A method for optimizing power performance of a range-extending vehicle under high-cold working conditions

Abstract

The application discloses a power performance optimization method for a range-extender vehicle under high-cold working conditions, and comprises the following steps: obtaining the environment temperature in each power-on cycle; if the environment temperature in a single power-on cycle continuously falls below a specified temperature threshold, and the range extender is in a prohibited starting state, obtaining the actual discharge power of the battery pack in the corresponding running process of the whole vehicle; if the actual discharge power reaches a specified power value, adjusting the allowable discharge power of the battery pack to continuously decrease to a continuous discharge power value along with the real allowable discharge power of the battery pack during the continuous accelerator running of the whole vehicle, and controlling the driving motor according to the allowable discharge power until the whole vehicle is in a soft accelerator working condition, waiting for the real allowable discharge power of the battery pack to recover, and updating the allowable discharge power of the battery pack to the real allowable discharge power after recovery. The application can guarantee the economy and power performance of the vehicle, optimize the driving performance as much as possible, and enable the whole vehicle to still have a good use experience under the fuel-free and extremely low temperature working conditions.

Description

Technical Field

[0001] This invention relates to hybrid vehicle control technology, specifically to a method for optimizing the power performance of range-extended vehicles under cold-weather conditions. Background Technology

[0002] In range-extended hybrid vehicles, when both the battery pack's charging and discharging power are low, the vehicle control unit (HCU) requests the range extender to start generating electricity to ensure normal vehicle operation. After the range extender's power is used for driving the vehicle, if there is excess power, it charges the battery pack; conversely, if there is insufficient power, the battery pack discharges, and the range extender's power generation works together to meet the vehicle's power requirements. When the driver is driving at high power with the accelerator pedal depressed, the range extender generates high-power electricity to provide power to the drive motor to meet the driver's driving needs. In extremely cold conditions, because the battery management system (BMS) allows a lower discharge power than in normal temperatures, the actual discharge power of the battery during normal driving in such conditions can easily trigger the upper limit of the battery's allowable discharge power, and over-discharge of the battery is highly likely.

[0003] Although the range extender can start generating electricity to meet the driver's driving needs when driving at high throttle in cold conditions, considering that the range extender model can be used as a pure electric vehicle, if the user does not add fuel (or if the range extender malfunctions due to some kind of fault), the range extender cannot start to replenish the power, and the whole vehicle can only operate in pure electric mode.

[0004] In extremely low temperature conditions, the battery pack's allowable discharge power is lower. If there is a certain amount of fuel in the fuel tank and no faults prevent the range extender from starting, the vehicle will start more easily than when the battery pack is hot, and the HCU software does not need special handling for this condition. Existing technologies partially limit the battery's allowable discharge power under extremely cold conditions. The control strategy generally limits the battery's discharge power (by a percentage, typically 50%) after the extreme cold condition is triggered. This discharge power limitation can alleviate vehicle speed fluctuations under continuous high throttle conditions to some extent, but it cannot fundamentally solve the problem and may also cause other issues.

[0005] 1. When there is sufficient fuel and no restrictions on starting the range extender, limiting the power of the battery pack will make it easier for the range extender to start generating electricity, which is not good for the driver's economy and NVH.

[0006] 2. When fuel is insufficient, directly limiting the discharge power of the battery pack will result in poor power performance during pure electric driving and a limited maximum speed of the vehicle.

[0007] 3. When the actual power consumption of the battery pack exceeds a certain percentage of the battery's allowable continuous discharge power, the vehicle speed will still fluctuate after a long period of continuous high throttle. The amplitude of this speed fluctuation is smaller than that under the condition where the allowable discharge power of the battery pack is not limited, and the possibility of speed fluctuation is also lower. However, this condition may still occur and cannot be avoided.

[0008] 4. Because the vehicle's power is limited from the start and its maximum speed is not high, the battery pack's temperature rise rate is too slow. Furthermore, the battery pack's allowable discharge power cannot be released in time, leading to a vicious cycle that is detrimental to driving.

[0009] It is evident that the existing battery discharge power limiting control strategy does not take into account the actual vehicle operating conditions. It only optimizes the battery pack and suppresses vehicle speed fluctuations. After directly limiting the allowable discharge power of the battery pack to a certain value, firstly, the vehicle's power performance cannot be guaranteed; secondly, the battery's allowable discharge power is not fully released, resulting in the vehicle's maximum speed remaining low, which is not conducive to driving; and thirdly, the low maximum vehicle speed will further lead to a slow battery pack temperature rise rate under extremely low temperature conditions, preventing the battery pack's discharge power from being released in a timely manner. Summary of the Invention

[0010] The technical problem to be solved by the present invention is to provide a method for optimizing the power performance of range-extended vehicles under cold conditions, in order to solve the problems of vehicle drivability and power performance when the vehicle range extender is not activated under cold conditions, and to avoid speed fluctuations and poor power performance.

[0011] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is as follows:

[0012] A method for optimizing the power performance of range-extended electric vehicles under cold weather conditions, applied to the vehicle controller software of range-extended hybrid electric vehicles, includes the following steps:

[0013] Get the ambient temperature in each power-on cycle. If the ambient temperature in a single power-on cycle is consistently lower than the specified temperature threshold and the range extender is in a prohibited start state, get the actual discharge power of the battery pack during the corresponding driving process of the whole vehicle.

[0014] If the actual discharge power reaches the specified power value, during continuous throttle driving of the vehicle, the allowable discharge power of the battery pack is adjusted to decrease to the continuous discharge power value as the actual allowable discharge power of the battery pack decreases. The drive motor is controlled according to the allowable discharge power until the vehicle is in the throttle release condition, waiting for the actual allowable discharge power of the battery pack to recover and updating the allowable discharge power of the battery pack to the recovered actual allowable discharge power.

[0015] Furthermore, after obtaining the ambient temperature within each power-on cycle, the method further includes: determining whether the ambient temperature is reliable; if the ambient temperature is reliable, comparing the ambient temperature with the temperature threshold; if the ambient temperature is unreliable, obtaining the lowest temperature of the battery pack cells and comparing it with the temperature threshold; if the lowest temperature of the battery pack cells within a single power-on cycle is continuously lower than the specified temperature threshold, and the range extender is in a prohibited start state, obtaining the actual discharge power of the battery pack during the corresponding driving process of the entire vehicle.

[0016] Furthermore, when the range extender is in a prohibited start state, it is specifically because the fuel level is continuously below a specified value and cannot supply power to the range extender, or the range extender has a fault related to start-stop.

[0017] Furthermore, the ratio of the specified power value to the allowable discharge power is a specified coefficient value.

[0018] Furthermore, when adjusting the allowable discharge power of the battery pack during continuous throttle driving of the vehicle, as the actual allowable discharge power of the battery pack decreases to the continuous discharge power value, specifically, the allowable discharge power value is adjusted to gradually decrease over time during continuous throttle driving of the vehicle, and is less than or equal to the actual allowable discharge power value at the same moment, until the allowable discharge power value is the continuous discharge power value.

[0019] Furthermore, when controlling the drive motor according to the allowable discharge power, the torque of the drive motor is limited based on the magnitude of the allowable discharge power and the speed of the drive motor at each moment, so as to optimize the power performance of the whole vehicle and the fluctuation of the maximum vehicle speed.

[0020] Furthermore, after obtaining the ambient temperature within each power-on cycle, the method further includes: if the ambient temperature within a single power-on cycle does not continuously fall below a specified temperature threshold, or the range extender is not in a prohibited start state, obtaining the actual allowable discharge power of the battery pack in real time as the allowable discharge power of the battery pack, and controlling the drive motor according to the allowable discharge power.

[0021] Furthermore, after obtaining the actual discharge power of the battery pack during the corresponding driving process of the whole vehicle, the method further includes: if the actual discharge power is greater than a specified power value, obtaining the real allowable discharge power of the battery pack in real time as the allowable discharge power of the battery pack, and controlling the drive motor according to the allowable discharge power.

[0022] The present invention also proposes a power performance optimization system for range-extended vehicles under cold-weather conditions, comprising a processor and a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and the computer program is executed by the processor to implement the power performance optimization method for range-extended vehicles under cold-weather conditions.

[0023] The present invention also proposes a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the aforementioned method for optimizing the power performance of range-extended vehicles under cold-weather conditions.

[0024] Compared with the prior art, the advantages of the present invention are as follows:

[0025] Under the premise of extremely cold conditions and the range extender being prohibited from starting, this invention triggers a cyclical reduction logic of the battery pack's allowable discharge power during continuous throttle driving based on the actual discharge power. When the actual allowable discharge power decreases, the allowable discharge power value also decreases accordingly and will not increase after reaching the continuous discharge power value. The cyclical reduction of the allowable discharge power leads to a decrease in the available power of the drive motor, thereby limiting the maximum vehicle speed and optimizing power performance. When the driver releases the accelerator, the cyclical reduction logic of the allowable discharge power is deactivated. At this time, if the driver presses the accelerator again to obtain power, since the battery pack's allowable discharge power is the restored actual allowable discharge power, the allowable discharge power value follows the changes in the battery pack's actual allowable discharge power in real time, and the power performance can be restored to the level of static acceleration of the vehicle.

[0026] Based on the above logic, each time the driver presses the accelerator pedal and the actual battery discharge power reaches the specified power, a loop-based minimum discharge power calculation is triggered. Releasing the accelerator pedal restores the allowable discharge power to the limit. Therefore, under continuous acceleration, fluctuations in vehicle speed are avoided, and the vehicle's power performance is optimized as needed after releasing the accelerator. While ensuring fuel economy and power for users, driving performance is optimized as much as possible, allowing the vehicle to maintain a good user experience even in fuel-free and extremely low-temperature conditions, reducing user complaints. Attached Figure Description

[0027] Figure 1 This is a flowchart of a method according to an embodiment of the present invention. Detailed Implementation

[0028] The present invention will be further described below with reference to the accompanying drawings and specific preferred embodiments, but this does not limit the scope of protection of the present invention.

[0029] Before introducing specific embodiments of the present invention, relevant concepts or terms will be explained.

[0030] HCU: Vehicle Controller for Hybrid Electric Vehicles.

[0031] BMS: Battery Management System.

[0032] Battery allowable discharge power: The discharge power that the battery can output based on its own state.

[0033] Range-extended models: The engine only participates in generating electricity and does not participate in direct drive.

[0034] Range extender: Consists of an engine and a generator, used for generating electricity.

[0035] Example

[0036] To ensure the drivability and power performance of the vehicle under high-throttle, fuel-free conditions in extremely cold environments, this embodiment proposes a power performance optimization method for range-extended electric vehicles under such conditions. From the perspective of the entire vehicle system, this method optimizes the performance without causing other unexpected situations. This method is applied to the vehicle controller software of range-extended hybrid electric vehicles, such as... Figure 1 As shown, it includes the following steps:

[0037] S101) Obtain the ambient temperature in each power-on cycle. If the ambient temperature in a single power-on cycle is continuously lower than the specified temperature threshold and the range extender is in a prohibited start state, obtain the actual discharge power of the battery pack during the corresponding driving process of the vehicle. In this embodiment, the temperature threshold is set based on the boundary temperature value of the battery pack with a rechargeable power of 0 kW, which is tentatively set at 5°C and can be adjusted according to the actual situation.

[0038] S102) If the actual discharge power reaches the specified power value, the logic of cyclically reducing the allowable discharge power is triggered. Specifically, during the continuous throttle driving of the vehicle, the allowable discharge power of the battery pack is adjusted to decrease to the continuous discharge power value as the actual allowable discharge power of the battery pack decreases. The drive motor is controlled according to the allowable discharge power until the vehicle is in the throttle release condition. In this embodiment, the ratio of the specified power value to the allowable discharge power is a specified coefficient value.

[0039] (S103) After the vehicle is in the throttle release condition, wait for the actual allowable discharge power of the battery pack to recover and update the allowable discharge power of the battery pack to the recovered actual allowable discharge power.

[0040] Based on the above logic, each time the driver presses the accelerator pedal and the actual battery discharge power reaches a certain coefficient value of the allowable discharge power, a cyclical reduction logic for the allowable discharge power is triggered. Releasing the accelerator pedal restores the allowable discharge power limit. Therefore, during each continuous acceleration, the vehicle speed will decrease, but repeated speed fluctuations are avoided. Furthermore, by cyclically reducing the allowable charging power of the battery pack, the available power of the drive motor within the HCU software will not fluctuate continuously, thus preventing fluctuations in the vehicle's maximum speed. The vehicle's power performance can also be optimized appropriately when accelerating again after releasing the accelerator.

[0041] The following is a detailed explanation of the relevant content.

[0042] This embodiment identifies the high-altitude cold-weather operating conditions and the range extender's inability to start fault through step S101, specifically including:

[0043] S201) The vehicle control unit (HCU) identifies the high-altitude and cold-weather operating conditions based on the ambient temperature and determines whether the ambient temperature is reliable. In this embodiment, the reliability of the ambient temperature can be determined by comprehensively considering multiple dimensions such as sensor status, data rationality, environmental conditions, and comparison with historical data. For example:

[0044] If the temperature sensor that collects ambient temperature returns a fault code, or if the ambient temperature changes drastically in a short period of time, there may be signal interference or sensor aging, and therefore it is unreliable.

[0045] If the collected ambient temperature exceeds a reasonable physical range (e.g., temperature <-40°C or >80°C), or clearly violates common sense (e.g., displaying -10°C at noon in summer, or displaying 35°C at dawn in winter), it is deemed unreliable.

[0046] If the ambient temperature curves at multiple consecutive times consistently deviate from historical temperature curves, and the deviation is significant, the sensor may be drifting, and the environmental data may be unreliable.

[0047] S202) Obtain a reliable judgment result of the ambient temperature. If the ambient temperature is reliable, compare the ambient temperature with the temperature threshold. In this embodiment, the boundary temperature value of the battery pack's rechargeable power of 0 kW is taken as the most important temperature threshold for high-altitude and cold working conditions. Because if the temperature is below this boundary value, even if the range extender can start normally, it may not be able to charge the battery pack. Moreover, the battery's discharge power performance will also drop sharply if the temperature is below this value. Therefore, the power performance of the whole vehicle needs to be optimized under this working condition.

[0048] If the ambient temperature is unreliable, the lowest temperature of the battery pack cells is obtained and the same judgment logic is applied. Specifically, the lowest temperature of the battery pack cells is obtained and compared with the temperature threshold. If the lowest temperature of the battery pack cells in a single power-on cycle is continuously lower than the specified temperature threshold and the range extender is in a prohibited start state, the actual discharge power of the battery pack during the corresponding driving process of the whole vehicle is obtained.

[0049] (S203) A logical judgment is made on whether the range extender can be started. In this embodiment, the range extender is in a prohibited start state specifically when the fuel level is continuously below a specified value and cannot supply power to the range extender, or when the range extender has a start-stop related fault. Therefore, it is first determined whether the fuel level can supply power to the range extender. If the fuel level is continuously below a certain value for a certain period of time, the range extender is identified as being in a prohibited start state. Secondly, if the range extender has a start-stop related fault, the range extender is simultaneously identified as being prohibited from starting. By identifying the range extender's prohibited start fault in advance, the power optimization strategy logic can be triggered in advance.

[0050] like Figure 1 As shown, in step S101, after obtaining the ambient temperature in each power-on cycle, the method further includes: if the ambient temperature in a single power-on cycle does not continuously fall below the specified temperature threshold, or the range extender is not in a prohibited start state, then the HCU software does not need to impose any restrictions on the allowable discharge power of the battery pack. The allowable discharge power value inside the HCU software follows the changes in the actual allowable discharge power of the battery pack in real time. Specifically, the actual allowable discharge power of the battery pack is obtained in real time as the allowable discharge power of the battery pack, and the drive motor is controlled according to the allowable discharge power.

[0051] In this embodiment, the available discharge power within the HCU software directly determines the maximum vehicle speed and the overall vehicle performance. Specifically, it limits the torque of the drive motor based on the allowable discharge power and the drive motor speed at each moment to optimize the vehicle's power performance and minimize fluctuations in maximum speed. How to limit the drive motor torque based on the allowable discharge power and the drive motor speed is a method known to those skilled in the art and is not the focus of this solution; therefore, it will not be elaborated upon here.

[0052] In this embodiment, step S102, under the condition that both the high-altitude cold-weather operating condition and the range extender start-prohibition fault are met simultaneously, and after the actual discharge power of the battery pack reaches a certain coefficient value of the allowable discharge power during vehicle operation, triggers the cyclic minimum logic of the BMS allowable discharge power within the HCU software. Furthermore, when the actual discharge power of the battery pack exceeds a certain coefficient value of the allowable discharge power, the HCU software relaxes the restriction on the allowable discharge power. The allowable discharge power value follows the real-time changes in the battery pack's actual allowable discharge power. Specifically, the real-time allowable discharge power of the battery pack is acquired as the allowable discharge power of the battery pack, and the drive motor is controlled based on this allowable discharge power.

[0053] like Figure 1 As shown, during continuous throttle driving of the vehicle, the allowable discharge power of the battery pack is adjusted as the actual allowable discharge power of the battery pack decreases to the continuous discharge power value. Specifically, during continuous throttle driving of the vehicle, the value of the allowable discharge power is gradually reduced over time, and is less than or equal to the actual allowable discharge power value at the same moment, until the allowable discharge power value is the continuous discharge power value. The steps are as follows:

[0054] (S301) Adjust the allowable discharge power value according to the current moment. This can be done by detecting that the actual allowable discharge power of the BMS is continuously decreasing. If the actual allowable discharge power value at the current moment is greater than the continuous discharge power value, then the allowable discharge power value at the current moment is set to the actual allowable discharge power value at the current moment; otherwise, the allowable discharge power value at the current moment is set to the continuous discharge power value. Alternatively, a linear function that varies with time can be designed and substituted into the current moment value to obtain the allowable discharge power value at the current moment. The expression of the linear function is as follows:

[0055]

[0056] in, This represents the allowable discharge power at the current time t. This indicates the moment when both the high-altitude cold-weather operating conditions and the range extender start-prohibition fault are met simultaneously, and the actual discharge power of the battery pack reaches a certain coefficient value of the allowable discharge power during vehicle operation. Indicates time The value of the allowable discharge power, i.e., at time The actual allowable discharge power value, where 'a' is a coefficient. This represents the continuous discharge power value. By adjusting the value of the coefficient 'a', the allowable discharge power value can be gradually reduced over time and is less than or equal to the actual allowable discharge power value at the same moment.

[0057] S302) Determine the vehicle operating condition. If the vehicle operating condition is throttle driving condition, that is, if the throttle is not released at the next moment, then jump to step S301 to obtain the value of the allowable discharge power at the next moment, thereby realizing the allowable discharge power to be cyclically reduced.

[0058] Based on the above logic, since the battery pack of the vehicle has a relatively large allowable discharge power in the initial state, after the HCU software triggers the logic of cyclically reducing the allowable discharge power of the BMS, if the vehicle continues to drive at high throttle, the allowable discharge power of the BMS will gradually decrease to the continuous discharge power value over time. At this time, there will be a relatively obvious decrease in vehicle speed. However, since the HCU software has locked the continuous discharge power, there will only be one instance of vehicle speed decrease during the entire process, and there will be no continuous fluctuation in vehicle speed.

[0059] Due to the characteristics of the battery pack's allowable discharge power, if the actual discharge power of the battery pack is low, the actual allowable discharge power will gradually recover to the normal value. As the above logic applies, when the actual allowable discharge power of the battery pack decreases, the allowable discharge power value inside the HCU software will also decrease and decrease to the continuous discharge power value. Since the continuous discharge power value may cause the actual discharge power to be low, the actual allowable discharge power of the battery pack will gradually recover, while the allowable discharge power value is maintained at the continuous discharge power value and will not recover as the actual allowable discharge power of the battery pack recovers. In this way, the problem of continuous fluctuation in vehicle speed can be solved.

[0060] In step S103 of this embodiment, the vehicle is in a state of throttle release, meaning the driver releases the accelerator pedal, indicating a need to reduce vehicle speed. At this time, the actual discharge power (or discharge current) of the battery pack will decrease to 0, or even be negative (the motor is performing energy recovery). Due to the characteristics of the battery's allowable discharge power, the allowable discharge power of the battery pack will quickly recover to a normal level. Therefore, after the driver releases the accelerator pedal and the HCU recognizes that the vehicle is in a throttle release state, the HCU software will exit the logic of taking the smaller allowable discharge power of the battery pack and directly trust the actual allowable discharge power value of the battery pack. If the driver then presses the accelerator pedal again to obtain power, the power can be restored to the level of static acceleration of the vehicle because the battery's discharge power is sufficient.

[0061] Subsequently, when both the high-altitude cold working conditions and the range extender start-prohibition fault are met, the allowable discharge power value inside the HCU software follows the actual allowable discharge power of the battery pack in real time. When the actual discharge power of the battery pack reaches a certain coefficient value of the allowable discharge power, the cyclic decrementing logic of the allowable discharge power of the BMS inside the HCU software will be triggered through step S102, so that steps S101 to S103 are repeated sequentially.

[0062] Furthermore, this embodiment also proposes a power performance optimization system for range-extended vehicles under cold-weather conditions, including a processor and a computer-readable storage medium. The computer-readable storage medium stores a computer program, which is executed by the processor to implement the power performance optimization method for range-extended vehicles under cold-weather conditions described in this embodiment.

[0063] Furthermore, this embodiment also proposes a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the power optimization method for extended-range vehicles under cold-weather conditions described in this embodiment.

[0064] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-readable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code. This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create a machine for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to operate in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The functions specified in one or more boxes. These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable apparatus for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0065] The above description is merely a preferred embodiment of the present invention. The scope of protection of the present invention is not limited to the above embodiments. All technical solutions falling within the scope of the present invention's concept are within the scope of protection of the present invention. It should be noted that for those skilled in the art, any improvements and modifications made without departing from the principles of the present invention should also be considered within the scope of protection of the present invention.

Claims

1. A method for optimizing the power performance of range-extended electric vehicles under cold weather conditions, characterized in that, The method is applied to the vehicle controller software of a range-extended hybrid electric vehicle and includes the following steps: Get the ambient temperature in each power-on cycle. If the ambient temperature in a single power-on cycle is consistently lower than the specified temperature threshold and the range extender is in a prohibited start state, get the actual discharge power of the battery pack during the corresponding driving process of the whole vehicle. If the actual discharge power reaches the specified power value, during continuous throttle driving of the vehicle, the allowable discharge power of the battery pack is adjusted to decrease to the continuous discharge power value as the actual allowable discharge power of the battery pack decreases. The drive motor is controlled according to the allowable discharge power until the vehicle is in the throttle release condition. The actual allowable discharge power of the battery pack is restored and the allowable discharge power of the battery pack is updated to the restored actual allowable discharge power. When adjusting the allowable discharge power of the battery pack to decrease to the continuous discharge power value during continuous throttle driving of the vehicle, specifically, the value of the allowable discharge power is adjusted to gradually decrease over time during continuous throttle driving of the vehicle, and is less than or equal to the value of the actual allowable discharge power at the same moment, until the value of the allowable discharge power is the continuous discharge power value. If the actual discharge power is greater than the specified power value, the real allowable discharge power of the battery pack is obtained in real time as the allowable discharge power of the battery pack, and the drive motor is controlled according to the allowable discharge power.

2. The method for optimizing the power performance of range-extended vehicles under cold weather conditions according to claim 1, characterized in that, After obtaining the ambient temperature within each power-on cycle, the method further includes: determining whether the ambient temperature is reliable; if the ambient temperature is reliable, comparing the ambient temperature with the temperature threshold; if the ambient temperature is unreliable, obtaining the lowest temperature of the battery pack cells and comparing it with the temperature threshold; if the lowest temperature of the battery pack cells within a single power-on cycle is continuously lower than the specified temperature threshold and the range extender is in a prohibited start state, obtaining the actual discharge power of the battery pack during the corresponding driving process of the vehicle.

3. The method for optimizing the power performance of range-extended vehicles under cold weather conditions according to claim 1, characterized in that, When the range extender is in a prohibited start state, it is specifically because the fuel level is continuously below a specified value and cannot supply power to the range extender, or the range extender has a fault related to start-stop.

4. The method for optimizing the power performance of range-extended vehicles under cold weather conditions according to claim 1, characterized in that, The ratio of the specified power value to the allowable discharge power is a specified coefficient value.

5. The method for optimizing the power performance of range-extended vehicles under cold weather conditions according to claim 1, characterized in that, When controlling the drive motor according to the allowable discharge power, the torque of the drive motor is limited based on the magnitude of the allowable discharge power and the speed of the drive motor at each moment, so as to optimize the power performance of the whole vehicle and the fluctuation of the maximum speed.

6. The method for optimizing the power performance of range-extended vehicles under cold weather conditions according to claim 1, characterized in that, After obtaining the ambient temperature within each power-on cycle, the method further includes: if the ambient temperature within a single power-on cycle does not continuously fall below a specified temperature threshold, or the range extender is not in a prohibited start state, obtaining the actual allowable discharge power of the battery pack in real time as the allowable discharge power of the battery pack, and controlling the drive motor according to the allowable discharge power.

7. A power performance optimization system for range-extended electric vehicles under extreme cold conditions, characterized in that, The device includes a processor and a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, which is executed by the processor to implement the power optimization method for range-extended vehicle models under cold-weather conditions as described in any one of claims 1 to 6.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, which, when executed by a processor, implements the power optimization method for range-extended vehicle models under high-altitude and cold-weather conditions as described in any one of claims 1 to 6.

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