Vehicle power distribution control method and device, computer equipment and storage medium

Abstract

The invention relates to the technical field of vehicle control, and discloses a vehicle power distribution control method and device, computer equipment and a storage medium, and the method comprises the steps: detecting whether a target vehicle meets a triggering condition of a battery limited mode or not; if the trigger condition of the battery limited mode is met, the target vehicle is controlled to enter the battery limited mode, and a power adjustment strategy corresponding to the battery limited mode is obtained; and controlling the target vehicle to run in the battery limited mode by using the power adjustment strategy. The problem that in the prior art, when the power of a low-temperature battery is limited, a vehicle can normally run after heating is completed is solved.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and more specifically to vehicle power distribution control methods, devices, computer equipment, and storage media. Background Technology

[0002] With the rapid development of new energy vehicles, hybrid vehicles have more stable range and power performance compared to pure electric vehicles in low-temperature winter environments. However, in extreme low-temperature scenarios with depleted batteries, the charging and discharging capacity of the power battery decreases significantly, leading to sluggish vehicle drive power response, reduced energy management efficiency, and in severe cases, even vehicle stall, making it impossible to maintain normal driving.

[0003] Currently, conventional solutions to the problem of insufficient power and slow recovery in hybrid vehicles under low-temperature conditions mainly rely on the thermal management system to actively heat the battery. Once the battery temperature rises to a certain range, the engine is started to charge the battery, ultimately restoring the vehicle's power to normal. However, this method cannot guarantee the vehicle's normal driving capability during the battery heating phase; users must wait for the heating process to complete before receiving full power, severely impacting the user experience. While existing technologies have accelerated the system recovery speed to some extent through dynamic power adjustment or engine waste heat utilization, they still fail to fundamentally solve the problem of power interruption during the heating process, thus failing to meet the need for immediate start-up and driving. Summary of the Invention

[0004] In view of this, embodiments of the present invention provide a vehicle power distribution control method, device, computer equipment, and storage medium to solve the problem in the prior art that vehicles must wait for heating to complete before they can drive normally when the power of the battery is limited at low temperatures.

[0005] In a first aspect, embodiments of the present invention provide a vehicle power distribution control method, the method comprising: Detect whether the target vehicle meets the trigger conditions for battery-limited mode; If the triggering conditions of the battery-limited mode are met, the target vehicle is controlled to enter the battery-limited mode, and the power adjustment strategy corresponding to the battery-limited mode is obtained. The power adjustment strategy is used to control the target vehicle to operate in the battery-limited mode.

[0006] Furthermore, the detection of whether the target vehicle meets the triggering conditions for the battery-limited mode includes: The maximum charging power of the battery in the target vehicle, the battery pack temperature, and the ambient temperature are obtained. By comparing the maximum charging power with the charging limit power, comparing the battery pack temperature with the first low temperature threshold, and comparing the ambient temperature with the second low temperature threshold, a comparison result is obtained. Based on the comparison results, determine whether the target vehicle meets the triggering conditions for the power-limited mode.

[0007] Furthermore, determining whether the target vehicle meets the triggering conditions for the power-limited mode based on the comparison result includes: If the comparison result is that the maximum charging power is less than the charging limit power, the battery pack temperature is less than the first low temperature threshold, and the ambient temperature is less than the second low temperature threshold, then the target vehicle is determined to meet the triggering conditions of the battery-limited mode. If the comparison result is that the maximum charging power is greater than or equal to the charging limit power, or the battery pack temperature is greater than or equal to the first low temperature threshold, or the ambient temperature is greater than or equal to the second low temperature threshold, then the target vehicle is determined not to meet the triggering conditions of the battery-limited mode.

[0008] Furthermore, after determining that the target vehicle does not meet the triggering conditions of the battery-limited mode, the method further includes: Control the target vehicle to operate in a non-battery-limited mode; In the non-battery-constrained mode, the charging power requirement is determined based on the target vehicle's status data, and the target vehicle's current drive power and current accessory power are obtained. Calculate the first power generation power of the starter generator in the target vehicle based on the charging power demand, the current driving power, and the current accessory power; The first drive limit power of the target vehicle in the non-battery-limited mode is calculated using the first power generation. The target vehicle is controlled to operate in the non-battery-limited mode based on the first power generation and the first drive limiting power.

[0009] Furthermore, controlling the target vehicle to operate in the battery-limited mode using the power adjustment strategy includes: Calculate the second power generation capacity of the starter generator in the target vehicle according to the power adjustment strategy; The target drive limit power of the target vehicle in the battery-limited mode is calculated using the second power generation. The target vehicle is controlled to operate in the battery-limited mode based on the second power generation and the target drive limit power.

[0010] Furthermore, calculating the second power generation of the starter generator in the target vehicle according to the power adjustment strategy includes: The dynamic compensation coefficient, maximum charging power, and current charging power of the battery in the target vehicle are obtained, and the dynamic compensation power is calculated based on the dynamic compensation coefficient, the maximum charging power, and the current charging power. The charging power requirement is determined based on the status data of the target vehicle, and the current driving power and current accessory power of the target vehicle are obtained. The second power output of the starter generator is calculated based on the charging demand power, the current drive power, the current accessory power, and the dynamic compensation power.

[0011] Furthermore, the step of calculating the target drive limit power of the target vehicle in the battery-limited mode using the second power generation includes: The second drive limit power of the target vehicle in non-battery-limited mode is calculated using the second power generation. Obtain the drive configuration power of the battery-limited mode, select the maximum value between the second drive limit power and the drive configuration power, and use the maximum value as the target drive limit power of the target vehicle in the battery-limited mode.

[0012] Secondly, embodiments of the present invention provide a vehicle power distribution control device, the device comprising: The detection module is used to detect whether the target vehicle meets the triggering conditions of the battery-limited mode; The first control module is used to control the target vehicle to enter the battery-limited mode if the triggering conditions of the battery-limited mode are met, and to obtain the power adjustment strategy corresponding to the battery-limited mode. The second control module is used to control the target vehicle to operate in the battery-limited mode using the power adjustment strategy.

[0013] Thirdly, embodiments of the present invention provide a computer device, including: a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the computer instructions to perform the method described in the first aspect or any corresponding embodiment thereof.

[0014] Fourthly, embodiments of the present invention provide a computer-readable storage medium storing computer instructions that cause a computer to perform the method described in the first aspect or any of its corresponding embodiments.

[0015] The method provided in this application has the following beneficial effects: The vehicle power distribution control method provided in this invention accurately identifies the triggering conditions of battery-limited mode by real-time detection of battery temperature, ambient temperature, and the battery's maximum allowable charging power. This ensures the system can reliably and promptly enter the response state, avoiding misjudgments or delayed responses. Upon entering battery-limited mode, the system dynamically invokes a preset power adjustment strategy. This strategy integrates closed-loop power control for power generation with a drive power guarantee mechanism, ensuring the power battery is neither overcharged nor over-discharged, while actively increasing power generation output through differential compensation. Based on this strategy, the system controls vehicle movement in real-time, ensuring that even when battery charging and discharging functions are severely limited, the vehicle can still provide a minimum guaranteed drive power to maintain low-speed driving, effectively preventing vehicle stall and significantly shortening power interruption time. This method achieves wait-free driving under low-temperature conditions, significantly improving vehicle power responsiveness and user driving experience, while ensuring the safety and durability of the battery system. Attached Figure Description

[0016] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0017] Figure 1 This is a schematic flowchart of a vehicle power distribution control method according to an embodiment of the present invention; Figure 2 This is a schematic flowchart of another vehicle power distribution control method according to an embodiment of the present invention; Figure 3 This is a structural block diagram of a vehicle power distribution control device according to an embodiment of the present invention; Figure 4 This is a schematic diagram of the hardware structure of a computer device according to an embodiment of the present invention. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0019] According to embodiments of the present invention, a vehicle power distribution control method, apparatus, computer device, and storage medium are provided. It should be noted that the steps shown in the flowcharts in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowcharts, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0020] This embodiment provides a vehicle power distribution control method. Figure 1 This is a flowchart of a vehicle power distribution control method according to an embodiment of the present invention, such as... Figure 1 As shown, the process includes the following steps: Step S101: Detect whether the target vehicle meets the triggering conditions for the battery-limited mode.

[0021] In this embodiment, firstly, the maximum charging power of the battery in the target vehicle (i.e., the maximum allowable charging power that the battery can accept in the current state), the battery pack temperature (the actual temperature of the power battery pack), and the ambient temperature (the temperature of the external environment where the vehicle is located) are obtained. Then, the maximum charging power is compared with a preset charging limit power (e.g., 10kW), the battery pack temperature is compared with a preset first low temperature threshold (e.g., -10℃), and the ambient temperature is compared with a preset second low temperature threshold (e.g., -5℃). Finally, if the maximum charging power is less than the charging limit power, the battery pack temperature is lower than the first low temperature threshold, and the ambient temperature is lower than the second low temperature threshold, the vehicle is determined to meet the triggering conditions of the battery-limited mode, and the system identifies and activates the corresponding control strategy accordingly.

[0022] It should be noted that battery-limited mode refers to a special energy management state that occurs in low-temperature environments when the maximum allowable charging power of the battery is lower than a preset limit, the battery pack temperature is lower than a first low-temperature threshold, and the ambient temperature is lower than a second low-temperature threshold. In this mode, the battery's charging and discharging capabilities are severely limited. Through closed-loop power control of the generator and a drive power protection strategy, the generator output and drive torque are dynamically adjusted to maintain low-speed vehicle operation and prevent overcharging or over-discharging of the battery.

[0023] Step S102: If the triggering conditions for the battery-limited mode are met, control the target vehicle to enter the battery-limited mode and obtain the power adjustment strategy corresponding to the battery-limited mode.

[0024] In this embodiment, the system first executes mode switching logic to set the vehicle energy management state to battery-limited mode. In this mode, power allocation will prioritize basic driving needs and battery protection. Subsequently, the system obtains the power adjustment strategy preset for this mode. The core of this strategy includes closed-loop power control for power generation and a power protection mechanism for drive. Its specific parameters and calculation logic (such as dynamic compensation coefficient K, preset charging limit power of battery-limited mode, etc.) are pre-stored by the system or calculated in real time to dynamically coordinate the start of the generator (i.e., P1 generator) for power generation and drive output when the battery power is limited at low temperatures, ensuring the vehicle can continue to drive and preventing battery overcharging or over-discharging.

[0025] Step S103: Use a power adjustment strategy to control the target vehicle to operate in battery-limited mode.

[0026] In this embodiment, firstly, the second power generation of the starter generator is calculated according to the power adjustment strategy. This calculation process obtains the battery's dynamic compensation coefficient K (i.e., the output of the PID controller, used to dynamically adjust the compensation intensity), the maximum charging power, and the current charging power to calculate the dynamic compensation power. Then, it combines the charging demand power, the current driving power, and the current accessory power determined by the state data to obtain the second power generation. Secondly, the target driving limit power is calculated using the second power generation. Specifically, the second driving limit power in the unrestricted mode is calculated first, and then the driving configuration power of the preset battery-restricted mode (e.g., 5kW) is obtained. The maximum value of the two is taken as the final target driving limit power to ensure that the vehicle can obtain at least the minimum guaranteed power. Finally, the starter generator (i.e., P1 generator) is controlled to generate power and drive torque output based on the second power generation and the target driving limit power, so that the vehicle can still maintain low-speed driving when the battery power is severely limited, while preventing the battery from being overcharged or over-discharged, and achieving continuous driving under safe conditions.

[0027] As an example, the vehicle power distribution control process, such as Figure 2 As shown, the process includes: first, acquiring target vehicle information; then, determining whether the target vehicle meets the triggering conditions for battery-limited mode. If it does, the vehicle operates in battery-limited mode, first calculating the dynamic compensation power of the battery, then calculating the second power output of the starter generator, and finally determining the target drive limit power. Finally, the vehicle is controlled to drive based on the second power output and the target drive limit power. If it does not meet the conditions, the vehicle operates in non-battery-limited mode, first calculating the first power output of the starter generator, then determining the first drive limit power, and finally controlling the vehicle to drive based on the first power output and the first drive limit power.

[0028] It should be noted that the charging demand power is a baseline charging power value determined by a lookup algorithm based on vehicle speed, accessory power, and the SOC value of the power battery, used to maintain battery charge or meet driving needs; the current drive power is the actual power output of the drive motor, obtained from the vehicle power domain controller; the current accessory power is the total power currently consumed by the vehicle accessory systems (such as air conditioning, power steering, etc.), obtained from the vehicle power domain controller; the maximum charging power is the maximum allowable charging power value that the battery can accept in the current state, obtained from the battery capacity controller; the charging limit power is a preset allowable charging power limit value, used to trigger the battery-limited mode; the first generation power is the power required to start the generator in non-battery-limited mode, which is the sum of the charging demand power, current drive power, and current accessory power; the first drive limit power is the upper limit of the drive power in non-battery-limited mode, calculated by the formula (maximum battery discharge power + first...). The first power output is the power required to start the generator in battery-limited mode, calculated as: (Power Generation Power) - Current Accessory Power; the second power output is the power required to start the generator in battery-limited mode, which is the sum of dynamic compensation power, charging demand power, current drive power, and current accessory power; the dynamic compensation power is the adjustment amount used to compensate for the difference between the battery charging capacity and the actual charging power in real time in battery-limited mode, calculated as K·(Maximum Charging Power - Current Charging Power), where K is the dynamic compensation coefficient; the second drive limit power is the upper limit of drive power in non-battery-limited mode calculated using the second power output in battery-limited mode, calculated as (Maximum Discharge Power + Second Power Generation Power) - Current Accessory Power; the drive configuration power is the preset minimum drive power in battery-limited mode, used to provide the minimum guaranteed power; the target drive limit power is the upper limit of the final drive power in battery-limited mode, taken as the maximum value between the second drive limit power and the drive configuration power.

[0029] In this embodiment of the application, detecting whether the target vehicle meets the triggering conditions of the battery-limited mode includes the following steps A1-A3: Step A1: Obtain the maximum charging power of the battery in the target vehicle, the battery pack temperature, and the ambient temperature.

[0030] Specifically, the system communicates via the vehicle's CAN bus or a dedicated controller to read in real time the battery's maximum allowable charging power (i.e., the maximum charging power the battery can accept under the current conditions) and battery pack temperature (the actual temperature of the power battery pack) from the Battery Energy Control Module (BECM). Simultaneously, it obtains the ambient temperature (the temperature of the external environment where the vehicle is located) from the vehicle's environmental sensors or thermal management controller. These parameters are the direct inputs and decision-making basis for subsequent determinations regarding whether to enter battery-limited mode.

[0031] Step A2: Compare the maximum charging power with the charging limit power, compare the battery pack temperature with the first low temperature threshold, and compare the ambient temperature with the second low temperature threshold to obtain the comparison results.

[0032] Specifically, the system compares the acquired maximum charging power (the battery's current maximum acceptable charging power value) with a preset charging limit (e.g., 10kW); the battery pack temperature (the actual temperature of the power battery pack) with a preset first low-temperature threshold (e.g., -10℃); and the ambient temperature (the vehicle's external ambient temperature) with a preset second low-temperature threshold (e.g., -5℃). Each comparison produces a Boolean (True / False) or numerical result. The system aggregates these results into a comprehensive comparison result, which serves as the direct input for determining the final mode trigger condition.

[0033] Step A3: Determine whether the target vehicle meets the triggering conditions for the power-limited mode based on the comparison results.

[0034] By acquiring the battery's maximum charging power, battery pack temperature, and ambient temperature, and comparing them with preset thresholds, it is possible to accurately and in real time determine whether the vehicle is in a low-temperature battery power-limited state. This provides reliable input conditions for subsequent mode switching and control strategies, ensuring the accuracy and safety of the system response.

[0035] In this embodiment of the application, determining whether the target vehicle meets the triggering conditions of the power-limited mode based on the comparison results includes: if the comparison result is that the maximum charging power is less than the charging limit power, the battery pack temperature is less than the first low temperature threshold, and the ambient temperature is less than the second low temperature threshold, then the target vehicle is determined to meet the triggering conditions of the battery-limited mode; if the comparison result is that the maximum charging power is greater than or equal to the charging limit power, or the battery pack temperature is greater than or equal to the first low temperature threshold, or the ambient temperature is greater than or equal to the second low temperature threshold, then the target vehicle is determined not to meet the triggering conditions of the battery-limited mode.

[0036] Specifically, the system analyzes and compares the results (i.e., the comparison results of each parameter with the preset threshold). If the result shows that the maximum charging power is less than the charging limit power (e.g., 10kW), the battery pack temperature is less than the first low temperature threshold (e.g., -10℃), and the ambient temperature is less than the second low temperature threshold (e.g., -5℃), then the target vehicle is determined to meet the triggering conditions for the battery-limited mode, and the system will start the subsequent limited control process accordingly. Otherwise, if any condition is not met (i.e., the maximum charging power is greater than or equal to the charging limit power, or the battery pack temperature is greater than or equal to the first low temperature threshold, or the ambient temperature is greater than or equal to the second low temperature threshold), then the triggering conditions are not met, and the vehicle will continue or switch to non-battery-limited mode operation.

[0037] By setting multiple judgment conditions (maximum charging power, battery temperature, ambient temperature), the system can accurately identify whether the battery has entered a limited state, avoiding false judgments or missed judgments, and ensuring that the low temperature protection and power compensation strategies will only be activated when truly needed, thereby improving the system's reliability and user experience.

[0038] In this embodiment of the application, after determining that the target vehicle does not meet the triggering conditions of the battery-limited mode, the method further includes the following steps B1-B5: Step B1: Control the target vehicle to operate in a non-battery-limited mode.

[0039] Specifically, the Vehicle Control Unit (VCU), based on the determination results (i.e., at least one of the maximum charging power, battery pack temperature, and ambient temperature has not reached the limiting threshold), issues instructions to the powertrain, battery management system, and related actuators to set the vehicle's energy management state to a non-battery-limited mode. In this mode, power allocation is performed using conventional energy distribution logic. Its core feature is that the first drive limiting power is calculated using the formula "(maximum discharge power + first generation power) - current accessory power," thereby ensuring that the vehicle operates according to a normal and efficient energy management strategy under various operating conditions.

[0040] Step B2: In non-battery-constrained mode, determine the charging power requirement based on the target vehicle's state data, and obtain the target vehicle's current drive power and current accessory power.

[0041] Specifically, firstly, based on the target vehicle's state data (mainly including vehicle speed, total vehicle accessory power, and battery SOC value) obtained from the Vehicle Dynamic Domain Controller (VDDM), the charging power demand (i.e., the charging power value requested to maintain battery charge or meet driving needs) is determined using a lookup table algorithm (MAP) pre-installed in the system. Simultaneously, the current drive power (the actual power output of the drive motor) and current accessory power (the total power currently consumed by vehicle accessory systems such as air conditioning and power steering) are read in real-time from the VDDM. These power values ​​are the direct basis for calculating the first power generation.

[0042] Step B3: Calculate the first power generation of the generator in the target vehicle based on the charging power demand, the current driving power, and the current accessory power.

[0043] Specifically, the charging power demand (the charging power requested to maintain battery charge or meet driving needs), the current driving power (the actual power output of the drive motor), and the current accessory power (the total power consumed by the vehicle's accessory systems) are added together. The sum is the first power output required from the generator (usually the P1 motor) (first power output = charging power demand + current driving power + current accessory power). This calculation ensures that the generator's output can simultaneously meet the needs of driving energy consumption, accessory energy consumption, and battery charging, maintaining the vehicle's energy balance in unconstrained mode.

[0044] Step B4: Calculate the first drive limit power of the target vehicle in non-battery-limited mode using the first power generation.

[0045] Specifically, the calculated first power generation (i.e., the power that the generator needs to output in unrestricted mode) is added to the maximum battery discharge power (the maximum discharge power the battery can provide in the current state) obtained in real time from the Battery Capability Controller (BECM), and then the actual accessory power (the total power currently consumed by the vehicle accessory system) obtained from the Vehicle Dynamics Domain Controller (VDDM) is subtracted. The result is the first drive limit power. This power value follows the conventional energy distribution logic (first drive limit power = maximum discharge power + first power generation - current accessory power). Its physical meaning is that it defines the maximum power value that the drive motor can obtain, and the drive torque output will be limited accordingly to ensure reasonable and stable energy distribution of the entire vehicle.

[0046] Step B5: Control the target vehicle to drive in a non-battery-limited mode based on the first power generation and the first drive limit power.

[0047] Specifically, the vehicle control unit (VCU) sends the first power generation command to the starter generator (usually the P1 motor) to control its output of the corresponding power generation. Simultaneously, it uses the first drive limit power (i.e., the upper limit of drive power) as a key input to limit the torque output of the drive motor, ensuring that its actual power demand does not exceed this upper limit. By coordinating the control of power generation and drive torque, conventional energy distribution logic is achieved, ensuring that in non-battery-constrained modes, the vehicle's drive demand, accessory energy consumption, and battery charging demand are balanced and met, allowing the vehicle to operate normally.

[0048] In non-battery-constrained mode, the charging power demand is calculated based on the vehicle status, and the generator output is dynamically adjusted in combination with the current driving and accessory power to achieve efficient energy distribution, ensuring the vehicle's power and economy under normal operating conditions and avoiding unnecessary energy waste.

[0049] In this embodiment of the application, the power adjustment strategy is used to control the target vehicle to operate in battery-limited mode, including the following steps C1-C3: Step C1: Calculate the second power generation of the starter generator in the target vehicle according to the power adjustment strategy.

[0050] In this embodiment of the application, the calculation of the second power generation of the starter generator in the target vehicle according to the power adjustment strategy includes the following steps C11-C13: Step C11: Obtain the dynamic compensation coefficient, maximum charging power, and current charging power of the battery in the target vehicle, and calculate the dynamic compensation power based on the dynamic compensation coefficient, maximum charging power, and current charging power.

[0051] It should be noted that the dynamic compensation coefficient is the output value of the PID controller, used to dynamically adjust the compensation intensity of the power generation based on the battery's state of charge. This coefficient K is calculated in real time using the PID control algorithm, taking the difference between the battery's maximum allowable charging power and the actual charging power as input, and outputting an adjustment quantity to dynamically compensate the power generation, so that the actual charging power approaches but does not exceed the battery's maximum allowable value.

[0052] Specifically, the system first obtains the battery's maximum charging power (the maximum acceptable charging power value of the battery) and current charging power (the actual charging power value the battery is receiving) in real time from the Battery Capability Controller (BECM). Simultaneously, it obtains the dynamic compensation coefficient K (a coefficient used to dynamically adjust the compensation intensity based on the battery's state of charge deviation) calculated in real time by the PID controller. Then, it multiplies the dynamic compensation coefficient K by the difference between (maximum charging power - current charging power), and the result is the dynamic compensation power (Dynamic Compensation Power = K * (Maximum Charging Power - Current Charging Power)). This compensation power is introduced as a key adjustment variable into subsequent power generation calculations, aiming to reduce the gap between the battery's maximum acceptable power and the actual charging power in real time, thereby preventing overcharging and actively increasing power generation output to accelerate system power recovery.

[0053] Step C12: Determine the charging power requirement based on the target vehicle's status data, and obtain the target vehicle's current drive power and current accessory power.

[0054] Specifically, firstly, based on the real-time state data of the target vehicle (mainly including vehicle speed, battery SOC value, and vehicle accessory power) obtained from the Vehicle Dynamics Domain Controller (VDDM) and Battery Capability Controller (BECM), the charging demand power (i.e., the baseline charging power value requested to maintain battery charge or meet driving needs) is determined through a lookup table algorithm (MAP) pre-installed in the system. Simultaneously, the current drive power (the actual power currently output by the drive motor) and current accessory power (the total power currently consumed by vehicle accessory systems such as air conditioning and power steering) are read from the VDDM. These three power values, along with the dynamic compensation power, serve as the direct basis for calculating the second power generation.

[0055] Step C13: Calculate the second power output of the generator to start the generator based on the charging power demand, current drive power, current accessory power, and dynamic compensation power.

[0056] Specifically, the charging power requirement, the acquired current drive power, and the current accessory power are added to the dynamic compensation power (K·(maximum charging power - current charging power)). The sum is the second power output of the generator (P1 motor) in battery-limited mode (second power output = dynamic compensation power + charging power requirement + current drive power + current accessory power). By introducing the dynamic compensation power term, the power output can meet the basic drive, accessory, and charging requirements, while also compensating for the difference between the battery charging capacity and the actual charging power in real time. This achieves the dual purpose of preventing battery overcharging and actively increasing power output to accelerate power recovery.

[0057] By introducing a dynamic compensation coefficient and real-time battery status (the difference between maximum charging power and actual charging power), the system can dynamically adjust the generator output, preventing battery overcharging and increasing power generation through compensation terms to accelerate system power recovery, thereby improving the vehicle's power response while protecting the battery.

[0058] Step C2: Calculate the target drive limit power of the target vehicle in battery-limited mode using the second power generation.

[0059] In this embodiment of the application, the target drive limitation power of the target vehicle in battery-limited mode is calculated using the second power generation, including the following steps C21-C22: Step C21: Calculate the second drive limit power of the target vehicle in non-battery-limited mode using the second power generation.

[0060] Specifically, the second power generation (i.e., the total power that motor P1 needs to output in battery-limited mode) is substituted into the formula for calculating the upper limit of drive power in non-battery-limited mode: Second Drive Limit Power = (Maximum Discharge Power + Second Power Generation) - Current Accessory Power. The maximum discharge power and current accessory power are obtained in real-time from their respective controllers. The result calculated using this formula is the second drive limit power. This power value is a theoretical upper limit of drive power, and its significance lies in providing a benchmark for comparison with the subsequent drive configuration power (the preset minimum power value) to determine the maximum value. It is a crucial step in realizing the drive power minimum guarantee strategy.

[0061] Step C22: Obtain the drive configuration power in battery-limited mode, select the maximum value between the second drive limit power and the drive configuration power, and use the maximum value as the target drive limit power of the target vehicle in battery-limited mode.

[0062] Specifically, the system first obtains the battery-limited mode drive configuration power (i.e., a preset, fixed lower power limit, such as 5kW, which represents the minimum guaranteed drive power provided by the system to ensure the vehicle does not stall) from the preset power value; simultaneously, it obtains the second drive limit power (a theoretically usable upper limit of drive power calculated based on the current power generation and battery status). Then, these two power values ​​are compared, and the maximum value is selected as the final target drive limit power (target drive limit power = MAX[second drive limit power in non-battery-limited mode, drive configuration power in battery-limited mode]). The core purpose is that when the calculated second drive limit power is too low (or even zero, indicating that the battery cannot provide discharge power), the configuration power will act as a safety net, ensuring that the drive system can obtain at least a minimum power to maintain low-speed vehicle operation, thus fundamentally preventing the vehicle from becoming immobile due to complete loss of power.

[0063] By comparing the power limit value in unrestricted mode with the preset minimum power value, the larger value is taken as the final drive power limit. This ensures that even when the battery cannot discharge completely, the vehicle can still maintain low-speed driving by relying on the minimum guaranteed power provided by the generator, effectively preventing the vehicle from breaking down and improving driving safety under extreme conditions.

[0064] Step C3: Based on the second power generation and the target drive limit power, control the target vehicle to drive in battery-limited mode.

[0065] Specifically, the vehicle control unit (VCU) first sends the second power generation (the total output power of the P1 motor, which incorporates dynamic compensation) as a control command to the starter generator (P1 motor), controlling it to precisely output this power value to ensure that the power generation meets demand while preventing battery overcharging in real time. Simultaneously, the VCU uses the target drive limit power (the upper limit of drive power, which is ensured by the MAX function to be no less than a preset minimum power) as a core constraint to limit the torque request of the drive motor in real time, ensuring that its actual power demand does not exceed this upper limit. Through coordinated control of power generation and drive, namely closed-loop power control of power generation (achieved through dynamic compensation in the second power generation) and a minimum drive power strategy (achieved through the minimum value in the target drive limit power), the vehicle can maintain stable operation even in low-temperature environments where battery power is severely limited, without waiting for heating to complete, effectively avoiding power interruption and battery overcharging / over-discharging issues.

[0066] In battery-limited mode, by dynamically adjusting the generator's power output and recalculating the drive power limit, basic driving power can still be provided when the battery's charging and discharging capacity is severely limited, thus preventing vehicle stalling. At the same time, it ensures that the battery is not overcharged or over-discharged, improving driving safety and reliability at low temperatures.

[0067] This embodiment also provides a vehicle power distribution control device for implementing the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that implements a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0068] This embodiment provides a vehicle power distribution control device, such as... Figure 3 As shown, it includes: The detection module 31 is used to detect whether the target vehicle meets the triggering conditions of the battery-limited mode; The first control module 32 is used to control the target vehicle to enter the battery-limited mode if the triggering conditions of the battery-limited mode are met, and to obtain the power adjustment strategy corresponding to the battery-limited mode. The second control module 33 is used to control the target vehicle to operate in battery-limited mode using a power adjustment strategy.

[0069] Furthermore, the detection module 31 includes: The acquisition submodule is used to acquire the maximum charging power of the battery in the target vehicle, the battery pack temperature, and the ambient temperature. The comparison submodule is used to compare the maximum charging power with the charging limit power, compare the battery pack temperature with the first low temperature threshold, and compare the ambient temperature with the second low temperature threshold to obtain the comparison results. The determination submodule is used to determine whether the target vehicle meets the triggering conditions for power-limited mode based on the comparison results.

[0070] Furthermore, the determination submodule includes: a first determination unit and a second determination unit; The first determination unit is used to determine that the target vehicle meets the triggering conditions of the battery-limited mode if the comparison result is that the maximum charging power is less than the charging limit power, the battery pack temperature is less than the first low temperature threshold, and the ambient temperature is less than the second low temperature threshold. The second determination unit is used to determine that the target vehicle does not meet the triggering conditions of the battery-limited mode if the comparison result is that the maximum charging power is greater than or equal to the charging limit power, or the battery pack temperature is greater than or equal to the first low temperature threshold, or the ambient temperature is greater than or equal to the second low temperature threshold.

[0071] Furthermore, the device also includes: a third control module, used to control the target vehicle to operate in a non-battery-limited mode; in the non-battery-limited mode, determining the charging power demand based on the target vehicle's status data, and obtaining the target vehicle's current drive power and current accessory power; calculating the first power generation of the generator in the target vehicle based on the charging power demand, current drive power, and current accessory power; calculating the first drive limitation power of the target vehicle in the non-battery-limited mode using the first power generation; and controlling the target vehicle to drive in the non-battery-limited mode based on the first power generation and the first drive limitation power.

[0072] Furthermore, the second control module 33 includes: The first calculation submodule is used to calculate the second power generation power of the starter generator in the target vehicle according to the power adjustment strategy. The second calculation submodule is used to calculate the target drive limit power of the target vehicle in battery-limited mode using the second power generation; The control submodule is used to control the target vehicle to operate in battery-limited mode based on the second power generation and the target drive limit power.

[0073] Furthermore, the first calculation submodule is used to obtain the dynamic compensation coefficient, maximum charging power, and current charging power of the battery in the target vehicle, and calculate the dynamic compensation power based on the dynamic compensation coefficient, maximum charging power, and current charging power; determine the charging power demand based on the target vehicle's state data, and obtain the target vehicle's current driving power and current accessory power; and calculate the second power generation of the starter generator based on the charging power demand, current driving power, current accessory power, and dynamic compensation power.

[0074] Furthermore, the second calculation submodule is used to calculate the second drive limit power of the target vehicle in the non-battery-limited mode using the second power generation; obtain the drive configuration power in the battery-limited mode; select the maximum value between the second drive limit power and the configuration power; and use the maximum value as the target drive limit power of the target vehicle in the battery-limited mode.

[0075] Please see Figure 4 , Figure 4 This is a schematic diagram of the structure of a computer device provided in an optional embodiment of the present invention, such as... Figure 4 As shown, the computer device includes one or more processors 10, memory 20, and interfaces for connecting the components, including high-speed interfaces and low-speed interfaces. The components communicate with each other via different buses and can be mounted on a common motherboard or otherwise installed as needed. The processors can process instructions executed within the computer device, including instructions stored in or on memory to display graphical information of a GUI on external input / output devices (such as display devices coupled to the interfaces). In some alternative implementations, multiple processors and / or multiple buses can be used with multiple memories and multiple memory modules, if desired. Similarly, multiple computer devices can be connected, each providing some of the necessary operations (e.g., as a server array, a group of blade servers, or a multiprocessor system).

[0076] Processor 10 may be a central processing unit, a network processor, or a combination thereof. Processor 10 may further include a hardware chip. The hardware chip may be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The programmable logic device may be a complex programmable logic device (CAMP), a field-programmable gate array (FPGA), a general-purpose array logic (GDA), or any combination thereof.

[0077] The memory 20 stores instructions executable by at least one processor 10 to cause at least one processor 10 to perform the method shown in the above embodiments.

[0078] The memory 20 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created based on the use of the computer device as shown by a landing page for an app. Furthermore, the memory 20 may include high-speed random access memory and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some alternative embodiments, the memory 20 may optionally include memory remotely located relative to the processor 10, which can be connected to the computer device via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0079] The memory 20 may include volatile memory, such as random access memory; the memory may also include non-volatile memory, such as flash memory, hard disk or solid-state drive; the memory 20 may also include a combination of the above types of memory.

[0080] The computer device also includes a communication interface 30 for communicating with other devices or communication networks.

[0081] This invention also provides a computer-readable storage medium. The methods described above according to embodiments of the invention can be implemented in hardware or firmware, or implemented as computer code that can be recorded on a storage medium, or implemented as computer code downloaded via a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and then stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code, which, when accessed and executed by the computer, processor, or hardware, implements the methods shown in the above embodiments.

[0082] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A vehicle power distribution control method, characterized in that, The method includes: Detect whether the target vehicle meets the trigger conditions for battery-limited mode; If the triggering conditions of the battery-limited mode are met, the target vehicle is controlled to enter the battery-limited mode, and the power adjustment strategy corresponding to the battery-limited mode is obtained. The power adjustment strategy is used to control the target vehicle to operate in the battery-limited mode.

2. The method according to claim 1, characterized in that, The detection of whether the target vehicle meets the triggering conditions for battery-limited mode includes: The maximum charging power of the battery in the target vehicle, the battery pack temperature, and the ambient temperature are obtained. By comparing the maximum charging power with the charging limit power, comparing the battery pack temperature with the first low temperature threshold, and comparing the ambient temperature with the second low temperature threshold, a comparison result is obtained. Based on the comparison results, determine whether the target vehicle meets the triggering conditions for the power-limited mode.

3. The method according to claim 2, characterized in that, The step of determining whether the target vehicle meets the triggering conditions for power-limited mode based on the comparison result includes: If the comparison result is that the maximum charging power is less than the charging limit power, the battery pack temperature is less than the first low temperature threshold, and the ambient temperature is less than the second low temperature threshold, then the target vehicle is determined to meet the triggering conditions of the battery-limited mode. If the comparison result is that the maximum charging power is greater than or equal to the charging limit power, or the battery pack temperature is greater than or equal to the first low temperature threshold, or the ambient temperature is greater than or equal to the second low temperature threshold, then the target vehicle is determined not to meet the triggering conditions of the battery-limited mode.

4. The method according to claim 3, characterized in that, After determining that the target vehicle does not meet the triggering conditions of the battery-limited mode, the method further includes: Control the target vehicle to operate in a non-battery-limited mode; In the non-battery-constrained mode, the charging power requirement is determined based on the target vehicle's status data, and the target vehicle's current drive power and current accessory power are obtained. Calculate the first power generation power of the starter generator in the target vehicle based on the charging power demand, the current driving power, and the current accessory power; The first drive limit power of the target vehicle in the non-battery-limited mode is calculated using the first power generation. The target vehicle is controlled to operate in the non-battery-limited mode based on the first power generation and the first drive limiting power.

5. The method according to claim 1, characterized in that, The method of controlling the target vehicle to operate in the battery-limited mode using the power adjustment strategy includes: Calculate the second power generation capacity of the starter generator in the target vehicle according to the power adjustment strategy; The target drive limit power of the target vehicle in the battery-limited mode is calculated using the second power generation. The target vehicle is controlled to operate in the battery-limited mode based on the second power generation and the target drive limit power.

6. The method according to claim 5, characterized in that, The step of calculating the second power generation of the starter generator in the target vehicle according to the power adjustment strategy includes: The dynamic compensation coefficient, maximum charging power, and current charging power of the battery in the target vehicle are obtained, and the dynamic compensation power is calculated based on the dynamic compensation coefficient, the maximum charging power, and the current charging power. The charging power requirement is determined based on the status data of the target vehicle, and the current driving power and current accessory power of the target vehicle are obtained. The second power output of the starter generator is calculated based on the charging demand power, the current drive power, the current accessory power, and the dynamic compensation power.

7. The method according to claim 5, characterized in that, The calculation of the target drive limit power of the target vehicle in the battery-limited mode using the second power generation includes: The second drive limit power of the target vehicle in non-battery-limited mode is calculated using the second power generation. Obtain the drive configuration power of the battery-limited mode, select the maximum value between the second drive limit power and the drive configuration power, and use the maximum value as the target drive limit power of the target vehicle in the battery-limited mode.

8. A vehicle power distribution control device, characterized in that, The device includes: The detection module is used to detect whether the target vehicle meets the triggering conditions of the battery-limited mode; The first control module is used to control the target vehicle to enter the battery-limited mode if the triggering conditions of the battery-limited mode are met, and to obtain the power adjustment strategy corresponding to the battery-limited mode. The second control module is used to control the target vehicle to operate in the battery-limited mode using the power adjustment strategy.

9. A computer device, characterized in that, include: A memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, the processor executing the computer instructions to perform the method of any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing the computer to perform the method of any one of claims 1 to 7.

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