Power control method and device for pure electric vehicle type low-attached road surface

Abstract

This application relates to a power control method and device for pure electric vehicles on low-friction surfaces. The method includes: determining the vehicle's power supply status and driving status; if the vehicle's power supply status is OFF or ACC, or if the vehicle's power supply status is ON but the vehicle is not in a driving state, the VCU does not send a power limiting command to the drive motor; if the vehicle's power supply status is ON and the vehicle is in a driving state, the operating status of the TCS is determined; if the TCS is in an active state, the VCU sends a command to limit the output power of the drive motor; if the TCS is in an inactive state, the VCU gradually withdraws from sending power limiting commands to the drive motor based on the time since the TCS last activated and then deactivated. This application, by designing power control strategies for different scenarios, reduces the risk of vehicle loss of control and improves vehicle driving safety when consumers use the vehicle in extreme road conditions.

Description

Technical Field

[0001] This application relates to the field of pure electric vehicle technology, and in particular to a power control method and device for a pure electric vehicle with low road surface adhesion. Background Technology

[0002] Currently, pure electric vehicle technology is developing rapidly, but there is a lack of technologies related to power control for pure electric vehicles. Many pure electric systems on the market fail to consider active power control methods for low-friction surfaces during start-up and driving, resulting in reduced driving safety, which urgently needs to be addressed. Summary of the Invention

[0003] This application provides a power control method and device for pure electric vehicles on low-friction surfaces, in order to solve the problems that the prior art fails to consider the VCU active power control strategy for low-friction surfaces, which greatly affects the driving safety of the vehicle and increases the risk of loss of control.

[0004] The first aspect of this application provides a power control method for a pure electric vehicle on a low-friction road surface, comprising the following steps: acquiring vehicle power status data and driving status data of the current electric vehicle during its driving on a target low-friction road surface, and determining the power status and driving status of the current electric vehicle based on the vehicle power status data and the driving status data; if the power status is OFF or ON and the vehicle is not driving, then not sending a power limiting command to the drive motor of the current electric vehicle; otherwise, determining the working state of the traction control system of the current electric vehicle; when the working state is active, sending a power limiting command to the drive motor through a preset vehicle controller, so as to limit the output power of the drive motor according to the power limiting command; When the working state is inactive, the vehicle controller is controlled to release the power limit on the drive motor according to the exit time after the last activation of the traction control system.

[0005] Optionally, in one embodiment of this application, the step of not sending a power limiting command to the drive motor of the current electric vehicle if the power state is OFF or ON and the vehicle is not moving, and otherwise determining the working state of the traction control system of the current electric vehicle, includes: if the power state is OFF or ACC, or the power state is ON and the current electric vehicle is not moving, the vehicle controller does not send a power limiting command to the drive motor, but only limits the sum of the power of the cooling air conditioning system, PTC heater, DC transformer and drive motor in the current electric vehicle according to the battery management system.

[0006] Optionally, in one embodiment of this application, when the working state is active, sending a power limiting command to the drive motor through a preset vehicle controller to limit the output power of the drive motor according to the power limiting command includes: performing a preset real-vehicle calibration experiment on the current electric vehicle to obtain multiple calibration values, wherein the multiple calibration values ​​include a power limiting coefficient, the exit time and slope of the traction control system after its last activation; if the working state of the traction control system is active and the current electric vehicle has a vehicle power requirement, then sending a power limiting command to the drive motor through the vehicle controller to limit the output power of the drive motor to a target available output power according to the power limiting command, wherein the target available output power is the product of the power limiting coefficient and the available output power.

[0007] Optionally, in one embodiment of this application, the step of controlling the vehicle controller to release the power limit on the drive motor based on the exit time after the last activation of the traction control system when the working state is inactive includes: if the working state of the traction control system is inactive and the current electric vehicle has a vehicle power requirement, then the vehicle controller releases the power limit on the drive motor based on the exit time after the last activation of the traction control system and the slope.

[0008] Optionally, in one embodiment of this application, after obtaining the vehicle power status data and driving status data of the current electric vehicle, the method further includes: determining whether the battery management system has a preset level three fault; and in response to the presence of the preset level three fault in the battery management system, limiting the sum of the power of the air conditioning system, PTC heater, DC transformer and drive motor in the current electric vehicle to zero. The preset level three fault includes at least one of the following: cell temperature too high fault, cell temperature too low fault, cell temperature difference too large fault, battery pack insulation fault, overcharge fault, over-discharge fault, single cell voltage too low fault and single cell voltage too high fault.

[0009] A second aspect of this application provides a power control device for a pure electric vehicle on a low-friction road surface, comprising: an acquisition module, configured to acquire vehicle power status data and driving status data of the current electric vehicle during its driving on a target low-friction road surface, and determine the power status and driving status of the current electric vehicle based on the vehicle power status data and the driving status data; a first judgment module, configured to, if the power status is OFF or ON and the vehicle is not driving, not send a power limiting command to the drive motor of the current electric vehicle, otherwise determine the working state of the traction control system of the current electric vehicle; an activation module, configured to, when the working state is active, send a power limiting command to the drive motor through a preset vehicle controller to limit the output power of the drive motor according to the power limiting command; and an inactive module, configured to, when the working state is inactive, control the vehicle controller to release the power limiting on the drive motor according to the exit time after the last activation of the traction control system.

[0010] Optionally, in one embodiment of this application, the first determination module includes: a first limiting unit, configured to, if the power state is OFF or ACC, or the power state is ON and the current electric vehicle is not in motion, then the vehicle controller does not send a power limiting command to the drive motor, but only limits the sum of the power of the cooling air conditioning system, PTC heater, DC transformer and drive motor in the current electric vehicle according to the battery management system.

[0011] Optionally, in one embodiment of this application, the activation module includes: a calibration unit, configured to perform a preset real-vehicle calibration experiment on the current electric vehicle to obtain multiple calibration values, wherein the multiple calibration values ​​include a power limiting coefficient, the exit time and slope of the traction control system after its last activation; and a calculation unit, configured to, if the working state of the traction control system is the activated state and the current electric vehicle has a vehicle power requirement, send a power limiting command to the drive motor through the vehicle controller to limit the output power of the drive motor to a target available output power according to the power limiting command, wherein the target available output power is the product of the power limiting coefficient and the available output power.

[0012] Optionally, in one embodiment of this application, the inactive module includes: a release unit, configured to, if the working state of the traction control system is the inactive state and the current electric vehicle has a vehicle power demand, release the power limit on the drive motor through the vehicle controller based on the exit time after the last activation of the traction control system and the slope.

[0013] Optionally, in one embodiment of this application, it further includes: a second judgment module, configured to determine whether the battery management system has a preset level three fault after acquiring the vehicle power status data and the driving status data of the current electric vehicle; and in response to the presence of the preset level three fault in the battery management system, limiting the sum of the power of the air conditioning system, PTC heater, DC transformer and drive motor in the current electric vehicle to zero, wherein the preset level three fault includes at least one of the following: cell temperature too high fault, cell temperature too low fault, cell temperature difference too large fault, battery pack insulation fault, overcharge fault, over-discharge fault, single cell voltage too low fault and single cell voltage too high fault. A third aspect of this application provides a vehicle, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the power control method for a pure electric vehicle on a low-friction road surface as described in the above embodiments.

[0014] A fourth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the power control method for a pure electric vehicle on a low-friction road surface as described above.

[0015] A fifth aspect of this application provides a computer program product, including a computer program that is executed to implement the power control method for low-friction road surfaces of pure electric vehicles described above.

[0016] Therefore, the embodiments of this application have the following beneficial effects: The embodiments of this application can obtain the vehicle power status data and driving status data of the current electric vehicle during its driving on the target low-friction road surface, and determine the current power status and driving status of the electric vehicle based on the vehicle power status data and driving status data; if the power status is OFF or ON and the vehicle is not driving, no power limiting command is sent to the drive motor of the current electric vehicle; otherwise, the working status of the traction control system of the current electric vehicle is determined; when the working status is active, a power limiting command is sent to the drive motor through a preset vehicle controller to limit the output power of the drive motor according to the power limiting command; when the working status is inactive, the vehicle controller is controlled to release the power limiting on the drive motor according to the exit time after the last activation of the traction control system. Therefore, this application can obtain and determine the vehicle's power supply status and driving status to provide accurate basis for controlling the output power of the drive motor, thus improving the control precision. Secondly, this application can determine whether to limit the power based on the status to avoid ineffective limitation and take into account normal use in non-driving scenarios. Thirdly, this application can limit the motor power when TCS is activated to reduce the risk of slippage on low-friction surfaces and improve vehicle driving safety. In addition, this application can gradually release the limitation of the drive motor output power when TCS is not activated, thereby making the power recovery smooth and preventing impact and secondary slippage. Thus, it solves the problems of existing technologies failing to consider VCU active power control strategies for low-friction surfaces, which greatly affects vehicle driving safety and increases the risk of vehicle loss of control.

[0017] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0018] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 This is a flowchart of a power control method for a pure electric vehicle on a low-friction road surface according to an embodiment of this application; Figure 2 A schematic diagram of the logic architecture of a power control method for a pure electric vehicle on a low-friction road surface, provided as an embodiment of this application; Figure 3 A schematic diagram of the execution logic of a power control method for a pure electric vehicle on a low-friction road surface, provided as an embodiment of this application; Figure 4 This is an example diagram of a power control device for a pure electric vehicle with low road surface according to an embodiment of this application; Figure 5 This is a schematic diagram of the vehicle structure provided in an embodiment of this application.

[0019] Among them, 10-power control device for low-friction road surface of pure electric vehicle; 100-acquisition module, 200-first judgment module, 300-activation module, 400-unactivated module; 501-memory, 502-processor, 503-communication interface. Detailed Implementation

[0020] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0021] The following describes a power control method and apparatus for pure electric vehicles on low-friction surfaces according to embodiments of this application, with reference to the accompanying drawings. Addressing the problems mentioned in the background art, this application provides a power control method for pure electric vehicles on low-friction surfaces. In this method, the vehicle's power status data and driving status data during the current electric vehicle's travel on a target low-friction surface are acquired, and the current power status and driving status of the electric vehicle are determined based on these data. If the power status is OFF or ON and the vehicle is not moving, no power limiting command is sent to the electric vehicle's drive motor; otherwise, the operating status of the electric vehicle's traction control system is determined. When the operating status is active, a power limiting command is sent to the drive motor through a preset vehicle controller to limit the drive motor's output power. When the operating status is inactive, the vehicle controller is controlled to release the power limiting on the drive motor based on the exit time of the traction control system after its last activation. This application, by designing power control strategies for different scenarios, reduces the risk of vehicle loss of control and improves driving safety when consumers use the vehicle in extreme road conditions. This solves the problem that existing technologies fail to consider active power control strategies for low-friction surfaces, which greatly affects vehicle driving safety and increases the risk of vehicle loss of control.

[0022] Specifically, Figure 1 This is a flowchart illustrating a power control method for a pure electric vehicle on a low-friction road surface, as provided in an embodiment of this application.

[0023] like Figure 1 As shown, the power control method for this pure electric vehicle on low-friction surfaces includes the following steps: In step S101, the power status data and driving status data of the electric vehicle during its driving on the target low-friction road surface are obtained, and the power status and driving status of the electric vehicle are determined based on the power status data and driving status data.

[0024] This application embodiment first obtains the vehicle's overall power status data and driving status data, namely the overall power status of the vehicle and the calibrated vehicle speed obtained from actual vehicle testing, so as to jointly determine the current power status and driving status of the electric vehicle when the vehicle is in forward gear, thereby providing reliable data guidance and basis for subsequent low-friction road surface power control.

[0025] Optionally, in one embodiment of this application, after obtaining the vehicle power status data and driving status data of the current electric vehicle during its driving on the target low-friction road surface, the method further includes: determining whether there is a preset level three fault in the battery management system; and in response to the presence of a preset level three fault in the battery management system, limiting the sum of the power of the current electric vehicle's air conditioning system, PTC heater, DC transformer, and drive motor to zero. The preset level three fault includes at least one of the following: cell temperature too high fault, cell temperature too low fault, cell temperature difference too large fault, battery pack insulation fault, overcharge fault, over-discharge fault, single cell voltage too low fault, and single cell voltage too high fault.

[0026] In actual implementation, the embodiments of this application can determine whether the battery management system has three levels of faults: excessively high cell temperature, excessively low cell temperature, excessively large cell temperature difference, battery pack insulation fault, overcharge fault, over-discharge fault, excessively low single-cell voltage fault, and excessively high single-cell voltage fault. If any of these faults exist, the embodiments of this application can limit the sum of the power of the AC (Air Conditioning) system, PTC (Positive Temperature Coefficient) heater, DC-DC transformer, and drive motor to zero, as shown in the following formula: + + + =0 in, This indicates the actual power of the PTC thermal management heater; Indicates air conditioner AC; This indicates the actual power of the DC-DC transformer; This indicates the actual power of the drive motor.

[0027] Therefore, this application embodiment, by identifying the three-level faults of the battery and limiting the total power consumption and drive power of the entire vehicle to zero, can immediately cut off the power and load when the battery has a serious abnormality, so as to avoid the fault from expanding and ensure the safety of the battery and the safe operation of the whole vehicle.

[0028] In step S102, if the power supply is OFF or ON and the vehicle is not moving, a power limiting command is not sent to the drive motor of the current electric vehicle; otherwise, the working status of the traction control system of the current electric vehicle is determined.

[0029] Furthermore, in the embodiments of this application, when the vehicle power supply is OFF or the vehicle power supply is ON but the vehicle is not moving, the vehicle controller does not send a power limiting command to the drive motor; if the vehicle power supply is ON and the vehicle is in motion, the working state of the TCS (Traction Control System) is determined, thereby improving the theoretical basis for low-friction road surface power control.

[0030] Optionally, in one embodiment of this application, if the power supply is OFF or ON and the vehicle is not moving, a power limiting command is not sent to the drive motor of the current electric vehicle; otherwise, the operating state of the traction control system of the current electric vehicle is determined, including: if the power supply is OFF or ACC, or the power supply is ON and the current electric vehicle is not moving, the vehicle controller does not send a power limiting command to the drive motor, but only limits the sum of the power of the cooling air conditioning system, PTC heater, DC transformer and drive motor in the current electric vehicle according to the battery management system.

[0031] It should be noted that, as Figure 2 As shown in the embodiments of this application, if the vehicle power state is OFF or ACC, or if the vehicle power state is ON but the vehicle is not in motion, the VCU will send a command to limit the output power of the drive motor to 0. The VCU will not send a power limit command to the drive motor (i.e., the VCU will send a command not to limit the output power of the drive motor), but will only limit the sum of the power of the AC air conditioner, PTC heater, DC-DC transformer, and drive motor according to the continuously allowed power of the BMS (Battery Management System), as shown in the following formula: = -( + + ) in, This indicates the actual power of the PTC thermal management heater; This indicates the actual power of the AC air conditioner; This indicates the actual power of the DC-DC transformer; This indicates the actual power of the drive motor; This indicates the available power of the battery management system.

[0032] Therefore, the embodiments of this application can constrain the total power of the vehicle according to the battery's allowable power when the vehicle is not driving or not running, which can both ensure the safe use of the battery and reasonably allocate the electrical load, thereby taking into account both the vehicle's power demand and battery protection.

[0033] In step S103, when the working state is active, a power limiting command is sent to the drive motor through the preset vehicle controller to limit the output power of the drive motor according to the power limiting command.

[0034] In step S104, when the working state is inactive, the vehicle controller releases the power limit on the drive motor according to the exit time after the traction control system was last activated.

[0035] Subsequently, embodiments of this application can use the actual CAN network input as a valid input signal, and determine the operating state of the TCS through E2E (End-to-End) verification. When the TCS is active, the VCU sends a command to limit the output power of the drive motor; if the TCS is inactive, the VCU gradually stops sending power limiting commands to the drive motor according to the time since the TCS last activated and then deactivated.

[0036] It should be noted that, in the embodiments of this application, the VCU sends a command to limit the output power of the drive motor. (Refers to additional power limiting instructions other than those initiated by the VCU due to faults in high or low voltage systems), which are the lowest priority power limits.

[0037] Furthermore, in the embodiments of this application, the continuous allowable power is calculated by the battery management system (BMS). In addition, the battery management system can also calculate the battery's allowable charging power (continuous), allowable discharging power (continuous), maximum allowable charging power (10s), maximum allowable discharging power (10s), and the current actual power used by the battery. The actual power of the AC air conditioner, PTC thermal management heater, and DC-DC transformer is calculated by the vehicle controller.

[0038] Therefore, the embodiments of this application design a scientific power control strategy for the drive motor of pure electric vehicles based on the working state of the vehicle and the working state of the battery management system, thereby solving the vehicle safety requirements in low-speed scenarios and taking into account the vehicle energy consumption target under the premise of safety.

[0039] Optionally, in one embodiment of this application, when the working state is active, a power limiting command is sent to the drive motor through a preset vehicle controller to limit the output power of the drive motor according to the power limiting command. This includes: performing a preset real-vehicle calibration experiment on the current electric vehicle to obtain multiple calibration values, wherein the multiple calibration values ​​include a power limiting coefficient, the exit time and slope of the traction control system after its last activation; if the working state of the traction control system is active and the current electric vehicle has a vehicle power demand, then a power limiting command is sent to the drive motor through the vehicle controller to limit the output power of the drive motor to a target available output power according to the power limiting command, wherein the target available output power is the product of the power limiting coefficient and the available output power.

[0040] In the specific implementation process, the embodiments of this application conduct real vehicle calibration experiments to obtain multiple calibration values ​​such as the power limiting coefficient, the exit time and slope of the traction control system after the last activation.

[0041] like Figure 2 As shown, when the TCS is active, this embodiment of the application can send a command from the VCU to limit the output power of the drive motor, as shown in the following formula: = -( + + ))*z% in, Indicates the available power of the battery management system; This indicates the actual power of the PTC thermal management heater; This indicates the actual power of the AC air conditioner; This represents the actual power of the DC-DC transformer; z% represents the power limitation factor, which is the calibration value obtained from actual vehicle testing.

[0042] Therefore, in this embodiment of the application, when the TCS is in an active state, the VCU sends a command to limit the output power of the drive motor, so that the output power of the drive motor is limited. The limited power is calculated by the VCU after subtracting the sum of the actual power of the AC air conditioner, PTC heater and DC-DC transformer from the continuous operating power of the BMS, and then multiplying it by the power limitation coefficient.

[0043] Optionally, in one embodiment of this application, when the working state is inactive, the vehicle controller is controlled to release the power limitation on the drive motor according to the exit time after the last activation of the traction control system. This includes: if the working state of the traction control system is inactive and the current electric vehicle has a vehicle power demand, then the vehicle controller releases the power limitation on the drive motor according to the exit time and slope after the last activation of the traction control system.

[0044] It should be noted that, as Figure 2 As shown, when the TCS is inactive, the VCU sends a command to limit the output power of the drive motor, as shown in the following formula: = -( + + ))*

[0045] in, Indicates the available power of the battery management system; This indicates the actual power of the PTC thermal management heater; This indicates the actual power of the AC air conditioner; This represents the actual power of the DC-DC transformer; t and These represent the time of exit and the slope of the traction control system after its last activation, respectively, and are calibration values ​​obtained from actual vehicle tests.

[0046] In the embodiments of this application, the drive power of the drive motor is calculated by the VCU, and the activation state of the TCS and the duration of its activation and deactivation are used as the calculation input sources.

[0047] Therefore, the embodiments of this application can design a power control strategy around low-friction road surfaces, thereby reducing the risk of vehicle loss of control and improving vehicle driving safety when consumers drive in extreme road conditions.

[0048] The execution logic of the power control method for pure electric vehicles on low-adhesion road surfaces of this application will be explained below with reference to the accompanying drawings.

[0049] Figure 3 This is a schematic diagram illustrating the execution logic of the power control method for a pure electric vehicle on a low-friction road surface according to this application. Figure 3 As shown, the execution process of the power control method for pure electric vehicles on low-friction surfaces in this application is as follows: S301: Determines the power supply status and driving status of the entire vehicle; S302: If the vehicle power supply is OFF or ACC, or if the vehicle power supply is ON but the vehicle is not moving, the VCU will not send a power limiting command to the drive motor. S303: If the vehicle power supply is ON and the vehicle is in motion, determine the working status of the TCS. S304: If the TCS is active, the VCU will send a command to limit the output power of the drive motor. S305: If the TCS is inactive, the VCU will gradually stop sending power limiting commands to the drive motor based on the time since the TCS last activated and then deactivated.

[0050] The power control method for pure electric vehicles on low-friction surfaces proposed in this application involves acquiring vehicle power status data and driving status data during the current electric vehicle's journey on the target low-friction surface, and determining the current power status and driving status of the electric vehicle based on these data. If the power status is OFF or ON and the vehicle is not moving, no power limiting command is sent to the current electric vehicle's drive motor; otherwise, the operating status of the current electric vehicle's traction control system is determined. When the operating status is active, a power limiting command is sent to the drive motor through a preset vehicle controller to limit the drive motor's output power. When the operating status is inactive, the vehicle controller releases the power limiting on the drive motor based on the exit time of the traction control system after its last activation. This application, by designing power control strategies for different scenarios, reduces the risk of vehicle loss of control and improves driving safety when consumers use the vehicle in extreme road conditions.

[0051] Secondly, the power control device for a pure electric vehicle with low road surface according to an embodiment of this application is described with reference to the accompanying drawings.

[0052] Figure 4 This is a block diagram of a power control device for a pure electric vehicle with low road surface attachment, according to an embodiment of this application.

[0053] like Figure 4 As shown, the power control device 10 for the pure electric vehicle on low-friction surfaces includes: an acquisition module 100, a first judgment module 200, an activation module 300, and an inactive module 400.

[0054] The acquisition module 100 is used to acquire the vehicle power status data and driving status data of the electric vehicle during its driving on the target low-friction road surface, and to determine the current power status and driving status of the electric vehicle based on the vehicle power status data and driving status data.

[0055] The first judgment module 200 is used to determine the working status of the traction control system of the current electric vehicle if the power supply is OFF or ON and the vehicle is not moving.

[0056] The activation module 300 is used to send a power limiting command to the drive motor through a preset vehicle controller when the working state is active, so as to limit the output power of the drive motor according to the power limiting command.

[0057] The inactive module 400 is used to control the vehicle controller to release the power limit on the drive motor based on the exit time after the traction control system was last activated when the working state is inactive.

[0058] Optionally, in one embodiment of this application, the first determination module 200 includes: a first limiting unit, configured to, if the power state is OFF or ACC, or the power state is ON and the electric vehicle is not currently in motion, the vehicle controller does not send a power limiting command to the drive motor, but only limits the sum of the power of the cooling air conditioning system, PTC heater, DC transformer and drive motor in the current electric vehicle according to the battery management system.

[0059] Optionally, in one embodiment of this application, the activation module 300 includes a calibration unit and a calculation unit.

[0060] The calibration unit is used to perform a preset real-vehicle calibration experiment on the current electric vehicle to obtain multiple calibration values, including the power limiting coefficient, the exit time and slope of the traction control system after its last activation.

[0061] The calculation unit is used to send a power limiting command to the drive motor through the vehicle controller if the traction control system is in an active state and the electric vehicle has a power demand. The power limiting command limits the output power of the drive motor to the target available output power, where the target available output power is the product of the power limiting coefficient and the available output power.

[0062] Optionally, in one embodiment of this application, the inactive module 400 includes: a release unit, used to release the power limit on the drive motor by the vehicle controller based on the exit time and slope of the traction control system after its last activation if the traction control system is in an inactive state and the current electric vehicle has a vehicle power demand.

[0063] Optionally, in one embodiment of this application, the power control device 10 for a pure electric vehicle on a low-friction road surface further includes: a second judgment module, used to determine whether there is a preset level three fault in the battery management system after acquiring the vehicle power status data and driving status data of the current electric vehicle during driving on the target low-friction road surface; and in response to the presence of a preset level three fault in the battery management system, limiting the sum of the power of the air conditioning system, PTC heater, DC transformer and drive motor in the current electric vehicle to zero. The preset level three fault includes at least one of the following: cell temperature too high fault, cell temperature too low fault, cell temperature difference too large fault, battery pack insulation fault, overcharge fault, over-discharge fault, single cell voltage too low fault and single cell voltage too high fault.

[0064] It should be noted that the explanation of the above-described embodiment of the power control method for low-friction road surfaces of pure electric vehicles also applies to the power control device for low-friction road surfaces of pure electric vehicles in this embodiment, and will not be repeated here.

[0065] The power control device for a pure electric vehicle on a low-friction road surface according to the embodiments of this application includes an acquisition module 100, used to acquire the vehicle power status data and driving status data of the electric vehicle during its current driving on the target low-friction road surface, and to determine the current power status and driving status of the electric vehicle based on the vehicle power status data and driving status data; a first judgment module 200, used to not send a power limiting command to the drive motor of the electric vehicle if the power status is OFF or ON and the vehicle is not driving, otherwise to determine the working status of the traction control system of the electric vehicle; an activation module 300, used to send a power limiting command to the drive motor through a preset vehicle controller when the working status is active, so as to limit the output power of the drive motor according to the power limiting command; and an inactive module 400, used to control the vehicle controller to release the power limiting of the drive motor according to the exit time after the last activation of the traction control system when the working status is inactive. This application reduces the risk of vehicle loss of control and improves the driving safety of the vehicle by designing power control strategies under different scenarios when consumers drive in extreme road conditions.

[0066] Figure 5 A schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle may include: The memory 501, the processor 502, and the computer program stored on the memory 501 and capable of running on the processor 502.

[0067] When the processor 502 executes the program, it implements the power control method for low-friction road surfaces of pure electric vehicles provided in the above embodiments.

[0068] Furthermore, the vehicle also includes: Communication interface 503 is used for communication between memory 501 and processor 502.

[0069] The memory 501 is used to store computer programs that can run on the processor 502.

[0070] Memory 501 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0071] If the memory 501, processor 502, and communication interface 503 are implemented independently, then the communication interface 503, memory 501, and processor 502 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of representation, Figure 5 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0072] Optionally, in a specific implementation, if the memory 501, processor 502, and communication interface 503 are integrated on a single chip, then the memory 501, processor 502, and communication interface 503 can communicate with each other through an internal interface.

[0073] Processor 502 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0074] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the power control method for low-friction road surfaces of pure electric vehicles as described above.

[0075] This application also provides a computer program product, including a computer program, which, when executed, is used to implement the power control method for low-friction road surfaces of pure electric vehicles described above.

[0076] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0077] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0078] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0079] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0080] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. If implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0081] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0082] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0083] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.

Claims

1. A power control method for a pure electric vehicle on a low-friction road surface, characterized in that, Includes the following steps: Acquire the vehicle power status data and driving status data of the electric vehicle during its current driving on the target low-friction road surface, and determine the power status and driving status of the electric vehicle based on the vehicle power status data and the driving status data. If the power supply is OFF or ON and the vehicle is not moving, then no power limiting command is sent to the drive motor of the current electric vehicle; otherwise, the working status of the traction control system of the current electric vehicle is determined. When the working state is active, a power limiting command is sent to the drive motor through the preset vehicle controller to limit the output power of the drive motor according to the power limiting command; When the working state is inactive, the vehicle controller is controlled to release the power limit on the drive motor according to the exit time after the last activation of the traction control system.

2. The method according to claim 1, characterized in that, If the power supply is OFF or ON and the vehicle is not moving, then no power limiting command is sent to the drive motor of the current electric vehicle; otherwise, the operating status of the traction control system of the current electric vehicle is determined, including: If the power state is OFF or ACC, or if the power state is ON and the current electric vehicle is not in motion, the vehicle controller will not send a power limiting command to the drive motor, but will only limit the sum of the power of the cooling and air conditioning system, PTC heater, DC transformer and drive motor in the current electric vehicle according to the battery management system.

3. The method according to claim 1, characterized in that, When the operating state is active, a power limiting command is sent to the drive motor through a preset vehicle controller to limit the output power of the drive motor according to the power limiting command, including: A preset real-vehicle calibration experiment is performed on the current electric vehicle to obtain multiple calibration values, including the power limiting coefficient, the exit time and slope of the traction control system after its last activation; If the traction control system is in the active state and the current electric vehicle has a vehicle power requirement, then the vehicle controller sends a power limiting command to the drive motor to limit the output power of the drive motor to a target available output power according to the power limiting command, wherein the target available output power is the product of the power limiting coefficient and the available output power.

4. The method according to claim 3, characterized in that, When the operating state is inactive, controlling the vehicle controller to release the power limit on the drive motor based on the exit time of the traction control system after its last activation includes: If the traction control system is in the inactive state and the current electric vehicle has a power requirement, the vehicle controller will release the power limit on the drive motor based on the exit time after the last activation of the traction control system and the slope.

5. The method according to claim 2, characterized in that, After acquiring the vehicle power status data and driving status data of the current electric vehicle, the method further includes: Determine whether the battery management system has a preset level three fault. In response to the presence of the preset level three fault in the battery management system, limit the sum of the power of the current electric vehicle's air conditioning system, PTC heater, DC transformer, and drive motor to zero. The preset level three fault includes at least one of the following: cell temperature too high fault, cell temperature too low fault, cell temperature difference too large fault, battery pack insulation fault, overcharge fault, over-discharge fault, single cell voltage too low fault, and single cell voltage too high fault.

6. A power control device for a pure electric vehicle operating on low-friction surfaces, characterized in that, include: The acquisition module is used to acquire the vehicle power status data and driving status data of the current electric vehicle during the driving process on the target low-friction road surface, and to determine the power status and driving status of the current electric vehicle based on the vehicle power status data and the driving status data. The first judgment module is used to determine the working status of the traction control system of the current electric vehicle if the power supply status is OFF or ON and the vehicle is not moving. The activation module is used to send a power limiting command to the drive motor through a preset vehicle controller when the working state is active, so as to limit the output power of the drive motor according to the power limiting command. The inactive module is used to control the vehicle controller to release the power limit on the drive motor based on the exit time after the last activation of the traction control system when the working state is inactive.

7. The apparatus according to claim 6, characterized in that, The first judgment module includes: The first limiting unit is configured to, if the power state is OFF or ACC, or if the power state is ON and the current electric vehicle is not in motion, then the vehicle controller will not send a power limiting command to the drive motor, but will only limit the sum of the power of the cooling air conditioning system, PTC heater, DC transformer and drive motor in the current electric vehicle according to the battery management system.

8. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the power control method for a pure electric vehicle on a low-friction road surface as described in any one of claims 1-5.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement the power control method for low-friction road surfaces of pure electric vehicles as described in any one of claims 1-5.

10. A computer program product, comprising a computer program, characterized in that, The computer program is executed to implement the power control method for low-friction road surfaces of pure electric vehicles as described in any one of claims 1-5.

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