the target power generation operating condition, wherein the target power generation control strategy is used to control the operating status of the components corresponding to multiple energy management components in the target vehicle;

[0113] S4, executes power generation control operations on the target vehicle based on the target power generation control strategy.

[0114] Embodiments of this application also provide a computer program product, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0115] Embodiments of this application also provide a computer program product, including a non-volatile computer-readable storage medium for storing a computer program that, when executed by a processor, implements the methods in various embodiments of this application.

[0116] Embodiments of this application also provide a computer program that, when executed by a processor, implements the methods described in the various embodiments of this application.

[0117] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0118] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0119] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0120] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0121] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, read-only memory (ROM), random access memory (RAM), portable hard drive, magnetic disk, or optical disk.

[0122] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A vehicle control method, characterized in that, include: In response to the target vehicle's range extender being in the start state, the initial state parameters of the target vehicle are acquired, wherein the initial state parameters are used to represent the target vehicle's power generation mode information, cell temperature information, and charging power information in the initial state. The target power generation condition corresponding to the target vehicle is determined based on the initial state parameters; A target power generation control strategy is determined using the target power generation operating condition, wherein the target power generation control strategy is used to control the operating status of multiple energy management components in the target vehicle. Based on the target power generation control strategy, perform power generation control operations on the target vehicle; Determining the target power generation condition corresponding to the target vehicle based on the initial state parameters includes: determining the target power generation condition as an idling power generation condition in response to the initial state parameters meeting a first preset condition; or, determining the target power generation condition as a normal power generation condition in response to the initial state parameters not meeting the first preset condition. Determining the target power generation control strategy using the target power generation operating condition includes: in response to the target power generation operating condition being the idling power generation operating condition, controlling the first energy management component to maintain torque control mode according to the target power generation torque, and controlling the second energy management component to switch to idling control mode according to the target idling speed; in response to the target power generation operating condition being the normal power generation operating condition, controlling the first energy management component to switch to speed control mode according to the target speed, and controlling the second energy management component to switch to torque response mode according to the target torque adjustment parameters.

2. The method according to claim 1, characterized in that, The first preset condition includes at least one of the following: determining that the target vehicle is in parking power generation mode based on the power generation mode information, determining that the initial cell temperature of the target vehicle is less than or equal to a first temperature threshold based on the cell temperature information, and determining that the initial charging power of the target vehicle is less than or equal to a first power threshold based on the charging power information.

3. The method according to claim 1, characterized in that, The method further includes: The initial state parameters are updated to obtain real-time state parameters, wherein the real-time state parameters are used to represent the power generation mode information, cell temperature information and charging power information of the target vehicle in real-time state; In response to the real-time status parameters meeting the second preset condition, the target power generation condition is determined to be a normal power generation condition.

4. The method according to claim 3, characterized in that, The second preset condition includes at least one of the following: determining that the target vehicle is not in parking power generation mode based on the power generation mode information, determining that the real-time cell temperature of the target vehicle is greater than or equal to a second temperature threshold based on the cell temperature information, and determining that the real-time charging power of the target vehicle is greater than or equal to a second power threshold based on the charging power information.

5. The method according to claim 1, characterized in that, The first energy management component is a generator control component, and the second energy management component is an engine control component.

6. A vehicle, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, performs the method according to any one of claims 1 to 5.

7. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored executable program, wherein, when the executable program is executed, it controls the device on which the storage medium is located to perform the method according to any one of claims 1 to 5.

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