Control method, control system and vehicle for a vehicle

Abstract

The application provides a control method, a control system and a vehicle. The vehicle comprises a low-temperature mode. The control method comprises: obtaining a demand power and a supply power of the vehicle when the vehicle enters the low-temperature mode; determining whether the supply power can meet the demand power; if the supply power cannot meet the demand power, determining a target exit temperature according to a difference between the demand power and the supply power; the target exit temperature is negatively correlated with the difference between the demand power and the supply power; and controlling the vehicle to exit the low-temperature mode when a temperature of a power battery of the vehicle reaches the target exit temperature. The application can ensure that sufficient power output is maintained in an extremely low-temperature or high-power demand scenario, avoid power interruption or vehicle jerk caused by insufficient power, and improve driving smoothness and safety.

Description

Technical Field

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

[0002] With the development of new energy vehicle technology, range-extended electric vehicles have been widely used due to their advantages such as long driving range and good fuel economy. The vehicle controller, as the core control unit of the vehicle, is responsible for coordinating the working status of the power battery, drive motor, and range extender.

[0003] In low-temperature winter environments, the activity of lithium-ion power batteries decreases, internal resistance increases, and usable capacity and charge / discharge power significantly decline. To protect battery safety and utilize engine waste heat for cabin heating and battery warming, existing technologies typically activate a "low-temperature mode" for vehicle controllers. In low-temperature mode, control strategies include: limiting motor peak power to prevent battery over-discharge; forcibly starting the range extender or increasing engine idle speed to utilize waste heat; and increasing the target state of charge to maintain charge balance.

[0004] However, existing low-temperature mode exit logic is usually based on a single temperature threshold (such as the lowest single-cell battery temperature > 10℃) or the allowable charging power threshold of the power battery. When the vehicle encounters a high-power demand scenario after a cold start (such as climbing hills, overtaking quickly, or starting with a full load), if the battery temperature has not yet reached the fixed exit threshold, the vehicle controller will still limit the power output, resulting in weak acceleration of the vehicle, which can easily lead to traffic safety accidents. Summary of the Invention

[0005] This application provides a vehicle control method, control system, and vehicle with high safety.

[0006] This application provides a vehicle control method, wherein the vehicle includes a low-temperature mode; the control method includes: When the vehicle enters the low-temperature mode, the vehicle's required power and supplied power are obtained; Determine whether the supplied power is sufficient to meet the required power. If the supplied power cannot meet the demand power, a target exit temperature is determined based on the difference between the demand power and the supplied power; the target exit temperature is negatively correlated with the difference between the demand power and the supplied power. When the temperature of the vehicle's power battery reaches the target exit temperature, the vehicle is controlled to exit the low-temperature mode.

[0007] In some embodiments, if the supplied power cannot meet the demand power, a target exit temperature is determined based on the difference between the demand power and the supplied power. The target exit temperature is negatively correlated with the difference between the demand power and the supplied power. When the temperature of the vehicle's power battery reaches the target exit temperature, the vehicle is controlled to exit the low-temperature mode. When the vehicle's supplied power cannot meet the demand power, the higher the demand power and the greater the difference between the demand power and the supplied power, the lower the target exit temperature, thus exiting the low-temperature mode earlier. This removes the output power limitation on the vehicle's motor, allowing the vehicle to increase its supplied power to meet the demand power, ensuring the vehicle's power response. In extreme low-temperature or high-power demand scenarios, sufficient power output can still be maintained, avoiding power interruption or vehicle jerking due to insufficient power, and improving driving smoothness and safety.

[0008] Optionally, before determining whether the supplied power can meet the demand power, the control method includes: A first evaluation factor is determined based on the required power and the supplied power; the required power is determined based on the driver's required power and the power of the vehicle accessories; the supplied power is determined based on the maximum allowable discharge power of the power battery and the power generated by the range extender; the first evaluation factor is the ratio of the difference between the required power and the supplied power to the driver's required power. Determining whether the supplied power can meet the demand power includes: If the first evaluation factor is greater than zero, it is determined that the supplied power cannot meet the demand power.

[0009] In some embodiments, if the first evaluation factor is greater than zero, it is determined that the supplied power cannot meet the demand power. This allows for a simple and convenient determination of whether the supplied power can meet the demand power, and avoids judgment bias caused by differences in the absolute power value under different driving scenarios.

[0010] Optionally, determining the target exit temperature based on the difference between the required power and the supplied power includes: If the first evaluation factor is not greater than the maximum allowable threshold, the exit temperature corresponding to the first evaluation factor is taken as the target exit temperature according to the preset mapping relationship.

[0011] In some embodiments, by establishing a mapping relationship between a first evaluation factor and a target exit temperature, the exit temperature can be continuously varied with the size of the relative power gap, thus making the control of the vehicle smoother and more precise.

[0012] Optionally, determining the target exit temperature based on the difference between the required power and the supplied power includes: If the first evaluation factor is greater than the maximum allowable threshold, the target exit temperature is determined to be the minimum allowable temperature of the power battery.

[0013] In some embodiments, if the first evaluation factor is greater than the maximum allowable threshold, the target exit temperature is determined to be the minimum allowable temperature of the power battery. This can prioritize the protection of the vehicle's power performance and prevent the vehicle from becoming inoperable.

[0014] Optionally, the control method includes: Obtain the maximum allowable charging power of the vehicle's power battery; The second evaluation factor is determined based on the difference between the required power and the maximum allowable charging power of the power battery; If the power supplied by the vehicle can meet the power demand, and the second evaluation factor is not greater than zero, when the maximum allowable charging power of the power battery is greater than the optimal economic power generation power of the range extender, the vehicle is controlled to exit the low temperature mode.

[0015] In some embodiments, if the vehicle's supplied power can meet the required power and the second evaluation factor is not greater than zero, it indicates that the required power is not greater than the battery's maximum allowable charging power, and the battery's charging capacity is sufficient. When the maximum allowable charging power of the power battery is greater than the range extender's optimal economic power generation, it indicates that the battery has sufficient charging capacity to absorb all the electrical energy generated by the range extender at its economic operating point. In this case, exiting the low-temperature mode will not result in charging overflow or energy waste.

[0016] Optionally, the control method includes: Obtain the maximum allowable charging power of the vehicle's power battery; The second evaluation factor is determined based on the difference between the required power and the maximum allowable charging power of the power battery; If the power supplied by the vehicle can meet the power demand, and the second evaluation factor is greater than zero for a preset duration, the vehicle is controlled to exit the low-temperature mode.

[0017] In some embodiments, the above-described scheme can avoid premature termination leading to a continuous decline in the SOC of the power battery, and premature termination leading to frequent load changes that degrade the vehicle's economic performance.

[0018] Optionally, obtaining the required power of the vehicle includes: The required power is determined by summing the product of the power and temperature coefficient of the vehicle accessories with the power required by the driver; the temperature coefficient is negatively correlated with the temperature inside the vehicle.

[0019] In some embodiments, the power required for vehicle compartment heating may increase exponentially in low-temperature environments. If only the driver's power demand is considered, the total power demand of the entire vehicle will be underestimated, resulting in an underestimation of the power gap and affecting the accuracy of the target exit temperature. By weighting the power demand of accessories with a temperature coefficient, the power demand is made closer to reality, which can more accurately reflect the true power demand in low-temperature modes.

[0020] Optionally, determining the target exit temperature based on the difference between the required power and the supplied power includes: The initial target exit temperature is determined based on the difference between the required power and the supplied power. The target exit temperature is determined by the maximum value between the initial target exit temperature and the minimum permissible temperature of the vehicle's power battery.

[0021] In some embodiments, by introducing a minimum permissible temperature of the power battery as a lower limit constraint, the target exit temperature is prevented from being set below the battery's safe operating boundary, thus protecting the battery.

[0022] Optionally, after controlling the vehicle to exit the low-temperature mode, the control method includes: When the temperature of the vehicle's power battery reaches the recovery temperature, the vehicle is controlled to enter the low-temperature mode; the recovery temperature is lower than the target exit temperature.

[0023] In some embodiments, by setting a recovery temperature lower than the target exit temperature, the vehicle will only re-enter the low-temperature mode when the battery temperature drops to a recovery temperature lower than the exit temperature. This prevents repeated switching caused by minor fluctuations near the target exit temperature and maintains vehicle stability.

[0024] Optionally, while controlling the vehicle to exit the low-temperature mode, the control method includes: Based on the required power, the power generation capacity of the vehicle's range extender is increased.

[0025] In some embodiments, when the vehicle exits the low-temperature mode and the power limitation of the drive motor is lifted, the power generation of the range extender is increased so that the total power supply can cover the increased power demand. Adjusting the output of the range extender in advance based on the power demand can avoid instantaneous power gaps after exiting the low-temperature mode. In addition, having the range extender share the drive power demand can reduce the battery discharge burden and protect the battery.

[0026] This application provides a computer-readable storage medium having a program stored thereon, which, when executed by a processor, implements the vehicle control method as described in any of the above-described embodiments.

[0027] This application provides a vehicle control system, including one or more processors, for implementing the vehicle control method as described in any of the preceding claims.

[0028] This application provides a vehicle, including: a control system as described above.

[0029] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0030] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0031] Figure 1 The diagram shown is a flowchart of one embodiment of the vehicle control method of this application.

[0032] Figure 2 The diagram shown is a structural block diagram of one embodiment of the vehicle control system of this application. Detailed Implementation

[0033] This application provides a vehicle control method, a control system, and a vehicle. The vehicle control method, control system, and vehicle of this application will be described in detail below with reference to the accompanying drawings. Unless otherwise specified, the features in the following embodiments and implementations can be combined with each other.

[0034] Figure 1 The diagram shown is a flowchart of one embodiment of the vehicle control method 10 of this application.

[0035] The vehicle includes a low-temperature mode. When the vehicle is in a low-temperature environment, the system controls the vehicle to enter low-temperature mode. In low-temperature mode, the vehicle's control strategies include: limiting the peak power of the vehicle's drive motor to prevent battery over-discharge; forcibly starting the range extender or increasing the engine idle speed to utilize engine waste heat; and increasing the target value of the battery's state of charge to maintain battery charge balance.

[0036] like Figure 1 As shown, the vehicle control method 10 includes steps 11 to 14. The control system of this application is used to execute the control method 10. The control system includes a vehicle controller.

[0037] Step 11: After the vehicle enters low temperature mode, obtain the vehicle's required power and supplied power.

[0038] In some embodiments, "obtaining the required power of the vehicle" in step 11 includes: determining the required power by summing the product of the power of the vehicle accessories and the temperature coefficient with the driver's required power; the temperature coefficient is negatively correlated with the vehicle's cabin temperature.

[0039] The total power of vehicle accessories includes the sum of the real-time power consumption of auxiliary systems such as the air conditioning compressor, PTC heater, blower, water pump, oil pump, and DC-DC converter load. The total power of vehicle accessories can be obtained in real time by collecting the current operating status of each accessory.

[0040] The temperature coefficient is an adjustment factor that is negatively correlated with the vehicle's cabin temperature. The lower the cabin temperature, the larger the temperature coefficient; the higher the cabin temperature, the smaller the temperature coefficient. The temperature coefficient is used to correct for the actual power consumption of vehicle accessories under low-temperature conditions. The temperature coefficient can be determined in advance through calibration experiments and stored as a lookup table or fitting function.

[0041] In some embodiments, the temperature coefficient is also related to the setting of the vehicle's electric water heater. Different settings correspond to different temperature coefficients. For example, when the electric water heater switch is at setting 2 and setting 1, the temperature coefficient is determined by looking up the corresponding table based on the cabin temperature.

[0042] The driver's power requirement is the drive power requirement calculated based on the driver's accelerator pedal opening, current vehicle speed, and the efficiency of the vehicle's transmission system.

[0043] In some embodiments, the power required for vehicle compartment heating may increase exponentially in low-temperature environments. If only the driver's power demand is considered, the total power demand of the entire vehicle will be underestimated, resulting in an underestimation of the power gap and affecting the accuracy of the target exit temperature. By weighting the power demand of accessories with a temperature coefficient, the power demand is made closer to reality, which can more accurately reflect the true power demand in low-temperature modes.

[0044] In other embodiments, the required power is determined based on the sum of the driver's required power and the power of the vehicle accessories.

[0045] The supply power is determined based on the maximum permissible discharge power of the power battery and the generating power of the range extender. In some embodiments, the supply power is the sum of the maximum permissible discharge power of the power battery and the generating power of the range extender. The maximum permissible discharge power of the power battery can be obtained from a MAP (Modular Map) of the battery's discharge power at different temperatures and states of charge. The generating power of the range extender can be determined by looking up a table based on the engine coolant temperature.

[0046] Step 12: Determine whether the supplied power can meet the demand power.

[0047] Step 13: If the supplied power cannot meet the demand power, determine the target exit temperature based on the difference between the demand power and the supplied power. The target exit temperature is negatively correlated with the difference between the demand power and the supplied power.

[0048] If the supplied power cannot meet the demand power, it indicates a power gap. Calculate the difference between the demand power and the supplied power, and determine the target exit temperature based on this difference.

[0049] The target exit temperature is negatively correlated with the difference between the required power and the supplied power. The smaller the power difference, the higher the target exit temperature is set; the larger the power difference, the lower the target exit temperature is set. As a preferred embodiment, a mapping relationship between the power difference and the target exit temperature can be pre-established. This mapping relationship can be determined through actual vehicle calibration and stored in the vehicle controller. The vehicle controller uses this mapping relationship and the power difference to find the corresponding target exit temperature.

[0050] Step 14: When the temperature of the vehicle's power battery reaches the target exit temperature, control the vehicle to exit the low temperature mode.

[0051] When the temperature of the power battery reaches the target exit temperature determined in step 13 above, the vehicle exits the low-temperature mode. Specifically, the limitation on the output power of the drive motor is lifted. The motor controller allows the drive motor to output power according to the driver's needs, no longer constrained by the power limit of the low-temperature mode. The vehicle can increase the supplied power to meet the driver's power requirements.

[0052] In some embodiments, step 14 includes: controlling the vehicle to exit the low-temperature mode when the temperature of the vehicle's power battery reaches the target exit temperature for a specified duration. In some embodiments, when the temperature of the vehicle's power battery reaches the target exit temperature, the weighting coefficient increases from 0 to 1. The vehicle exits the low-temperature mode only when the weighting coefficient = 1.

[0053] In some embodiments, if the supplied power cannot meet the demand power, a target exit temperature is determined based on the difference between the demand power and the supplied power. The target exit temperature is negatively correlated with the difference between the demand power and the supplied power. When the temperature of the vehicle's power battery reaches the target exit temperature, the vehicle is controlled to exit the low-temperature mode. When the vehicle's supplied power cannot meet the demand power, the higher the demand power and the greater the difference between the demand power and the supplied power, the lower the target exit temperature, thus exiting the low-temperature mode earlier. This removes the output power limitation on the vehicle's motor, allowing the vehicle to increase its supplied power to meet the demand power, ensuring the vehicle's power response. In extreme low-temperature or high-power demand scenarios, sufficient power output can still be maintained, avoiding power interruption or vehicle jerking due to insufficient power, and improving driving smoothness and safety.

[0054] Before step 12, control method 10 includes: determining a first evaluation factor based on demand power and supply power; demand power is determined based on driver demand power and vehicle accessory power; supply power is determined based on the maximum allowable discharge power of the power battery and the power generated by the range extender; the first evaluation factor is the ratio of the difference between demand power and supply power to driver demand power; step 12 includes: if the first evaluation factor is greater than zero, determining that the supply power cannot meet the demand power.

[0055] The first assessment factor is used to quantify the relative gap between current demand power and supply power.

[0056] The required power is determined based on the driver's required power and the power of the vehicle accessories. In a preferred embodiment, as described above, the required power = power of the vehicle accessories × temperature coefficient + driver's required power, wherein the temperature coefficient is negatively correlated with the vehicle's cabin temperature.

[0057] The power supply is determined based on the maximum allowable discharge power of the power battery and the generating power of the range extender. The maximum allowable discharge power of the power battery is the maximum power that the battery management system allows the power battery to continuously output under the current battery temperature, state of charge, and health conditions. This value can be obtained by consulting the battery discharge power MAP table.

[0058] The range extender's generating power is defined as the stable output power it can generate under current operating conditions. This value can be calculated in real time based on parameters such as engine speed, throttle opening, and generator efficiency.

[0059] Preferably, the supplied power is equal to the sum of the maximum allowable discharge power of the power battery and the power generated by the range extender.

[0060] The first evaluation factor is determined by formula (1).

[0061] l 1 =( Preq +d + KP 电水暖 -( Pavail _ bat + Pavail _ RE )) / / Preq Formula (1) In the formula, l 1 As the first evaluation factor, Preq Power required by the driver K For temperature coefficient, P 电水暖 Power of vehicle accessories Pavail _ bat This refers to the maximum allowable discharge power of the power battery. Pavail_ RE This refers to the power output of the range extender.

[0062] When the demand power is not greater than the supply power, the first evaluation factor is less than or equal to zero, indicating that the current supply power can meet the demand power. When the demand power is greater than the supply power, the first evaluation factor is greater than zero, indicating that the current supply power cannot meet the demand power, and there is a power gap.

[0063] Based on the driver's power demand, the severity of the power gap relative to the driver's required power can be reflected. If the driver's power demand is large, even with the same absolute power gap, the first assessment factor is small, indicating that the power gap has a smaller impact on the driver's demand; if the driver's power demand is small, with the same absolute power gap, the first assessment factor is large, indicating that the power gap has a greater impact on the driver's demand.

[0064] If the first evaluation factor is greater than zero, it is determined that the supplied power cannot meet the demand power. In this way, it is simple and convenient to determine whether the supplied power can meet the demand power, and avoids judgment bias caused by the difference in the absolute value of power under different driving scenarios.

[0065] Step 13 includes: if the first evaluation factor is not greater than the maximum allowable threshold, the exit temperature corresponding to the first evaluation factor is taken as the target exit temperature according to the preset mapping relationship.

[0066] The maximum permissible threshold is a pre-calibrated positive value (e.g., 0.5, 0.8, or 1.0), and it represents the maximum relative power deficit that allows the vehicle to maintain a power-limited state in low-temperature mode. When the first evaluation factor exceeds this threshold, it indicates that the current power deficit is too large.

[0067] When the first evaluation factor is not greater than the maximum allowable threshold, based on the first evaluation factor l 1 The magnitude of the temperature correction value ΔT is calculated using a piecewise function, and then the target exit temperature is determined based on the difference between the calibrated low-temperature mode baseline exit temperature and the temperature correction value ΔT. For example, the maximum allowable threshold is set to 0.5, when 0 < l 1 When the temperature is ≤0.2, it is judged as a slight power shortage. In this case, the calculated temperature correction value ΔT is taken as the smaller value, such as 1-2℃. When the temperature correction value ΔT=1℃, the base exit temperature for low-temperature mode is 10℃, and the target exit temperature is 9℃. That is, when the power battery temperature reaches 9℃, it will exit low-temperature mode, instead of the pre-calibrated exit temperature of 10℃. When 0.2 < l 1 When the value is ≤0.5, it is considered a significant power deficiency. At this point, the correction value ΔT varies with... l1 The increase is linear. During this stage, the priority of power demand increases, and the temperature restrictions on the power battery are gradually relaxed to balance power performance and safety.

[0068] By establishing a mapping relationship between the first evaluation factor and the target exit temperature, the exit temperature can be continuously varied with the size of the relative power gap, thus making the control of the vehicle smoother and more precise.

[0069] Step 13 includes: if the first evaluation factor is greater than the maximum allowable threshold, the target exit temperature is determined to be the minimum allowable temperature of the power battery.

[0070] when l 1 When the maximum permissible threshold is reached, it is determined to be a severe power shortage. At this point, the vehicle may be in scenarios such as climbing hills, extreme cold, or heavy loads. In this situation, the temperature correction value ΔT is set to its maximum value, directly adjusting the target exit temperature to the minimum permissible temperature of the power battery, such as -20℃. This prioritizes ensuring the vehicle's overall power performance and prevents the vehicle from becoming immobile.

[0071] Step 13 includes: determining the initial target exit temperature based on the difference between the demand power and the supply power; and determining the target exit temperature as the maximum value between the initial target exit temperature and the minimum allowable temperature of the vehicle's power battery.

[0072] The target exit temperature is determined by formula (2).

[0073] Target =max( Tbase -Δ T , Tmin _ safe )Formula (2) In the formula, Target To achieve the target exit temperature, Tbase The calibrated base exit temperature for low-temperature mode. Tbase -Δ T The initial target exit temperature. Tmin _ safe This refers to the minimum permissible temperature for the power battery.

[0074] The larger of the initial target exit temperature and the minimum allowable temperature of the power battery is taken as the final target exit temperature. When the initial target exit temperature is higher than the minimum allowable temperature of the power battery, the final target exit temperature is the initial target exit temperature. In this case, the battery only needs to be heated to the initial target exit temperature to exit the low-temperature mode, and the control strategy is determined by the power difference.

[0075] When the power difference is extremely large, causing the initial target exit temperature to be calculated as lower than the minimum allowable temperature of the power battery (for example, the initial target exit temperature is -25℃, and the minimum allowable temperature is -20℃), the final target exit temperature is taken as the greater of the two, i.e., -20℃. In this case, the final exit temperature is limited to the minimum allowable temperature, preventing the target exit temperature from being set below the battery's safe operating boundary and protecting the battery.

[0076] In some embodiments, by introducing a minimum permissible temperature of the power battery as a lower limit constraint, the target exit temperature is prevented from being set below the battery's safe operating boundary, thus protecting the battery.

[0077] refer to Figure 1 Control method 10 includes steps 15 to 19.

[0078] Step 15: Obtain the maximum allowable charging power of the vehicle's power battery.

[0079] The maximum allowable charging power of the power battery under the current state is obtained from the battery management system. The maximum allowable charging power of the power battery is affected by battery temperature, state of charge, battery health, and the charging strategy of the battery management system, and can be obtained in real time by querying the battery charging power MAP.

[0080] Step 16: Determine the second evaluation factor based on the difference between the required power and the maximum allowable charging power of the power battery.

[0081] The second evaluation factor is determined by formula (3).

[0082] l 2 = Preq +d + KP 电水暖 - Pavail _charge bat Formula (3) In the formula, l 2 As the second evaluation factor, Preq +d + KP 电水暖 For the required power, Pavail _charge bat This refers to the maximum allowable charging power of the power battery.

[0083] The second evaluation factor is used to quantify the remaining power available for charging while the vehicle meets its driving needs. When the second evaluation factor is positive, it indicates that the required power is greater than the battery's maximum allowable charging power, meaning the vehicle cannot charge the battery with all the electrical energy or regenerative braking energy generated by the range extender, posing a risk of energy overflow. When the second evaluation factor is negative or zero, it indicates that the battery has sufficient charging capacity to absorb the energy generated by the range extender or regenerative energy.

[0084] Step 17: If the vehicle's power supply can meet the power demand, determine whether the second evaluation factor is greater than zero.

[0085] Step 18: If the vehicle's power supply can meet the power demand and the second evaluation factor is not greater than zero, when the maximum allowable charging power of the power battery is greater than the optimal economic power generation power of the range extender, control the vehicle to exit the low temperature mode.

[0086] If the vehicle's power supply can meet the power demand, and the second evaluation factor is not greater than zero, it indicates that the power demand is not greater than the battery's maximum allowable charging power, and the battery's charging capacity is sufficient. The range extender's optimal economic power generation capacity refers to the stable power output of the range extender at its optimal fuel economy operating point. The optimal economic power generation capacity of the range extender can be pre-calibrated using the range extender's universal characteristic curve and optimal fuel consumption rate range. When the maximum allowable charging power of the power battery is greater than the range extender's optimal economic power generation capacity, it indicates that the battery has sufficient charging capacity to absorb all the electrical energy generated by the range extender at its economic operating point. In this case, exiting the low-temperature mode will not lead to charging overflow or energy waste.

[0087] Control method 10 includes: step 19, if the vehicle's power supply can meet the power demand and the second evaluation factor is greater than zero for a preset duration, control the vehicle to exit the low temperature mode.

[0088] When the second evaluation factor remains positive for a continuous period of time, or exceeds a preset duration, even if the second evaluation factor is still positive (meaning the required power still exceeds the maximum allowable charging power of the power battery), the vehicle will still exit the low-temperature mode, thus removing the limitation on the motor output power. This avoids premature exit leading to a continuous decrease in the power battery's SOC, and premature exit leading to frequent load changes that degrade the vehicle's economic performance.

[0089] Simultaneously with step 14, control method 10 includes increasing the power generation capacity of the vehicle's range extender according to the required power.

[0090] When the vehicle exits the low-temperature mode and the power limitation of the drive motor is lifted, the power generation of the range extender is increased so that the total power supply can cover the increased power demand. Adjusting the output of the range extender in advance based on the power demand can avoid instantaneous power shortages after exiting the low-temperature mode. In addition, having the range extender share the drive power demand can reduce the discharge burden on the battery and protect the battery.

[0091] After step 14, control method 10 includes: when the temperature of the vehicle's power battery reaches the recovery temperature, controlling the vehicle to enter a low-temperature mode; the recovery temperature is less than the target exit temperature.

[0092] After the vehicle exits low-temperature mode, the temperature of the power battery is continuously monitored. If the vehicle is in a continuously low-temperature environment, the temperature of the power battery may gradually decrease due to heat dissipation from the environment. When the battery temperature drops to the preset recovery temperature, the vehicle is re-entered into low-temperature mode, and the output power of the drive motor is limited again. The recovery temperature is a pre-calibrated temperature threshold, which is lower than the target exit temperature determined above. For example, if the target exit temperature is 5°C, the recovery temperature can be set to 0°C or -2°C; if the target exit temperature is -5°C, the recovery temperature can be set to -10°C or -12°C. In some embodiments, the recovery temperature is 3-5°C lower than the target exit temperature.

[0093] If the recovery temperature equals the target exit temperature, and the same temperature threshold as when exiting low-temperature mode is used as the condition for re-entering low-temperature mode, the battery temperature may fluctuate frequently around the target exit temperature, causing the vehicle to repeatedly enter and exit low-temperature mode, affecting user experience and battery life. By setting a recovery temperature lower than the target exit temperature, low-temperature mode is only re-entered when the battery temperature drops to a recovery temperature lower than the exit temperature, preventing repeated switching caused by minor fluctuations around the target exit temperature and maintaining vehicle stability.

[0094] Figure 2 The diagram shown is a structural block diagram of one embodiment of the vehicle control system of this application.

[0095] like Figure 2 As shown, the vehicle control system includes one or more processors 21 for implementing the vehicle control method 10 as described above.

[0096] In some embodiments, the vehicle control system may include a computer-readable storage medium 22, which may store a program that can be invoked by a processor 21, and may include a non-volatile storage medium. In some embodiments, the vehicle control system may include memory 23 and an interface 24. In some embodiments, the vehicle control system may also include other hardware depending on the specific application.

[0097] The computer-readable storage medium 22 of this application embodiment stores a program thereon, which, when executed by the processor 21, is used to implement the vehicle control method 10 described above.

[0098] This application may take the form of a computer program product implemented on one or more computer-readable storage media 22 (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing program code. The computer-readable storage media 22 includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented using any method or technology. The information may be computer-readable instructions, data structures, program modules, or other data. Examples of computer-readable storage media 22 include, but are not limited to: phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0099] This application also provides a vehicle, including: the control system as described above.

Claims

1. A method for controlling a vehicle, characterized in that, The vehicle includes a low-temperature mode; the control method includes: When the vehicle enters the low-temperature mode, the vehicle's required power and supplied power are obtained; Determine whether the supplied power is sufficient to meet the required power. If the supplied power cannot meet the demand power, a target exit temperature is determined based on the difference between the demand power and the supplied power; the target exit temperature is negatively correlated with the difference between the demand power and the supplied power. When the temperature of the vehicle's power battery reaches the target exit temperature, the vehicle is controlled to exit the low-temperature mode.

2. The vehicle control method according to claim 1, characterized in that, Before determining whether the supplied power can meet the demand power, the control method includes: A first evaluation factor is determined based on the required power and the supplied power; the required power is determined based on the driver's required power and the power of the vehicle accessories; the supplied power is determined based on the maximum allowable discharge power of the power battery and the power generated by the range extender; the first evaluation factor is the ratio of the difference between the required power and the supplied power to the driver's required power. Determining whether the supplied power can meet the demand power includes: If the first evaluation factor is greater than zero, it is determined that the supplied power cannot meet the demand power.

3. The vehicle control method according to claim 2, characterized in that, Determining the target exit temperature based on the difference between the demanded power and the supplied power includes: If the first evaluation factor is not greater than the maximum allowable threshold, the exit temperature corresponding to the first evaluation factor is taken as the target exit temperature according to the preset mapping relationship.

4. The vehicle control method according to claim 2, characterized in that, Determining the target exit temperature based on the difference between the demanded power and the supplied power includes: If the first evaluation factor is greater than the maximum allowable threshold, the target exit temperature is determined to be the minimum allowable temperature of the power battery.

5. The vehicle control method according to claim 1, characterized in that, The control method includes: Obtain the maximum allowable charging power of the vehicle's power battery; The second evaluation factor is determined based on the difference between the required power and the maximum allowable charging power of the power battery; If the power supplied by the vehicle can meet the power demand, and the second evaluation factor is not greater than zero, when the maximum allowable charging power of the power battery is greater than the optimal economic power generation power of the range extender, the vehicle is controlled to exit the low temperature mode.

6. The vehicle control method according to claim 1, characterized in that, The control method includes: Obtain the maximum allowable charging power of the vehicle's power battery; The second evaluation factor is determined based on the difference between the required power and the maximum allowable charging power of the power battery; If the power supplied by the vehicle can meet the power demand, and the second evaluation factor is greater than zero for a preset duration, the vehicle is controlled to exit the low-temperature mode.

7. The vehicle control method according to claim 1, characterized in that, The process of obtaining the required power of the vehicle includes: The required power is determined by summing the product of the power and temperature coefficient of the vehicle accessories with the power required by the driver; the temperature coefficient is negatively correlated with the temperature inside the vehicle.

8. The vehicle control method according to claim 1, characterized in that, Determining the target exit temperature based on the difference between the demanded power and the supplied power includes: The initial target exit temperature is determined based on the difference between the required power and the supplied power. The target exit temperature is determined by the maximum value between the initial target exit temperature and the minimum allowable temperature of the vehicle's power battery.

9. The vehicle control method according to claim 1, characterized in that, After controlling the vehicle to exit the low-temperature mode, the control method includes: When the temperature of the vehicle's power battery reaches the recovery temperature, the vehicle is controlled to enter the low-temperature mode; the recovery temperature is lower than the target exit temperature.

10. The vehicle control method according to claim 1, characterized in that, While controlling the vehicle to exit the low-temperature mode, the control method includes: Based on the required power, increase the power generation capacity of the vehicle's range extender.

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

12. A vehicle control system, characterized in that, It includes one or more processors for implementing the vehicle control method as described in any one of claims 1 to 10.

13. A vehicle, characterized in that, include: The control system as described in claim 12.

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