Control method and system for a vehicle

Abstract

This application provides a vehicle control method and system. The method includes: detecting the vehicle's current operating parameters during vehicle operation, wherein the current operating parameters represent the vehicle's operating state at the current moment; determining the vehicle's actual power and target power at the current moment based on the current operating parameters, wherein the actual power represents the power consumed by the vehicle during actual driving, and the target power represents the power consumed by the vehicle under stable driving conditions; predicting the power required by the vehicle at a future moment based on the actual power and target power, obtaining a predicted power, wherein the future moment is a moment after the current moment; and controlling the auxiliary power generation device in the vehicle to start before the future moment in response to the predicted power being greater than the discharge power threshold of the vehicle's battery. This application solves the technical problem of slow power response when the vehicle needs to replenish the battery's power output.

Description

Technical Field

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

[0002] Currently, vehicle control, such as the control of range-extended electric vehicles, typically relies on the vehicle controller to monitor and determine in real time whether the power provided by the battery can meet the driver's needs.

[0003] In existing technology, when a driver's power demand exceeds the maximum allowable discharge power of the battery, the vehicle controller activates the range extender to supplement the vehicle's power output. This range extender activation mechanism is triggered based on a comparison between the immediate power demand and the battery's available power, aiming to ensure sufficient power supply in all situations. However, while this mechanism is theoretically effective in handling changes in power demand, a significant drawback exists in practical applications: approximately 5 seconds elapse between the range extender's activation and its provision of stable output power. This 5-second delay is crucial for power response, especially when the driver suddenly accelerates or encounters a steep uphill climb. Because the range extender's activation is not instantaneous, the driver experiences a brief period of sluggish power response, impacting the driving experience and overall vehicle performance. Therefore, a slow power response remains a technical challenge when the vehicle needs to supplement the battery's power output.

[0004] There is currently no good solution to the above problems. Summary of the Invention

[0005] This application provides a vehicle control method and system to at least solve the technical problem of slow power response when the vehicle needs to replenish the power output of the battery.

[0006] According to one aspect of the embodiments of this application, a vehicle control method is provided, comprising: detecting current operating parameters of the vehicle during vehicle operation, wherein the current operating parameters represent the operating state of the vehicle at the current moment; determining the actual power and target power of the vehicle at the current moment based on the current operating parameters, wherein the actual power represents the power consumed by the vehicle during actual driving, and the target power represents the power consumed by the vehicle during smooth driving; predicting the power required by the vehicle at a future moment based on the actual power and the target power, thereby obtaining a predicted power, wherein the future moment is a moment after the current moment; and controlling the activation of an auxiliary power generation device in the vehicle before the future moment in response to the predicted power being greater than a discharge power threshold of the battery in the vehicle, wherein the activated auxiliary power generation device is used to supplement the output power of the battery by generating electricity.

[0007] Furthermore, based on the actual power and the target power, the power required by the vehicle at future moments is predicted to obtain the predicted power, including: determining the driving coefficient of the vehicle based on the actual power and the target power, wherein the driving coefficient is used to represent the difference between the vehicle in actual driving and the vehicle in a stable driving state; and predicting the power required by the vehicle at future moments based on the driving coefficient and the target power to obtain the predicted power.

[0008] Furthermore, based on the actual power and the target power, the driving coefficient of the vehicle is determined, including: comparing the actual power and the target power to obtain a comparison result, wherein the comparison result is used to represent the difference between the actual power and the target power; and determining the driving coefficient based on the comparison result.

[0009] Furthermore, the actual power and the target power are compared to obtain comparison results, including: comparing the actual power of the vehicle at different times within the target time period with the target power at different times to obtain multiple comparison results corresponding to different times; based on the comparison results, the driving coefficient is determined, including: determining the average comparison result among the multiple comparison results corresponding to different times; and determining the average comparison result as the driving coefficient.

[0010] Furthermore, based on the driving coefficient and the target power, the power required by the vehicle at future times is predicted to obtain the predicted power, including: adjusting the target power using the driving coefficient to obtain the adjusted target power; and determining the adjusted target power as the predicted power.

[0011] Furthermore, the target power is adjusted using the driving coefficient to obtain the adjusted target power, including: multiplying the driving coefficient and the target power to obtain the target product; and determining the target product as the adjusted target power.

[0012] Furthermore, the current operating parameters include the vehicle's driving speed and the gradient of the road where the vehicle is located. Based on the current operating parameters, the target power of the vehicle at the current moment is determined, including: determining the target power required to enable the vehicle to maintain its driving speed at the current moment and on the gradient.

[0013] Further, determining the target power required to maintain the vehicle's driving speed at the current moment and on the slope includes: querying the database for the target power required to maintain the vehicle's driving speed at the current moment and on the slope, wherein the database is used to store different driving speeds, different slopes, and the power required for the vehicle to maintain different driving speeds on different slopes, the power being determined based on the minimum power required for the vehicle at the corresponding slope and driving speed, the minimum power being used to keep the vehicle in a stable driving state.

[0014] Furthermore, the discharge power threshold includes the maximum allowable discharge power of the battery, and the method further includes: detecting battery attribute information, wherein the attribute information includes at least one of the following: health status, operating temperature, and available capacity; and using the attribute information to determine the maximum allowable discharge power of the battery.

[0015] According to another aspect of the embodiments of this application, a vehicle control system is also provided, comprising: a detector for detecting current operating parameters of the vehicle during vehicle operation, wherein the current operating parameters represent the operating state of the vehicle at the current moment; a controller for determining the actual power and target power of the vehicle at the current moment based on the current operating parameters, wherein the actual power represents the power consumed by the vehicle during actual driving, and the target power represents the power consumed by the vehicle during smooth driving; predicting the power required by the vehicle at a future moment based on the actual power and the target power to obtain a predicted power, wherein the future moment is a moment after the current moment; and controlling the auxiliary power generation device in the vehicle to start before the future moment in response to the predicted power being greater than the discharge power threshold of the battery in the vehicle, wherein the auxiliary power generation device after starting is used to supplement the output power of the battery by generating electricity.

[0016] According to another aspect of the embodiments of this application, a vehicle control device is also provided, comprising: a detection unit, configured to detect the current operating parameters of the vehicle during vehicle operation, wherein the current operating parameters represent the operating state of the vehicle at the current moment; a determination unit, configured to determine the actual power and target power of the vehicle at the current moment based on the current operating parameters, wherein the actual power represents the power consumed by the vehicle during actual driving, and the target power represents the power consumed by the vehicle during stable driving; a prediction unit, configured to predict the power required by the vehicle at a future moment based on the actual power and the target power, thereby obtaining a predicted power, wherein the future moment is a moment after the current moment; and a control unit, configured to control the auxiliary power generation device in the vehicle to start before the future moment in response to the predicted power being greater than the discharge power threshold of the battery in the vehicle, wherein the started auxiliary power generation device is used to supplement the output power of the battery by generating electricity.

[0017] 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.

[0018] 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.

[0019] 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.

[0020] 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.

[0021] 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.

[0022] In this embodiment, the vehicle's current operating parameters can be detected during vehicle operation. These parameters represent the vehicle's current operating state. Based on these parameters, the vehicle's actual power and target power are determined. The actual power represents the power consumed during actual driving, and the target power represents the power required for smooth driving. Based on the actual and target power, the power required by the vehicle in future moments is predicted, resulting in a predicted power. If the predicted power exceeds the battery's discharge power threshold, the auxiliary power generator in the vehicle is activated before the future moment. This activated generator supplements the battery's output power through power generation. In this embodiment, by real-time monitoring of the vehicle's current operating state, the actual driving power and the power required for smooth driving are determined. Based on these power estimates, the predicted power is obtained. When the predicted power exceeds the battery's capacity, the range extender is activated in advance to ensure the vehicle can quickly obtain the necessary power when additional power is needed. This pre-start strategy improves the overall vehicle's power performance, achieving timely vehicle response. It enhances the power response speed when the vehicle needs to replenish battery power output, thus solving the technical problem of slow power response when the vehicle needs to replenish battery power output. Attached Figure Description

[0023] 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:

[0024] Figure 1 This is a flowchart of a vehicle control method according to an embodiment of this application;

[0025] Figure 2 This is a flowchart of a range-extended electric vehicle range-extending start-up control method according to an embodiment of this application;

[0026] Figure 3 This is a schematic diagram of a vehicle control system according to an embodiment of this application;

[0027] Figure 4 This is a schematic diagram of a vehicle control device according to an embodiment of this application. Detailed Implementation

[0028] 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.

[0029] 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.

[0030] According to an embodiment of this application, an embodiment of a vehicle control method 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.

[0031] 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 may include the following steps.

[0032] Step S102: During the vehicle's operation, detect the vehicle's current operating parameters.

[0033] In the technical solution provided in step S102 of this application, the current operating parameters are used to represent the operating state of the vehicle at the current moment. The vehicle can be a range-extended electric vehicle. The current operating parameters can be key parameters such as the current vehicle speed and gradient.

[0034] In this embodiment, vehicle speed can be measured using wheel speed sensors or a Global Positioning System (GPS) to determine the vehicle's current speed. Gradient can be estimated using accelerometers and gyroscopes in the inertial measurement unit, helping to determine whether the vehicle is climbing or descending a slope, and the steepness of the incline.

[0035] Optionally, in addition to the current vehicle speed and gradient, current operating parameters may also include accelerator pedal position, steering angle, braking status, and battery status, without specific limitations. Accelerator pedal position can be obtained through a pedal position sensor, reflecting the driver's intention to accelerate and indirectly indicating power demand. Steering angle can be measured through a steering angle sensor and can be used to infer changes in the vehicle's driving path and driving style. Braking status can be monitored through a brake pressure sensor or a brake pedal position sensor to determine whether the vehicle is in a braking phase. Battery status can include battery voltage, current, temperature, and state of charge (SOC), used to assess the battery's current available energy and health.

[0036] It should be noted that the specific content and acquisition method of the above-mentioned current running parameters are only for illustrative purposes and no specific restrictions are imposed here.

[0037] In this embodiment of the application, during the vehicle's operation, by detecting the vehicle's current operating status, the vehicle's operating status can be monitored in real time, and changes in the driving environment can be responded to in an instant, thereby improving the vehicle's power performance and driving experience.

[0038] Step S104: Based on the current operating parameters, determine the vehicle's actual power and target power at the current moment.

[0039] In the technical solution provided in step S104 of this application, the actual power is used to represent the power consumed by the vehicle during actual driving, and the target power is used to represent the power consumed by the vehicle during stable driving.

[0040] In this embodiment, after detecting the vehicle's current operating parameters during vehicle operation, the actual power and target power of the vehicle at the current moment can be determined based on these parameters. The actual power can be the actual driving power, such as the current actual driving power P1. The target power can be the power required for smooth driving, such as the driving power P0 required for basic driving.

[0041] Optionally, actual power is the real power consumed by the vehicle under current operating conditions. It can be calculated using a pre-set vehicle dynamics model based on the vehicle's real-time status, such as speed, gradient, and other dynamic factors (e.g., wind resistance, rolling resistance). In the case of range-extended electric vehicles, the actual drive power P1 includes not only the motor's operating power but also the battery's discharge power and potential energy recovery power (e.g., during braking). Therefore, determining the actual power is a dynamic and complex process that requires real-time updates to reflect the vehicle's current operating state.

[0042] Optionally, the target power is the minimum power required for the vehicle to maintain its current speed and overcome terrain resistance under assumed ideal, smooth driving conditions. Ideal, smooth driving conditions typically mean that there are no accelerations, decelerations, or sharp turns, and the vehicle travels at a constant speed on a straight road or a road with a known gradient. The value of P0 can be pre-calculated and stored in the controller based on vehicle characteristics (such as weight and aerodynamic coefficient), tire characteristics (rolling resistance coefficient), and road conditions (gradient). In practical applications, the controller can query the value of P0 based on the real-time detected vehicle speed and gradient, using this as a benchmark for subsequent power prediction.

[0043] In this embodiment of the application, the actual power and target power are determined by evaluating the current operating parameters of the vehicle, thereby providing a basis for subsequent range extender pre-start decisions.

[0044] Step S106: Based on the actual power and the target power, predict the power required by the vehicle at future moments to obtain the predicted power.

[0045] In the technical solution provided by step S106 of this application, the future time is the time after the current time. The predicted power can be the estimated demand power, for example, the predicted driver demand power P2.

[0046] In this embodiment, after determining the vehicle's actual power and target power at the current moment based on the current operating parameters, the power required by the vehicle at future moments can be predicted based on the actual power and target power to obtain the predicted power.

[0047] Optionally, actual power refers to the power currently consumed by the vehicle, including the actual power consumption of the engine, electric motor, and other onboard equipment. Actual power can be measured through an onboard sensor network, such as current sensors, voltage sensors, and speed sensors, which can capture the operating status of the vehicle's powertrain in real time. Target power, on the other hand, refers to the power required by the vehicle to maintain its current speed, gradient, and driver's intended operation under ideal conditions. Target power can be set based on various factors such as the vehicle's physical characteristics, powertrain efficiency, and driving environment. For example, the target power when driving at a constant speed on a straight road will be lower than the target power when going uphill or accelerating.

[0048] Optionally, a dynamic model can be constructed by continuously collecting and analyzing the vehicle's actual power, combined with current vehicle speed, gradient, and driver operating habits (such as changes in pedal pressure). The dynamic model can simulate the vehicle's power demand trend over a future period. When predicting future power demand, a reasonable time window needs to be determined; the length of the time window (e.g., from a few seconds to tens of seconds) can be carefully calibrated based on vehicle characteristics and target application scenarios. The dynamic model can also consider the driver's style, adjusting the predictive accuracy by analyzing accelerator pedal depth, braking frequency, and steering behavior. In addition to driving style, the dynamic model can also predict future driving conditions, including expected vehicle speed, gradient changes, and traffic conditions, to more comprehensively estimate the vehicle's power consumption.

[0049] In this embodiment, by combining the above steps with the current actual power and target power, as well as predictions of future operating conditions and driving styles, the predicted power required by the vehicle in the future can be calculated. The predicted power, i.e., the estimated power demand P2, will serve as a key input to subsequent decision-making logic, determining when to activate the range extender to supplement the power output of the battery. By predicting in advance when to activate the range extender, the power response delay in high-power demand scenarios is significantly reduced, improving the driver's experience and the vehicle's power performance.

[0050] In step S108, in response to the predicted power being greater than the discharge power threshold of the battery in the vehicle, the auxiliary power generation device in the vehicle is controlled to start before a future time.

[0051] In the technical solution provided in step S108 of this application, the auxiliary power generation device after startup is used to supplement the output power of the battery by generating electricity.

[0052] In this embodiment, based on the actual power and the target power, the power required by the vehicle at a future time is predicted. After obtaining the predicted power, in response to the predicted power exceeding the discharge power threshold of the vehicle's battery, the auxiliary power generation device in the vehicle can be activated before the future time. The auxiliary power generation device can be a range extender. The discharge power threshold can be the maximum discharge power that the power battery can withstand, for example, the power battery's allowed power generation power P3.

[0053] Optionally, if the predicted power demand P2 of the driver is greater than the allowable power generation P3 of the battery, it can be determined that the battery capacity is about to reach its limit. This means that the battery capacity may be insufficient, and the battery alone may not be able to meet the vehicle's continuous power demand. In this case, to prevent over-discharge of the battery and ensure that the vehicle's power performance is not affected, preventative measures can be taken, namely, starting the range extender in the vehicle in advance.

[0054] In this embodiment, by performing predictive analysis before the range extender starts, action can be taken in advance when battery capacity is about to run low, effectively shortening the response time of the range extender intervention. This not only improves the driving experience and reduces the feeling of sluggish power response, but also optimizes energy management, extends battery life, and improves the overall performance and energy efficiency of the range-extended electric vehicle. This intelligent control logic, through data-driven and predictive algorithms, achieves more efficient energy utilization and better driving performance.

[0055] It should be noted that in the vehicle control method of this embodiment, the vehicle can also interact with roadside equipment and terminal equipment. Optionally, the vehicle can send an information subscription request to the roadside equipment. This message subscription request can include specific types of information that the vehicle needs to receive, such as road conditions, traffic signal status, and obstacle warnings ahead. In response to the information subscription request, the roadside equipment can send roadside perception information to the vehicle. For example, the roadside equipment will filter out roadside perception information that meets the vehicle's needs based on its own perception capabilities and stored information, and send it to the vehicle at a certain frequency. In addition to communicating with the roadside equipment, the vehicle can also receive driving scenario switching instructions transmitted by the terminal equipment through the network. For example, the driving scenario switching instructions can be used to switch the vehicle to energy-saving mode, sport mode, autonomous driving mode, etc., so that the vehicle can adapt to new driving scenarios.

[0056] Through steps S102 to S108 described above, the current operating parameters of the vehicle can be detected during vehicle operation. These current operating parameters represent the vehicle's operating state at the current moment. Based on these parameters, the actual power and target power of the vehicle at the current moment are determined. The actual power represents the power consumed during actual driving, and the target power represents the power required for stable driving. Based on the actual power and target power, the power required by the vehicle at a future moment is predicted, resulting in a predicted power. The future moment is a moment after the current moment. In response to the predicted power exceeding the battery's discharge power threshold, the auxiliary power generation device in the vehicle is activated before the future moment. This activated auxiliary power generation device supplements the battery's output power through power generation. In this embodiment, by real-time monitoring of the vehicle's current operating state, the actual driving power and the power required for stable driving are determined. Based on these power estimates, the required power is obtained, i.e., a predicted power is obtained. When the predicted power exceeds the power that the power battery can withstand, the range extender is activated in advance to ensure that the vehicle can quickly obtain the required power support when additional power is needed. This pre-start strategy improves the overall vehicle's power performance, achieving timely vehicle response. It enhances the power response speed when the vehicle needs to replenish battery power output, thus solving the technical problem of slow power response when the vehicle needs to replenish battery power output.

[0057] The above-mentioned method of this application will be further described below.

[0058] As an optional implementation, step S106, based on the actual power and the target power, predicts the power required by the vehicle at future moments to obtain the predicted power, including: determining the driving coefficient of the vehicle based on the actual power and the target power, wherein the driving coefficient is used to represent the difference between the vehicle in actual driving and the vehicle in a stable driving state; and predicting the power required by the vehicle at future moments based on the driving coefficient and the target power to obtain the predicted power.

[0059] In this embodiment, during the process of predicting the power required by the vehicle at future moments based on the actual power and the target power, the driving coefficient of the vehicle can be determined by comparing the actual driving power with the power required by the vehicle in a stable driving state. This driving coefficient can be a driving style coefficient, also known as the average coefficient A0. The predicted power can be obtained by multiplying the power P0 required for stable driving by the previously calculated driving style coefficient A0 based on the driving coefficient and the target power.

[0060] Optionally, the actual power can be determined by the vehicle's actual driving state at the current moment, including speed, gradient, etc., reflecting the vehicle's instantaneous power consumption. The target power can be based on the basic power P0 required by the vehicle under ideal smooth driving conditions (such as straight-line driving at a constant speed), representing the power demand under stable conditions. Dividing P1 by P0 yields the ratio coefficient A, which reflects the driver's aggressiveness in demanding vehicle power during actual driving. To avoid interference from instantaneous operations, the average value of the ratio coefficient A over a period of time (such as 60 seconds) can be calculated to obtain the average coefficient A0. The average coefficient A0 more objectively reflects the driver's long-term driving style and quantifies the difference between the driver's actual driving process and a smooth driving state.

[0061] Optionally, after determining the vehicle's driving coefficient A0, P0 can be multiplied by A0 to obtain the predicted driver's power demand P2. This calculation combines the vehicle's basic power consumption under stable driving conditions with the driver's personalized driving habits, thus providing a more accurate prediction of future power demand. The driving style coefficient A0 can be dynamically adjusted according to changes in driver behavior to ensure the accuracy and real-time nature of the prediction.

[0062] In this embodiment of the application, by using the driving coefficient to predict power demand, the driver's personalized needs can be predicted more accurately, thereby optimizing the start-up of the range extender. This not only improves the driving experience and reduces the risk of power interruption due to insufficient power, but also achieves high efficiency in energy use and extended battery life through refined energy management.

[0063] As an optional implementation, determining the vehicle's driving coefficient based on the actual power and the target power includes: comparing the actual power and the target power to obtain a comparison result, wherein the comparison result is used to represent the difference between the actual power and the target power; and determining the driving coefficient based on the comparison result.

[0064] In this embodiment, the actual power can be calculated in real time based on the vehicle's current operating state (such as vehicle speed, gradient, motor load, etc.), reflecting the vehicle's true power consumption under current driving conditions. The target power P0 can be calculated based on the theoretical power demand of the vehicle under stable driving conditions, assuming ideal driving conditions, such as constant speed and straight roads. The actual power P1 is compared with the target power P0, for example, by dividing P1 by P0 in real time. This comparison result shows the degree of power consumption difference between the driver's current operation (acceleration, turning, climbing, etc.) and the ideal stable driving state.

[0065] Optionally, based on the above comparison results, a driving coefficient can be determined, which reflects the impact of the driver's operating style on the vehicle's power consumption demand during actual driving. For example, if the driving coefficient is greater than 1, it indicates that the driver's driving style leads to a higher power demand than in a smooth driving state; conversely, it indicates that the current driving is relatively gentle and the power demand is low.

[0066] In the embodiments of this application, the driving coefficient is an important parameter for predicting future power demand. It can be combined with the target power P0 to predict the driver's power demand in the next period of time and determine in advance whether the range extender needs to be activated to supplement the battery's discharge power.

[0067] As an optional implementation method, the actual power and the target power are compared to obtain the comparison results, including: comparing the actual power of the vehicle at different times within the target time period and the target power at different times to obtain multiple comparison results corresponding to different times; based on the comparison results, the driving coefficient is determined, including: determining the average comparison result among the multiple comparison results corresponding to different times; and determining the average comparison result as the driving coefficient.

[0068] In this embodiment, the actual power of the vehicle at different times within a target time period (e.g., within the last 60 seconds) and the target power at different times can be compared to obtain multiple comparison results corresponding to different times. To reduce the impact of instantaneous fluctuations on the judgment, the average comparison result among the multiple comparison results corresponding to different times can be determined; the average comparison result is determined as the driving coefficient. For example, the average value of the ratio coefficient A over the last 60 seconds is calculated to obtain the driving coefficient A0.

[0069] Optionally, the actual power and target power are continuously compared within the target time period, and the average comparison result is calculated to ultimately determine the driving coefficient. This can more accurately reflect the driver's driving habits and their impact on the vehicle's power demand. The target time period can be calibrated according to actual needs.

[0070] In this embodiment, by continuously monitoring and comparing the actual power with the target power over a continuous period of time (e.g., 60 seconds), and then calculating the average comparison result as the driving coefficient, interference caused by instantaneous driving behavior is effectively filtered out, resulting in a more stable indicator that reflects long-term driving habits. This not only helps improve the power management strategy of range-extended electric vehicles, but also reduces unnecessary energy loss through more refined energy scheduling, extends battery life, and enhances the overall vehicle energy efficiency.

[0071] As an optional implementation, step S106, based on the driving coefficient and the target power, predicts the power required by the vehicle at a future time to obtain the predicted power, including: adjusting the target power using the driving coefficient to obtain the adjusted target power; and determining the adjusted target power as the predicted power.

[0072] In this embodiment, a driving style coefficient A0 can be obtained, which is based on the average ratio of actual power to target power over a past period of time (e.g., 60 seconds). The driving style coefficient A0 reflects the degree of aggressiveness or conservatism of the driver's current driving style compared to a smooth driving state.

[0073] Optionally, the driving power P0 required for basic driving is multiplied by the driving style coefficient A0 to obtain the adjusted target power. This calculation process is actually based on P0, dynamically adjusting the target power according to the magnitude of A0 to reflect the driver's actual driving needs. The adjusted target power takes into account the actual energy consumption of the vehicle under different driving styles, making it closer to reality. Finally, the adjusted target power is directly used as the predicted power P2 output. This means that P2 not only includes the power baseline P0 required by the vehicle under smooth driving conditions, but also incorporates the influence of the driver's current operating habits.

[0074] In the embodiments of this application, the above steps can be used to make a more accurate prediction of the vehicle's future power demand based on the driver's actual driving style, thereby guiding the start-up and working status of the range extender and improving the power responsiveness and energy management efficiency of the range-extended electric vehicle.

[0075] As an optional implementation, the target power is adjusted using a driving coefficient to obtain the adjusted target power, including: performing a multiplication operation on the driving coefficient and the target power to obtain a target product; and determining the target product as the adjusted target power.

[0076] In this embodiment, a driving coefficient A0 can be obtained, which is based on the average value of the ratio of actual power to target power over the past 60 seconds. Then, the driving coefficient A0 can be multiplied by the target power P0 to obtain a target product. This target product already takes into account the impact of the driver's driving style on power demand, and therefore can be directly regarded as the adjusted target power.

[0077] Optionally, since the adjusted target power already includes information about the driver's driving style, using the adjusted target power instead of the original target power P0 to predict future power demand can more accurately reflect the driver's needs during actual driving and reduce the deviation in power prediction.

[0078] In this embodiment, by combining the driving coefficient with the target power, an adjusted target power is generated. This not only takes into account the power requirements of the vehicle under ideal and stable driving conditions, but also incorporates the driver's personalized driving style, making the power prediction closer to real-world application scenarios, thereby providing strong data support for the intelligent control of the range extender.

[0079] As an optional implementation, the current operating parameters include the vehicle's driving speed and the slope of the road where the vehicle is located. Step S104, based on the current operating parameters, determines the target power of the vehicle at the current moment, including: determining the target power required to enable the vehicle to maintain its driving speed at the current moment and on the slope.

[0080] In this embodiment, the vehicle's driving speed is the vehicle's current actual speed, which can be read in real time by the vehicle's speed sensor. The slope of the road where the vehicle is located can be obtained through the vehicle's GPS system or a dedicated road information sensor; the positive or negative value of the slope can reflect whether it is uphill or downhill.

[0081] Optionally, by using the vehicle's dynamics model and energy balance principle, the target power P0 required for the vehicle to maintain its speed at the current moment can be calculated based on the current driving speed and the gradient of the road where the vehicle is located.

[0082] Optionally, since the vehicle's driving speed and the slope of the road where the vehicle is located change over time, the power required by the vehicle under stable driving conditions should be calculated in real time. That is, the calculation of the target power P0 should be continuous to ensure that it reflects the latest situation at any time.

[0083] Optionally, the obtained target power P0 serves as the basis for subsequent power demand prediction. It can be compared with the actual power to determine the driving coefficient, thereby predicting the driver's power demand in the future and guiding the range extender's operating status. This method of calculating the target power in real time ensures that the predicted power demand closely matches the vehicle's actual operating status, enhancing the accuracy and reliability of the prediction.

[0084] In this embodiment of the application, by collecting and processing the vehicle's driving speed and the slope of the road where the vehicle is located in real time, the target power required to maintain the predetermined driving speed at the current moment can be calculated. This can provide a more accurate prediction of power demand for range-extended electric vehicles, thereby optimizing the working timing and power output of the range extender, and improving the driving experience and energy utilization efficiency.

[0085] As an optional implementation, determining the target power required to maintain the driving speed of the vehicle at the current moment and on a slope includes: querying a database for the target power required to maintain the driving speed of the vehicle at the current moment and on a slope, wherein the database is used to store different driving speeds, different slopes, and the power required for the vehicle to maintain different driving speeds on different slopes, the power being determined based on the minimum power required for the vehicle at the corresponding slope and driving speed, the minimum power being used to keep the vehicle in a stable driving state.

[0086] In this embodiment, vehicle dynamics models and actual road tests are used to measure the power required to maintain a vehicle at different speeds, gradients, and gradients while maintaining the same speed. The tests cover a wide range of speeds and gradients, ensuring the database covers various driving conditions the vehicle might encounter. Each data point in the database represents the power requirement for maintaining a stable driving state at a specific speed and gradient. The power requirement data is calculated by analyzing vehicle dynamics characteristics, including but not limited to air resistance, rolling resistance, vehicle weight, and powertrain efficiency. The collected power requirement data is then categorized and stored in the database according to different driving speeds and gradients, forming a structured dataset.

[0087] Optionally, the database may include data on the driving power required to maintain different vehicle speeds under different inclines. The database design should facilitate quick queries and can employ a lookup table format. Input parameters are driving speed and road incline, and the output is the target power P0 under the corresponding conditions. When it is necessary to determine the target power at the current moment, the vehicle's current driving speed and road incline can be read, and the corresponding target power P0 can be quickly retrieved from the database. The target power P0 represents the minimum power required for the vehicle to maintain a stable driving state under the current driving conditions.

[0088] Optionally, the target power P0 obtained from the query will be used for subsequent power demand prediction, compared with the actual power, to determine the driving coefficient, and then predict the power demand at future times to guide the pre-start strategy of the range extender. By utilizing a database established based on actual testing and theoretical analysis, the target power can be determined quickly and accurately, reducing the complexity of real-time calculations and improving the efficiency and accuracy of power prediction.

[0089] In this embodiment, the target power required to maintain the vehicle's driving speed at the current moment and on a slope is queried from the database. This fully utilizes existing data resources, avoids uncertainties in real-time calculations, and provides a solid data foundation for the power management and range extender control strategies of range-extended electric vehicles. By accurately matching the target power under current driving conditions, reasonable energy allocation decisions can be made under different road conditions and speeds, ensuring the vehicle's power responsiveness and energy economy.

[0090] As an optional implementation, the discharge power threshold includes the maximum allowable discharge power of the battery. The method further includes: detecting battery attribute information, wherein the attribute information includes at least one of the following: health status, operating temperature, and available capacity; and using the attribute information to determine the maximum allowable discharge power of the battery.

[0091] In this embodiment, State of Health (SOH) refers to the ratio of the battery's current capacity to its capacity in a brand-new state. It can be estimated by the battery management system monitoring parameters such as internal resistance, voltage, and current. When the state of health is poor, the maximum discharge power threshold can be lowered to prevent over-discharge and further deterioration of battery performance.

[0092] Optionally, operating temperature directly affects the battery's discharge efficiency and safety. Both high and low temperatures can reduce battery discharge performance and may even cause damage. The battery's operating temperature can be monitored in real time using a temperature sensor within the battery pack to ensure the battery operates within a suitable temperature range.

[0093] Optionally, the available charge represents the proportion of remaining battery energy and is an important factor determining the battery's discharge capacity. When the available charge is below the available charge threshold, the battery's discharge power can be limited to avoid deep discharge damage to the battery, and it also prompts the driver to activate the range extender to replenish energy.

[0094] Optionally, by combining attribute information such as health status, operating temperature, and available power, the current discharge capacity of the battery can be comprehensively evaluated.

[0095] In this embodiment, the vehicle's current operating parameters can be detected during vehicle operation, where the current operating parameters represent the vehicle's operating state at the current moment. Based on the current operating parameters, the vehicle's actual power and target power at the current moment are determined, where the actual power represents the power consumed by the vehicle during actual driving, and the target power represents the power consumed by the vehicle under stable driving conditions. Based on the actual power and target power, the power required by the vehicle at a future moment is predicted, where the future moment is a moment after the current moment. In response to the predicted power exceeding the battery's discharge power threshold, the auxiliary power generation device in the vehicle is activated before the future moment, whereby the activated auxiliary power generation device supplements the battery's output power through power generation. In this embodiment, by monitoring the battery's health status, operating temperature, and available power in real time, the maximum allowable discharge power of the battery is dynamically determined, effectively improving the power responsiveness and energy utilization efficiency of the range-extended electric vehicle while ensuring battery safety and lifespan. This refined energy management strategy is an indispensable part of modern electric vehicle control systems and is of great significance for improving the overall performance of the vehicle.

[0096] The vehicle control method of this invention can detect the vehicle's current operating parameters during vehicle operation, where the current operating parameters represent the vehicle's operating state at the current moment; based on the current operating parameters, determine the vehicle's actual power and target power at the current moment, where the actual power represents the power consumed by the vehicle during actual driving, and the target power represents the power consumed by the vehicle under stable driving conditions; based on the actual power and target power, predict the power required by the vehicle at future moments to obtain predicted power, where future moments are moments after the current moment; in response to the predicted power being greater than the discharge power threshold of the vehicle's battery, control the auxiliary power generation device in the vehicle to start before the future moment, whereby the started auxiliary power generation device is used to supplement the battery's output power by generating electricity. In this embodiment, by monitoring the vehicle's operating state at the current moment in real time, the actual driving power and the power required under stable driving conditions are determined, and the required power is estimated based on the above power, that is, the predicted power is obtained. When the predicted power exceeds the power that the power battery can withstand, the range extender is activated in advance to ensure that the vehicle can quickly obtain the required power support when additional power is needed. This pre-start strategy improves the overall vehicle's power performance, achieving timely vehicle response. It enhances the power response speed when the vehicle needs to replenish battery power output, thus solving the technical problem of slow power response when the vehicle needs to replenish battery power output.

[0097] The above technical solutions of the present application embodiments will be further illustrated below with reference to preferred embodiments of the present invention.

[0098] Currently, vehicle controllers possess real-time monitoring and judgment capabilities, continuously assessing whether the output power provided by the battery can meet the driver's current power demands. Specifically, the controller continuously monitors the battery's performance status to ensure sufficient power is provided to support the driver's operational intentions. When the controller detects that the battery's output power is insufficient to meet the driver's needs, it automatically triggers a process called power activation. Power activation is an intelligent mechanism designed to activate the range extender, the vehicle's auxiliary power generation device. The range extender's role is to supplement the battery's power output by generating electricity, ensuring the driver receives the necessary driving power. This process is automated, requiring no additional driver intervention, thus guaranteeing normal vehicle operation. However, from the triggering of the range extender to its provision of stable power output, the entire process takes approximately 5 seconds. The driver will clearly perceive a certain lag in the vehicle's power response, resulting in a slow power response when the vehicle needs to supplement the battery's power output.

[0099] This application provides a range-extending start control method for a range-extended electric vehicle. By pre-activating the range extender, the response time of the range extender's output power is effectively shortened, thereby accelerating the vehicle's acceleration response. Specifically, this control method intelligently determines whether the range extender needs to intervene by monitoring the vehicle's operating status and battery charge level in real time. When the system predicts that the battery capacity may be insufficient, it will activate the range extender in advance to ensure that the vehicle can quickly obtain the required power support when additional power is needed. This pre-activation strategy not only improves the overall vehicle's power performance but also optimizes energy efficiency, enabling the range-extended electric vehicle to maintain a good driving experience under various operating conditions.

[0100] Figure 2 This is a range-extending start-up control method for a range-extended electric vehicle according to an embodiment of this application, such as... Figure 2 As shown, it includes the following steps:

[0101] Step S201: Determine whether the predicted power demand P2 of the driver is greater than the allowable power generation P3 of the power battery.

[0102] In this embodiment, it can be determined whether the predicted driver power demand P2 is greater than the allowable power generation capacity P3 of the power battery. The predicted driver power demand P2 is the power that the driver may need in the future, predicted based on the driving style coefficient and current driving conditions (such as vehicle speed, slope, etc.). The allowable power generation capacity P3 of the power battery reflects the current health status, temperature, and charge level of the battery, and determines the maximum power that the battery can provide.

[0103] Step S202: Start the range extender.

[0104] In this embodiment, the range extender, as an auxiliary energy generation device, responds quickly to provide additional power output to compensate for insufficient battery power output, ensuring that vehicle performance is not affected. The range extender can be activated if the predicted driver power demand P2 is greater than the battery's allowable power generation capacity P3, meaning the battery's current discharge capacity is insufficient to meet the driver's power demand. Conversely, if the battery can independently meet the current demand, the range extender does not need to be activated.

[0105] In this embodiment, by real-time monitoring and comparison of predicted power and battery allowable power, it is possible to accurately determine when the range extender needs to be activated. This ensures battery safety while improving the vehicle's power responsiveness and driving experience, demonstrating the importance of intelligent control in the design of range-extended electric vehicle systems. It also helps to balance energy supply and demand, achieving better energy efficiency and power performance.

[0106] Figure 3 This is a schematic diagram of a vehicle control system according to an embodiment of this application, such as... Figure 3 As shown, the vehicle's control system 30 includes a detector 31 and a controller 32.

[0107] Detector 31 is used to detect the current operating parameters of the vehicle during the vehicle's operation, wherein the current operating parameters are used to indicate the operating state of the vehicle at the current moment.

[0108] In this embodiment, during vehicle operation, detector 31 continuously collects the vehicle's current operating parameters. These parameters cover the vehicle's real-time status, such as driving speed, road gradient, steering angle, and acceleration, as well as key indicators such as battery health, temperature, and charge level. Detector 31 can be equipped with high-precision sensors and a data processing unit to ensure the reliability and real-time nature of the collected data, providing a solid foundation for subsequent power prediction.

[0109] Optionally, the detector 31 can continuously sense changes in the vehicle and its environment, which is a prerequisite for realizing intelligent control.

[0110] The controller 32 is used to determine the actual power and target power of the vehicle at the current moment based on the current operating parameters, wherein the actual power represents the power consumed by the vehicle during actual driving, and the target power represents the power consumed by the vehicle under stable driving conditions; based on the actual power and target power, it predicts the power required by the vehicle at a future moment to obtain the predicted power, wherein the future moment is a moment after the current moment; in response to the predicted power being greater than the discharge power threshold of the battery in the vehicle, it controls the auxiliary power generation device in the vehicle to start before the future moment, wherein the auxiliary power generation device after starting is used to supplement the output power of the battery by generating electricity.

[0111] In this embodiment, the controller 32 receives the current operating parameters transmitted by the detector 31. Based on these parameters, it calculates the vehicle's actual driving power P1 at the current moment and the target power P0 under ideal smooth driving conditions. The actual power reflects the real energy consumption of the driver's operation, while the target power is calculated based on the vehicle's dynamics model and road conditions. By comparing the actual power with the target power, the controller 32 can calculate the driving style coefficient and predict the driver's power demand P2 in the future. This prediction is based on past driving behavior and current operating parameters, striving for accuracy. If the predicted power P2 is greater than the battery discharge power threshold P3, the controller triggers the start command of the auxiliary power generation device (e.g., a range extender) to ensure a seamless transition when the vehicle needs additional power, avoiding power interruption or delay.

[0112] Optionally, the controller 32 not only processes and analyzes sensor data, but also executes complex algorithms to predict power demand and makes timely and correct control decisions based on the prediction results, thereby realizing intelligent pre-start control of the range extender.

[0113] According to an embodiment of this application, a vehicle control device is provided. It should be noted that the vehicle control device can be used to execute the above-described vehicle control method.

[0114] Figure 4 This is a schematic diagram of a vehicle control device according to an embodiment of this application, such as... Figure 4 As shown, the vehicle control device 40 may include: a detection unit 41, a determination unit 42, a prediction unit 43, and a control unit 44.

[0115] The detection unit 41 is used to detect the current operating parameters of the vehicle during the vehicle's operation, wherein the current operating parameters are used to indicate the operating state of the vehicle at the current moment.

[0116] The determining unit 42 is used to determine the actual power and target power of the vehicle at the current moment based on the current operating parameters. The actual power represents the power consumed by the vehicle during actual driving, and the target power represents the power consumed by the vehicle during stable driving.

[0117] The prediction unit 43 is used to predict the power required by the vehicle at a future time based on the actual power and the target power, and obtain the predicted power, wherein the future time is the time after the current time.

[0118] Control unit 44 is configured to control the activation of an auxiliary power generation device in the vehicle before a future time in response to a predicted power exceeding a discharge power threshold of the battery in the vehicle, wherein the activated auxiliary power generation device is used to supplement the output power of the battery by generating electricity.

[0119] Optionally, the prediction unit 43 includes: a first determining subunit, used to determine the driving coefficient of the vehicle based on the actual power and the target power, wherein the driving coefficient is used to represent the difference between the vehicle in actual driving and the vehicle in a smooth driving state; and a first prediction subunit, used to predict the power required by the vehicle in the future based on the driving coefficient and the target power, to obtain the predicted power.

[0120] Optionally, the first determining subunit includes: a first comparison subunit, used to compare the actual power and the target power to obtain a comparison result, wherein the comparison result is used to represent the difference between the actual power and the target power; and a second determining subunit, used to determine the driving coefficient based on the comparison result.

[0121] Optionally, the first comparison subunit includes: a second comparison subunit, used to compare the actual power of the vehicle at different times within the target time period and the target power at different times, to obtain multiple comparison results corresponding to different times; the second determination subunit includes: a third determination subunit, used to determine the average comparison result among the multiple comparison results corresponding to different times; and a fourth determination subunit, used to determine the average comparison result as the driving coefficient.

[0122] Optionally, the first prediction subunit includes: an adjustment subunit for adjusting the target power using a driving coefficient to obtain the adjusted target power; and a fifth determination subunit for determining the adjusted target power as the prediction power.

[0123] Optionally, the adjustment subunit includes: an operation subunit for performing a multiplication operation on the driving coefficient and the target power to obtain the target product; and a sixth determination subunit for determining the target product as the adjusted target power.

[0124] Optionally, the current operating parameters include the vehicle's driving speed and the gradient of the road where the vehicle is located. The first prediction subunit includes a seventh determination subunit, used to determine the target power required to enable the vehicle to maintain its driving speed at the current moment and on the gradient.

[0125] Optionally, the seventh determining subunit includes: a query subunit, used to query from the database the target power required to enable the vehicle to maintain its driving speed at the current moment and on the slope, wherein the database is used to store different driving speeds, different slopes, and the power required for the vehicle to maintain different driving speeds on different slopes, the power being determined based on the minimum power required by the vehicle at the corresponding slope and driving speed, the minimum power being used to keep the vehicle in a stable driving state.

[0126] Optionally, the discharge power threshold includes the maximum allowable discharge power of the battery, and the control device 40 of the vehicle may further include: a detection subunit for detecting battery attribute information, wherein the attribute information includes at least one of the following: health status, operating temperature and available capacity; and using the attribute information to determine the maximum allowable discharge power of the battery.

[0127] In the vehicle control device of this embodiment, the detection unit 41 detects the current operating parameters of the vehicle during driving, wherein the current operating parameters represent the operating state of the vehicle at the current moment; the determination unit 42 determines the actual power and target power of the vehicle at the current moment based on the current operating parameters, wherein the actual power represents the power consumed by the vehicle during actual driving, and the target power represents the power consumed by the vehicle in a stable driving state; the prediction unit 43 predicts the power required by the vehicle at a future moment based on the actual power and the target power, thereby obtaining the predicted power, wherein the future moment is a moment after the current moment; the control unit 44, in response to the predicted power being greater than the discharge power threshold of the battery in the vehicle, controls the auxiliary power generation device in the vehicle to start before the future moment, wherein the started auxiliary power generation device is used to supplement the output power of the battery by generating electricity, thereby achieving the technical effect of improving the power response speed when the vehicle needs to supplement the power output of the battery, and thus solving the technical problem of slow power response speed when the vehicle needs to supplement the power output of the battery.

[0128] 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.

[0129] 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.

[0130] 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.

[0131] 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.

[0132] 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.

[0133] 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.

[0134] 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.

[0135] 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.

[0136] 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.

[0137] 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 USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0138] 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 method for controlling a vehicle, characterized in that, include: During the vehicle's operation, the vehicle's current operating parameters are detected. These current operating parameters represent the vehicle's current operating state and include the vehicle's driving speed and the gradient of the road. Based on the current operating parameters, the actual power of the vehicle at the current moment is determined, and the target power required for the vehicle to maintain the driving speed at the current moment and on the slope is queried from the database. The actual power is used to represent the power consumed by the vehicle during actual driving. The database is used to store different driving speeds, different slopes, and the power required for the vehicle to maintain different driving speeds on different slopes. The target power is used to represent the power consumed by the vehicle when driving in a stable driving state. Based on the actual power and the target power, a driving coefficient for the vehicle is determined, which represents the difference between the vehicle during actual driving and the smooth driving state. Based on the driving coefficient and the target power, the power required by the vehicle at future times is predicted to obtain the predicted power. In response to the predicted power being greater than the discharge power threshold of the battery in the vehicle, the auxiliary power generation device in the vehicle is controlled to start before the future time, wherein the started auxiliary power generation device is used to supplement the output power of the battery by generating electricity.

2. The method according to claim 1, characterized in that, Determining the driving coefficient of the vehicle based on the actual power and the target power includes: The actual power and the target power are compared to obtain a comparison result, wherein the comparison result is used to represent the difference between the actual power and the target power; Based on the comparison results, the driving coefficient is determined.

3. The method according to claim 2, characterized in that, The comparison between the actual power and the target power to obtain the comparison result includes: The actual power of the vehicle at different times within the target time period and the target power at different times are compared to obtain multiple comparison results corresponding to the different times. Determining the driving coefficient based on the comparison results includes: Determine the average comparison result among the multiple comparison results corresponding to the different times; The average comparison result is determined as the driving coefficient.

4. The method according to claim 1, characterized in that, The step of predicting the power required by the vehicle at the future time based on the driving coefficient and the target power, to obtain the predicted power, includes: Using the driving coefficient, the target power is adjusted to obtain the adjusted target power; The adjusted target power is determined as the predicted power.

5. The method according to claim 4, characterized in that, The step of adjusting the target power using the driving coefficient to obtain the adjusted target power includes: Perform a multiplication operation on the driving coefficient and the target power to obtain the target product; The target product is determined as the adjusted target power.

6. The method according to claim 1, characterized in that, The power is determined based on the minimum power required by the vehicle at the corresponding slope and driving speed, and the minimum power is used to keep the vehicle in the smooth driving state.

7. The method according to any one of claims 1 to 6, characterized in that, The discharge power threshold includes the maximum allowable discharge power of the battery, and the method further includes: The battery's attribute information is detected, wherein the attribute information includes at least one of the following: health status, operating temperature, and available power. Using the attribute information, the maximum allowable discharge power of the battery is determined.

8. A vehicle control system, characterized in that, include: A detector is used to detect the current operating parameters of the vehicle during its operation. The current operating parameters represent the operating state of the vehicle at the current moment and include the vehicle's driving speed and the gradient of the road. The controller is configured to determine the actual power of the vehicle at the current moment based on the current operating parameters, and to query a database for the target power required to maintain the driving speed of the vehicle at the current moment and on the current slope. The actual power represents the power consumed by the vehicle during actual driving. The database stores the power required to maintain different driving speeds, different slopes, and different driving speeds at different slopes. The target power represents the power consumed by the vehicle during smooth driving. Based on the actual power and the target power, the controller determines the driving coefficient of the vehicle, which represents the difference between the actual driving and smooth driving conditions. Based on the driving coefficient and the target power, the controller predicts the power required by the vehicle at future moments to obtain a predicted power. In response to the predicted power being greater than the discharge power threshold of the battery in the vehicle, the controller controls the auxiliary power generation device in the vehicle to start before the future moment, wherein the started auxiliary power generation device is used to supplement the output power of the battery by generating electricity.

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