Power control methods, devices, vehicles and equipment

Abstract

This application provides a power control method, apparatus, vehicle, and equipment, relating to the field of automotive technology. It addresses the problem of overcharging of the battery caused by excessive power generation in the range extender due to the power difference of the positive temperature coefficient heater under extreme conditions such as extremely low temperatures in range-extended vehicles, while balancing acoustic and vibration comfort with overall vehicle operating condition adaptability. This ensures battery safety and overall vehicle operational reliability. The method includes: acquiring vehicle operating condition information, including the vehicle's operating environment, battery status, and energy supply and demand; and adjusting the duty cycle control frequency of the vehicle's PTC to a first duty cycle control frequency based on the vehicle operating condition information and the noise and vibration comfort index (NVH).

Description

Technical Field

[0001] This application relates to the field of automotive technology, and in particular to power control methods, devices, vehicles and equipment. Background Technology

[0002] With the acceleration of vehicle electrification, range-extended electric vehicles have become mainstream models due to their combination of pure-line compliance and the convenience of range extension and refueling. However, under extreme conditions such as extremely low temperatures, the battery's charging and discharging capacity drops sharply. When users turn on the air conditioning for heating, they need to rely on the range extender to generate electricity to power the positive temperature coefficient heater. However, the duty cycle control power of the positive temperature coefficient heater (PTC) is prone to deviation. If the actual power consumed is less than the estimated power it sends to the vehicle controller, it will lead to excessive power generation by the range extender. The excess power will charge the battery, causing overcharging and vehicle malfunctions.

[0003] In existing technologies, one approach only controls the start and stop of the thermal management components without optimizing the positive temperature coefficient power difference; another approach directly adjusts the PTC power by adjusting the duty cycle to a fixed value, without considering dynamic parameter tuning based on the vehicle's operating conditions, and without balancing acoustic and vibration comfort with power accuracy. Furthermore, the traditional approach uses a fixed duty cycle frequency, which can amplify deviations under extreme conditions due to excessively low frequencies, and cause acoustic and vibration comfort issues under normal conditions due to excessively high frequencies, still making it difficult to avoid the risk of overcharging. Summary of the Invention

[0004] This application provides a power control method, device, vehicle, and equipment that can solve the problem of excessive power generation by the range extender and subsequent battery overcharging caused by the power difference of the positive temperature coefficient heater under extreme conditions such as extremely low temperatures in range-extended vehicles, while taking into account both sound and vibration comfort and vehicle operating conditions. This ensures battery safety and vehicle operational reliability.

[0005] To achieve the above objectives, this application adopts the following technical solution:

[0006] In a first aspect, this application provides a power control method, the method comprising:

[0007] The vehicle's operating condition information is obtained, including the vehicle's operating environment, battery status, and energy supply and demand. Based on the vehicle's operating condition information and the noise and vibration comfort index (NVH), the duty cycle control frequency of the vehicle's PTC is adjusted to a first duty cycle control frequency. The first power difference between the estimated power and the actual power of the PTC at the first duty cycle control frequency is less than or equal to a first threshold. The estimated power is used to describe the theoretical power of the PTC at the first duty cycle control frequency. The first threshold refers to the maximum allowable estimation deviation of the PTC set to avoid overcharging caused by excessive power generation from the range extender.

[0008] Based on the above technical means, by dynamically matching the vehicle operating conditions with the PTC duty cycle control frequency, the power difference is controlled within the first threshold, avoiding excessive power generation of the range extender due to the large deviation between the actual power consumption of the PTC and the estimated value, thus reducing the risk of battery overcharging from the perspective of energy balance.

[0009] One possible approach is to adjust the duty cycle control frequency of the vehicle's PTC to a first duty cycle control frequency based on vehicle operating condition information. Specifically, this can be achieved by: determining an operating condition flag based on the vehicle operating condition information; searching the flag-duty cycle control frequency mapping table to obtain the second duty cycle control frequency corresponding to the operating condition flag; and adjusting the vehicle's PTC duty cycle control frequency to the first duty cycle control frequency based on the second duty cycle control frequency and the noise and vibration comfort experience index (NVH).

[0010] Based on the above technical means, by transforming complex combinations of operating parameters into simplified operating flag bits, the PTC frequency adjustment logic becomes simpler, reducing the computational load on the vehicle controller and improving the real-time performance of frequency adjustment.

[0011] Another possible approach is to determine the operating condition flag based on vehicle operating condition information. Specifically, this can be achieved by searching the operating condition parameter-flag mapping table based on the operating condition information to obtain the operating condition flag corresponding to the vehicle operating condition information.

[0012] Based on the above technical means, by pre-stored calibrated working condition parameter-flag bit mapping table, the working condition flag bit can be quickly queried, avoiding the delay caused by real-time calculation, ensuring the timeliness of working condition judgment and frequency adjustment, and is especially suitable for the rapid response needs of vehicles in dynamic driving.

[0013] Another possible implementation method includes the following operating environment: vehicle ambient temperature; battery status: battery charge; and energy supply and demand: battery charging and discharging power.

[0014] Based on the above technical means, by collecting the core parameters that affect the risk of battery overcharging, the ambient temperature affects the PTC power consumption requirement, and the battery capacity and charging / discharging power reflect the battery's energy buffering capacity, a precise data basis is provided for judging the operating conditions, ensuring the targeted nature of subsequent frequency adjustments.

[0015] Another possible implementation method is to include: extreme operating condition flags and normal operating condition flags.

[0016] Based on the above technical means, by dividing the vehicle's operating conditions into extreme and normal categories, a differentiated PTC frequency control strategy is achieved. Under extreme conditions, power accuracy is prioritized, while under normal conditions, comfort is taken into account, avoiding the risk of overcharging or the deterioration of noise, vibration and harmonic (NVH) performance caused by a one-size-fits-all control approach.

[0017] Another possible approach is to adjust the duty cycle control frequency of the vehicle's PTC to the first duty cycle control frequency, based on the second duty cycle control frequency and the noise and vibration comfort index (NVH). Specifically, this can be achieved by adjusting the duty cycle control frequency of the vehicle's PTC to the second duty cycle control frequency, calculating the second power difference between the estimated power and the actual power of the PTC when the PTC's duty cycle control frequency is the second duty cycle control frequency, and correcting the second duty cycle control frequency based on the second power difference and NVH to obtain the first duty cycle control frequency.

[0018] Based on the above technical means, by introducing NVH indicators as constraints for frequency adjustment, we can break through the traditional single control objective of focusing only on power accuracy, reduce the risk of overcharging, ensure driving comfort, and improve the overall performance of the vehicle.

[0019] Another possible implementation is to modify the second duty cycle control frequency based on the second power difference and NVH to obtain the first duty cycle control frequency. Specifically, this can be achieved by determining the second duty cycle control frequency as the first duty cycle control frequency when the second power difference is less than or equal to the second threshold and the NVH is less than or equal to the third threshold.

[0020] Based on the above technical means, by maintaining the current duty cycle control frequency while ensuring that the power difference and NVH meet the standards, it is possible to ensure the accuracy of PTC power control to avoid the risk of overcharging, maintain good driving comfort, reduce unnecessary frequency adjustment, reduce system energy consumption and response delay, and improve overall control stability and efficiency.

[0021] Another possible implementation is to modify the second duty cycle control frequency based on the second power difference and NVH to obtain the first duty cycle control frequency. Specifically, this can be achieved by modifying the second duty cycle control frequency when the second power difference is greater than the second threshold and / or the NVH is greater than the third threshold, until the second power difference is less than or equal to the second threshold and the NVH is less than or equal to the third threshold, where the second threshold is less than the first threshold. The modified second duty cycle control frequency is then determined as the first duty cycle control frequency.

[0022] Based on the above technical means, the second power difference is controlled by the second threshold and the NVH is controlled by the third threshold. This can not only accurately reduce the power difference to avoid the risk of overcharging, but also ensure driving comfort, achieve a balance between power control accuracy and sound and vibration experience, and improve the reliability and adaptability of the system.

[0023] Another possible way to achieve NVH is to include at least one of the following: in-vehicle noise decibel value, vehicle body vibration acceleration, steering wheel vibration frequency, seat vibration amplitude, and component resonance frequency during PTC operation.

[0024] Based on the aforementioned technical means, by covering multiple NVH indicators, the impact of PTC frequency adjustment on the driving experience is comprehensively evaluated, avoiding comfort problems caused by incomplete monitoring of a single indicator, and ensuring the integrity of the frequency optimization scheme.

[0025] Secondly, a power control device is provided, comprising: an acquisition module for acquiring vehicle operating condition information, including the vehicle's operating environment, battery status, and energy supply and demand; and an adjustment module for adjusting the duty cycle control frequency of the vehicle's PTC to a first duty cycle control frequency based on the vehicle operating condition information and the noise and vibration comfort index (NVH). The first power difference between the estimated power and the actual power of the PTC at the first duty cycle control frequency is less than or equal to a first threshold. The estimated power is used to describe the theoretical power of the PTC at the first duty cycle control frequency. The first threshold refers to the maximum allowable estimation deviation of the PTC set to avoid overcharging caused by excessive power generation from the range extender.

[0026] The acquisition module is also used to acquire the vehicle's ambient temperature, battery charge, and battery charging / discharging power.

[0027] The acquisition module is also used to acquire the vehicle's noise and vibration comfort experience index (NVH).

[0028] The adjustment module is also used to determine the operating condition flag based on the vehicle operating condition information, search the flag-duty cycle control frequency mapping table based on the operating condition flag, obtain the second duty cycle control frequency corresponding to the operating condition flag, and adjust the duty cycle control frequency of the vehicle's PTC to the first duty cycle control frequency based on the second duty cycle control frequency and the noise and vibration comfort experience index NVH.

[0029] Adjustment module: Adjust the duty cycle control frequency of the vehicle's PTC to the second duty cycle control frequency. When the PTC duty cycle control frequency is the second duty cycle control frequency, calculate the second power difference between the estimated power and the actual power of the PTC. Based on the second power difference and NVH, correct the second duty cycle control frequency to obtain the first duty cycle control frequency.

[0030] The adjustment module is also used to determine the second duty cycle control frequency as the first duty cycle control frequency when the second power difference is less than or equal to the second threshold and the NVH is less than or equal to the third threshold.

[0031] The adjustment module is also used to correct the second duty cycle control frequency when the second power difference is greater than the second threshold and / or the NVH is greater than the third threshold, until the second power difference is less than or equal to the second threshold and the NVH is less than or equal to the third threshold, wherein the second threshold is less than the first threshold, and the finally corrected second duty cycle control frequency is determined as the first duty cycle control frequency.

[0032] Thirdly, a vehicle is provided, which is equipped with the device as described in the second aspect.

[0033] Fourthly, an electronic device is provided, comprising: a processor and a memory, wherein the memory stores at least one computer program, and the at least one computer program is loaded and executed by the processor to implement the power control method of the first aspect described above.

[0034] The solutions provided in the second to fourth aspects above are used to implement the method provided in the first aspect above, and their specific implementations will not be described in detail here. The technical effects corresponding to any implementation method of the solutions provided in the second to fourth aspects above can be found in the technical effects corresponding to any implementation method in the first aspect above, and will not be described in detail here.

[0035] It should be noted that any of the possible implementations of any of the above aspects can be combined, provided that the solutions do not contradict each other. Attached Figure Description

[0036] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0037] Figure 1 This is a schematic diagram of the structure of a power control system provided in an embodiment of this application;

[0038] Figure 2 A schematic flowchart of a power control method provided in an embodiment of this application;

[0039] Figure 3 A schematic flowchart of another power control method provided in an embodiment of this application;

[0040] Figure 4A schematic diagram of a power control calibration process provided in an embodiment of this application;

[0041] Figure 5 This is a schematic diagram of the structure of a power control device provided in an embodiment of this application;

[0042] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0043] In the embodiments of this application, in order to clearly describe the technical solutions of the embodiments of this application, the terms "first" and "second" are used to distinguish identical or similar items with essentially the same function and effect. Those skilled in the art will understand that the terms "first" and "second" do not limit the quantity or execution order, and the terms "first" and "second" are not necessarily different. The technical features described by "first" and "second" have no sequential or size order.

[0044] In the embodiments of this application, the words "exemplarily" or "for example" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplarily" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design solutions. Specifically, the use of the words "exemplarily" or "for example" is intended to present the relevant concepts in a specific manner to facilitate understanding.

[0045] In the embodiments of this application, at least one can also be described as one or more, and multiple can be two, three, four or more, and this application does not impose any restrictions.

[0046] Furthermore, the network architecture and scenarios described in the embodiments of this application are for the purpose of more clearly illustrating the technical solutions of the embodiments of this application, and do not constitute a limitation on the technical solutions provided in the embodiments of this application. As those skilled in the art will know, with the evolution of network architecture and the emergence of new business scenarios, the technical solutions provided in the embodiments of this application are also applicable to similar technical problems.

[0047] To facilitate understanding, the terms used in the embodiments of this application will be explained first.

[0048] Extended-Range Electric Vehicle (EREV): A type of new energy vehicle whose core feature is that the range extender only generates electricity and does not directly drive the wheels. The power system consists of the range extender, battery pack, drive motor, and electronic control system. The vehicle relies primarily on battery power to drive the motor. When the battery power is insufficient, the range extender starts generating electricity to ensure range and maintain the pure electric driving experience.

[0049] Positive temperature coefficient heater: This is an intelligent electric heating element that utilizes the properties of special materials. The core principle is that the material has low resistance at low temperatures, and can quickly output high power for heating after being energized. When the temperature rises to a critical point, the resistance increases sharply, causing the power to drop sharply, thus achieving self-limiting temperature and avoiding the risk of overheating at the source. In range-extended electric vehicles, its functions include: providing heating for the vehicle interior in winter to ensure driving comfort, and heating and insulating the power battery to maintain its charging and discharging performance at low temperatures. Its power needs to be dynamically controlled by the vehicle controller through adjusting the duty cycle and frequency, matching the power generation of the range extender with the energy supply and demand of the battery to avoid overcharging, while also taking into account comfort indicators such as noise and vibration.

[0050] Noise, Vibration and Harshness (NVH) is a core indicator for measuring vehicle ride comfort. It covers in-vehicle noise, body and component vibration, and directly affects the user's riding experience.

[0051] Duty cycle frequency: refers to the number of unit time cycles of duty cycle adjustment of PTC heater; it determines the response speed and accuracy of PTC power control. The higher the frequency, the more frequent the power adjustment, and the smaller the difference between the actual power and the estimated power, but it may cause high-frequency switching noise / vibration of components. The lower the frequency, the slower the adjustment response, and the more easily the power difference is amplified. This solution balances power accuracy and NVH performance by dynamically adjusting this frequency.

[0052] Vehicle Control Unit (VCU): The core decision-making and coordination unit of the vehicle electronic control system. It is responsible for receiving and processing real-time data from various sensors and subsystems, such as ambient temperature sensors, battery management systems, range extender controllers, PTC controllers, etc., and generating control commands based on preset control strategies.

[0053] The Battery Management System (BMS) is the core subsystem for monitoring and managing the vehicle's power battery pack. Its main functions include: real-time acquisition of battery pack status parameters such as voltage, current, and temperature; accurate estimation of remaining battery capacity, health status, and charge / discharge capacity; execution of battery protection logic to prevent abnormal states such as overcharging, over-discharging, and over-temperature; equalization of voltage differences among individual cells within the battery pack to extend battery life; and communication between the BMS and the vehicle controller via a bus to upload battery status data in real time, providing crucial information for the VCU to assess vehicle operating conditions, formulate PTC duty cycle control strategies, and avoid overcharging risks.

[0054] With the acceleration of automotive electrification, the popularity of new energy vehicles continues to increase. Among them, range-extended electric vehicles (REEVs) have become one of the mainstream models because they combine the smoothness of pure electric drive with the convenience of range extender charging, effectively alleviating users' range anxiety. However, under extreme conditions such as extremely low temperatures, the charging and discharging capacity of REEV batteries is significantly reduced due to low-temperature characteristics. In such cases, when users turn on the air conditioning for heating, the battery cannot provide enough power, and the range extender must generate electricity to power the PTC (Power Transmission Control Unit). The vehicle controller estimates the required power based on the PTC's duty cycle command and controls the range extender to output the corresponding amount of electricity. In actual operation, there may be a deviation between the actual power consumption of the PTC and the estimated power: the PTC's resistance characteristics are affected by factors such as temperature and voltage fluctuations, resulting in a discrepancy between the actual power consumption and the theoretical estimate; if a fixed duty cycle control frequency is used, the frequency may be too low under extreme conditions, leading to a lag in power regulation response and further amplifying the deviation. When the deviation manifests as the actual power consumption being less than the estimated power, the range extender will generate more electricity than the actual consumption needs of the vehicle based on the estimated power. At this time, the battery is already in a state of extremely weak charging and discharging capacity due to its low-temperature characteristics, and cannot digest the excess electricity. The excess electricity will be forcibly charged into the battery, eventually leading to the risk of overcharging, or even causing battery failure or abnormalities in the entire vehicle system.

[0055] Existing technologies primarily focus on start-stop control of thermal management components, without addressing the optimization of the power difference in positive temperature coefficient (PTC) heaters, or relying solely on the power control of a single PTC heater. They depend on a closed-loop power difference mechanism without dynamically adjusting control parameters based on overall vehicle operating conditions, and fail to consider the balance between acoustic and vibration comfort and power control accuracy. Under extreme conditions, they still suffer from poor power difference control and the inability to completely avoid overcharging risks. Furthermore, traditional solutions often employ fixed PTC duty cycle frequencies, which cannot adapt to the power control requirements of different operating conditions. In extreme conditions, excessively low frequencies can amplify the power difference, while in normal conditions, excessively high frequencies may cause NVH (noise, vibration, and harshness) problems. Based on this, this application provides a power control method, device, vehicle, and equipment. It acquires vehicle operating condition information, which describes the vehicle's operating environment, battery status, and energy supply and demand. Based on this information, the duty cycle control frequency of the vehicle's positive temperature coefficient heater (PTC) is adjusted to a first duty cycle control frequency. The absolute value of the power difference between the actual power and the estimated power of the PTC at the first duty cycle control frequency is less than or equal to a first threshold. By dynamically matching the vehicle's real-time operating conditions with the PTC duty cycle control frequency, the power difference is strictly constrained within a safe range, avoiding excessive power generation by the range extender due to a large deviation between the actual PTC power consumption and the system's estimated value. This balances the vehicle's energy supply and demand, fundamentally reducing the risk of overcharging caused by forced power influx into the battery. Simultaneously, it lays the foundation for subsequent refined optimization based on NVH indicators, achieving a synergistic improvement in safety and comfort.

[0056] The solutions provided by the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0057] The solution provided in this application can be applied to, for example... Figure 1 The schematic diagram of a power control system provided in this application embodiment shown includes: a vehicle controller 101, a PTC controller 102, and a PTC heater 103.

[0058] Specifically, the vehicle controller 101 is responsible for judging the operating conditions and issuing commands, the PTC controller 102 is responsible for power execution and data acquisition, and the PTC heater 103, as a core electrical component, directly affects the matching degree between the range extender's power generation and the vehicle's power consumption due to its power control accuracy.

[0059] For example, when the vehicle is in an extremely low temperature environment of -25°C, the battery has 20% remaining charge and the charging and discharging power is 8kW, the system enters the extreme operating condition mode. The vehicle controller 101 will set the target value of the PTC duty cycle control frequency to 50Hz, and reduce the power difference through high-frequency adjustment to avoid excessive power generation by the range extender.

[0060] Among them, the vehicle controller 101, as the core control unit of the system, is connected to the ambient temperature sensor, the battery management system and the range extender controller to obtain vehicle operating condition information and determine the target value of the PTC duty cycle control frequency based on the operating condition information.

[0061] The PTC controller 102 communicates bidirectionally with the vehicle controller 101 and the PTC heater 103. On the one hand, it receives the duty cycle control frequency command sent by the vehicle controller 101 to control the power output of the PTC heater 103. On the other hand, it collects the actual power data of the PTC heater 103 and feeds it back to the vehicle controller 101 to form a power closed-loop control.

[0062] Optionally, the system may also include an NVH monitoring module, which is connected to the vehicle controller 101 to collect NVH index data such as in-vehicle noise decibels and vehicle body vibration acceleration, and transmit them to the vehicle controller 101. This allows the vehicle controller 101 to balance power accuracy and NVH performance when adjusting the duty cycle control frequency, thereby achieving coordinated control to reduce overcharging risk and ensure driving comfort.

[0063] As the core heating component in extremely low temperature environments of vehicles, the PTC heater 103 integrates a voltage and current sampling unit, which can collect working voltage and current data in real time and transmit them to the PTC controller 102 to provide basic data for power estimation calculation. At the same time, its power output characteristics are directly affected by the duty cycle control frequency. Under high frequency control, the power output is more stable and the power difference is smaller, making it a key component in this solution to reduce the risk of overcharging.

[0064] like Figure 2 As shown in the embodiments of this application, a power control method may include:

[0065] S201: Obtain vehicle operating condition information.

[0066] The vehicle operating condition information includes: the vehicle's operating environment, battery status, and energy supply and demand.

[0067] In some embodiments, the ambient temperature of the vehicle, the battery charge level, and the battery charging and discharging power are acquired, and vehicle operating condition information is determined based on the ambient temperature, battery charge level, and battery charging and discharging power.

[0068] The vehicle's ambient temperature includes the real-time ambient temperature outside the vehicle, which is usually collected by an external temperature sensor. It directly affects battery activity and the power requirements of the PTC heater.

[0069] Battery State of Charge (SOC) refers to the percentage of the battery's current remaining charge relative to its total capacity, reflecting the battery's energy storage capacity. It ranges from 0% to 100%. At low SOC, the battery has less buffer space to accept charging, and the risk of overcharging is relatively high.

[0070] Battery charging and discharging power refers to the energy exchange rate between the battery and the vehicle system, and its unit is kW. Positive values ​​indicate battery discharge, and negative values ​​indicate battery charging. The absolute value reflects the current energy throughput capacity of the battery.

[0071] S202: Based on vehicle operating condition information and noise and vibration comfort experience index (NVH), adjust the duty cycle control frequency of the vehicle's PTC to the first duty cycle control frequency.

[0072] Among them, the first power difference between the estimated power and the actual power of the PTC under the first duty cycle control frequency is less than or equal to the first threshold. The estimated power is used to describe the theoretical power of the PTC under the first duty cycle control frequency.

[0073] The first threshold refers to the maximum allowable estimation deviation of PTC set to avoid overcharging caused by excessive power generation from the range extender. When the power difference is within this range, the matching degree between the power generation of the range extender and the power consumed by the vehicle can meet the safety requirements and will not cause excess power to be forcibly charged into the battery.

[0074] Actual power refers to the actual electrical power consumed by the PTC heater under the current operating conditions. It is calculated in real time by the PTC controller by collecting its operating voltage and current: Actual power = Operating voltage × Operating current.

[0075] Estimated power refers to the theoretical power value estimated by the vehicle controller based on the duty cycle control frequency command of the PTC and the duty cycle-power mapping relationship.

[0076] Specifically, the power difference between the actual power and the estimated power is calculated based on the formula:

[0077]

[0078] The theoretical power value refers to the ideal power output level that the PTC should achieve under the current first duty cycle control frequency, based on the duty cycle-power mapping relationship verified by bench tests and real vehicle road tests. Its value is directly related to the duty cycle control frequency. High frequency corresponds to high-precision ideal power, and low frequency corresponds to ideal power that takes comfort into account. It is mainly used to form a comparison benchmark with the actual power. By judging whether the difference between the two meets the first threshold, it is ensured that the PTC power consumption is accurately matched with the energy demand of the whole vehicle.

[0079] Among them, the Noise and Vibration Harshness (NVH) index refers to the quantitative index of driving and riding comfort composed of noise, vibration, and acoustic roughness during vehicle operation. Noise refers to various acoustic interferences in the vehicle, such as electromagnetic noise generated by PTC operation and sound radiated by component vibration; vibration refers to the mechanical vibration of components such as body, steering wheel, and seats; and acoustic roughness is a comprehensive description of the subjective discomfort caused by noise and vibration.

[0080] NVH directly reflects the comfort performance of a vehicle. The current changes of the PTC and the vibration characteristics of components are different at different frequencies, which may cause differences in noise decibels, vibration intensity and resonance state. The NVH monitoring module can collect NVH data of various dimensions in real time through sensors deployed at key locations in the vehicle. After filtering, noise reduction and other preprocessing of the collected raw data, it is transmitted to the vehicle controller.

[0081] Optionally, NVH includes at least one of the following: in-vehicle noise decibel value, vehicle body vibration acceleration, steering wheel vibration frequency, seat vibration amplitude, and component resonance frequency during PTC operation.

[0082] The decibel level of in-vehicle noise is collected by noise sensors installed in areas such as the head of the driver's seat and above the rear seats, reflecting the acoustic comfort environment inside the vehicle.

[0083] Vehicle body vibration acceleration is collected by acceleration sensors attached to key load-bearing nodes such as the longitudinal beams and sills of the vehicle body frame to capture the overall vibration intensity of the vehicle body.

[0084] The vibration frequency of the steering wheel is collected by a vibration sensor integrated into the steering wheel frame, which is related to the comfort of the driving operation; the vibration amplitude of the seat is collected by a displacement sensor installed under the seat rail or seat cushion, which directly affects the passenger's riding experience.

[0085] The resonant frequency of components during PTC operation is determined by collecting the operating current fluctuation signal of the PTC controller or by collecting the vibration of the PTC housing through a proximity vibration sensor to determine whether there is resonant noise caused by frequency mismatch.

[0086] In some embodiments, the operating condition flag is obtained by searching the operating condition parameter-flag mapping table based on the operating condition information.

[0087] The operating condition flags include: extreme operating condition flags and normal operating condition flags.

[0088] The extreme operating condition flag refers to a combination of ambient temperature less than or equal to the extreme temperature threshold, battery SOC less than or equal to the extreme charge threshold, and battery charging and discharging power less than or equal to the extreme power threshold. Under this condition, the battery charging and discharging capacity is weak, the PTC power difference is easily amplified, and the risk of overcharging due to excessive power generation by the range extender is significantly increased.

[0089] Optionally, extreme operating conditions may include: an ambient temperature less than or equal to -20°C, a battery charge less than or equal to 20%, and an absolute value of battery charging and discharging power less than or equal to 8kW; or an ambient temperature less than or equal to -15°C, a battery SOC less than or equal to 15%, and an absolute value of battery charging and discharging power less than or equal to 5kW. In these scenarios, battery activity is extremely low, PTC power demand is high and deviation is easily amplified, and there is no effective energy buffer path after the range extender generates excess power, significantly increasing the risk of overcharging.

[0090] Among them, the extreme power threshold refers to the critical value used to divide the low power risk range of the battery. When the remaining power of the battery is lower than this threshold, the battery's charging acceptance ability drops significantly and its own power buffer space is insufficient. If the power generation of the range extender exceeds the power consumed by the whole vehicle, the excess power is likely to trigger the battery overcharge protection. It is the core power parameter for judging extreme working conditions.

[0091] Extreme power threshold refers to the critical value that characterizes the lower limit of the battery's charge and discharge capacity. When the absolute value of the battery's charge and discharge power is lower than this threshold, it indicates that the battery's current energy throughput capacity is weak. For example, the battery activity is low at extremely low temperatures and it cannot discharge quickly to consume electrical energy. The excess electricity generated by the range extender is difficult to balance through battery charge and discharge, which easily leads to the forced storage of electricity in the battery. It is the core power parameter for judging extreme operating conditions.

[0092] The normal operating condition flag refers to other states that do not meet the extreme operating condition flag, that is, at least one parameter is higher than the corresponding extreme threshold. At this time, the battery buffer capacity or the vehicle energy consumption capacity is strong, the overcharge risk is low, and there is no need to adjust the PTC duty cycle frequency at high frequency.

[0093] Optionally, normal operating conditions may include at least one of the following: ambient temperature greater than -20℃, battery charge greater than 20%, and absolute value of battery charging / discharging power greater than 8kW; for example, an ambient temperature of 10℃ is considered normal operating condition regardless of battery charge and charging / discharging power; or a battery charge of 30% is considered normal operating condition even at a low ambient temperature because the battery has sufficient buffering capacity, and the risk of overcharging is controllable in this case.

[0094] The operating condition parameter-flag mapping table refers to a preset data table pre-stored in the vehicle controller that directly associates the combination of parameters such as ambient temperature range, battery SOC range, and battery charge / discharge power range with operating condition flags.

[0095] For example, the operating condition parameter-flag mapping table structure is usually divided by ambient temperature as the horizontal dimension, such as dividing it into ranges such as less than -20℃, -20℃~5℃, and greater than 5℃, and by battery SOC and charging / discharging power as the vertical dimension, such as dividing it into combinations such as SOC less than 30% and power less than 10kW, SOC greater than 30% or power greater than 10kW, and each cross cell corresponds to a unique operating condition flag.

[0096] Optionally, the operating condition parameter-flag mapping table is generated by engineers through prior bench tests to simulate power differences and overcharge risk calibration under different operating conditions. It can be directly queried by the vehicle controller in real time, avoiding delays in real-time calculations and improving the efficiency of operating condition judgment.

[0097] Operating condition indicator bits are simplified symbols or codes used to clearly identify the current operating condition of a vehicle, such as the number "1" representing extreme operating conditions and the number "0" representing normal operating conditions.

[0098] For example, the operating condition parameter-flag mapping table is shown in Table 1: A1 and A2 correspond to extreme operating conditions, which correspond to the combination scenario of low battery capacity and low power at extremely low temperatures. They are used to trigger PTC high-frequency duty cycle control to ensure power accuracy and avoid overcharging; A3 corresponds to normal operating conditions, that is, when the battery or energy throughput capacity meets the standard, low-frequency duty cycle control is used to take into account NVH.

[0099] Table 1

[0100]

[0101] Specifically, the real-time collected ambient temperature, battery SOC, and absolute values ​​of battery charging and discharging power are matched to preset intervals in the operating condition parameter-flag mapping table. Based on the combination of the intervals where the ambient temperature, battery SOC, and battery charging and discharging power are located, the corresponding cross cell in the operating condition parameter-flag mapping table is located, and the operating condition flag associated with that cell is read. If the flag is "1", the vehicle operating condition information is determined to be an extreme operating condition flag; if the flag is "0", it is determined to be a normal operating condition flag.

[0102] For example, after the vehicle controller obtains the flag bit, it does not need to analyze the specific parameter values. It can directly match the preset duty cycle frequency strategy, such as "flag bit A1=1, match 50Hz-100Hz frequency, flag bit A3=0, match 10Hz-30Hz frequency".

[0103] For example, based on the operating condition flag bit, a lookup is performed in the flag bit-duty cycle control frequency mapping table to obtain the second duty cycle control frequency corresponding to the operating condition flag bit, and the duty cycle control frequency of the vehicle's PTC is adjusted to the first duty cycle control frequency.

[0104] The flag-duty cycle control frequency mapping table refers to a standardized data table pre-stored in the vehicle controller. Its core is to directly associate the simplified operating condition flag with the corresponding PTC duty cycle control frequency. The frequency values ​​are the optimal values ​​determined through bench tests and real vehicle road tests. The extreme operating condition flag corresponds to the high frequency range, such as 50Hz-100Hz, to ensure power accuracy, while the normal operating condition flag corresponds to the low frequency range, such as 10Hz-35Hz, to take into account NVH. The target frequency can be quickly obtained by looking up the table through the operating condition flag without the need for complex real-time calculations.

[0105] The flag-duty cycle control frequency mapping table is determined based on the core requirements of different vehicle operating conditions, such as prioritizing power control accuracy under extreme conditions, balancing power accuracy with NVH, PTC power difference control targets, and range extender and battery energy balance requirements under normal conditions, and is calibrated by combining a large amount of bench test and real vehicle road test data.

[0106] Specifically, under extreme operating conditions, engineers simulate typical scenarios such as temperatures below -20°C, battery levels less than or equal to 20%, and low charging and discharging power to test the power difference data of the PTC at different frequencies. They then select the range that can stably control the difference between the actual power and the estimated power within a first threshold, ensuring that the range extender's power generation does not exceed the vehicle's energy consumption. Under normal operating conditions, in addition to meeting the power difference standard, they further test the noise and vibration performance in different ranges to select the frequency range that meets the NVH requirements, while also considering the fatigue life of the PTC components and the vehicle's energy consumption. Finally, the optimal frequency range verified by the operating condition flag is formed into a standardized data table and pre-stored in the vehicle controller. The NVH requirements are based on confirmation by engineers through on-site testing.

[0107] Figure 3 This is a schematic flowchart of another power control method provided in an embodiment of this application. This method can be executed by a PTC controller, and the vehicle's infotainment controller can be... Figure 1 The PTC controller in the middle.

[0108] S301: Obtain vehicle operating condition information.

[0109] For a description of this step, please refer to S201. It will not be elaborated further here.

[0110] S302: Determine the operating condition flag based on the vehicle operating condition information, and search in the flag-duty cycle control frequency mapping table based on the operating condition flag to obtain the second duty cycle control frequency corresponding to the operating condition flag.

[0111] For a description of this step, please refer to S202; it will not be elaborated upon here.

[0112] S303: Adjust the duty cycle control frequency of the vehicle's PTC to the second duty cycle control frequency. When the duty cycle control frequency of the PTC is the second duty cycle control frequency, calculate the second power difference between the estimated power and the actual power of the PTC.

[0113] Specifically, the PTC controller continuously collects the real-time operating voltage and current of the PTC heater to obtain the actual power, and feeds this data back to the vehicle controller in real time. The vehicle controller then calls the pre-stored duty cycle control frequency-estimated power mapping table and queries the corresponding estimated power consumption based on the current second duty cycle control frequency.

[0114] S304: Based on the second power difference and NVH, the second duty cycle control frequency is corrected to obtain the first duty cycle control frequency.

[0115] In some embodiments, if the second power difference is less than or equal to the second threshold and the NVH is less than or equal to the third threshold, the second duty cycle control frequency is determined as the first duty cycle control frequency.

[0116] If the second power difference is greater than the second threshold and / or the NVH is greater than the third threshold, the second duty cycle control frequency is corrected until the second power difference is less than or equal to the second threshold and the NVH is less than or equal to the third threshold, wherein the second threshold is less than the first threshold; the finally corrected second duty cycle control frequency is determined as the first duty cycle control frequency.

[0117] For example, if only the second power difference is greater than the second threshold, the frequency is increased by 5Hz-10Hz based on the current first duty cycle control frequency. If only NVH is greater than the third threshold, the frequency is decreased by 5Hz-10Hz to reduce vibration and noise caused by high-frequency switching. If neither meets the standard, the frequency is finely adjusted first, ±3Hz each time, and retested until both indicators meet the threshold requirements simultaneously. During this process, the frequency adjustment will be limited to a preset safe range, such as no lower than 40Hz under extreme conditions and no higher than 35Hz under normal conditions, to avoid new risks caused by excessively high or low frequencies.

[0118] Optionally, based on the current vehicle operating condition, the corresponding frequency adjustment step size and preset safety range are determined. For example, under extreme operating conditions, the adjustment step size is 5-15Hz and the preset safety range is 40Hz-120Hz, while under normal operating conditions, the adjustment step size is 1-5Hz and the preset safety range is 5Hz-35Hz.

[0119] The preset safe range refers to the duty cycle control frequency boundary range preset based on the characteristics of PTC components, the energy balance requirements of the vehicle, and NVH performance. It is used to limit the extreme values ​​of frequency adjustment and is determined through bench testing. This avoids both excessive frequency causing PTC component fatigue and increased electromagnetic interference, and excessive frequency causing power regulation response lag and deviation out of control.

[0120] Frequency adjustment step size refers to the fixed increment or decrement when adjusting the PTC duty cycle control frequency each time. Its value is set differently according to the type of operating conditions. Under extreme operating conditions, a large step size of 5-15Hz is used to quickly reduce the power difference and avoid the risk of overcharging. Under normal operating conditions, a small step size of 1-5Hz is used to adjust the frequency smoothly and avoid NVH fluctuations caused by frequency changes, while taking into account both adjustment accuracy and driving comfort.

[0121] Optionally, if only the second power difference is greater than the second threshold, the frequency is adjusted in the direction of increasing the duty cycle frequency by the corresponding step size. After adjustment, it is checked whether the frequency is within the preset safe range. If it exceeds the range, the upper limit of the range is used as the current adjustment value.

[0122] If only NVH is greater than the third threshold, then adjust it in the direction of decreasing duty cycle frequency by the corresponding step size. After adjustment, check whether the frequency is within the preset safe range. If it exceeds the range, use the lower limit of the range as the current adjustment value.

[0123] If the second power difference is greater than the second threshold and NVH is greater than the third threshold, the frequency is first increased slightly by the corresponding step size to improve the power difference, and then the NVH is checked to see if it meets the standard. If it still exceeds the standard, the frequency is decreased slightly by the corresponding step size. The process of adjustment and verification is repeated. After each adjustment, the actual power of the PTC and the vehicle NVH data are collected again, the power difference is calculated and it is determined whether they meet the threshold requirements, until the second power difference is less than or equal to the second threshold and the NVH is less than or equal to the third threshold.

[0124] Optionally, during the cyclic adjustment process, the step size of each adjustment remains a fixed value corresponding to the current operating condition to avoid control oscillation caused by frequent changes in the step size; if the frequency after adjustment touches the boundary of the preset safe range, the boundary frequency remains unchanged, and the vehicle controller issues an operating condition warning signal to indicate that the current operating condition exceeds the normal adjustment range.

[0125] The preset safety range refers to the pre-set boundary range of the PTC duty cycle control frequency for different operating conditions: extreme operating conditions or normal operating conditions. It is a constraint condition in the frequency adjustment process.

[0126] Specifically, the preset safe range under extreme operating conditions is usually set to 40Hz-120Hz: the lower limit of 40Hz ensures high-frequency adjustment capability and avoids power difference runaway due to excessively low frequency; the upper limit of 120Hz limits electromagnetic compatibility issues and component fatigue risks caused by high frequency.

[0127] The preset safe range under normal operating conditions is usually set to 5Hz-35Hz: the lower limit of 5Hz avoids power response lag caused by too low a frequency; the upper limit of 35Hz reduces vibration and noise in normal scenarios by limiting the frequency peak.

[0128] Optionally, the preset safety range is determined by engineers through bench testing, verifying the power difference, NVH, component lifespan, and actual vehicle road test calibration at different frequencies.

[0129] The second threshold is a standard used for fine-tuning the power difference. Its value is less than the first threshold. Under the premise of meeting the first threshold, it further optimizes the power control accuracy and reduces the slight mismatch between the range extender's power generation and actual power consumption. It is applicable to the final judgment in the closed-loop adjustment stage.

[0130] The third threshold refers to the upper limit of comfort set for each NVH indicator.

[0131] For example: the noise level inside the vehicle is less than or equal to 60 dB, the vehicle body vibration acceleration is less than or equal to 0.1 g, the steering wheel vibration frequency avoids 10 Hz-20 Hz, the seat vibration amplitude is less than or equal to 0.5 mm, and the difference between the PTC component resonance frequency and the vehicle body's natural frequency is greater than or equal to 5 Hz.

[0132] Figure 4 This is a schematic diagram of a power control calibration process provided in an embodiment of this application. The specific steps are as follows:

[0133] S401: Determine vehicle operating condition information through calibration verification.

[0134] Specifically, by combining bench simulation tests with real vehicle road tests, the system covers various scenarios with different ambient temperatures, battery SOC, and charging / discharging power. It collects PTC power difference and overcharge risk data under each scenario, delineates the boundary between extreme operating conditions and normal operating conditions, and forms a standardized operating condition definition document.

[0135] S402: Obtain the parameters corresponding to the vehicle operating condition information.

[0136] Specifically, parameters are collected in real time through vehicle sensors and subsystems: ambient temperature is collected at a frequency of 1Hz by an external temperature sensor; battery SOC is calculated and uploaded by the battery management system at a frequency of 0.5Hz; and battery charging and discharging power is calculated in real time through voltage and current data collected by the BMS.

[0137] The collected parameters are filtered and then transmitted to the vehicle controller as raw data for judging operating conditions.

[0138] S403: Determine the duty cycle level that needs to be controlled by PTC based on different combinations of parameters according to vehicle operating condition information.

[0139] Specifically, the VCU pre-defines the parameter combination-duty cycle level mapping rule: extreme operating condition parameter combinations correspond to high duty cycle levels; normal operating condition parameter combinations correspond to low duty cycle levels. The level division is based on power difference control requirements and NVH constraints (lower levels, each level is associated with a fixed initial frequency range).

[0140] Optionally, each duty cycle level corresponds to a working condition flag.

[0141] S404: Based on the duty cycle level, PTC / VCU / NVH are jointly overcharged to find the target performance parameters.

[0142] Specifically, the VCU sends an initial frequency command corresponding to the current duty cycle level to the PTC controller, which executes the command and feeds back the actual power. The NVH monitoring module simultaneously collects in-vehicle noise and vibration data. These three components interact in real time via the CAN bus: the VCU calculates the power difference to determine if it exceeds the second threshold; simultaneously, it analyzes whether the NVH data exceeds the third threshold. If not, the VCU dynamically fine-tunes the frequency, repeating the test until it finds the frequency value with the smallest power difference and satisfactory NVH performance, and records this value as the optimal parameter for that duty cycle level.

[0143] S405: Calibration complete.

[0144] Specifically, once the optimal parameters for all duty cycle levels have been verified—for example, if three consecutive tests show that the power difference is less than or equal to the second threshold and the NVH is less than or equal to the third threshold—then the parameters are fixed in the VCU's control strategy database. At this point, the system can automatically match the optimal frequency based on real-time operating conditions, eliminating the need to rely on the debugging mode, marking the completion of the calibration process.

[0145] S406: If precise control is required, repeat the above steps to complete the calibration settings for different levels of parameters.

[0146] Specifically, if it is necessary to improve the control accuracy in special scenarios, such as high altitude and low temperature, and the later stage of battery aging, it is necessary to add subdivided operating conditions. For example, the extreme operating conditions can be subdivided into sub-scenarios such as extremely low temperature and high altitude, and extremely low temperature battery aging. Repeat the S401-S405 process: recalibrate the parameter combination, duty cycle level and optimal frequency of the sub-scenarios and add them to the control strategy database.

[0147] like Figure 5 The diagram shown is a structural schematic of a power control device provided in an embodiment of this application. The power control device may include: an acquisition module 501 and an adjustment module 502.

[0148] The acquisition module 501 is used to execute Figure 2 The operation of S201 in the illustrated method and Figure 3 The illustrated method involves the operation of S301; the adjustment module 502 is used to execute... Figure 2 Operation of S202 and Figure 3 The operation of S302, S303 and S304.

[0149] In some embodiments, the power control device includes hardware structures and / or software modules corresponding to the execution of each function in order to achieve the above-described functions. Those skilled in the art will readily recognize that, based on the units and algorithm steps of the examples described in conjunction with the embodiments disclosed herein, this application can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed in hardware or by computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0150] This application embodiment can divide the power control device into functional modules according to the above method embodiment. For example, each function can be divided into a separate functional module, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware or as a software functional module. It should be noted that the module division in this application embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0151] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 6 As shown, the electronic device includes, but is not limited to, a processor 601 and a memory 602.

[0152] The memory 602 described above is used to store the executable instructions of the processor 601. It is understood that the processor 601 is configured to execute instructions to implement the testing method in the above embodiments.

[0153] It should be noted that those skilled in the art will understand that Figure 6 The electronic device structure shown does not constitute a limitation on the electronic device; the electronic device may include, but is not limited to, other electronic devices. Figure 6 This may indicate more or fewer components, or combinations of certain components, or different component arrangements.

[0154] Processor 601 is the control center of the electronic device. It connects various parts of the electronic device via various interfaces and lines. By running or executing software programs and / or modules stored in memory 602, and by calling data stored in memory 602, it performs various functions and processes data, thereby providing overall monitoring of the electronic device. Processor 601 may include one or more processing units. Optionally, processor 601 may integrate an application processor and a modem processor. The application processor mainly handles the operating system, user interface, and applications, while the modem processor mainly handles wireless communication. It is understood that the modem processor may not be integrated into processor 601.

[0155] The memory 602 can be used to store software programs and various data. The memory 602 may primarily include a program storage area and a data storage area. The program storage area may store the operating system, application programs required by at least one functional module (such as a determination unit, processing unit, etc.), etc. Furthermore, the memory 602 may include high-speed random access memory, and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other volatile solid-state storage device.

[0156] Through the above description of the implementation methods, those skilled in the art will clearly understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the module can be divided into different functional modules to complete all or part of the functions described above. The specific working process of the system, modules, and units described above can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0157] The method steps in this embodiment can be implemented in hardware or by a processor executing software instructions. The software instructions can consist of corresponding software modules, which can be stored in random access memory (RAM), flash memory, read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), registers, hard disks, portable hard disks, CD-ROMs, or any other form of storage medium known in the art. An exemplary embodiment couples a storage medium to a processor, enabling the processor to read information from and write information to the storage medium. Of course, the storage medium can also be a component of the processor. The processor and storage medium can reside in an application-specific integrated circuit (ASIC). Additionally, the ASIC can reside in a network device. Alternatively, the processor and storage medium can exist as discrete components in the network device. In the above embodiments, implementation can be achieved, in whole or in part, by software, hardware, firmware, or any combination thereof. When implemented using software, it can be implemented entirely or partially as a computer program product. A computer program product includes one or more computer programs or instructions. When the computer program or instructions are loaded and executed on a computer, all or part of the processes or functions of the embodiments of this application are performed. The computer can be a general-purpose computer, a special-purpose computer, a computer network, a network device, a user equipment, or other programmable module. The computer program or instructions can be stored in a computer-readable storage medium or transferred from one computer-readable storage medium to another. For example, a computer program or instructions can be transferred from one website, computer, server, or data center to another website, computer, server, or data center via wired or wireless means. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium, such as a floppy disk, hard disk, or magnetic tape; it can also be an optical medium, such as a digital video disc (DVD); or it can be a semiconductor medium, such as a solid-state drive (SSD).The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A power control method, characterized by, The method comprises: acquiring vehicle working condition information of a vehicle, the vehicle working condition information comprising: an operating environment of the vehicle, a battery state, and an energy supply and demand situation; determining a working condition flag based on the vehicle working condition information; based on the working condition flag, searching in a flag-duty cycle control frequency mapping table to obtain a second duty cycle control frequency corresponding to the working condition flag; based on the second duty cycle control frequency and the noise and vibration comfort experience index NVH, adjusting a duty cycle control frequency of a PTC of the vehicle to a first duty cycle control frequency; wherein a first power difference between an estimated power of the PTC at the first duty cycle control frequency and an actual power is less than or equal to a first threshold value, the estimated power being a theoretical power of the PTC at the first duty cycle control frequency, and wherein the first threshold value is a maximum allowable estimated deviation of the PTC set to avoid overcharging caused by overproduction of the range extender.

2. The method of claim 1, wherein, The determination of the working condition flag based on the vehicle working condition information comprises: based on the working condition information, searching in a working condition parameter-flag mapping table to obtain a working condition flag corresponding to the vehicle working condition information.

3. The method of claim 1, wherein, The operating environment comprises: an ambient temperature of the vehicle; the battery state comprises: a battery power level; and the energy supply and demand situation comprises battery charging and discharging power.

4. The method of claim 1, wherein, The working condition flag comprises: an extreme working condition flag and a regular working condition flag.

5. The method of claim 1, wherein, The adjustment of the duty cycle control frequency of the PTC of the vehicle to the first duty cycle control frequency based on the second duty cycle control frequency and the noise and vibration comfort experience index NVH comprises: adjusting the duty cycle control frequency of the PTC of the vehicle to the second duty cycle control frequency; in the case where the duty cycle control frequency of the PTC is the second duty cycle control frequency, calculating a second power difference between the estimated power of the PTC and the actual power; based on the second power difference and the NVH, correcting the second duty cycle control frequency to obtain the first duty cycle control frequency.

6. The method of claim 5, wherein, The correction of the second duty cycle control frequency based on the second power difference and the NVH to obtain the first duty cycle control frequency comprises: in the case where the second power difference is less than or equal to a second threshold value and the NVH is less than or equal to a third threshold value, determining the second duty cycle control frequency as the first duty cycle control frequency.

7. The method of claim 5, wherein, The correction of the second duty cycle control frequency based on the second power difference and the NVH to obtain the first duty cycle control frequency comprises: in the case where the second power difference is greater than the second threshold value and / or the NVH is greater than the third threshold value, correcting the second duty cycle control frequency until the second power difference is less than or equal to the second threshold value and the NVH is less than or equal to the third threshold value, wherein the second threshold value is less than the first threshold value; determining the finally corrected second duty cycle control frequency as the first duty cycle control frequency.

8. The method of claim 1, wherein, The NVH includes at least one of: an in-vehicle noise decibel value, a vehicle body vibration acceleration, a steering wheel vibration frequency, a seat vibration amplitude, and a component resonance frequency when the PTC is running.

9. A power control device, characterized by The device comprises: An acquisition module configured to acquire vehicle working condition information of a vehicle, the vehicle working condition information comprising: an operating environment of the vehicle, a battery state, and an energy supply and demand situation; An adjustment module configured to determine a working condition flag based on the vehicle working condition information; The adjustment module is further configured to look up a flag duty cycle control frequency mapping table based on the working condition flag to obtain a second duty cycle control frequency corresponding to the working condition flag; The adjustment module is further configured to adjust a duty cycle control frequency of a PTC of the vehicle to a first duty cycle control frequency based on the second duty cycle control frequency and the noise and vibration comfort experience index NVH; wherein a first power difference between an estimated power of the PTC at the first duty cycle control frequency and an actual power is less than or equal to a first threshold value, the estimated power being a theoretical power of the PTC at the first duty cycle control frequency, and the first threshold value being a maximum allowed estimated deviation of the PTC set to avoid overcharging caused by overproduction of the range extender.

10. A vehicle characterized by comprising: The vehicle is configured with the device of claim 9.

11. An electronic device, comprising: Comprise: A processor; A memory storing a computer program; When the computer program is executed by the processor, the method of any one of claims 1-8 is implemented.

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