Control method of solar power generation system in vehicle, vehicle, and storage medium

Abstract

The embodiment of the application provides a kind of solar power generation system control method in vehicle, vehicle and storage medium, the method comprises: based on the working condition data of vehicle, determine the driving scene where vehicle is located, wherein, working condition data is used to reflect the running state and / or energy supply-demand situation of vehicle;Based on driving scene, determine the power generation threshold of solar power generation system, wherein, different driving scenes correspond to different power generation thresholds, the lower limit value of power generation threshold is used to indicate the power generation of solar power generation system starts to boost power generation, and / or limit the upper limit value of power generation of solar power generation system generation;In response to the power generation power meets power generation threshold, generate the energy management strategy of solar power generation system;Based on energy management strategy, control solar power generation system to generate power or stop generating power.The application solves the technical problem that the effectiveness of the control of solar power generation system in vehicle is low.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and more specifically, to a control method for a solar power generation system in a vehicle, a vehicle, and a storage medium. Background Technology

[0002] Currently, solar power generation technologies in vehicle solar power systems often focus on single dimensions such as hardware structure, threshold judgment, and high-voltage / low-voltage paths, failing to maximize the utilization of solar energy. For example, in parked scenarios, there is a lack of intelligent wake-up strategies that balance energy loss and replenishment efficiency. In driving scenarios, there is a lack of power generation stability control for dynamic power demands (such as rapid acceleration), making it difficult to maximize solar energy utilization while reducing costs. Therefore, the technical problem of low control effectiveness of solar power generation systems in vehicles remains.

[0003] There is currently no good solution to the above problems. Summary of the Invention

[0004] This application provides a control method, vehicle, and storage medium for a solar power generation system in a vehicle, to at least solve the technical problem of low control effectiveness of the solar power generation system in a vehicle.

[0005] According to one aspect of the embodiments of this application, a control method for a solar power generation system in a vehicle is provided, comprising: determining the driving scenario of the vehicle based on the vehicle's operating condition data, wherein the operating condition data is used to reflect the vehicle's operating status and / or energy supply and demand; determining a power generation threshold for the solar power generation system based on the driving scenario, wherein different driving scenarios correspond to different power generation thresholds, and the power generation threshold is used to represent a lower limit value for triggering the solar power generation system to start boosting power generation, and / or an upper limit value for limiting the power generation of the solar power generation system; generating an energy management strategy for the solar power generation system in response to the power generation meeting the power generation threshold, wherein the energy management strategy is used to represent the power generation rules of the solar power generation system under the driving scenario; and controlling the solar power generation system to generate power or stop generating power based on the energy management strategy.

[0006] Furthermore, the solar power generation system includes a solar controller, a vehicle controller, and a power battery, but does not include a transfer energy storage battery. In response to the power generation power meeting the power generation threshold, an energy management strategy for the solar power generation system is generated, including: in response to the power generation power meeting the power generation threshold and the driving scenario being a parking scenario, determining the energy management strategy as a segmented network wake-up strategy, wherein the segmented network wake-up strategy is used to represent the rule for waking up the target network segment related to the solar power generation of the solar power generation system during the boost power generation process of the solar power generation system; the method also includes: in response to the solar power generation system meeting the stop power generation condition, controlling the vehicle controller to send a stop boost command to the solar controller to control the solar controller to enter a sleep state, and setting the timeout time of the timer of the solar power generation system according to the power battery charge status.

[0007] Furthermore, the method also includes: in response to the driving scenario being a parking scenario, adjusting the power generation threshold or the timeout time of the timer based on the battery status; in response to the battery status being higher than the battery status threshold, increasing the power generation threshold or extending the timeout time of the timer; in response to the battery status being lower than the battery status threshold, decreasing the power generation threshold or shortening the timeout time of the timer.

[0008] Furthermore, the solar power generation system includes a solar controller, a vehicle controller, a power battery, and a transfer energy storage battery. In response to the power generation power meeting the power generation threshold, an energy management strategy for the solar power generation system is generated, including: in response to the power generation power meeting the power generation threshold and the driving scenario being a parking scenario, determining the energy management strategy as a two-stage energy management strategy, wherein the two stages of the two-stage energy management strategy include a power generation and energy storage stage and a boost discharge stage.

[0009] Furthermore, the method also includes: in the power generation and energy storage phase, in response to the power generation meeting the power generation threshold and the charge of the intermediate energy storage battery being less than the charging threshold, waking up the battery management system corresponding to the intermediate energy storage battery through the target bus, controlling the solar controller to convert the solar energy in the solar power generation system into DC power, and storing the DC power in the intermediate energy storage battery; in the boost discharge phase, in response to the charge of the intermediate energy storage battery being greater than the energy storage threshold, controlling the battery management system to wake up the solar controller; in response to detecting that the solar controller sends a boost request to the vehicle controller, and detecting that the vehicle controller sends a charging command, controlling the solar controller to boost the energy of the intermediate energy storage battery and charge it into the power battery.

[0010] Furthermore, based on the energy management strategy, controlling the solar power generation system to generate electricity or stop generating electricity includes: in response to detecting that the solar controller meets the conditions for solar boost power generation, controlling the vehicle controller to send an enable flag bit for solar boost power generation to the solar controller; in response to the solar controller receiving the enable flag bit, controlling the solar power generation system to generate electricity or stop generating electricity based on the energy management strategy.

[0011] Furthermore, the conditions for solar booster power generation include at least one of the following: whether the vehicle's power setting meets the requirements for power generation during driving; whether the vehicle has any malfunctions that affect driving safety; whether the battery charge in the vehicle is below the charge threshold; whether the vehicle is charging; and whether the vehicle's electrical load meets the load requirements.

[0012] Furthermore, the driving scenario includes a parking scenario, which includes a single parking scenario and a parallel parking scenario. Based on the driving scenario, the power generation threshold of the solar power generation system is determined, including: in response to the driving scenario being a single parking scenario, a first power generation threshold is determined, wherein the single parking scenario is used to indicate that the vehicle is in a parking state and no function with power consumption higher than the power consumption threshold is activated; in response to the driving scenario being a parallel parking scenario, a second power generation threshold is determined, wherein the parallel parking scenario is used to indicate that the vehicle is in a parking state and at least one function with power consumption higher than the power consumption threshold is activated, and the first power generation threshold is greater than the second power generation threshold.

[0013] Furthermore, the driving scenario includes a driving scenario. Based on the driving scenario, the power generation threshold of the solar power generation system is determined, including: in response to the driving scenario being a driving scenario, obtaining the throttle depth of the vehicle; and based on the throttle depth, determining the upper limit value.

[0014] Furthermore, based on the throttle depth, a power generation threshold is determined, including: in response to a throttle depth greater than a throttle depth threshold, lowering the upper limit of the power generation threshold; and in response to a throttle depth less than or equal to the throttle depth threshold, maintaining or raising the upper limit of the power generation threshold.

[0015] According to another aspect of the embodiments of this application, a control device for a solar power generation system in a vehicle is also provided, comprising: a first determining unit, configured to determine the driving scenario of the vehicle based on the vehicle's operating condition data, wherein the operating condition data is used to reflect the vehicle's operating status and / or energy supply and demand; a second determining unit, configured to determine a power generation threshold of the solar power generation system based on the driving scenario, wherein different driving scenarios correspond to different power generation thresholds, and the power generation threshold is used to represent the lower limit value of the power generation power that triggers the solar power generation system to start boosting power generation, and / or the upper limit value of the power generation power that limits the solar power generation system; a generating unit, configured to generate an energy management strategy for the solar power generation system in response to the power generation power meeting the power generation threshold, wherein the energy management strategy is used to represent the power generation rules of the solar power generation system under the driving scenario; and a control unit, configured to control the solar power generation system to generate power or stop generating power based on the energy management strategy.

[0016] According to another aspect of the embodiments of this application, a vehicle is also provided, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods in various embodiments of this application when it runs.

[0017] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0018] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0019] According to another aspect of the embodiments of this application, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program that, when executed by a processor, implements the methods in various embodiments of this application.

[0020] According to another aspect of the embodiments of this application, a computer program is also provided, which, when executed by a processor, implements the methods of the various embodiments of this application.

[0021] In this embodiment, the driving scenario of the vehicle can be determined based on the vehicle's operating condition data. Based on the driving scenario, the power generation threshold of the solar power generation system can be determined. Since different driving scenarios correspond to different power generation thresholds, if the power generation meets the threshold, a targeted energy management strategy for the solar power generation system can be generated. Based on this energy management strategy, the solar power generation system can be controlled to generate or stop generating power, thereby achieving precise matching between solar power generation and the vehicle's energy demand. This overcomes the limitations of low control effectiveness and insufficient utilization of solar power generation in related technologies, thus solving the technical problem of low control effectiveness of solar power generation systems in vehicles and achieving the technical effect of improving the control effectiveness of solar power generation systems in vehicles. Attached Figure Description

[0022] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0023] Figure 1 This is a flowchart of a control method for a solar power generation system in a vehicle according to an embodiment of this application;

[0024] Figure 2 This is a schematic diagram of a control system for a solar power generation system according to an embodiment of this application;

[0025] Figure 3 This is a schematic diagram of a solar power generation system control method for segmented grid wake-up according to an embodiment of this application;

[0026] Figure 4 This is a flowchart of the control logic of a solar power generation system control method without intermediate energy storage battery according to an embodiment of this application;

[0027] Figure 5 This is a schematic diagram of a timer setting method for a solar power generation system control method without intermediate energy storage batteries according to an embodiment of this application;

[0028] Figure 6 This is a schematic diagram of the system composition of a solar power generation system control system including a transfer energy storage battery according to an embodiment of this application;

[0029] Figure 7 This is a flowchart illustrating the simplified logic of the power generation and energy storage process of a solar power generation system control method including a transfer energy storage battery according to an embodiment of this application.

[0030] Figure 8 This is a flowchart illustrating the simplified logic of a solar power generation system control method according to an embodiment of this application, specifically the boost power generation process.

[0031] Figure 9 This is a schematic diagram of timer setting in a control method for a solar power generation system containing a transfer energy storage battery according to an embodiment of this application;

[0032] Figure 10 This is a schematic diagram of a control device for a solar power generation system in a vehicle according to an embodiment of this application;

[0033] Figure 11 This is a structural diagram of an electronic device according to an embodiment of this application. Detailed Implementation

[0034] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0035] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0036] According to an embodiment of this application, an embodiment of a control method for a solar power generation system in a vehicle is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0037] This embodiment provides a control method for a solar power generation system in a vehicle. Figure 1 This is a flowchart of a control method for a solar power generation system in a vehicle according to an embodiment of this application, such as... Figure 1 As shown, the process includes the following steps.

[0038] Step S102: Based on the vehicle's operating data, determine the driving scenario in which the vehicle is located.

[0039] In the technical solution provided in step S102 of this application, the operating condition data can be used to reflect the vehicle's operating status and / or energy supply and demand.

[0040] In this embodiment, vehicle operating condition data can be collected through the vehicle's Hybrid Control Unit (HCU) or Solar Generation Unit (SGU).

[0041] Optionally, the aforementioned operating condition data can cover multi-dimensional parameters reflecting the vehicle's operating status and key indicators reflecting the vehicle's energy supply and demand. Operating status data may include, but is not limited to: the vehicle's power gear position, such as Parking (P), Neutral (N), Drive (D), Reverse (R), vehicle speed, motor torque demand, throttle position, braking status, and vehicle fault codes. Energy supply and demand data may include, but is not limited to: the remaining battery charge (State of Charge, SOC), the battery's maximum allowable charging / discharging current, and the real-time power consumption of onboard high-voltage and low-voltage loads. Examples include the air conditioning compressor, DC-DC converter (DCDC), onboard refrigerator, Sentry mode power consumption, and the actual output power of the current solar power generation system.

[0042] It should be noted that the above operating data and acquisition methods are for illustrative purposes only, and no specific restrictions are imposed here.

[0043] Optionally, based on the collected operating condition data, scene recognition logic can be executed to determine the driving scene in which the vehicle is located. The driving scene may include a single parking scene (scene E1), a parallel parking scene (scene E2), and a driving scene (scene E3).

[0044] Optionally, when the vehicle's power supply is detected to be in a parking state (e.g., P gear) and the vehicle speed is zero, and no high-power consumption function scenarios (e.g., sentry mode, remote refrigerator opening, etc.) are detected, the driving scenario of the vehicle can be determined to be a single parking scenario. At this time, the vehicle mainly experiences basic dormant current loss, and the main purpose of solar power generation is to compensate for this loss or slowly increase the battery capacity.

[0045] Optionally, when the vehicle is parked but high-power functions are detected (such as the sentry mode camera being activated, remotely turning on the in-car refrigerator, or remotely pre-adjusting the air conditioning), the driving scenario can be determined to be a parallel parking scenario. In this case, the vehicle has additional energy requirements, and solar power generation must not only cover basic losses but also meet the power requirements of specific functions.

[0046] Optionally, when the vehicle's power supply is detected to be in a non-parking state (e.g., in D gear), or the vehicle speed is greater than zero, or the drive motor has torque output, the driving scenario can be determined to be a driving scenario. At this time, the vehicle is in a dynamic driving state, and the energy supply and demand fluctuate drastically with driving operations. Solar power generation needs to be used as an auxiliary power source, and priority must be given to ensuring driving smoothness and safety.

[0047] In this embodiment, because the objectives, constraints, and impacts on vehicle performance of solar power generation differ under different driving scenarios, a uniform energy management strategy cannot be adopted. By accurately identifying driving scenarios, a precise decision-making basis is provided for determining differentiated power generation thresholds and formulating targeted energy management strategies in subsequent steps.

[0048] Step S104: Determine the power generation threshold of the solar power system based on the driving scenario.

[0049] In the technical solution provided in step S104 of this application, different driving scenarios correspond to different power generation thresholds. The power generation threshold can be used to represent the lower limit of the power generation that triggers the solar power generation system to start boosting power generation, and / or the upper limit of the power generation that restricts the solar power generation system.

[0050] In this embodiment, the aforementioned power generation threshold is not a single fixed value, but can be expressed as a lower limit of the power generation that triggers power generation or an upper limit of the power generation that restricts power generation, depending on the characteristics of the driving scenario.

[0051] Optionally, in a single parked scenario (Scenario E1), a first power generation threshold (e.g., a lower limit) can be determined. Since the vehicle is parked, the entire vehicle has a basic dormant current (e.g., anti-theft system, network monitoring, etc.) and potential minor loads. If the power generation exceeds the basic losses, it will not only fail to charge the battery but may also consume more energy to wake up and maintain the operation of the solar power system. Therefore, a relatively high first power generation threshold (lower limit) can be set. When the real-time monitored solar power generation exceeds this first threshold, the boost power generation process is initiated. If the power generation is less than or equal to this first threshold, dormancy is maintained or monitoring is maintained at a lower limit to avoid ineffective operation.

[0052] Optionally, in the parallel parking scenario (Scenario E2), a second power generation threshold (e.g., a lower limit) can be determined. When the vehicle activates high-power functions such as Sentry Mode or remote refrigerator, the vehicle has a clear and significant energy demand. In this case, the main purpose of solar power generation is to supplement the energy consumption of these specific functions. Therefore, a lower second power generation threshold (lower limit) can be set. When the solar power generation exceeds this second power generation threshold (e.g., slightly higher than or equal to the instantaneous power consumption of the specific function), power generation is initiated to maximize the utilization of every watt of solar energy to extend the functional range or reduce the main battery consumption.

[0053] Optionally, the first power generation threshold is greater than the second power generation threshold, reflecting the strict requirement for net positive revenue in a single parking scenario, while the parallel parking scenario prioritizes charging whenever there is power.

[0054] Optionally, in the driving scenario (Scenario E3), the power generation threshold is determined as an upper limit, for example, the maximum allowable power generation. During driving, the vehicle's power demand fluctuates drastically. To prevent fluctuations in solar power generation (e.g., due to cloud cover or angle changes) from interfering with the stability of the high-voltage circuit and thus affecting the torque output of the drive motor and driving smoothness, the minimum starting power is no longer considered; instead, the maximum allowable power generation is. An upper limit can be calculated in real time based on dynamic parameters such as throttle depth and vehicle speed. For example, during rapid acceleration, this upper limit is lowered or even reset to zero, forcibly limiting the power generation to ensure that the power battery prioritizes meeting driving needs; during constant-speed cruising, this upper limit is relaxed to allow solar auxiliary charging.

[0055] In this embodiment, by distinguishing between lower and upper limits, the core challenges in different driving scenarios can be flexibly addressed. In a parking scenario, the core challenge is energy efficiency (avoiding negative returns or maximizing refueling); in a driving scenario, the core challenge is power safety and smoothness (preventing power generation fluctuations from interfering with driving). By dynamically determining the power generation threshold of the solar power system, precise matching between power generation behavior and the vehicle's current task objectives can be achieved.

[0056] Step S106: In response to the power generation meeting the power generation threshold, an energy management strategy for the solar power generation system is generated.

[0057] In the technical solution provided in step S106 of this application, the energy management strategy can be used to represent the power generation rules of the solar power generation system in a driving scenario.

[0058] In this embodiment, after confirming that the solar power generation meets the power generation threshold corresponding to the current driving scenario, the energy management strategy generation stage officially begins. At this point, the focus is no longer solely on whether power is generated, but rather on generating a specific energy management strategy based on the determined driving scenario (single parking scenario, parallel parking scenario, or driving scenario) by calling a pre-set control logic library.

[0059] Optionally, the above energy management strategy can include two core dimensions. The first is the power generation rule, which determines how the solar controller (SGU) adjusts the output voltage and current to match current demand. The second is the sleep / wake-up logic, which determines how to minimize the energy consumption of other systems in the vehicle while ensuring power generation efficiency.

[0060] Optionally, for a single parking scenario (Scenario E1), an energy management strategy combining segmented wake-up and dynamic sleep tactics can be generated. In this case, the energy management strategy requires waking up network nodes directly related to solar power generation (e.g., SGU, high-voltage relay control unit), while keeping other unrelated network segments of the vehicle (e.g., entertainment system, autonomous driving domain controller, etc.) in deep sleep to minimize parasitic current. Simultaneously, the energy management strategy embeds timer logic based on the battery's state of charge (SOC). If the battery has sufficient charge (e.g., SOC > 95%), the SGU can be controlled to set an ultra-long sleep timer (e.g., 120 hours) after power generation stops, entering a sparse monitoring mode. If the charge is low, a shorter timer (e.g., 1-2 hours) is set for intensive monitoring to quickly replenish energy at night or in low light conditions.

[0061] Optionally, for parallel parking scenarios (Scenario E2), a load-priority + accompanying power generation energy management strategy can be generated. When sentry mode or high-power loads such as onboard refrigerators are detected, the energy management strategy requires solar power generation to operate in parallel with these loads. The power generation rule is adjusted to a follow-up mode, that is, the SGU dynamically adjusts its output power according to the real-time power demand of the load and the charging acceptance capability of the power battery, ensuring that while meeting the power supply needs of the load, excess energy is stored in the power battery. At this time, the sleep / wake-up logic is suppressed or relaxed, allowing relevant functional network segments to remain active to support the continuous operation of high-power functions.

[0062] Optionally, for driving scenarios (Scenario E3), a dynamic power point tracking (MPPT) and safety-priority energy management strategy can be generated. In this case, the energy management strategy focuses on dynamic power tracking and safety limits. The power generation rules require the SGU to receive enable flags and power generation thresholds (e.g., power limits) from the vehicle controller (HCU) in real time. During rapid acceleration, regenerative braking, or complex road conditions, the SGU can be controlled to quickly reduce or pause boost output, prioritizing the energy supply to the drive motor and the vehicle's dynamic stability. Under stable conditions such as constant speed cruising, the SGU can be controlled to perform maximum power point tracking (MPPT) at a higher power point to supplement the battery. Furthermore, the driving scenario does not involve complex sleep / wake-up logic, focusing more on real-time power balance in the high-voltage circuit.

[0063] In this embodiment, by generating differentiated energy management strategies, the contradiction between resource allocation and performance balance in different driving scenarios can be resolved. In parking scenarios, the energy management strategy focuses on finding an optimal balance between maximizing power generation revenue and minimizing system losses. In driving scenarios, the energy management strategy focuses on establishing a priority mechanism between auxiliary energy replenishment and main drive safety, ensuring that solar power generation serves the overall energy efficiency of the vehicle and driving safety.

[0064] Step S108: Based on the energy management strategy, control the solar power generation system to generate electricity or stop generating electricity.

[0065] In the technical solution provided in step S108 of this application, based on the energy management strategy, specific control commands can be sent to the solar controller (SGU) and the vehicle controller (HCU) to control the solar power generation system to generate electricity or stop generating electricity.

[0066] In this embodiment, start-stop and sleep control can be performed in a single parking scenario. For example, when the energy management strategy determines that the power generation conditions are met (i.e., the power generation is higher than the lower limit), the SGU starts the boost module to boost the DC power generated by the solar panel to the high-voltage circuit to charge the power battery. During this process, the power generation and battery status can be continuously monitored. If the power generation is detected to be lower than the power generation threshold, the battery is fully charged (SOC reaches the upper limit), or the vehicle status changes (e.g., the user gets into the vehicle to prepare to drive), the HCU or SGU can immediately send a stop boost command. After receiving the stop boost command, the SGU can cut off the boost output and, according to the current power battery SOC, enter the corresponding sleep state according to the timer logic set by the energy management strategy (e.g., setting a timer for 1h, 2h, or 120h), then close the network management messages and enter a low-power sleep mode, waiting for the next wake-up.

[0067] Optionally, load coordination control can be performed in parallel parking scenarios. For example, when high-power loads such as sentry mode or a vehicle refrigerator are detected, the SGU dynamically adjusts its output power to match the load demand and battery charging demand according to the energy management strategy. If the load is turned off or the battery is fully charged, the SGU stops boosting output, but does not immediately enter deep sleep mode. Instead, it keeps the relevant functional network segments active until the high-power function is turned off or no energy interaction demand is detected for a long period of time, at which point it enters sleep mode according to the energy management strategy.

[0068] Optionally, dynamic power regulation control can be implemented during driving scenarios. During driving, the SGU does not simply "turn on" or "off," but continuously adjusts based on the real-time enable flag and power limit issued by the HCU. When the HCU detects rapid acceleration (deep throttle), it issues a power limiting command, and the SGU quickly reduces or stops its boost output to prevent power generation fluctuations from affecting the drive motor. When the vehicle enters constant speed cruising or light throttle input, the SGU resumes MPPT tracking to generate power at the maximum permissible output. If the vehicle malfunctions, the battery is fully charged, or the HCU determines that charging is not allowed (e.g., during plug-in charging), the SGU can stop generating power and enter a safe standby state.

[0069] In this embodiment of the application, through precise control execution, energy loss caused by ineffective power generation can be avoided, vehicle power abnormalities caused by unstable power generation can be prevented, and full life cycle automation of vehicle energy management can be achieved, allowing seamless switching between parking refueling and driving assistance without manual intervention.

[0070] Through steps S102 to S108, the driving scenario of the vehicle can be determined based on the vehicle's operating data. Based on this driving scenario, the power generation threshold of the solar power system can be determined. Since different driving scenarios correspond to different power generation thresholds, if the power generation meets the threshold, a targeted energy management strategy for the solar power system can be generated. Based on this energy management strategy, the solar power system can be controlled to generate or stop generating power, thereby achieving precise matching between solar power generation and the vehicle's energy demand. This overcomes the limitations of low control effectiveness and insufficient utilization of solar power generation in related technologies, thus solving the technical problem of low control effectiveness of solar power systems in vehicles and achieving the technical effect of improving the control effectiveness of solar power systems in vehicles.

[0071] The above-mentioned method of this application will be further described below.

[0072] As an optional implementation, the solar power generation system includes a solar controller, a vehicle controller, and a power battery, but does not include a transfer energy storage battery. In step S106, in response to the power generation power meeting the power generation threshold, an energy management strategy for the solar power generation system is generated, including: in response to the power generation power meeting the power generation threshold and the driving scenario being a parking scenario, determining the energy management strategy as a segmented network wake-up strategy, wherein the segmented network wake-up strategy is used to represent the rule of waking up the target network segment related to the solar power generation of the solar power generation system during the boost power generation process of the solar power generation system; the method further includes: in response to the solar power generation system meeting the stop power generation condition, controlling the vehicle controller to send a stop boost command to the solar controller to control the solar controller to enter a sleep state, and setting the timeout time of the timer of the solar power generation system according to the power battery charge status.

[0073] In this embodiment, for a solar power generation system architecture that does not have a transfer energy storage battery (i.e., solar energy is directly boosted into the power battery), when the power generation meets the power generation threshold and the vehicle is in a parked scenario, a segmented wake-up strategy and subsequent dynamic hibernation control can be generated and executed.

[0074] Optionally, during power generation in a parked scenario, a segmented wake-up strategy can be implemented. The vehicle's electrical architecture is divided into multiple communication segments (e.g., powertrain network, chassis network, body network, entertainment network, etc.). To minimize parasitic current, target network segments directly related to solar power generation can be woken up (e.g., the segment where the solar controller SGU is located, the segment where the high-voltage relay control unit is located), while other unrelated network segments (e.g., the in-vehicle entertainment system, intelligent driving domain controller, comfort domain control module, etc.) are forced to remain in deep sleep or disconnected. This segmented wake-up strategy ensures that some hardware is activated when necessary, thereby reducing the vehicle's static power consumption.

[0075] Optionally, when the conditions for stopping power generation are met (e.g., power generation is below the power generation threshold, the remaining battery charge (SOC) is above the state of charge threshold, or the vehicle is detected as preparing to drive), the boost-stop and hibernation logic can be executed. The vehicle controller (HCU) sends a boost-stop command to the solar controller (SGU), and the SGU cuts off the boost circuit, stopping charging the battery. Subsequently, the SGU intelligently sets its own hibernation timer timeout based on the current remaining battery charge (SOC). For example, if the battery SOC is high (e.g., SOC > 95%), indicating sufficient charge, it can enter sparse monitoring mode and set a longer hibernation timer (e.g., 120 hours). During this period, the SGU occasionally wakes up to detect sunlight to avoid energy waste caused by frequent wake-ups. If the battery SOC is in the middle range (e.g., 85%-95%), it can enter regular monitoring mode and set a medium-length timer (e.g., 2 hours) to replenish energy in time at night or when sunlight changes. If the SOC of the power battery is low (e.g., SOC < 85%), it can enter the intensive monitoring mode and set a short timer (e.g., 1 hour) to try to use any available solar energy resources to replenish the energy as soon as possible.

[0076] In this embodiment, due to the lack of intermediate energy storage batteries, solar power generation must directly address fluctuations in the vehicle's base load. Therefore, refined network management and dormancy strategies are necessary to avoid the paradox of consuming more electricity for power generation. A segmented wake-up strategy ensures a positive net benefit during power generation, preventing energy inversion caused by waking up the entire vehicle. Intelligent energy management is achieved through dynamic timer settings based on State of Charge (SOC), ensuring battery health during long-term parking and efficient energy replenishment during short-term parking.

[0077] As an optional implementation, the method further includes: adjusting the power generation threshold or the timeout period of the timer based on the power status when the driving scenario is a parking scenario; increasing the power generation threshold or extending the timeout period of the timer when the power status is higher than the power status threshold; and decreasing the power generation threshold or shortening the timeout period of the timer when the power status is lower than the power status threshold.

[0078] In this embodiment, the battery status, such as the remaining battery charge (SOC), can be further introduced as a core adjustment variable to fine-tune the power generation control in parking scenarios. For example, the power generation threshold (the threshold for triggering power generation) can be adjusted, as can the timeout period of the sleep timer (wake-up frequency).

[0079] Optionally, when the state of charge of the power battery is higher than a preset state of charge threshold (e.g., 95%), the power generation threshold can be increased (i.e., the lower limit of the power required to start power generation is raised). This is because when the battery is close to full charge, the charging acceptance capacity decreases, and the overall vehicle's basic losses are relatively fixed. Raising the power generation threshold means that power generation will only start when the light is extremely strong and the power generation power is higher than the basic losses, thereby avoiding ineffective charging under low light or weak power generation conditions and preventing energy waste caused by frequent wake-ups. The timeout period of the sleep timer can also be extended (e.g., from 1 hour to 120 hours). At this time, the vehicle is in a state of sufficient charge and long-term parking, without the need for frequent recharging.

[0080] Optionally, when the state of charge (SOC) of the power battery is lower than a preset SOC threshold (e.g., 85%-95% or lower), the power generation threshold can be reduced (i.e., the lower limit of the power required to start power generation). The timeout period of the sleep timer can also be shortened (e.g., from 120 hours to 1 hour or 2 hours). This occurs when the vehicle is in urgent need of recharging or undergoing periodic monitoring. Shortening the timer means increasing the wake-up frequency, more frequently detecting light conditions and attempting to generate electricity, in order to maximize the recovery of solar energy during the limited parking time.

[0081] In this embodiment, by dynamically adjusting the power generation threshold or the timeout period of the timer based on the current battery charge state, the different energy management requirements at different charge levels can be addressed. When the battery is fully charged, the primary goal is to prevent waste and maintain battery health, which can be achieved by raising the threshold and increasing the sleep time to reduce ineffective operations. When the battery is low, the primary goal is to maximize efficiency and rapid recharging, which can be achieved by lowering the threshold and increasing the wake-up frequency to maximize energy capture. This dynamic adjustment allows the solar power generation system to adapt to the vehicle's usage cycle and parking duration, thereby optimizing energy utilization.

[0082] As an optional implementation, the solar power generation system includes a solar controller, a vehicle controller, a power battery, and a transfer energy storage battery. In step S106, in response to the power generation power meeting the power generation threshold, an energy management strategy for the solar power generation system is generated, including: in response to the power generation power meeting the power generation threshold and the driving scenario being a parking scenario, determining the energy management strategy as a two-stage energy management strategy, wherein the two stages of the two-stage energy management strategy include a power generation and energy storage stage and a boost discharge stage.

[0083] In this embodiment, for a solar power generation system architecture that includes a transfer energy storage battery (e.g., a 48V battery), a two-stage energy management strategy can be generated when the power generation meets the power generation threshold and the driving scenario is a parking scenario. This two-stage energy management strategy decouples the energy flow process during the parking scenario into two independent but coordinated stages: a power generation and storage stage and a boost-discharge stage. By using the transfer energy storage battery as a buffer, efficient energy collection and on-demand distribution can be achieved.

[0084] Optionally, the first stage is the power generation and energy storage stage (independent of the vehicle's high-voltage system). In this stage, the solar controller (SGU) mainly interacts with the intermediate energy storage battery, such as the 48V battery and its battery management system (BMS), while being decoupled from the vehicle's high-voltage circuit (power battery and HCU). This stage is not limited by conditions such as the vehicle's high-voltage battery being fully charged, faulty, or the vehicle not starting. As long as there is solar output and the 48V battery is not fully charged, it can continuously charge. This allows the solar power generation system to efficiently store energy for the intermediate battery even when the vehicle is completely dormant and the high-voltage circuit is disconnected.

[0085] Optionally, the second stage is the boost discharge stage (supplying power to the high-voltage circuit on demand). This stage is triggered under specific conditions, namely when the 48V battery has sufficient charge and the vehicle has energy requirements. For example, when the 48V battery (e.g., the 48V BMS) detects that the SOC exceeds a preset threshold (e.g., SOC > 50% or higher), and the vehicle is in a charging-allowed state (e.g., parking sentry mode, or driving assistance), the 48V BMS wakes up the SGU, and the SGU then wakes up the HCU.

[0086] In the embodiments of this application, by introducing a transfer energy storage battery and adopting a two-stage energy management strategy, peak shaving and valley filling and decoupled control of energy can be achieved.

[0087] As an optional implementation, the method further includes: in the power generation and energy storage phase, in response to the power generation meeting the power generation threshold and the charge of the intermediate energy storage battery being less than the charging threshold, waking up the battery management system corresponding to the intermediate energy storage battery via the target bus, controlling the solar controller to convert the solar energy in the solar power generation system into direct current, and storing the direct current in the intermediate energy storage battery; in the boost discharge phase, in response to the charge of the intermediate energy storage battery being greater than the energy storage threshold, controlling the battery management system to wake up the solar controller; in response to detecting that the solar controller sends a boost request to the vehicle controller, and detecting that the vehicle controller sends a charging command, controlling the solar controller to boost the energy of the intermediate energy storage battery and charge it into the power battery.

[0088] This embodiment describes the specific execution actions, wake-up mechanisms, and energy flow paths for each stage of the two-stage energy management strategy. The process follows the logical sequence of "store energy first, then discharge," utilizing a transfer energy storage battery (e.g., a 48V battery) as an energy buffer to decouple solar power generation from the vehicle's high-voltage power consumption.

[0089] Optionally, when the driving scenario is determined to be a parking scenario and the power generation meets the power generation threshold, if the remaining charge (SOC) of the intermediate energy storage battery (48V battery) is detected to be lower than a preset charging threshold (e.g., 85% or the lower limit of the optimal charging range set according to the battery chemistry characteristics), the power generation and energy storage phase is entered, and the energy storage process is initiated. For example, the solar controller (SGU) wakes up the battery management system (48V BMS) corresponding to the intermediate energy storage battery through a dedicated target bus, such as a private controller area network (CAN) or local interconnect network (LIN), independent of the vehicle's public CAN network. This private network wake-up method avoids waking up the entire vehicle's high-voltage system (HCU, power battery BMS, etc.), thereby greatly reducing parasitic current. After the 48V BMS is woken up, it sends a charging permission command and current status parameters to the SGU. The SGU performs maximum power point tracking (MPPT), converting the electrical energy generated by the solar panels into DC power suitable for the charging characteristics of the 48V battery, and directly storing this electrical energy in the intermediate energy storage battery. This stage is independent of the high-voltage power battery. It can continue if the 48V battery is not fully charged and there is sufficient sunlight.

[0090] Optionally, when the detected energy level of the intermediate energy storage battery exceeds a preset energy storage threshold (e.g., 50% or higher, ensuring sufficient energy surplus and a stable battery state), preparations are made to enter the boost discharge phase. The 48V BMS wakes up the SGU via the target bus. The SGU then sends a boost request to the upstream vehicle controller (HCU) via the public CAN network. Upon receiving the boost request, the HCU makes a comprehensive judgment based on the current operating status of the vehicle (e.g., whether it is in driving mode, throttle depth, vehicle fault codes, high-voltage load requirements, etc.). If the HCU determines that the vehicle can obtain energy from the 48V battery (e.g., for driving assistance charging or parking high-power load power supply), it sends a charging command and specific power limits to the SGU. After receiving the charging command from the HCU, the SGU controls the boost module to work, boosting the energy in the 48V battery (e.g., 48V intermediate energy storage) to the high-voltage circuit voltage level (e.g., 400V or 800V), and charging the high-voltage power battery or supplying high-voltage electrical appliances. If the HCU determines that charging is not allowed (e.g., power limitation during rapid acceleration or vehicle malfunction), the SGU will stop boosting output.

[0091] In this embodiment, the solar power generation process is decoupled from the state-of-charge (SOC) limitations of the high-voltage power battery and the impact of vehicle malfunctions during the power generation and storage phase. This ensures that solar energy can still be effectively captured and stored when the vehicle is in hibernation or the high-voltage system is unavailable. During the boost-discharge phase, the global control capabilities of the HCU ensure that the energy from the intermediate storage battery is released into the high-voltage circuit when needed and permitted by the vehicle. This not only avoids energy waste but also ensures that the energy supply on the high-voltage side complies with the vehicle's power safety strategy.

[0092] As an optional implementation, step S108, based on the energy management strategy, controls the solar power generation system to generate electricity or stop generating electricity, including: in response to detecting that the solar controller meets the conditions for solar boost power generation, controlling the vehicle controller to send an enable flag bit for solar boost power generation to the solar controller; in response to the solar controller receiving the enable flag bit, controlling the solar power generation system to generate electricity or stop generating electricity based on the energy management strategy.

[0093] In this embodiment, precise control of solar power generation can be achieved through a two-way “request-authorization” interaction mechanism between the vehicle controller (HCU) and the solar controller (SGU).

[0094] Optionally, when the SGU detects that it meets the basic conditions for boosting power generation (e.g., sufficient sunlight, normal MPPT operation, no hardware faults), the SGU does not directly initiate boosting. Instead, it sends a power generation request or status information to the HCU. The HCU, as the brain of the vehicle, comprehensively considers the energy supply and demand balance of the entire vehicle, driving status, and safety strategies to generate and issue an enable flag for solar boosting power generation. This enable flag is not just a simple switch signal but also contains specific control mode coding.

[0095] For example, an enable flag of 0x0 indicates that power generation is prohibited (e.g., when the vehicle is plugged in for charging, the battery is fully charged, the vehicle is malfunctioning, or power is limited during rapid acceleration). An enable flag of 0x1 indicates simple parking boost discharge (corresponding to scenario E1, typically used for basic power replenishment). An enable flag of 0x2 indicates parking boost discharge in scenarios with other functions (corresponding to scenario E2, such as sentry mode power supply). An enable flag of 0x3 indicates solar boost discharge while driving (corresponding to scenario E3, such as auxiliary drive or charging). The HCU sends these flags to the SGU via the CAN or Controller Area Network Flexible Data-rate (CANFD) bus.

[0096] Optionally, upon receiving the enable flag, the SGU executes the corresponding power generation or shutdown based on the energy management strategy. For example, if the enable flag is disabled (0x0), the SGU immediately stops boost output, disconnects the high-voltage circuit connection, and enters standby or hibernation mode, without injecting power into the vehicle's electrical grid. If the enable flag is enabled (0x1, 0x2, 0x3), the SGU starts the boost module to generate power based on the scenario mode corresponding to the enable flag and the power limit set in the energy management strategy (e.g., the upper limit under driving scenarios). The SGU monitors the output status in real time. If the HCU subsequently changes the flag (e.g., if rapid acceleration is detected during driving, the flag is changed to limit power or disable), the SGU responds in real time, quickly adjusting or stopping power generation.

[0097] In this embodiment, the HCU possesses global information about the entire vehicle (e.g., motor torque requirements, battery thermal management status, door open / close status, etc.), while the SGU possesses local information (e.g., sunlight exposure, panel temperature). Through an enable flag mechanism, the HCU can dynamically decide whether the solar power system should generate electricity at full capacity, provide auxiliary power generation, or stop generating electricity based on the principle of global optimization, thereby preventing the SGU from making decisions that could impair vehicle performance or safety due to incomplete local information.

[0098] As an optional implementation method, the conditions for solar boost power generation include at least one of the following: whether the vehicle's power supply setting meets the requirements for power generation while driving; whether the vehicle has any malfunctions that affect driving safety; whether the battery charge in the vehicle is below the charge threshold; whether the vehicle is in a charging state; and whether the vehicle's electrical load meets the load requirements.

[0099] In this embodiment, after receiving a power generation request from the solar controller (SGU), the vehicle controller (HCU) does not unconditionally allow power generation, but rather executes a rigorous multi-dimensional safety and energy efficiency assessment process. The HCU comprehensively collects vehicle status signals and makes logical judgments based on at least one or more indicators in the boost power generation conditions, ultimately deciding whether to issue an enable flag for solar boost power generation.

[0100] Optionally, the HCU first detects the vehicle's power supply position (e.g., P, R, N, D) and the vehicle's motion status. If the vehicle is not parked (e.g., while driving), it can assess whether the position meets the safety requirements for power generation while the vehicle is in motion. Simultaneously, the HCU can monitor the vehicle in real time for any faults that could affect driving safety. These could include high-voltage interlock faults, drive motor faults, braking system faults, or battery thermal runaway warnings. If a fault affecting driving safety is detected, the HCU will directly disable solar power generation regardless of sunlight conditions to ensure the safety of the high-voltage circuit and the vehicle's driving stability.

[0101] Optionally, the HCU reads the remaining charge (SOC) from the battery management system (BMS) of the power battery. If the remaining charge is higher than a preset full charge threshold (e.g., SOC > 95% or reaching the charging limit allowed by the battery's chemical characteristics), the HCU will determine that the battery cannot accept more charge, thus prohibiting solar boost charging to prevent overcharging, overheating, or accelerated aging of the battery. Conversely, if the remaining charge is lower than the full charge threshold, the basic conditions for accepting charging are met.

[0102] Optionally, the HCU detects whether the vehicle is connected to an external charging station (plug-in charging). Since external charging stations have higher precision and greater power charging management capabilities than the onboard solar controller, and simultaneous operation of both could lead to current conflicts, voltage fluctuations, or communication interference, the HCU can forcibly disable solar boost generation when the vehicle is plugged in, allowing the external charging station to handle the charging task.

[0103] Optionally, the HCU can comprehensively calculate the vehicle's current electrical load, including the power supply pressure of the onboard DC-DC converter, the real-time power requirements of the air conditioning compressor, the drive motor (in range-extended or hybrid mode), and high-power devices such as the onboard refrigerator. In driving scenarios, if the driver is detected to be pressing the accelerator pedal deeply (rapid acceleration), the HCU can determine that the vehicle's power demand on the drive motor is high, and the instability of solar power generation may interfere with power output. Therefore, even if the battery is not fully charged, solar power generation can be limited or disabled. In parking scenarios, if a high-power load (e.g., Sentry Mode) is detected, the HCU can assess whether the solar power generation can effectively compensate for the consumption of these loads. If the solar power is insufficient to cover the load losses, the HCU can adjust the energy management strategy, allowing low-power generation or stopping generation altogether to avoid the solar power system falling into an ineffective "power generation-power consumption" cycle.

[0104] In this embodiment, by eliminating faulty gears and safety fault states, electrical safety accidents or driving risks caused by the intervention of the solar power generation system are prevented. By judging the battery's charge threshold and charging status, overcharging, over-discharging, and conflicts with other charging sources are avoided, extending the lifespan of the power battery. Through load assessment, it is ensured that solar power generation occurs in profitable driving scenarios, avoiding ineffective or disruptive power generation operations when energy demand is low or load is high, thus achieving optimal energy flow configuration for the entire vehicle.

[0105] As an optional implementation, the driving scenario includes a parking scenario, which includes a single parking scenario and a parallel parking scenario. Step S104 involves determining the power generation threshold of the solar power generation system based on the driving scenario, including: in response to the driving scenario being a single parking scenario, determining the power generation threshold as a first power generation threshold, wherein the single parking scenario is used to indicate that the vehicle is in a parking state and no function with power consumption higher than the power consumption threshold is activated; in response to the driving scenario being a parallel parking scenario, determining the power generation threshold as a second power generation threshold, wherein the parallel parking scenario is used to indicate that the vehicle is in a parking state and at least one function with power consumption higher than the power consumption threshold is activated, and the first power generation threshold is greater than the second power generation threshold.

[0106] In this embodiment, the parking scenario is broken down in detail. Based on whether the vehicle is running a high-power load, the parking scenario is divided into a single parking scenario and a parallel parking scenario, and different power generation thresholds (a first power generation threshold and a second power generation threshold) are set accordingly.

[0107] Optionally, when the vehicle is parked and functions with power consumption exceeding a threshold (e.g., 100W or a specific wattage, depending on the vehicle architecture) are not activated (e.g., Sentry Mode, in-car refrigerator, high-power air conditioning, etc.), it is identified as a single parking scenario. In this case, the power generation threshold can be determined as the first power generation threshold. Since the vehicle's basic energy consumption is extremely low at this time (including basic standby power consumption of the BCM, gateway, etc., and possibly a weak monitoring current from the BMS), but to prevent the solar power system from becoming increasingly unprofitable at night or in low light conditions due to power generation falling below basic losses (i.e., the energy generated by solar power is less than the energy consumed to wake up and maintain system operation), a relatively high start-up threshold is set. The SGU is only allowed to start boost power generation when the solar power generation exceeds this higher first power generation threshold. This ensures that in the simple supplemental power mode, each power generation action generates a positive net energy gain.

[0108] Optionally, when the vehicle is parked and at least one function with power consumption exceeding a power consumption threshold is activated (e.g., activating the camera and radar in sentry mode, starting the compressor of the in-vehicle refrigerator), this is identified as a parallel parking scenario. In this case, the power generation threshold can be determined as the second power generation threshold. Since a high-power load is running at this time, the vehicle's base energy consumption increases. Therefore, solar power generation can be used to offset some of the power consumption of the high-power load, thereby slowing down the discharge rate of the power battery. A relatively low second power generation threshold can be set in this case. This means that even if the solar power generation is not high, as long as it exceeds this lower threshold, power generation can be initiated to supply the high-power load, and excess energy can be stored in the battery.

[0109] In this embodiment, under a single parking scenario, a higher first power generation threshold is set to avoid frequent start-ups and shutdowns during low light and low power output, preventing energy inversion caused by the energy consumption of waking up the solar power system exceeding the power generation benefit. Under a parallel parking scenario, a lower second power generation threshold is set to reduce the power generation start-up threshold, allowing the solar power system to participate more broadly in energy supply and directly power high-power loads, thereby improving the endurance of these functions when disconnected from an external power source and enhancing the user experience.

[0110] As an optional implementation, the driving scenario includes a driving scenario. In step S104, based on the driving scenario, the power generation threshold of the solar power generation system is determined, including: in response to the driving scenario being a driving scenario, obtaining the throttle depth of the vehicle; and determining an upper limit value based on the throttle depth.

[0111] In this embodiment, for driving scenarios, the upper limit of solar power generation (i.e., the maximum allowable power generation) can be determined based on the driver's intention (represented by throttle depth), and the safety boundary of solar power generation can be dynamically adjusted according to the vehicle's power demand.

[0112] Optionally, the vehicle controller (HCU) can acquire the position signal of the electronic accelerator pedal in real time and convert it into a throttle depth percentage (e.g., 0%-100%), reflecting the driver's demand for vehicle acceleration or maintaining speed.

[0113] Optionally, the HCU has a pre-stored mapping table or calculation function between throttle depth and the upper limit of solar power generation. Based on the current throttle depth, the HCU can dynamically calculate and determine the maximum power generation that the solar controller (SGU) is allowed to output at the current moment.

[0114] Optionally, when the throttle is shallow (e.g., 0%-30%, corresponding to light acceleration or constant speed cruising), the HCU determines a higher upper limit for power generation. At this time, the vehicle's power demand on the drive motor is low, the grid voltage is relatively stable, allowing the solar controller to generate power close to its maximum power point tracking (MPPT) capability to maximize energy recovery. When the throttle is increased (e.g., 30%-70%, corresponding to normal acceleration), the HCU linearly or non-linearly reduces the upper limit for power generation. As the driver intends to accelerate, the drive motor requires more current, and the HCU begins to limit the power input from the solar system, reserving a power margin. When the throttle is deep (e.g., 70%-100%, for emergency acceleration or flooring), the HCU determines a very low or even zero upper limit for power generation. Under rapid acceleration, the drive motor draws a huge current instantaneously. If the solar power system continues to inject power into the high-voltage bus at this time, it may cause voltage fluctuations and bidirectional current flow conflicts, leading to motor control instability or a jerking sensation. Therefore, the solar power generation can be forcibly limited to a low level or prohibited.

[0115] In this embodiment, the HCU can send the calculated upper limit value as an enable flag for solar boost power generation or as an independent power command parameter to the SGU. After receiving the upper limit value, the SGU can limit the output current / power within the upper limit value when running the MPPT algorithm. Even if the solar panel can generate more power, the SGU will actively limit the output, and the excess energy will be dissipated or ignored as heat.

[0116] As an optional implementation, determining the power generation threshold based on throttle depth includes: reducing the upper limit of the power generation threshold in response to a throttle depth greater than a throttle depth threshold; and maintaining or increasing the upper limit of the power generation threshold in response to a throttle depth less than or equal to a throttle depth threshold.

[0117] In this embodiment, the control strategy for limiting solar power generation in driving scenarios is further refined. Here, "power generation threshold" specifically refers to the maximum allowable power generation, not the minimum power threshold required to start power generation. The HCU dynamically adjusts this upper limit based on real-time throttle depth signals, thereby achieving smooth and dynamic limitation of solar power generation.

[0118] Optionally, when the throttle depth exceeds a threshold (e.g., 30%), it can be determined that the driver needs to accelerate or maintain a higher speed, increasing the vehicle's power demand on the drive motor. In this case, the HCU lowers the upper limit of the power generation threshold. For example, based on the specific throttle depth value, the HCU calculates a lower maximum allowable power generation value using a preset mapping curve or algorithm, and sends this as the new upper limit to the SGU. If the throttle depth is too high, for example, exceeding 80%, representing rapid acceleration or flooring, the HCU can directly lower the upper limit to 0, i.e., disable solar power generation to ensure that electrical energy is prioritized for the drive motor.

[0119] Alternatively, by lowering the upper limit, the output power of the solar power generation system can be limited to prevent fluctuations from interfering with the high-voltage power grid and ensure that the drive motor receives a stable and sufficient energy supply.

[0120] Optionally, when the throttle depth is less than or equal to a throttle depth threshold (e.g., 30%), it can be determined that the vehicle is in a light-load, constant-speed cruising, or low-speed driving state, where the drive motor's power demand is low and the high-voltage power grid is relatively stable. In this case, the HCU performs operations to maintain or increase the upper limit of the power generation threshold. For example, the HCU maintains the upper limit at the current level, or gradually increases the maximum allowable power generation as the throttle depth decreases. When the throttle depth is very small (e.g., close to 0% or at idle / creep), the HCU allows the upper limit to reach the SGU's larger MPPT power or close to the maximum allowable power generation to maximize energy recovery.

[0121] Optionally, under conditions of low vehicle power demand and stable power grid, restrictions on solar power generation can be relaxed to allow solar energy to absorb as much energy as possible to charge the power battery or supply on-board electrical appliances, thereby improving energy utilization efficiency.

[0122] Optionally, the above process is a real-time closed-loop control process. As the driver presses or releases the accelerator, the throttle depth changes continuously, and the HCU can continuously adjust the upper limit of power generation. For example, when switching from cruising at a constant speed (low throttle) to slight acceleration (medium throttle), the upper limit will smoothly decrease; when returning from rapid acceleration (high throttle) to a constant speed (low throttle), the upper limit will smoothly increase. This smooth adjustment avoids abrupt changes in power generation, ensuring the stability of the electrical system.

[0123] In this embodiment, by strictly limiting the solar power generation at high throttle depth, the dynamic disturbance of the solar power generation system to the high-voltage power grid is reduced, ensuring that the drive motor is not disturbed when high power output is required, thus guaranteeing the vehicle's acceleration performance and driving smoothness. Under low throttle depth (low power demand) conditions, by relaxing the power generation restrictions, solar energy resources are fully utilized to achieve efficient energy replenishment and improve the vehicle's driving range.

[0124] The control method for a solar power generation system in a vehicle according to this application embodiment can determine the driving scenario of the vehicle based on the vehicle's operating data. Based on the driving scenario, the power generation threshold of the solar power generation system can be determined. Since different driving scenarios correspond to different power generation thresholds, if the power generation meets the threshold, a targeted energy management strategy for the solar power generation system can be generated. Based on this energy management strategy, the solar power generation system can be controlled to generate or stop generating power, thereby achieving a precise match between solar power generation and the vehicle's energy demand. This overcomes the limitations of low control effectiveness and insufficient utilization of solar power generation in related technologies, thus solving the technical problem of low control effectiveness of solar power generation systems in vehicles and achieving the technical effect of improving the control effectiveness of solar power generation systems in vehicles.

[0125] The above technical solutions of the embodiments of this application will be further illustrated below with reference to preferred embodiments.

[0126] Currently, related technologies mainly focus on the layout structure, threshold judgment, start-up conditions, parallel power generation processing, power generation mechanism control, and high-voltage / low-voltage power generation technology paths of solar power generation. Less consideration is given to the relationship between power generation scenarios and power generation thresholds, which are crucial for maximizing the utilization of solar power. Therefore, this application provides a solar power generation system control method that designs solar power generation thresholds based on different functional scenarios and adopts a segmented grid wake-up strategy in parked scenarios to maximize the utilization rate of solar power. It also covers power generation schemes with and without energy storage batteries to adapt to new energy vehicles with different functional requirements and different sales prices. In driving scenarios, power generation is performed based on the power calculation of the vehicle controller (HCU) to supplement the energy of the power battery, the power of conventional electrical appliances, and the driving energy of the drive motor.

[0127] Specifically, this application sets a wake-up timer for parking scenarios; implements a segmented wake-up strategy for parking solar power generation; parking solar power generation is further subdivided into simple solar power generation and solar power generation that runs in parallel with other functions (such as sentry mode); in driving scenarios, a limit for solar power generation is set based on throttle depth, and the solar power generation power is reduced under high throttle depth to prevent unstable acceleration caused by unstable solar power generation power.

[0128] Figure 2 This is a schematic diagram of a control system for a solar power generation system according to an embodiment of this application, as shown below. Figure 2As shown, the control system may include a solar power controller 201, a vehicle controller 202, a power battery and BMS 203, an on-board 12V DC-DC converter 204, a vehicle high-voltage circuit 205, a communication line 206, and a vehicle low-voltage power supply circuit 207.

[0129] The solar power controller 201 integrates MPPT, low-voltage to high-voltage boost, system control and judgment, and timed wake-up functions. The solar power controller 201 can be used for system status judgment, power generation capacity judgment, voltage regulation output, boost request, boost output, and timer.

[0130] The vehicle controller 202 has functions such as solar power generation enablement and solar power generation calculation. The vehicle controller 202 can be used for network segment wake-up, solar charging enablement, and charging power distribution calculation.

[0131] The power battery and BMS 203 have functions such as determining charging operating current, voltage, and temperature. The power battery and BMS203 can be used for SOC determination to determine allowable charging current, voltage, and battery temperature information.

[0132] The vehicle-mounted 12V DC-DC converter 204 supplies power to the low-voltage system by converting high voltage to low voltage.

[0133] The vehicle high-voltage circuit 205 connects to the solar power controller 201, the vehicle controller 202, the power battery and BMS 203, and the on-board 12V DC-DC converter 204.

[0134] Communication line 206 can use CAN / CANFD / Ethernet or other methods.

[0135] The vehicle's low-voltage power supply circuit 207 connects to the solar power controller 201, the power battery and BMS 203, and the on-board 12V DC-DC converter 204.

[0136] Figure 3 This is a schematic diagram of a solar power generation system control method based on an embodiment of this application, showing the grid segment wake-up process. Figure 3 As shown, in the case of parking power generation (excluding other scenarios such as sentry mode), a segmented wake-up strategy is enabled, which is achieved by distinguishing between segment wake-up and segment sleep. For example, the segment between the vehicle controller and the solar power controller, and the segment between the vehicle controller and the BMS are in wake-up mode; the segments between the vehicle controller and the electric power steering system (EPS), the vehicle controller and the electronic stability program (ESP), the vehicle controller and the instrument cluster, and the vehicle controller and the power amplifier are in sleep mode.

[0137] Figure 4 This is a flowchart of the control logic of a solar power generation system control method without intermediate energy storage batteries according to an embodiment of this application, as shown below. Figure 4 As shown, this logic may include the following steps.

[0138] Step S401: The solar controller timer times out or is woken up by the network.

[0139] In this embodiment, if the solar controller timer times out or is woken up by the network, it can be determined whether the power generation conditions meet the threshold.

[0140] Step S402: Determine whether the power generation conditions meet the threshold.

[0141] In this embodiment, it can be determined whether the power generation conditions meet the threshold. If yes, then step S403 is executed; otherwise, then step S407 is executed.

[0142] In step S403, the SGU sends a boost request to the HCU.

[0143] In this embodiment, if the power generation conditions meet the threshold, the SGU sends a boost request to the HCU.

[0144] In step S404, the HCU determines the boost mode based on the overall vehicle status and sends a boost mode enable signal.

[0145] In this embodiment, after the SGU sends a boost request to the HCU, the HCU determines the boost mode based on the overall vehicle status and sends a boost mode enable message.

[0146] In step S405, the SGU performs a power generation and voltage boosting process based on the power limit sent by the HCU.

[0147] In this embodiment, after the HCU determines the boost mode based on the overall vehicle status and sends a boost mode enable signal, the SGU performs the power generation and boost process according to the power limit sent by the HCU.

[0148] Step S406: Determine whether the vehicle needs solar energy or whether a malfunction has occurred.

[0149] In this embodiment, it can be determined whether the vehicle requires solar energy or whether a malfunction has occurred. If yes, step S407 is executed; otherwise, step S405 is executed.

[0150] In step S407, the SGU stops generating power and, if necessary, stops sending network management messages.

[0151] In this embodiment, if the vehicle requires solar energy or malfunctions, the SGU stops generating electricity and, if necessary, stops sending network management messages.

[0152] Step S408: Set timer T before SGU goes to sleep.

[0153] In this embodiment, if the SGU stops generating power, it may stop sending network management messages if necessary, and a timer T is set before the SGU goes into hibernation.

[0154] In this embodiment, the solar controller SGU timer times out or is woken up by the network. This logic considers both parking and driving scenarios. In the parking scenario, the power battery may have sufficient charge, so even if the solar power has the ability to generate electricity, it is difficult to store the energy in the power battery. For example, if the power battery SOC is >95% before the last solar power generation stopped charging, the wake-up timer T can be set to 120h under parking conditions (sufficient charge and long-term parking); if the power battery is 95% > SOC > 85%, the wake-up timer T can be set to 2h under parking conditions (sparse monitoring, replenish as needed); if SOC < 85%, T = 1h (intensive monitoring, replenish energy as soon as possible and calibrate). At the same time, the timer must also consider not waking up at night, so the timer must stop counting at night. Afterwards, the SGU determines whether the power generation conditions meet the threshold. This embodiment divides solar power generation into the following three scenarios.

[0155] Scenario E1: Simple parking boost discharge; Scenario E2: Other scenarios (e.g., sentry mode, remote refrigerator) parking boost discharge; Scenario E3: Driving boost discharge. In this embodiment, because the vehicle has basic energy loss in scenario E1, the solar power generation needs to exceed the basic loss to generate revenue. Therefore, the power generation threshold for E1 is higher than that for E2 and E3, while the power generation thresholds for E2 and E3 are the same. Afterwards, the SGU sends a boost request to the HCU. Solar power generation requires two conditions: the ability to generate electricity and the vehicle's permission to charge.

[0156] The HCU determines whether charging is permitted based on the vehicle's power status, fault condition, battery charge level, and power consumption (including onboard DC-DC power consumption, air conditioning power consumption, drive motor power consumption, onboard generator charging status, regenerative braking, etc., which require comprehensive calculation). It also determines whether charging is being performed via plug-in charging (this solution does not allow solar boost discharge during plug-in charging) and whether there are other functional scenarios (such as sentry mode, remote activation of the onboard refrigerator, etc.). Based on these conditions, the HCU sends a solar boost power generation enable flag: 0x0: no solar boost discharge; 0x1: simple parking solar boost discharge; 0x2: parking solar boost discharge with other functional scenarios; 0x3: solar boost discharge while driving.

[0157] The HCU comprehensively calculates the allowable power for solar boost generation based on the allowable charging voltage and current of the power battery, as well as whether the vehicle is in driving or parked. Driving conditions are quite complex, with the vehicle experiencing various complex conditions such as acceleration, regenerative braking, and cruising. In cases of rapid acceleration, the system reduces the boost output of solar power to prevent unstable power supply to the drive motor due to unstable solar power generation.

[0158] When the vehicle malfunctions, the power battery is fully charged, or the solar power generation is below a threshold, the HCU sends a command to the SGU to stop the boost output. If it is only in the case of solar boost power generation, the vehicle enters a sleep state. In step S108, before entering sleep mode, the SGU sets timer T according to the power battery charge level.

[0159] Figure 5 This is a timer setting diagram of a control method for a solar power generation system without an intermediate energy storage battery according to an embodiment of this application, as shown below. Figure 5 As shown, the solar power controller sets a timer based on the SOC of the power battery before hibernation, and inputs the boosted energy flow to the power battery and BMS.

[0160] Figure 6 This is a schematic diagram of the system composition of a solar power generation system control system including a transfer energy storage battery according to an embodiment of this application, as shown below. Figure 6 As shown, it includes a solar power controller 201, a 48V battery and BMS 602, a vehicle controller 202, a power battery and BMS 203, and an on-board 12V DC-DC converter 204.

[0161] The solar power controller 201 can be used for system status judgment, power generation judgment, voltage regulation output, boost request, boost output, timer T1, and 48 / 800V DC-DC converter.

[0162] The 48V battery and BMS 602 can be used for SOC determination, maximum allowable charging current, battery status determination, power generation enable, and timer T2.

[0163] The vehicle controller 202 can be used for segmented network wake-up, solar charging enable, and charging power distribution calculation.

[0164] The power battery and BMS 203 can be used for SOC determination, determining the allowable charging current, voltage, and solar charging allowance.

[0165] The on-board 12V DC-DC converter 204 can be connected to the solar power controller 201, the power battery, and the BMS 203 through the vehicle's low-voltage power supply circuit. It can also be connected to the solar power controller 201, the 48V battery, the BMS 602, the vehicle controller 202, the power battery, and the BMS 203 through the vehicle's high-voltage circuit.

[0166] Solar power is first stored in a 48V battery, such as a 48V storage battery. Once the battery is fully charged, the power is boosted and charged into the high-voltage circuit.

[0167] Figure 7 This is a simplified logic flowchart of the power generation and energy storage process of a solar power generation system control method including a transfer energy storage battery according to an embodiment of this application, as shown below. Figure 7 As shown, this logic may include the following steps.

[0168] Step S701: The solar controller timer times out or is woken up by the network.

[0169] In this embodiment, after the solar controller timer times out or is woken up by the network, it can be determined whether the power generation conditions meet the threshold.

[0170] Step S702: Determine whether the power generation conditions meet the threshold.

[0171] In this embodiment, it can be determined whether the power generation conditions meet the threshold. If yes, then step S703 is executed; otherwise, then step S708 is executed.

[0172] In step S703, the SGU wakes up the 48V BMS via the private CAN bus.

[0173] In this embodiment, if the power generation conditions meet the threshold, the SGU wakes up the 48V BMS via a private CAN bus.

[0174] In step S704, the SGU sends information such as system status and available power generation capacity to the 48V BMS.

[0175] In this embodiment, after the SGU wakes up the 48V BMS via the private CAN, the SGU sends information such as system status and available power to the 48V BMS.

[0176] In step S705, the 48V BMS sends a power generation enable to the SGU, allowing the charging voltage, current, and SOC to be supplied to the SGU.

[0177] In this embodiment, after the SGU sends information such as system status and power generation capacity to the 48V BMS, the 48V BMS sends a power generation enable to the SGU, allowing the charging voltage, current, and SOC to be supplied to the SGU.

[0178] In step S706, the SGU generates electricity according to the 48V BMS request and feeds back the generated voltage and current.

[0179] In this embodiment, after the 48V BMS sends a power generation enable to the SGU, allowing the charging voltage, current, and SOC to be supplied to the SGU, the SGU generates power according to the request from the 48V BMS and feeds back the generated voltage and current.

[0180] Step S707: Determine whether the vehicle requires solar energy or whether a malfunction has occurred.

[0181] In this embodiment, it can be determined whether the vehicle requires solar energy or whether a malfunction has occurred. If yes, step S708 is executed; otherwise, step S706 is executed.

[0182] In step S708, the SGU stops generating power and, if necessary, stops sending network management messages.

[0183] In this embodiment, if the vehicle requires solar energy or malfunctions, the SGU stops generating electricity and, if necessary, stops sending network management messages.

[0184] Step S709: Set timer T before SGU goes to sleep.

[0185] In this embodiment, after the SGU stops generating power and, if necessary, stops sending network management messages, a timer T is set before the SGU goes into hibernation.

[0186] In this embodiment, when the solar controller SGU timer T1 times out or is woken up by the network, the power generation and energy storage process is not limited by driving or parking conditions. It can proceed as long as the solar power generation threshold is met and the intermediate energy storage battery is not fully charged. Furthermore, in vehicle sleep mode, only the private network needs to be woken up for power generation and energy storage to proceed normally. If the 48VBMS is in sleep mode, the SGU wakes it up via the private CAN bus. The SGU sends system status and available power generation information to the 48VBMS. If the 48V battery is not fully charged and has no faults, the 48V BMS sends charging enable, allowed charging voltage, current, and SOC to the SGU. The SGU generates power according to the 48VBMS's request and feeds back the actual output voltage and current. When the 48VBMS determines that the battery does not need solar power generation or that the battery has malfunctioned, it sends a power generation prohibition message to the SGU, and the SGU stops power generation output. If necessary, it stops sending network management messages and enters sleep mode. Before hibernation, the SGU sets timer T1 based on the 48V VMS SOC. Similar to the timer T strategy mentioned above, a similar strategy can be specified. For example, when 48V SOC > 95%, T1 = 120h (sufficient power and long-term vehicle parking). When 95% > 48V VMS SOC > 85%, T1 = 4h (sparse monitoring, replenish power as needed). When 48V SOC < 85%, T1 = 1h (intensive monitoring, replenish power as soon as possible for calibration).

[0187] Figure 8 This is a simplified logic flowchart of the boost power generation process of a solar power generation system control method according to an embodiment of this application, as shown below. Figure 8 As shown, this logic may include the following steps.

[0188] Step S801: The 48V BMS timer times out or is woken up by the network.

[0189] In this embodiment, if the 48V BMS timer times out or is woken up by the network, it can be determined whether the 48V BMS power is greater than the threshold or whether there is a fault.

[0190] Step S802: Determine whether the 48V BMS power level is greater than the threshold or whether there is a fault.

[0191] In this embodiment, it can be determined whether the 48V BMS power level is greater than the threshold or whether there is no fault. If yes, then step S803 is executed; otherwise, then step S809 is executed.

[0192] Step S803: 48V BMS wakes up SGU.

[0193] In this embodiment, if the 48V BMS power is greater than the threshold or there is no fault, the SGU is woken up using the 48V BMS.

[0194] In step S804, if the 48V BMS battery has sufficient power, the SGU sends a boost request to the HCU.

[0195] In this embodiment, if the 48V BMS battery has sufficient power, the SGU sends a boost request to the HCU.

[0196] In step S805, the HCU determines whether the vehicle can be charged by solar power.

[0197] In this embodiment, the HCU can be used to determine whether the vehicle can be charged by solar energy. If yes, then step S806 is executed; otherwise, step S809 is executed.

[0198] In step S806, the HCU sends a power generation mode permission to the SGU.

[0199] In this embodiment, if the vehicle can be solar-charged, the HCU sends a power generation mode permission to the SGU.

[0200] In step S807, the HCU sends the permitted generation voltage and current to the SGU.

[0201] In this embodiment, after the HCU sends the power generation mode permission to the SGU, the HCU sends the permitted power generation voltage and current to the SGU.

[0202] In step S808, the SGU boosts the voltage according to the allowed power generation and feeds back the output voltage and current.

[0203] In this embodiment, after the HCU sends the allowed generation voltage and current to the SGU, the SGU boosts the voltage according to the allowed generation power and feeds back the output voltage and current.

[0204] Step S809: HCU power generation mode is disabled.

[0205] In this embodiment, if the 48V BMS power is less than or equal to the threshold or is faulty, or if the HCU determines that the vehicle cannot be solar charged, the HCU will prohibit the power generation mode.

[0206] In step S810, the SGU stops generating power and, if necessary, stops sending network management messages.

[0207] In this embodiment, after the HCU sends a power generation mode disabled, the SGU stops power generation output and, if necessary, stops sending network management messages.

[0208] Step S811: Set timer T2 before the 48V BMS goes into sleep mode.

[0209] In this embodiment, after the SGU stops generating power and, if necessary, stops sending network management messages, timer T2 is set before the 48V BMS goes into sleep mode.

[0210] In this embodiment, when the 48VBMS timer T2 times out or is woken up by the network, the 48VBMS checks if its own battery level is greater than a threshold and is innocent. If the 48V SOC is greater than the threshold, the 48VBMS wakes up the SGU via a private CAN bus. The SGU determines that the 48V battery meets the threshold and sends a boost request to the HCU (if the vehicle is in sleep mode, the SGU wakes up the HCU first). If the HCU determines that the vehicle allows solar boost discharge, the HCU sends a charging mode permission message; if the vehicle does not allow solar boost discharge, it sends a charging mode prohibition message. A solar boost power generation enable flag can be sent: 0x0: no solar boost discharge; 0x1: simple parking solar boost discharge; 0x2: parking solar boost discharge with other functional scenarios; 0x3: solar boost discharge while driving. The SGU performs the boost process according to the vehicle's high-voltage energy requirements, inputting the 48V battery's power to the high-voltage battery or electrical appliances. The SGU stores solar energy into a 48V energy storage battery based on the allowed charging power of the 48V battery. The energy transmission is stable and can reduce the current disturbance in the high-voltage circuit caused by the instability of solar power generation.

[0211] When the SGU determines that the 48V SOC is less than a threshold (e.g., less than 50%), or the HCU determines that the vehicle does not require solar boost discharge, the SGU stops boost output. If the vehicle is in a simple parking boost power generation mode, the SGU stops sending network management messages on the public CAN bus, and the vehicle enters a sleep state. However, if the power generation and energy storage process still meets the conditions, the power generation and energy storage process is unaffected. Before the SGU stops boost output and the public network enters a sleep state, the 48V BMS sets timer T2 based on the power battery charge level. The setting strategy for timer T2 is the same as the setting strategy for timer T.

[0212] Figure 9 This is a schematic diagram illustrating the timer setting of a control method for a solar power generation system containing a relay energy storage battery according to an embodiment of this application. Figure 9 As shown, the solar power controller is used to set timer T1 based on the 48V battery SOC before sleep mode, along with the solar 48V regulator and the 48 / 800V DC-DC converter. The 48V battery is used to set timer T2 based on the power battery SOC before sleep mode. The 48 / 800V DC-DC converter provides boosted energy to the power battery and BMS. The 48 / 800V DC-DC converter, the solar 48V regulator, and the 48V battery are connected via a 48V circuit.

[0213] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation entry points are provided for users to choose to authorize or refuse.

[0214] According to an embodiment of this application, a control device for a solar power generation system in a vehicle is provided. It should be noted that the control device for the solar power generation system in a vehicle can be used to execute the control method for the solar power generation system in a vehicle described above.

[0215] Figure 10 This is a schematic diagram of a control device for a solar power generation system in a vehicle according to an embodiment of this application, as shown below. Figure 10 As shown, the control device 1000 of the solar power generation system in the vehicle may include: a first determining unit 1002, a second determining unit 1004, a generating unit 1006, and a control unit 1008.

[0216] The first determining unit 1002 is used to determine the driving scenario of the vehicle based on the vehicle's operating condition data, wherein the operating condition data reflects the vehicle's operating status and / or energy supply and demand; the second determining unit 1004 is used to determine the power generation threshold of the solar power generation system based on the driving scenario, wherein different driving scenarios correspond to different power generation thresholds, and the power generation threshold is used to represent the lower limit of the power generation power that triggers the solar power generation system to start boosting power generation, and / or the upper limit of the power generation power that limits the solar power generation system; the generating unit 1006 is used to generate an energy management strategy for the solar power generation system in response to the power generation power meeting the power generation threshold, wherein the energy management strategy is used to represent the power generation rules of the solar power generation system under the driving scenario; the control unit 1008 is used to control the solar power generation system to generate power or stop generating power based on the energy management strategy.

[0217] In the control device of the vehicle solar power generation system in this embodiment, the first determining unit 1002 determines the driving scenario of the vehicle based on the vehicle's operating condition data, wherein the operating condition data is used to reflect the vehicle's operating status and / or energy supply and demand; the second determining unit 1004 determines the power generation threshold of the solar power generation system based on the driving scenario, wherein different driving scenarios correspond to different power generation thresholds, and the power generation threshold is used to represent the lower limit of the power generation power that triggers the solar power generation system to start boosting power generation, and / or the upper limit of the power generation power that limits the solar power generation system; the generating unit 1006 generates an energy management strategy for the solar power generation system in response to the power generation power meeting the power generation threshold, wherein the energy management strategy is used to represent the power generation rules of the solar power generation system under the driving scenario; the control unit 1008 controls the solar power generation system to generate power or stop generating power based on the energy management strategy, thereby solving the technical problem of low control effectiveness of the solar power generation system in the vehicle, and thus achieving the technical effect of improving the control effectiveness of the solar power generation system in the vehicle.

[0218] This application also provides an electronic device 110, please refer to... Figure 11 , Figure 11 This is a structural diagram of an electronic device according to an embodiment of the present application, including a processor 1110 and a memory 1120, wherein the memory 1120 is used to store computer programs; the processor 1110 is used to execute the programs stored in the memory 1120 to implement the methods described in any embodiment of the present application.

[0219] Embodiments of this application also provide a vehicle, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods described in various embodiments of this application when it runs.

[0220] Embodiments of this application also provide a computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0221] Embodiments of this application also provide a computer program product, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0222] Embodiments of this application also provide a computer program product, including a non-volatile computer-readable storage medium for storing a computer program that, when executed by a processor, implements the methods in various embodiments of this application.

[0223] Embodiments of this application also provide a computer program that, when executed by a processor, implements the methods described in the various embodiments of this application.

[0224] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0225] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0226] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0227] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0228] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0229] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A control method for a solar power generation system in a vehicle, characterized in that, include: Based on the vehicle's operating condition data, the driving scenario in which the vehicle is located is determined, wherein the operating condition data is used to reflect the vehicle's operating status and / or energy supply and demand. Based on the driving scenario, a power generation threshold of the solar power generation system is determined, wherein different driving scenarios correspond to different power generation thresholds. The power generation threshold is used to represent the lower limit of the power generation that triggers the solar power generation system to start boosting power generation, and / or the upper limit of the power generation that limits the solar power generation system. In response to the power generation meeting the power generation threshold, an energy management strategy for the solar power generation system is generated, wherein the energy management strategy is used to represent the power generation rules of the solar power generation system under the driving scenario; Based on the energy management strategy, the solar power generation system is controlled to generate electricity or stop generating electricity.

2. The method according to claim 1, characterized in that, The solar power generation system includes a solar controller, a vehicle controller, and a power battery, but does not include an intermediate energy storage battery. In response to the power generation meeting the power generation threshold, an energy management strategy for the solar power generation system is generated, including: In response to the power generation meeting the power generation threshold and the driving scenario being a parking scenario, the energy management strategy is determined to be a segmented network wake-up strategy, wherein the segmented network wake-up strategy is used to represent the rule of waking up the target network segment related to the solar power generation of the solar power system during the boost power generation process of the solar power system; The method further includes: In response to the solar power generation system meeting the conditions for stopping power generation, the vehicle controller sends a stop boost command to the solar controller to control the solar controller to enter a sleep state, and sets the timeout period of the solar power generation system according to the power battery's charge status.

3. The method according to claim 2, characterized in that, The method further includes: In response to the driving scenario being the parking scenario, the power generation threshold or the timeout period of the timer is adjusted based on the battery status; In response to the power status being higher than the power status threshold, the power generation threshold is increased or the timeout period of the timer is extended; In response to the power status being lower than the power status threshold, the power generation threshold is reduced or the timeout period of the timer is shortened.

4. The method according to claim 1, characterized in that, The solar power generation system includes a solar controller, a vehicle controller, a power battery, and a transfer energy storage battery. In response to the power generation meeting the power generation threshold, an energy management strategy for the solar power generation system is generated, including: In response to the power generation meeting the power generation threshold and the driving scenario being a parking scenario, the energy management strategy is determined to be a two-stage energy management strategy, wherein the two stages of the two-stage energy management strategy include a power generation and energy storage stage and a boost discharge stage.

5. The method according to claim 4, characterized in that, The method further includes: During the power generation and energy storage phase, in response to the power generation meeting the power generation threshold and the charge of the intermediate energy storage battery being less than the charging threshold, the battery management system corresponding to the intermediate energy storage battery is woken up via the target bus, and the solar controller is controlled to convert the solar energy in the solar power generation system into direct current and store the direct current in the intermediate energy storage battery. During the boost discharge phase, in response to the energy storage battery having a charge greater than the energy storage threshold, the battery management system is controlled to wake up the solar controller; in response to detecting that the solar controller sends a boost request to the vehicle controller and detecting that the vehicle controller sends a charging command, the solar controller is controlled to boost the energy of the intermediate energy storage battery and charge it into the power battery.

6. The method according to claim 4, characterized in that, Based on the energy management strategy, controlling the solar power generation system to generate electricity or stop generating electricity includes: In response to detecting that the solar controller meets the conditions for solar boost power generation, the vehicle controller sends an enable flag bit for solar boost power generation to the solar controller; In response to the solar controller receiving the enable flag, it controls the solar power generation system to generate electricity or stop generating electricity based on the energy management strategy.

7. The method according to claim 6, characterized in that, The solar booster power generation conditions include at least one of the following: Whether the power supply setting of the vehicle meets the requirements for power generation during operation; Does the vehicle have any malfunctions that affect driving safety? Whether the battery charge in the vehicle is below the charge threshold; Is the vehicle currently charging? Does the vehicle's electrical load meet the load requirements? 8. The method according to claim 1, characterized in that, The driving scenarios include parking scenarios, which include single parking scenarios and parallel parking scenarios. Based on the driving scenarios, the power generation threshold of the solar power generation system is determined, including: In response to the driving scenario being the single parking scenario, the power generation threshold is determined to be the first power generation threshold, wherein the single parking scenario is used to indicate a scenario in which the vehicle is in a parking state and no function with power consumption higher than the power consumption threshold is activated; In response to the driving scenario being the parallel parking scenario, the power generation threshold is determined to be the second power generation threshold, wherein the parallel parking scenario is used to indicate that the vehicle is in the parking state and at least one of the functions with power consumption higher than the power consumption threshold is activated, and the first power generation threshold is greater than the second power generation threshold.

9. The method according to claim 1, characterized in that, The driving scenario includes a driving scenario. Based on the driving scenario, the power generation threshold of the solar power system is determined, including: In response to the driving scenario being the driving scenario, the throttle depth of the vehicle is obtained; The upper limit value is determined based on the throttle depth.

10. The method according to claim 9, characterized in that, Determining the power generation threshold based on the throttle depth includes: In response to the throttle depth being greater than the throttle depth threshold, the upper limit of the power generation threshold is reduced; In response to the throttle depth being less than or equal to the throttle depth threshold, the upper limit of the power generation threshold is maintained or increased.

11. A vehicle, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, performs the method according to any one of claims 1 to 10.

12. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored executable program, wherein, when the executable program is executed, it controls the device on which the storage medium is located to perform the method according to any one of claims 1 to 10.

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