Vehicle control method, device and equipment and storage medium

Abstract

The invention relates to the technical field of vehicle control, and discloses a vehicle control method, device and equipment and a storage medium, and the method comprises the steps: obtaining a current power change value of the charging / discharging power of a battery pack of a vehicle in a current detection period in a process that the vehicle is switched from a first battery power meter to a second battery power meter; if it is determined that the battery pack meets a preset power limiting condition according to the current power change value, determining a first power margin according to the current power change value; and determining a first target peak power according to the current charging / discharging peak power and the first power margin so as to limit the actual charging / discharging power of the battery pack. Therefore, the actual charging / discharging power of the battery pack is limited through the first target peak power, the over-charging or over-discharging problem caused by sudden drop of the peak power can be avoided, the service life of the battery pack is prolonged, the thermal runaway risk is reduced, and the driving safety is improved.

Description

Technical Field

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

[0002] Hybrid vehicle batteries typically have three discharge power maps: 10s discharge power, 30s discharge power, and 60s continuous discharge power. Charging also corresponds to three power meters. When the vehicle's power demand or regenerative power is high, the battery discharges or regenerates power according to the 10s power map. When the duration exceeds the peak power map, the battery switches from the 10s power map to the 30s power map or the 60s continuous power map.

[0003] When switching from a high-power map table to a low-power map table, the peak power of the battery pack drops significantly and the gradient is rapid. This can cause temporary overcharging or over-discharging of the battery pack during the map table switching process, indirectly damaging the battery pack's lifespan and potentially leading to thermal runaway, which could affect driving safety. Summary of the Invention

[0004] In view of the above problems, this application provides a vehicle control method, device, equipment and storage medium. During the process of switching from the first battery power meter to the second battery power meter, the actual charging / discharging power of the battery pack is limited by the first target peak power. This can avoid overcharging or over-discharging problems caused by a sudden drop in peak power, thereby extending the service life of the battery pack, reducing the risk of thermal runaway and improving driving safety.

[0005] The first aspect of this application provides a vehicle control method, comprising: during the process of switching the vehicle from a first battery power meter to a second battery power meter, acquiring the current power change value of the charging / discharging power of the vehicle's battery pack within the current detection cycle; wherein, under the same query conditions, the power corresponding to the first battery power meter is higher than the power corresponding to the second battery power meter; if it is determined from the current power change value that the battery pack meets a preset power limit condition, then determining a first power margin from the current power change value, and determining the current charging / discharging peak power of the battery pack from the first battery power meter; determining a first target peak power from the current charging / discharging peak power and the first power margin; and limiting the actual charging / discharging power of the battery pack from the first target peak power.

[0006] In some specific embodiments, the step of determining the first power margin based on the current power change value includes: determining the preset power range in which the current power change value is located; wherein, there are multiple preset power ranges and they constitute continuous power ranges; determining the corresponding first power margin based on the preset power range in which the current power change value is located; wherein, the first power margin is higher for preset power ranges with higher average power values.

[0007] In some specific embodiments, determining the first target peak power based on the current charging / discharging peak power and the first power margin includes: taking the difference between the current charging / discharging peak power of the battery pack and the first power margin as the initial peak power; obtaining the road segment type corresponding to the current driving segment of the vehicle; if the road segment type is a preset high power demand road segment, then taking the product of the initial peak power and the first correction coefficient as the first target peak power; wherein, the first correction coefficient is greater than 1.

[0008] In some specific embodiments, before the step of obtaining the current power change value of the charging / discharging power of the vehicle's battery pack in the current detection cycle during the process of switching the vehicle from the first battery power meter to the second battery power meter, the method includes: when it is determined that the vehicle is in a target driving mode, obtaining the current accelerator pedal opening of the vehicle; if the current accelerator pedal opening is greater than a preset opening and is maintained for more than a first preset duration, and the battery pack operates at peak discharge power for more than a second preset duration, then determining a second target peak power; and limiting the actual discharge power of the battery pack according to the second target peak power.

[0009] In some specific embodiments, the step of determining the second target peak power includes: determining a preset accelerator pedal opening range corresponding to the current accelerator pedal opening, and determining a preset vehicle speed range corresponding to the current vehicle speed; determining a second power margin based on the preset accelerator pedal opening range and the preset vehicle speed range, and taking the difference between the current discharge peak power of the battery pack and the second power margin as the second target peak power; wherein, there is a preset correspondence between the combination of the preset accelerator pedal opening range and the preset vehicle speed range and the second power margin.

[0010] In some specific embodiments, determining the first target peak power based on the current charge / discharge peak power of the battery pack and the first power margin includes: taking the difference between the current charge / discharge peak power of the battery pack and the first power margin as the first target peak power; or, obtaining the current health state of the battery pack, determining the second correction coefficient corresponding to the current health state, and taking the product of the first power margin and the second correction coefficient as the corrected first power margin; taking the difference between the current charge / discharge peak power of the battery pack and the corrected first power margin as the first target peak power; wherein, the second correction coefficient is greater than 1.

[0011] In some specific embodiments, the method further includes: during the process of the vehicle switching from the first battery power meter to the second battery power meter, obtaining the first charging / discharging peak power and the second charging / discharging peak power corresponding to the first battery power meter and the second battery power meter of the battery pack at the current time; determining at least two intermediate power based on the first charging / discharging peak power and the second charging / discharging peak power; wherein the intermediate power is located between the first charging / discharging peak power and the second charging / discharging peak power, and different intermediate power corresponds to different power meter switching stages; if the first target peak power is greater than the intermediate power corresponding to a certain switching stage, then limiting the actual charging / discharging power of the battery pack based on the intermediate power.

[0012] A second aspect of this application provides a vehicle control device, comprising: a detection module, configured to acquire the current power change value of the charging / discharging power of the vehicle's battery pack during the current detection cycle when the vehicle switches from operating to using a first battery power meter to a second battery power meter; wherein, under the same query conditions, the power obtained by querying through the first battery power meter is higher than the power obtained by querying through the second battery power meter; a processing module, configured to determine a first power margin based on the current power change value if it is determined that the battery pack meets preset charging / discharging power change conditions, and to determine the current charging / discharging peak power of the battery pack based on the first battery power meter; and to determine a first target peak power based on the current charging / discharging peak power and the first power margin; and a control module, configured to limit the actual charging / discharging power of the battery pack based on the first target peak power.

[0013] A third aspect of this application provides an electronic device, comprising: a processor; and a memory for storing a computer program, wherein the computer program, when executed by the processor, implements the vehicle control method described above.

[0014] A fourth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the vehicle control method described above.

[0015] The present application possesses at least the following beneficial technical effects: Based on the vehicle control method, device, equipment, and storage medium provided in this application, the control method includes: during the process of switching the vehicle from a first battery power meter to a second battery power meter, acquiring the current power change value of the vehicle's battery pack's charging / discharging power within the current detection cycle; wherein, under the same query conditions, the power obtained through the first battery power meter is higher than the power obtained through the second battery power meter; if it is determined from the current power change value that the battery pack meets a preset power limit condition, then a first power margin is determined from the current power change value, and the current charging / discharging peak power of the battery pack is determined from the first battery power meter; a first target peak power is determined from the current charging / discharging peak power and the first power margin; and the actual charging / discharging power of the battery pack is limited based on the first target peak power. Therefore, during the process of switching from the first battery power meter to the second battery power meter, determining the first power margin from the current power change value, and then obtaining the first target peak power to limit the actual charging / discharging power of the battery pack, can avoid overcharging or over-discharging problems caused by a sudden drop in peak power, thereby extending the battery pack's service life, reducing the risk of thermal runaway, and improving driving safety.

[0016] The above description is merely an overview of the technical solutions of the embodiments of this application. In order to better understand the technical means of the embodiments of this application and to implement them in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the embodiments of this application more obvious and understandable, specific implementation methods of this application are described below. Attached Figure Description

[0017] The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 This is a schematic flowchart of an embodiment of the vehicle control method provided in this application; Figure 2 This is a flowchart illustrating another embodiment of the vehicle control method provided in this application; Figure 3 This is a flowchart illustrating yet another embodiment of the vehicle control method provided in this application; Figure 4 This is a flowchart illustrating yet another embodiment of the vehicle control method provided in this application; Figure 5 This is a flowchart illustrating yet another embodiment of the vehicle control method provided in this application; Figure 6 This is a flowchart illustrating yet another embodiment of the vehicle control method provided in this application; Figure 7This is a flowchart illustrating yet another embodiment of the vehicle control method provided in this application; Figure 8 This is a structural block diagram of an embodiment of the vehicle control device provided in this application; Figure 9 This is a schematic diagram of the structural framework of an embodiment of the electronic device provided in this application; Figure 10 This is a schematic diagram of the structural framework of an embodiment of the computer-readable storage medium provided in this application. Detailed Implementation

[0018] Exemplary embodiments of the present application will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application can be implemented in various forms and should not be limited to the embodiments set forth herein. All other embodiments obtained by those skilled in the art based on the embodiments of the present application without inventive effort are within the scope of protection of the present application.

[0019] If the embodiments of this application involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Furthermore, if the word "and / or" appears throughout the text, it means including three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution that simultaneously satisfies A and B. Additionally, the technical solutions of various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed in this application.

[0020] The first aspect of this application provides a vehicle control method applicable to new energy vehicles that rely on battery packs to provide driving energy. Figure 1 This is a flowchart illustrating an embodiment of the vehicle control method provided in this application, in conjunction with... Figure 1 This method includes the following steps: S101: During the process of switching the vehicle from the first battery power meter to the second battery power meter, obtain the current power change value of the vehicle's battery pack charging / discharging power in the current detection cycle.

[0021] In this embodiment, the first battery power table and the second battery power table refer to multi-dimensional data lookup tables set for the battery pack. Based on the query conditions, the peak charging / discharging power of the battery pack corresponding to the query conditions can be retrieved from the first battery power table and the second battery power table. For example, the query conditions may include the current remaining capacity and temperature of the battery pack.

[0022] As an example, the first battery power meter and the second battery power meter mentioned in the embodiments of this application can be in the form of a three-dimensional topographic map, wherein the X-axis (horizontal axis) can represent the remaining power of the battery pack, the Y-axis (vertical axis) can represent the temperature of the battery pack, and the Z-axis (contour lines or colors) represents the maximum charging / discharging power that the battery pack can allow at that remaining power and temperature, i.e., the peak charging / discharging power.

[0023] For example, the first battery power meter and the second battery power meter can correspond to different charging / discharging durations. In this embodiment of the application, the charging / discharging duration corresponding to the first battery power meter is less than the charging / discharging duration corresponding to the second battery power meter. That is, under the same query conditions, the power obtained by querying through the first battery power meter is higher than the power obtained by querying through the second battery power meter.

[0024] It should be understood that, in order to limit the peak charging / discharging power of the vehicle's battery pack, the discharge process can be equipped with a 10s discharge power meter, a 30s discharge power meter, and a 60s continuous discharge power meter, and the charging process can also be equipped with a 10s charging power meter, a 30s charging power meter, and a 60s continuous charging power meter.

[0025] Taking the 10-second discharge power meter as an example, it is specifically designed to represent the battery pack's ability to discharge continuously for 10 seconds, and the corresponding discharge power contour lines are drawn on the aforementioned topographic map based on this capability. In other words, each contour line in this table reflects the power level and distribution that the battery pack can output within this specific time period of 10 seconds. Similarly, other types of power meters are also drawn according to their respective time periods and conditions to visually demonstrate the battery pack's performance and power change trends under different circumstances.

[0026] During the battery pack's operation, the allowable peak charging / discharging power is determined from the corresponding power meters based on real-time monitored parameters such as battery pack temperature and remaining charge. In conjunction with the above, the power meters represent the duration the battery pack can continuously discharge. Power meters with shorter durations are considered to have higher power; for example, the peak power of a 10-second discharge power meter is higher than that of a 30-second discharge power meter, and the peak power of a 30-second discharge power meter is higher than that of a 60-second continuous discharge power meter. The peak power of each charging power meter follows the same rule. For instance, if the first battery power meter is a 10-second discharge power meter, the second battery power meter could be a 30-second discharge power meter or a 60-second continuous discharge power meter.

[0027] It should be understood that the scenario in which a vehicle's first battery power meter switches to the second battery power meter can be as follows: after a short-duration high-power output event, such as high-speed overtaking or rapid acceleration, the vehicle switches from a 10-second discharge power meter to a 30-second discharge power meter. Alternatively, after a long period of high-load operation, such as climbing a hill, the battery pack temperature rises or the remaining charge decreases, causing the system to determine that it needs to switch from a 30-second discharge power meter to a 60-second continuous discharge power meter to ensure battery safety. It may also occur during charging, when the fast charging station detects that the battery pack is nearing full charge, switching from a 10-second charging power meter that allows high-current fast charging to a 30-second charging power meter; or when the battery temperature is too low, switching from a regular charging power meter to a low-power charging power meter to avoid damaging the battery. The process of switching from the first battery power meter to the second battery power meter can be a process with the switching moment as the initial moment and the switching duration as a preset duration. For example, when switching from a 10-second discharge power meter to a 30-second discharge power meter, this switching process can be set to start from the moment the switching conditions are met and last for 5 seconds. During the transition from the first battery power meter to the second battery power meter, the peak power of the battery pack drops significantly and rapidly. However, the power consumption or feedback power of the drive motor often follows the first battery power meter (high power meter). This results in the actual output or input power of the battery pack potentially being high for a short period, leading to over-discharge or over-charge. Both overcharging and over-discharging damage the battery pack, a significant factor affecting its lifespan. Frequent overcharging or over-discharging can damage its internal structure, causing rapid performance degradation. Furthermore, this increases the risk of thermal runaway, a highly dangerous condition that can lead to fires and other serious accidents. To address this issue, this step first monitors the power change of the battery pack within the current detection cycle during the transition. Specifically, the duration of the current detection cycle can be set according to actual needs, for example, 100ms. Within each detection cycle, there are at least two detection moments. The power value at the last detection moment is subtracted from the power value at the first detection moment to obtain the current power change value within the current detection cycle.

[0028] S102: If the battery pack meets the preset power limit conditions based on the current power change value, then the first power margin is determined based on the current power change value, and the current charging / discharging peak power of the battery pack is determined based on the first battery power table.

[0029] The current power change value reflects the charging / discharging power variation of the battery pack. The preset power limit condition for the battery pack can be that the current power change value reaches a certain value, for example, it can be that the current power change value exceeds a preset threshold. That is, when the detected charging / discharging power variation of the battery pack within the current detection cycle exceeds the preset threshold, it is determined that the battery pack meets the preset power limit condition, and subsequent power limiting measures need to be initiated. Furthermore, a first power margin is determined based on the current power change value. The first power margin represents the safe power space reserved by the battery pack to cope with power fluctuations. The determination of the first power margin needs to consider the magnitude of the current power change value; at this point, a correspondence between the power change value and the first power margin can be established in advance. The first power margin determined in this way can be dynamically adjusted according to the actual power fluctuation of the battery pack, avoiding the problems of insufficient or excessive limitation that may occur when using fixed limits.

[0030] In some application scenarios, when the current power change value exceeds the preset power change value, the battery pack is determined to meet the preset charging / discharging power change conditions. The preset power change value can be pre-set according to actual needs, such as 5kW, 8kW, or 10kW, specifically determined based on the battery pack's model, capacity, current health status, and vehicle power performance requirements. For example, for battery packs with larger capacity and good health, the preset power change value can be appropriately increased, such as set to 10kW; while for battery packs with smaller capacity or average health, to avoid excessive power fluctuations that could damage the battery, the preset power change value can be set to 5kW. When the detected current power change value exceeds the preset power change value, it indicates that the battery pack's power change is relatively drastic, posing a risk of overcharging or over-discharging. The battery pack meets the preset power limit conditions and power limiting is required.

[0031] Furthermore, the current charging / discharging peak power of the battery pack is determined based on the first battery power table. The current charging / discharging peak power refers to the charging / discharging peak power obtained at the current moment by querying the first battery power table (i.e., the high power table that was in use before the vehicle switched over), combined with the current remaining charge and temperature parameters of the battery pack.

[0032] S103: Determine the first target peak power based on the current charging / discharging peak power and the first power margin.

[0033] It should be understood that the current peak charge / discharge power is the theoretical maximum charge / discharge capacity of the battery pack under the first battery power meter, while the first power margin is a safety buffer reserved to cope with drastic changes in current power. Therefore, based on the current peak charge / discharge power and the first power margin, the first target peak power can be determined by a certain method. For example, subtracting the first power margin from the current peak charge / discharge power will yield the first target peak power that, under the current dynamic changing conditions, can both meet certain power requirements and effectively avoid the risks of overcharging or over-discharging.

[0034] S104: Limit the actual charge / discharge power of the battery pack according to the first target peak power.

[0035] Specifically, the actual charging / discharging power of the battery pack is limited according to the first target peak power, that is, the actual charging / discharging power of the battery pack is limited to within the first target peak power, which can effectively avoid overcharging or over-discharging problems caused by excessive power fluctuations during power meter switching.

[0036] The process of limiting the actual charging / discharging power of the battery pack based on the first target peak power is further explained as follows: In the vehicle control logic, the actual charging / discharging power of the battery pack can be compared with the first target peak power in real time. When it is detected that the actual charging / discharging power tends to exceed the first target peak power, the control system will immediately intervene to adjust and control the actual charging / discharging power of the battery pack below the first target peak power. For example, in a discharging scenario, if the actual discharging power is close to the first target peak power, the control system can reduce the output torque of the drive motor, reduce the driving force of the vehicle, and thus reduce the discharging power of the battery pack.

[0037] In summary, based on the vehicle powertrain control method presented in this embodiment, during the switching process from the first battery power meter to the second battery power meter, a first power margin is determined using the current power change value. This margin is then used to obtain a first target peak power, which is then used to limit the current charging / discharging power of the battery pack. This approach effectively avoids overcharging or over-discharging problems caused by a sudden and significant drop in peak power, helping to extend the battery pack's lifespan and greatly reducing the possibility of thermal runaway. This significantly improves driving safety and protects the lives and property of passengers.

[0038] Figure 2 This is a flowchart illustrating another embodiment of the vehicle control method provided in this application.

[0039] Combination Figure 2 In some specific embodiments, the step of determining the first power margin based on the current power change value includes: S201: Determine the preset power range in which the current power change value is located; wherein, there are multiple preset power ranges that constitute a continuous power range.

[0040] For example, the preset power range can be divided into ranges such as [5kW, 8kW), [8kW, 12kW), and [12kW, 15kW], with each range corresponding to a different first power margin.

[0041] S202: Determine the corresponding first power margin based on the preset power range in which the current power change value is located; wherein, the first power margin is higher for preset power ranges with higher average power values.

[0042] Furthermore, based on the preset power range in which the current power change value falls, the first power margin corresponding to that range is retrieved from a preset relational table. For example, if the preset power range is divided into [5kW, 8kW) with a first power margin of 3kW, [8kW, 12kW) with a first power margin of 5kW, and [12kW, 15kW] with a first power margin of 7kW, then when the detected current power change value is 9kW, it falls within the [8kW, 12kW) range, and the corresponding first power margin is 5kW.

[0043] It should be understood that by dividing the power variation value into intervals and assigning different initial power margins, the limiting intensity can be adjusted more precisely according to the severity of the current power fluctuations, making the power limiting more reasonable and accurate. That is, a preset power interval with a higher average power value means that the power variation is more drastic. In this case, a higher initial power margin needs to be set to reduce the peak charging / discharging power of the battery pack to a greater extent, thereby more effectively avoiding the risks of overcharging or over-discharging.

[0044] Figure 3 This is a flowchart illustrating another embodiment of the vehicle control method provided in this application.

[0045] Combination Figure 3 In some specific embodiments, the step of determining the first target peak power based on the current charge / discharge peak power and the first power margin includes: S301: The difference between the current charging / discharging peak power of the battery pack and the first power margin is used as the initial peak power.

[0046] In this embodiment, the initial peak power can be calculated as follows: Initial peak power = Current charge / discharge peak power - First power margin. For example, if the current discharge peak power determined by the first battery power table is 120kW, and the first power margin determined by the current power change value is 5kW, then the initial peak power is 120kW - 5kW = 115kW.

[0047] S302: Obtain the road segment type corresponding to the current road segment of the vehicle.

[0048] It should be understood that the road segment types in this embodiment are categorized based on vehicle power requirements. For example, they can be divided into preset high-power-demand road segments and preset low-power-demand road segments. Preset high-power-demand road segments include highway acceleration sections, long uphill sections, and winding mountain roads with continuous curves. These road segments often require vehicles to provide significant driving force during operation. For instance, long uphill sections require power to overcome gravity. Preset low-power-demand road segments can include congested urban roads, straight national highways, and underground parking garages. For example, in congested urban roads, vehicles frequently start and stop, resulting in lower average power requirements.

[0049] In some applications, frequently traveled routes (such as commuting routes) can be categorized into road segment types and stored in the vehicle's controller for quick identification when the vehicle travels to the corresponding road segment. For example, the vehicle obtains its current location through positioning and then matches it with a pre-stored road segment type database to determine the road segment type of the current route.

[0050] S303: If the road segment type is a preset high power demand road segment, then the product of the initial peak power and the first correction coefficient is taken as the first target peak power; wherein, the first correction coefficient is greater than 1.

[0051] If the road segment is a pre-defined high-power demand segment, it means that the vehicle needs the battery pack to output higher power to meet the power requirements when driving on this segment. For example, on a long uphill section, the drive motor needs a large output power. In this case, directly using the initial peak power may not meet the vehicle's power performance, leading to problems such as slow acceleration or lack of power when climbing hills. Therefore, a first correction coefficient (with a value greater than 1) is introduced to correct the initial peak power. This appropriately increases the allowable peak power while ensuring that the battery pack's charging / discharging power does not exceed the safe range. The value of the first correction coefficient must be rigorously verified through experiments to ensure that while improving power performance, it will not negatively impact the safety and lifespan of the battery pack. For example, if the initial peak power is 80kW and the first correction coefficient is set to 1.1, then the corrected first target peak power is 80 × 1.1 = 88kW.

[0052] Therefore, based on the modified method of this embodiment, the battery pack can provide higher output power in high-power demand road sections, ensuring that the vehicle's power performance meets driving needs and avoiding the impact on driving experience due to excessive power limitation.

[0053] Figure 4 This is a flowchart illustrating another embodiment of the vehicle control method provided in this application.

[0054] Combination Figure 4 In some specific embodiments, before the step of obtaining the current power change value of the vehicle's battery pack charging / discharging power in the current detection cycle during the process of switching the vehicle from the first battery power meter to the second battery power meter, i.e. before the above-mentioned step S101, the following is included: S401: When it is determined that the vehicle is in the target driving mode, obtain the current accelerator pedal opening of the vehicle.

[0055] It should be understood that in this embodiment, before the first battery power meter switches to the second battery power meter, the battery pack operates using the first battery power meter, and the vehicle is in a relatively stable power output state. Multiple driving modes can be preset, such as a preset economy driving mode and a preset power driving mode. The target driving mode prioritizes energy saving; for example, the preset economy driving mode typically imposes stricter limits on the charging / discharging power of the battery pack to extend the driving range. The preset power driving mode, on the other hand, focuses more on the vehicle's power performance output, allowing the battery pack to operate within a wider power range. In this step, when the vehicle is in the target driving mode, the current accelerator pedal opening is obtained. The accelerator pedal opening is an important parameter reflecting the driver's power demand. A larger opening indicates that the driver expects stronger power output, and the power demand of the drive motor will increase accordingly, potentially leading to more drastic changes in the battery pack's discharge power. Conversely, a smaller opening indicates a smaller power demand and relatively stable power changes. For example, when the driver presses the accelerator pedal deeply, the opening may reach more than 80%, at which point the drive motor needs to output high power, and the battery pack discharge power will rise rapidly; while when the driver presses the accelerator pedal lightly, the opening may only be about 20%, and the battery pack discharge power changes more gradually.

[0056] S402: If the current accelerator pedal opening is greater than the preset opening and remains so for more than the first preset duration, and the battery pack operates at peak discharge power for more than the second preset duration, then the second target peak power is determined.

[0057] Specifically, the preset opening degree can be set according to the vehicle's power demand, for example, set to 50%. This means that when the accelerator pedal opening exceeds 50%, it is considered that the driver has a strong power demand. The first preset duration is used to determine whether the driver's power demand is a continuous demand, avoiding misjudgment due to a brief deep press of the accelerator pedal. For example, it can be set to 3 seconds. If the accelerator pedal opening is greater than 50% and the duration exceeds 3 seconds, it is considered that the driver needs a continuous high power output. The second preset duration is used to determine whether the cumulative time the battery pack operates at peak discharge power is too long. For example, it can be set to 5 seconds. If the battery pack operates at peak discharge power for more than 5 seconds under the first battery power meter, continuing to maintain this power may have an adverse effect on the battery pack's temperature, health status, etc. In this case, it is necessary to determine a second target peak power to limit the actual discharge peak power, thereby better protecting the battery pack.

[0058] For example, in the economy driving mode, if the driver presses the accelerator pedal to 60% and holds it for 4 seconds (exceeding the first preset duration of 3 seconds), and the battery pack has been operating at the peak power of the 10-second discharge power meter for 6 seconds (exceeding the second preset duration of 5 seconds), the controller will determine that the current peak discharge power needs to be limited to reduce the discharge power of the battery pack, avoid damage to the battery from prolonged high-power discharge, and at the same time take into account the energy-saving needs of the economy driving mode.

[0059] S403: Limit the actual discharge power of the battery pack according to the second target peak power.

[0060] After determining the second target peak power, the actual discharge power of the battery pack is limited to within the second target peak power. For example, if the second target peak power is set to 90% of the peak discharge power under the first battery power meter, then when the actual discharge power of the battery pack reaches this 90% threshold, the control system will keep the discharge power of the battery pack below the second target peak power.

[0061] Figure 5 This is a flowchart illustrating another embodiment of the vehicle control method provided in this application.

[0062] Combination Figure 5 In some specific embodiments, the step of determining the second target peak power includes: S501: Determine the preset accelerator pedal opening range corresponding to the current accelerator pedal opening, and determine the preset vehicle speed range corresponding to the current vehicle speed.

[0063] The preset accelerator pedal opening range can be divided into multiple intervals according to different power demands, such as [0%, 20%) for slight opening, [20%, 50%) for medium opening, [50%, 80%) for large opening, and [80%, 100%] for full opening. The preset vehicle speed range can be divided into low-speed range (e.g., 0-30km / h), medium-speed range (e.g., 30-60km / h), high-speed range (e.g., 60-90km / h), and ultra-high-speed range (e.g., above 90km / h) according to the vehicle's driving state. After obtaining the current accelerator pedal opening and the current vehicle speed, the corresponding preset accelerator pedal opening range and preset vehicle speed range can be matched by comparing them with the preset accelerator pedal opening range and preset vehicle speed range.

[0064] S502: Determine the second power margin based on the preset accelerator pedal opening range and the preset vehicle speed range, and take the difference between the current peak discharge power of the battery pack and the second power margin as the target peak power; wherein, there is a preset correspondence between the combination of the preset accelerator pedal opening range and the preset vehicle speed range and the second power margin.

[0065] It should be understood that the correspondence between the preset accelerator pedal opening range and the preset vehicle speed range and the second power margin is preset, for example, by constructing a three-dimensional relationship table based on experimental data. In this relationship table, when the preset vehicle speed range remains unchanged, the higher the average opening of the corresponding preset accelerator pedal opening range, the lower the corresponding second power margin can be. Similarly, when the preset accelerator pedal opening range remains unchanged, the higher the average vehicle speed of the corresponding preset vehicle speed range, the lower the corresponding second power margin can be. For example, when the preset accelerator pedal opening range is [50%, 80%) (larger opening) and the preset vehicle speed range is [60-90km / h] (high-speed range), the corresponding second power margin is set to 8kW; when the preset accelerator pedal opening range is [50%, 80%) and the preset vehicle speed range is [30-60km / h] (medium-speed range), the second power margin is set to 6kW. This combination allows for a comprehensive consideration of the driver's power demands (reflected by the accelerator pedal opening) and the vehicle's driving status (reflected by vehicle speed), enabling a more precise determination of the second power margin. This makes the limitation on the battery pack's peak discharge power more closely aligned with actual driving scenarios. For example, when the vehicle is at high speed and the driver has the accelerator pedal fully depressed, it indicates that the vehicle may need to maintain high speed or overtake, requiring a certain amount of power. In this case, excessively limiting the peak discharge power could lead to a decrease in the vehicle's acceleration performance or an inability to maintain high speed. Therefore, a relatively low second power margin (e.g., 6kW) is set so that the target peak power (current peak discharge power - second power margin) is not too low, thus protecting the battery while ensuring power output.

[0066] S503: Limit the current discharge power of the battery pack based on the target peak power.

[0067] After determining the target peak power, the vehicle's powertrain control system compares the current discharge power of the battery pack with the target peak power in real time. If the current discharge power exceeds the target peak power, the discharge power of the battery pack is immediately limited to ensure it does not exceed the corrected target peak power. If the current discharge power does not exceed the target peak power, the current discharge power output is maintained.

[0068] Figure 6 This is a flowchart illustrating another embodiment of the vehicle control method provided in this application.

[0069] Combination Figure 6 In some specific embodiments, determining the first target peak power based on the current charge / discharge peak power of the battery pack and a first power margin includes: S601: The difference between the current charging / discharging peak power of the battery pack and the first power margin is used as the first target peak power.

[0070] For example, if the current peak charging / discharging power is 150kW and the first power margin is 10kW, then the first target peak power is 150kW - 10kW = 140kW.

[0071] S602: Obtain the current health status of the battery pack; determine the second correction coefficient corresponding to the current health status, and use the product of the first power margin and the second correction coefficient as the corrected first power margin; use the difference between the current charging / discharging peak power of the battery pack and the corrected first power margin as the first target peak power; wherein, the second correction coefficient is greater than 1.

[0072] It should be understood that the technical solutions for this step and the previous step are parallel technical solutions, and the step number does not limit the execution order; either one can be executed.

[0073] The current state of health (SOH) of a battery pack is an important indicator reflecting its aging degree. It is usually expressed as a percentage, with 100% indicating that the battery pack is in brand new condition. The SOH value gradually decreases as usage time and the number of charge-discharge cycles increase. The current state of health of the battery pack can be obtained through the battery management system (BMS). The BMS monitors various parameters of the battery pack in real time, such as the degree of capacity degradation and changes in internal resistance, and calculates the current SOH value according to a preset algorithm, representing the current health status of the battery pack.

[0074] It should be understood that multiple SOH value ranges can be preset, each SOH value range corresponding to a second correction coefficient. After obtaining the current SOH value (current health state), the corresponding second correction coefficient can be determined by matching it to the SOH value range it falls within. For example, if the SOH value range is divided into [90%, 100%) corresponding to a second correction coefficient of 1.1, [80%, 90%) corresponding to a second correction coefficient of 1.2, and [70%, 80%) corresponding to a second correction coefficient of 1.3, then when the current health state of the battery pack is detected to be 85%, it falls within the [80%, 90%) range, and the corresponding second correction coefficient is 1.2. At this time, the product of the first power margin and the second correction coefficient is used as the corrected first power margin. If the original first power margin is 5kW, then the corrected first power margin is 5 × 1.2 = 6kW, that is, the first target peak power is the current charging / discharging peak power minus 6kW.

[0075] By introducing a second correction coefficient, the size of the first power margin can be dynamically adjusted according to the battery pack's health status. For battery packs with poor health (low SOH value), a larger second correction coefficient is set (e.g., a coefficient of 1.3 when the SOH value is [70%, 80%)), resulting in a higher corrected first power margin. This further reduces the peak charging / discharging power of the battery pack and minimizes damage to aging batteries. For battery packs with good health (high SOH value), the second correction coefficient can be appropriately reduced (e.g., a coefficient of 1.1 when the SOH value is [90%, 100%)). This reduces excessive power limitation while ensuring safety, thus balancing battery protection and vehicle performance.

[0076] Figure 7 This is a flowchart illustrating another embodiment of the vehicle control method provided in this application.

[0077] Combination Figure 7 In some specific embodiments, the method further includes: S701: During the process of switching the vehicle from the first battery power meter to the second battery power meter, obtain the first charging / discharging peak power and the second charging / discharging peak power corresponding to the first battery power meter and the second battery power meter of the battery pack at the current time.

[0078] It should be understood that during the process of switching from the first battery power meter to the second battery power meter, the first battery power meter of the battery pack can be the one with higher power. For example, if the vehicle currently uses a 10-second discharge power meter and needs to switch to a second battery power meter with a 30-second discharge power meter, then the first battery power meter will be the 10-second discharge power meter.

[0079] Here, the first charge / discharge peak power is the current (e.g., at the switching time) charge / discharge peak power corresponding to the first battery power meter (e.g., a 10s discharge power meter), and the second charge / discharge peak power is the current charge / discharge peak power corresponding to the second battery power meter (e.g., a 30s discharge power meter). For example, if the first discharge peak power of the 10s discharge power meter is 120kW and the second discharge peak power of the 30s discharge power meter is 100kW, then switching from the first battery power meter to the second battery power meter means that the battery pack's allowed charge / discharge peak power will decrease from 120kW to 100kW.

[0080] S702: Determine at least two intermediate powers based on the first charging / discharging peak power and the second charging / discharging peak power; wherein the intermediate power is located between the first charging / discharging peak power and the second charging / discharging peak power, and different intermediate powers correspond to different power meter switching stages.

[0081] Based on this step, at least two intermediate power levels are determined according to the first and second peak charging / discharging power. These intermediate power levels are arranged in descending order, and each intermediate power level corresponds to a specific stage in the power meter switching process. For example, if the first peak discharging power is 120kW and the second peak discharging power is 100kW, two intermediate power levels, 115kW and 110kW, can be determined, where 115kW corresponds to the initial switching stage and 110kW corresponds to the intermediate switching stage.

[0082] S703: If the first target peak power is greater than the intermediate power corresponding to a certain switching stage, the actual charging / discharging power of the battery pack is limited based on the intermediate power.

[0083] Once the intermediate power is determined, the relationship between the currently calculated target peak power and the intermediate power corresponding to the switching phase can be judged in real time during vehicle control. For example, suppose we are currently in the initial stage of switching from a 10s discharge power meter (first discharge peak power 120kW) to a 30s discharge power meter (second discharge peak power 100kW), and the intermediate power corresponding to this stage is 115kW. If the target peak power calculated according to the aforementioned steps is 118kW, and this target peak power (118kW) is greater than the intermediate power (115kW) corresponding to the current switching phase, then 118kW is not directly used as the final target peak power. Instead, the actual discharge power of the battery pack is limited by the intermediate power of 115kW. That is, the vehicle's power control system limits the current discharge power of the battery pack based on the intermediate power of 115kW, ensuring that the discharge power of the battery pack will not exceed 115kW in the initial stage of switching.

[0084] A second aspect of this application provides a vehicle control device 80, Figure 8 This is a structural block diagram of an embodiment of the vehicle control device 80 provided in this application.

[0085] Combination Figure 8 The vehicle control device 80 includes: a detection module 81, used to acquire the current power change value of the vehicle's battery pack during the current detection cycle when the vehicle switches from operating from a first battery power meter to a second battery power meter; wherein, under the same query conditions, the power obtained by querying through the first battery power meter is higher than the power obtained by querying through the second battery power meter; a processing module 82, which, if it is determined from the current power change value that the battery pack meets the preset charging / discharging power change conditions, determines a first power margin based on the current power change value, and determines the current charging / discharging peak power of the battery pack based on the first battery power meter; and determines a first target peak power based on the current charging / discharging peak power and the first power margin; and a control module 83, which, if it is determined from the current power change value that the battery pack meets the preset charging / discharging power change conditions, determines the first power margin based on the current power change value, and determines the current charging / discharging peak power of the battery pack based on the first battery power meter; and determines the first target peak power based on the current charging / discharging peak power and the first power margin. For a detailed explanation of the specific execution methods of each module for the above steps, please refer to the relevant content of the above embodiments, which will not be repeated here.

[0086] A third aspect of this application provides an electronic device, including: a processor; and a memory for storing a computer program, which, when executed by the processor, implements the vehicle control method of any of the above embodiments.

[0087] Figure 9 This is a schematic diagram of the structural framework of an embodiment of the electronic device 600 provided in this application.

[0088] Combination Figure 9In some specific embodiments, the electronic device 600 includes a central processing unit (CPU) 601 and a read-only memory (ROM) 602. The CPU 601 is a processor, and the ROM 602 is a memory. The CPU 601 can perform various appropriate actions and processes, such as executing the methods described in the above embodiments, based on programs stored in the ROM 602 or programs loaded from storage portion 608 into random access memory (RAM) 603. The RAM 603 also stores various programs and data required for system operation. The CPU 601, ROM 602, and RAM 603 are interconnected via a bus 604. An input / output (I / O) interface 605 is also connected to the bus 604.

[0089] The following components are connected to I / O interface 605: an input section 606 including a keyboard, mouse, etc.; an output section 607 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and speakers, etc.; a storage section 608 including a hard disk, etc.; and a communication section 609 including a network interface card such as a LAN (Local Area Network) card, modem, etc. The communication section 609 performs communication processing via a network such as the Internet. A drive 610 is also connected to I / O interface 605 as needed. A removable medium 611, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., is installed on drive 610 as needed so that computer programs read from it can be installed into storage section 608 as needed.

[0090] Specifically, according to embodiments of this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program including a computer program for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication section 609, and / or installed from removable medium 611. When the computer program is executed by central processing unit (CPU) 601, it performs various functions defined in the system of this application.

[0091] A fourth aspect of this application provides a computer-readable storage medium 40, Figure 10This is a schematic diagram of the structural framework of an embodiment of the computer-readable storage medium 40 provided in this application.

[0092] Combination Figure 10 The computer-readable storage medium 40 stores a computer program 41, which, when executed by a processor, implements the vehicle control method as described in any of the above embodiments.

[0093] It should be noted that the computer-readable medium 40 shown in the embodiments of this application can be a computer-readable signal medium, a computer-readable storage medium, or any combination of the two. A computer-readable storage medium can be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disc read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this application, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In this application, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, carrying a computer-readable computer program. The transmitted data signal can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. The computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The computer program contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to wireless, wired, etc., or any suitable combination thereof.

[0094] In summary, based on the vehicle control method, apparatus, device, and storage medium provided in this application, the control method includes: during the process of switching the vehicle from a first battery power meter to a second battery power meter, acquiring the current power change value of the vehicle's battery pack's charging / discharging power within the current detection cycle; wherein, under the same query conditions, the power obtained through the first battery power meter is higher than the power obtained through the second battery power meter; if it is determined from the current power change value that the battery pack meets preset charging / discharging power change conditions, then a first power margin is determined from the current power change value, and the current charging / discharging peak power of the battery pack is determined from the first battery power meter; a first target peak power is determined from the current charging / discharging peak power and the first power margin; and the actual charging / discharging power of the battery pack is limited based on the first target peak power. Therefore, during the process of switching from the first battery power meter to the second battery power meter, determining the first power margin from the current power change value and then obtaining the first target peak power to limit the actual charging / discharging power of the battery pack can avoid overcharging or over-discharging problems caused by a sudden drop in peak power, thereby extending the battery pack's service life, reducing the risk of thermal runaway, and improving driving safety.

[0095] The above description is merely a preferred exemplary embodiment of this application and is not intended to limit the implementation of this application. Those skilled in the art can easily make corresponding modifications or alterations based on the main concept and spirit of this application. Therefore, the scope of protection of this application should be determined by the scope of protection claimed in the claims.

Claims

1. A vehicle control method, characterized in that, include: During the process of switching the vehicle from the first battery power meter to the second battery power meter, the current power change value of the charging / discharging power of the vehicle's battery pack in the current detection cycle is obtained; wherein, under the same query conditions, the power obtained by querying through the first battery power meter is higher than the power obtained by querying through the second battery power meter; If the battery pack meets the preset power limit condition based on the current power change value, then the first power margin is determined based on the current power change value, and the current charging / discharging peak power of the battery pack is determined based on the first battery power table. The first target peak power is determined based on the current charge / discharge peak power and the first power margin; The actual charge / discharge power of the battery pack is limited based on the first target peak power.

2. The vehicle control method according to claim 1, characterized in that, The step of determining the first power margin based on the current power change value includes: Determine the preset power range in which the current power change value is located; wherein, the preset power range is multiple and constitutes a continuous power range; Based on the preset power range in which the current power change value is located, a corresponding first power margin is determined; wherein, the first power margin is higher for the preset power range with a higher average power value.

3. The vehicle control method according to claim 1, characterized in that, Determining the first target peak power based on the current charge / discharge peak power and the first power margin includes: The difference between the current charging / discharging peak power of the battery pack and the first power margin is used as the initial peak power; Obtain the road segment type corresponding to the current driving segment of the vehicle; If the road segment type is a preset high power demand road segment, then the product of the initial peak power and the first correction coefficient is taken as the first target peak power; wherein, the first correction coefficient is greater than 1.

4. The vehicle control method according to claim 1, characterized in that, Before the step of obtaining the current power change value of the vehicle's battery pack charging / discharging power in the current detection cycle during the process of switching the vehicle from the first battery power meter to the second battery power meter, the following steps are included: When it is determined that the vehicle is in the target driving mode, the current accelerator pedal opening of the vehicle is obtained; If the current accelerator pedal opening is greater than the preset opening and remains so for more than the first preset duration, and the battery pack operates at peak discharge power for more than the second preset duration, then the second target peak power is determined. The actual discharge power of the battery pack is limited according to the second target peak power.

5. The vehicle control method according to claim 4, characterized in that, The steps for determining the second target peak power include: Determine the preset accelerator pedal opening range corresponding to the current accelerator pedal opening, and determine the preset vehicle speed range corresponding to the current vehicle speed; A second power margin is determined based on the preset accelerator pedal opening range and the preset vehicle speed range, and the difference between the current peak discharge power of the battery pack and the second power margin is taken as the second target peak power; wherein, there is a preset correspondence between the combination of the preset accelerator pedal opening range and the preset vehicle speed range and the second power margin.

6. The vehicle control method according to claim 1, characterized in that, Determining the first target peak power based on the current charge / discharge peak power of the battery pack and the first power margin includes: The difference between the current peak charge / discharge power of the battery pack and the first power margin is taken as the first target peak power; or, The current health status of the battery pack is obtained, and a second correction coefficient corresponding to the current health status is determined. The product of the first power margin and the second correction coefficient is taken as the corrected first power margin. The difference between the current charging / discharging peak power of the battery pack and the corrected first power margin is taken as the first target peak power. The second correction coefficient is greater than 1.

7. The vehicle control method according to claim 1, characterized in that, The method further includes: During the process of switching the vehicle from the first battery power meter to the second battery power meter, the first charging / discharging peak power and the second charging / discharging peak power corresponding to the first battery power meter and the second battery power meter of the battery pack are obtained respectively. Based on the first charging / discharging peak power and the second charging / discharging peak power, at least two intermediate power are determined; wherein, the intermediate power is located between the first charging / discharging peak power and the second charging / discharging peak power, and different intermediate power corresponds to different power meter switching stages; If the first target peak power is greater than the intermediate power corresponding to a certain switching phase, then the actual charging / discharging power of the battery pack is limited based on the intermediate power.

8. A vehicle control device, characterized in that, include: The detection module is used to obtain the current power change value of the charging / discharging power of the vehicle's battery pack during the current detection cycle when the vehicle switches from the first battery power meter to the second battery power meter; wherein, under the same query conditions, the power obtained by querying through the first battery power meter is higher than the power obtained by querying through the second battery power meter. The processing module determines, based on the current power change value, that the battery pack meets the preset charging / discharging power change conditions. It then determines a first power margin based on the current power change value and determines the current charging / discharging peak power of the battery pack based on the first battery power table; and determines a first target peak power based on the current charging / discharging peak power and the first power margin. The control module limits the actual charging / discharging power of the battery pack based on the first target peak power.

9. An electronic device, characterized in that, include: processor; A memory for storing a computer program that, when executed by the processor, implements the vehicle control method according to any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The storage medium stores a computer program, which, when executed by a processor, implements the vehicle control method as described in any one of claims 1-7.

Images