A control method and device of a vehicle, a vehicle and a storage medium

Abstract

The application provides a control method and device of a vehicle, the vehicle and a storage medium, and belongs to the technical field of vehicle control. The method comprises the following steps: when the vehicle is in a powered-on state, obtaining a current actual power of a power battery of the vehicle and a target power, then judging whether a preset condition for controlling the power battery to enter a target mode is met according to the obtained actual power and target power, if the preset condition is met, the power battery can be controlled to enter the target mode, and a target working torque of an engine of the vehicle in the target mode is determined, and finally the engine is controlled to work based on the determined target working torque. According to the actual power state of the power battery, the power battery can be reasonably controlled to enter different modes, power feeding of the power battery can be effectively avoided, and the engine can be controlled to accurately output power according to the demand of the power battery and the actual situation of the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more specifically, to a method, apparatus, vehicle, and storage medium for controlling a vehicle. Background Technology

[0002] Currently, hybrid vehicles can select different operating modes based on actual driving needs and the vehicle's own status, such as pure electric mode, series mode, and direct drive mode.

[0003] However, under the current operating mode, the coordination between the power battery and the engine is poor, often resulting in the power battery running out of power and becoming depleted. Once the power battery is depleted, the vehicle can only rely on the engine for propulsion. This not only significantly increases fuel consumption and worsens the overall vehicle economy, but may also affect the vehicle's driving performance and responsiveness due to insufficient power, thus reducing the user's driving experience. Summary of the Invention

[0004] This application provides a vehicle control method, device, vehicle, and storage medium. The method can rationally control the power battery to enter different modes according to the actual charge state of the power battery, effectively avoid power battery depletion, and control the engine to output power precisely according to the power battery's needs and the actual situation of the vehicle.

[0005] In a first aspect, a vehicle control method is provided, the method comprising: when the vehicle is powered on, acquiring the current actual charge and target charge of the vehicle's power battery; based on the actual charge and target charge, determining whether preset conditions for controlling the power battery to enter a target mode are met; if the preset conditions are met, controlling the power battery to enter the target mode, and determining the target operating torque of the vehicle's engine corresponding to the target mode; and controlling the engine to operate based on the target operating torque.

[0006] The aforementioned technical solution, when the vehicle is powered on, acquires the current actual and target charge levels of the power battery and determines whether the preset conditions for controlling the power battery to enter the target mode are met. This allows for the rational control of the power battery into different modes based on its actual charge state, helping to optimize battery efficiency, avoid overcharging or over-discharging, and extend battery life. Furthermore, based on the target mode of the power battery, the target operating torque of the engine can be determined, and engine operation can be controlled accordingly. This enables precise power output from the engine based on the power battery's needs and the vehicle's actual operating conditions, matching the engine's operating torque with the power battery's charge and the overall vehicle operating requirements. This avoids unnecessary high-load or low-efficiency engine operation, improving the overall energy efficiency and fuel economy of the vehicle.

[0007] In conjunction with the first aspect, in some implementations of the first aspect, obtaining the target charge of the vehicle's power battery includes: obtaining the vehicle's current driving mode, the ambient temperature corresponding to the environment in which the vehicle is located, and the vehicle's current speed; and determining the target charge of the power battery based on the current driving mode, ambient temperature, and current speed.

[0008] The above technical solution considers multiple factors to determine the target charge of the power battery, enabling the vehicle to better adapt to various driving scenarios and environmental conditions. Regardless of different road conditions, environments, or driving modes, the vehicle can ensure normal operation by adjusting the target charge of the power battery, guaranteeing the coordinated operation of the power battery and engine, and improving vehicle driving stability.

[0009] In combination with the first aspect and the above implementation methods, in some implementation methods of the first aspect, it is determined whether the preset conditions for controlling the power battery to enter the target mode are met based on the actual power level and the target power level, including: subtracting the target power level from the actual power level to obtain the power level difference; and determining whether the preset conditions for controlling the power battery to enter the target mode are met based on the actual power level and / or the power level difference.

[0010] The aforementioned technical solution, by calculating the difference between the actual and target battery charge levels, can accurately quantify this gap. Based on this difference and the actual charge level, a more accurate assessment of the battery's state of charge can be made to determine whether the battery meets the preset conditions for entering the target mode. Using the charge difference and the actual charge level to determine whether the battery meets the preset conditions for entering the target mode allows the battery to rationally enter the corresponding mode according to actual needs under different charge levels, thereby avoiding overcharging or over-discharging of the battery, ensuring battery safety, and also contributing to improved overall vehicle performance and stability.

[0011] In conjunction with the first aspect and the aforementioned implementation methods, in some implementation methods of the first aspect, the preset conditions include preset charging conditions and preset discharging conditions. When the preset conditions are met, the power battery is controlled to enter the target mode, including: when the preset charging conditions are met, the power battery is controlled to enter a preset charging mode; wherein, in the preset charging mode, the power battery is charged by the engine; when the preset discharging conditions are met, the power battery is controlled to enter a preset discharging mode; wherein, in the preset discharging mode, the power battery consumes actual electricity and drives the vehicle together with the engine; when neither the preset charging conditions nor the preset discharging conditions are met, the power battery is controlled to enter a charge balancing mode; wherein, in the charge balancing mode, the actual charge of the power battery is maintained within a preset range corresponding to the target charge.

[0012] In conjunction with the first aspect and the above-mentioned implementation methods, in some implementation methods of the first aspect, the preset charging mode includes a first charging mode, a second charging mode, and a third charging mode. In the first charging mode, the engine is forcibly started and charges the power battery through the motor; in the second charging mode, the engine charges the power battery through the motor; in the third charging mode, the engine charges the power battery through the motor; the charging power of the engine charging the power battery through the motor in the first charging mode is higher than that in the second charging mode; the charging power of the engine charging the power battery through the motor in the second charging mode is higher than that in the third charging mode; and the preset charging mode is satisfied. Under certain charging conditions, the power battery is controlled to enter a preset charging mode, including: when the actual charge level is less than a first charging capacity threshold or the charge difference is less than a first preset difference, the power battery is controlled to enter a first charging mode; when the actual charge level is less than a second charging capacity threshold, or the engine forced start mode is activated, or the charge difference is less than a second preset difference, the power battery is controlled to enter a second charging mode; wherein, the first charging capacity threshold is less than the second charging capacity threshold; and the absolute value of the second preset difference is less than the absolute value of the first preset difference; when the charge difference is less than a third preset difference, the power battery is controlled to enter a third charging mode; wherein, the absolute value of the third preset difference is less than the absolute value of the second preset difference.

[0013] The above technical solution, by setting different charging thresholds and preset differences, can flexibly switch the power battery to an appropriate charging mode based on its actual charge level and charge difference. When the actual charge level is extremely low (below the first charging threshold) or the charge difference is very small (below the first preset difference), the first charging mode is entered to quickly replenish the battery's charge. When the charge level is slightly higher, meeting the conditions for the second charging mode, a moderate charging power is used. When the charge level is even higher, meeting the conditions for the third charging mode, a lower charging power is used to maintain the charge level. This ensures that the power battery has a corresponding efficient charging strategy at different charge levels, fully utilizing energy and improving energy efficiency. Furthermore, setting different charging power for different charging modes avoids energy waste caused by charging at high power when the charge is sufficient, and also prevents low charging efficiency caused by charging at low power when the charge is insufficient. This tiered charging mode design makes the entire charging process more efficient, further improving energy utilization efficiency.

[0014] In combination with the first aspect and the above implementation methods, in some implementation methods of the first aspect, the first charging capacity threshold is determined by the following method: obtaining the initial charging capacity threshold corresponding to the power battery and the temperature of the multiple battery modules contained in the power battery; determining the power correction value based on the minimum temperature value among the multiple battery modules; and adding the initial charging capacity threshold and the power correction value to obtain the first charging capacity threshold.

[0015] The above technical solution, by acquiring the temperatures of multiple battery modules and determining a charge correction value based on the minimum temperature value to adjust the initial charging capacity threshold, takes into account the different charging acceptance capabilities of batteries at different temperatures. Furthermore, determining the charge correction value based on the minimum temperature value ensures that the charging capacity threshold better matches the actual needs of the battery at the current temperature.

[0016] In combination with the first aspect and the above implementation methods, in some implementation methods of the first aspect, the third preset difference is determined by the following method: obtaining the activation state of the target power adjustment function and the current state of the power reserve mode; wherein, when the target power adjustment function is in the activated state, the target power of the power battery is adjusted based on the user's charging habits; when the power reserve mode is in the enabled state, the power of the power battery is maintained within the preset range corresponding to the target power; and the third preset difference is determined based on the activation state of the power adjustment function and the current state of the power reserve mode.

[0017] The above technical solution, when the target power adjustment function is activated, adjusts the target power of the battery based on the user's charging habits. Determining a third preset difference based on this allows the charging strategy to better adapt to the personalized needs of different users. When the power reserve mode is enabled, the battery power is maintained within a preset range corresponding to the target power. Determining the third preset difference in conjunction with this state helps to more accurately control the battery power. By comprehensively considering both states to determine the third preset difference, it ensures that the third preset difference can be dynamically adjusted according to actual conditions, regardless of different usage scenarios or user operational needs.

[0018] In conjunction with the first aspect and the above-mentioned implementation methods, in some implementation methods of the first aspect, the preset discharge mode includes a first discharge mode and a second discharge mode. In the first discharge mode, the power battery actively consumes electricity and drives the vehicle together with the engine. In the second discharge mode, the power battery consumes electricity when the engine cannot meet the power demand of the vehicle and drives the vehicle together with the engine. Under the condition of meeting the preset discharge conditions, the power battery is controlled to enter the preset discharge mode, including: when the actual electricity is greater than the first discharge electricity threshold or the electricity difference is greater than the fourth preset difference, the power battery is controlled to enter the first discharge mode; when the actual electricity is greater than the second discharge electricity threshold or the electricity difference is greater than the fifth preset difference, the power battery is controlled to enter the second discharge mode; wherein, the first discharge electricity threshold is greater than the second discharge electricity threshold; and the fourth preset difference is greater than the fifth preset difference.

[0019] The aforementioned technical solution selects different discharge modes based on the actual charge level and the charge difference, enabling the power battery to output power more rationally under various conditions. When the actual charge level is high or the charge difference is large, the first discharge mode is used, allowing the power battery to actively consume power and work with the engine to drive the vehicle. This fully utilizes the battery's energy, avoiding idle and wasted energy in the battery, while simultaneously reducing engine fuel consumption, improving the overall energy efficiency of the vehicle, and lowering energy consumption and emissions. When the engine cannot meet the vehicle's power demands, the second discharge mode is used, with the power battery intervening to provide additional power. This helps optimize the vehicle's power performance, making driving smoother and enhancing the driving experience.

[0020] In combination with the first aspect and the above implementation methods, in some implementation methods of the first aspect, the second discharge capacity threshold and the fifth preset difference are determined by: obtaining the current driving mode and the current power mode of the vehicle; and determining the second discharge capacity threshold and the fifth preset difference based on the current driving mode and the current power mode.

[0021] The aforementioned technical solution addresses the different requirements for vehicle power output and energy consumption arising from different driving and power modes. Determining the second discharge threshold and the fifth preset difference based on the current driving and power modes enables the power battery's discharge strategy to precisely match actual driving needs.

[0022] In combination with the first aspect and the above implementation methods, in some implementation methods of the first aspect, determining the target operating torque of the engine of the vehicle corresponding to the target mode includes: obtaining the current operating state parameters of the vehicle; determining the target correspondence relationship corresponding to the target mode; wherein the target correspondence relationship is used to describe the correspondence between the operating state parameters of the vehicle and the target operating torque of the engine in the target mode; and determining the target operating torque of the engine corresponding to the current operating state parameters based on the target correspondence relationship.

[0023] The aforementioned technical solution, based on the vehicle's current operating parameters and a preset target correspondence, can precisely match the appropriate operating torque to the engine. This ensures the engine delivers just the right amount of power under various operating conditions, avoiding excessive or insufficient power and improving the response speed and accuracy of the powertrain. By accurately matching the engine's operating torque with the vehicle's operating state, the engine can operate more within its efficient range, avoiding unnecessary high torque output and thus reducing fuel consumption.

[0024] In combination with the first aspect and the above implementation methods, in some implementation methods of the first aspect, when the target mode is a preset charging mode, the power battery is charged through the engine in the preset charging mode; controlling the engine operation based on the target operating torque includes: obtaining the power consumption of the high-voltage accessories in the vehicle and the road surface slope corresponding to the road where the vehicle is located; correcting the target operating torque of the engine based on the power consumption of the high-voltage accessories and the road surface slope to obtain the corrected target operating torque; and controlling the engine operation based on the corrected target operating torque.

[0025] The above technical solution, taking into account the power consumption of high-voltage accessories, ensures that the engine output power meets the charging needs of the power battery while also accommodating the power requirements of other high-voltage accessories, thus preventing insufficient battery charging. Adjusting the engine's target operating torque according to road slope allows the engine to provide appropriate power when the vehicle is traveling on roads with varying gradients. Comprehensively considering the power consumption of high-voltage accessories and road slope, and adjusting the engine operating torque accordingly, helps to achieve rational allocation and optimized management of vehicle energy, enabling the engine to operate within a more efficient range under different conditions, reducing fuel consumption, and improving the overall energy efficiency of the vehicle.

[0026] Secondly, a vehicle control device is provided, comprising: an acquisition module for acquiring the current actual charge and target charge of the vehicle's power battery when the vehicle is powered on; a judgment module for determining, based on the actual charge and target charge, whether preset conditions for controlling the power battery to enter a target mode are met; a first control module for controlling the power battery to enter the target mode when the preset conditions are met, and determining the target operating torque of the vehicle's engine corresponding to the target mode; and a second control module for controlling the engine to operate based on the target operating torque.

[0027] Thirdly, a vehicle is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the vehicle control methods of the first aspect and any possible implementation thereof.

[0028] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to execute the vehicle control method of the first aspect and any possible implementation thereof.

[0029] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the vehicle control method of the first aspect and any possible implementation thereof. Attached Figure Description

[0030] Figure 1 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application;

[0031] Figure 2 This is a schematic flowchart of another vehicle control method provided in an embodiment of this application;

[0032] Figure 3 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application;

[0033] Figure 4 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0034] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0035] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0036] Currently, hybrid vehicles can select different operating modes based on actual driving needs and the vehicle's own status, such as pure electric mode, series mode, and direct drive mode.

[0037] However, under the current operating mode, the coordination between the power battery and the engine is poor, often resulting in the power battery running out of power and becoming depleted. Once the power battery is depleted, the vehicle can only rely on the engine for propulsion. This not only significantly increases fuel consumption and worsens the overall vehicle economy, but may also affect the vehicle's driving performance and responsiveness due to insufficient power, thus reducing the user's driving experience.

[0038] To address the aforementioned technical problems, this application provides a vehicle control method. The method is executed by a vehicle equipped with a power battery, such as a hybrid vehicle, specifically by a controller within the vehicle. This method can rationally control the battery to enter different modes based on its actual charge level, helping to optimize battery efficiency and prevent overcharging or over-discharging. Furthermore, it can determine the target operating torque of the engine based on the target mode of the power battery and control the engine operation accordingly. This ensures that the engine's operating torque matches the power battery's charge level and the overall operating needs of the vehicle, thereby improving the overall energy efficiency of the vehicle.

[0039] Figure 1 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application.

[0040] For example, such as Figure 1 As shown, this method is applied to a hybrid vehicle, and the method 100 includes:

[0041] Step 101: With the vehicle powered on, obtain the current actual charge and target charge of the vehicle's power battery.

[0042] Step 102: Based on the actual power level and the target power level, determine whether the preset conditions for controlling the power battery to enter the target mode are met.

[0043] Step 103: Under the condition that the preset conditions are met, control the power battery to enter the target mode and determine the target working torque of the vehicle's engine corresponding to the target mode.

[0044] Step 104: Control the engine operation based on the target operating torque.

[0045] In this embodiment, when the vehicle is powered on, by acquiring the current actual and target charge levels of the power battery, and based on this, determining whether the preset conditions for controlling the power battery to enter the target mode are met, the power battery can be rationally controlled to enter different modes according to its actual charge state. This helps optimize the power battery's usage efficiency, avoids overcharging or over-discharging, and extends its lifespan. Furthermore, based on the target mode of the power battery, the target operating torque of the engine can be determined, and the engine can be controlled to operate precisely according to the power battery's needs and the vehicle's actual conditions. This ensures that the engine's operating torque matches the power battery's charge level and the vehicle's overall operating requirements, avoiding unnecessary high-load or low-efficiency engine operation, improving the overall energy efficiency of the vehicle, and enhancing its economy.

[0046] The following is about Figure 1 The specific implementation methods of each step in the illustrated embodiment are explained below:

[0047] In step 101, the vehicle is a hybrid vehicle, which includes an engine, a drive motor, and a power battery. The power battery provides electrical energy to the drive motor to drive the vehicle, and the engine drives the vehicle by burning fuel.

[0048] Being powered on means that the vehicle's electrical system has been connected to a power source and is operational. When the vehicle is powered on, all control modules and related electronic devices within the vehicle are operational, enabling the vehicle to start, move, and perform various functional operations.

[0049] The aforementioned power battery refers to the battery in a vehicle that provides power to the vehicle. The power battery provides electrical energy to the vehicle's motor, enabling the motor to operate and drive the vehicle.

[0050] The current actual charge (State of Charge, SOC) of the power battery refers to the current remaining charge of the power battery, which is usually expressed as a percentage. For example, an actual charge of 70% means that the power battery currently has 70% charge remaining.

[0051] For example, the Battery Management System (BMS) in a vehicle can detect the actual charge level of the power battery in real time.

[0052] Furthermore, after the BMS obtains the current actual charge of the power battery, it can send the actual charge of the power battery to the Energy Management System (EMS) in the vehicle. The EMS can also obtain the target charge of the power battery and, based on the actual charge and the target charge, determine whether to switch the power battery to a specific target mode.

[0053] It is understandable that the aforementioned target charge level refers to the desired charge level of the power battery to ensure that the vehicle can make reasonable use of the battery's electrical energy under various driving conditions. By maintaining the power battery at the target charge level, a better balance between fuel and electrical energy can be achieved, thereby improving the vehicle's overall performance and economy.

[0054] In one possible implementation, obtaining the target charge of the vehicle's power battery includes: obtaining the vehicle's current driving mode, the ambient temperature corresponding to the environment in which the vehicle is located, and the vehicle's current speed; and determining the target charge of the power battery based on the current driving mode, the ambient temperature, and the current speed.

[0055] It is understandable that the current driving mode of the aforementioned vehicle refers to a functional setting where the vehicle adapts to different driving needs and road conditions by changing its power output characteristics, transmission system operation, suspension system tuning, and control system parameters. The currently selected driving mode can usually be obtained through the vehicle's controller.

[0056] For example, the driving modes mentioned above may include multiple modes such as standard mode, sport mode, snow mode, mud mode, sand mode, economy mode, four-wheel high-speed (4H) mode, four-wheel low-speed (4L) mode, and light snow mode.

[0057] The ambient temperature mentioned above refers to the temperature of the environment in which the vehicle is currently located. It can be obtained through the ambient temperature sensor in the vehicle, or by combining map data and real-time weather information.

[0058] The aforementioned current vehicle speed refers to the vehicle's current actual driving speed. The vehicle's current speed can be obtained by the wheel speed sensors in the vehicle, and the controller can calculate the vehicle's current speed based on the wheel speed.

[0059] In some embodiments, a mapping table (MAP table) can be established in advance for the correspondence between ambient temperature and vehicle speed and the target battery level under different driving modes. After obtaining the vehicle's current driving mode, ambient temperature, and current vehicle speed, a target MAP table can be determined based on the vehicle's current driving mode, and then the target battery level corresponding to the current ambient temperature and current vehicle speed can be queried from the target MAP table.

[0060] For example, a first MAP table applicable to Standard mode, Sport mode, and Eco mode can be pre-established. When the vehicle is in Standard mode, Sport mode, or Eco mode, the target charge level of the high-voltage battery can be queried from the first MAP table based on the current vehicle speed and ambient temperature.

[0061] For example, the first MAP table mentioned above can be shown in Table 1 below:

[0062] Table 1

[0063] y\x 5 15 30 45 60 90 100 120 -30 33％ 33％ 33％ 33％ 33％ 35％ 35％ 35％ -15 23％ 23％ 30％ 30％ 30％ 30％ 30％ 30％ 0 16％ 16％ 25％ 25％ 25％ 25％ 25％ 25％ 15 13％ 13％ 20％ 20％ 20％ 20％ 20％ 20％ 25 13％ 13％ 20％ 20％ 20％ 20％ 20％ 20％ 30 13％ 13％ 20％ 20％ 20％ 20％ 20％ 20％

[0064] As shown in Table 1 above, x represents the vehicle speed (unit: km / h), and y represents the ambient temperature (unit: ℃). Under the same ambient temperature, the target battery capacity increases with increasing vehicle speed; conversely, under the same vehicle speed, the target battery capacity decreases with increasing ambient temperature. The ambient temperature, vehicle speed, and target battery capacity in Table 1 are merely examples.

[0065] Under normal circumstances, at the same ambient temperature, as vehicle speed increases, the vehicle needs to overcome greater air resistance, leading to increased overall energy consumption. To ensure sufficient battery power to maintain power output at high speeds and meet the driver's demands for speed and acceleration, the target battery charge can be increased to guarantee the vehicle's range and prevent insufficient power from affecting its operation. Furthermore, at lower speeds under the same ambient temperature, appropriately reducing the target battery charge can support a strategy of engine shutdown at low speeds. In other words, by appropriately reducing the target battery charge, it can be ensured that the vehicle is powered primarily by the electrical energy output from the battery.

[0066] Temperature affects the power consumption of the battery; the lower the temperature, the faster the battery is depleted. Therefore, at the same vehicle speed, as the temperature decreases, the target capacity of the battery can be appropriately increased to provide more sufficient power reserves for the vehicle under low-temperature conditions. This prevents the battery from being depleted due to rapid power consumption caused by low temperatures, ensuring normal vehicle operation.

[0067] Furthermore, a second MAP table can be pre-established for snow mode, mud mode, sand mode, 4H mode, 4L mode, and light snow mode. When the vehicle is in snow mode, mud mode, sand mode, 4H mode, 4L mode, or light snow mode, the target charge level of the high-voltage battery can be queried from the second MAP table based on the current vehicle speed and ambient temperature.

[0068] For example, the second MAP table mentioned above can be shown in Table 2 below:

[0069] Table 2

[0070] y\x 5 15 30 45 60 90 100 120 -30 33％ 33％ 33％ 33％ 33％ 33％ 33％ 33％ -15 28％ 28％ 28％ 28％ 28％ 28％ 28％ 28％ 0 18％ 18％ 18％ 18％ 18％ 18％ 18％ 18％ 15 15％ 15％ 18％ 18％ 18％ 18％ 18％ 18％ 25 15％ 15％ 18％ 18％ 18％ 18％ 18％ 18％ 30 15％ 15％ 18％ 18％ 18％ 18％ 18％ 18％

[0071] As shown in Table 2 above, x represents the vehicle speed (unit: km / h), and y represents the ambient temperature (unit: °C). Similar to Table 1, Table 2 shows that at the same vehicle speed, the target battery capacity decreases as the ambient temperature increases. However, unlike Table 1, in Table 2, different vehicle speeds may correspond to the same target battery capacity at the same ambient temperature. The ambient temperature, vehicle speed, and target battery capacity in Table 2 are only examples.

[0072] Understandably, as mentioned earlier, at the same vehicle speed, as the temperature decreases, the target capacity of the power battery can be appropriately increased to provide more sufficient power reserves for the vehicle under low temperature conditions, avoid power depletion caused by low temperature, and ensure normal vehicle operation.

[0073] Since Table 2 applies to Snow, Mud, Sand, 4H, 4L, and Light Snow modes, the driving scenarios corresponding to these modes are often quite complex. For example, the vehicle may be in a driving environment with unstable road friction and uneven road conditions. Therefore, when the vehicle is in any of these driving modes, the vehicle needs stable power output and driving status to ensure safe passage through complex road conditions.

[0074] When the vehicle is in any of the following driving modes: Snow, Mud, Sand, 4H, 4L, or Light Snow, different vehicle speeds correspond to different target battery levels at the same ambient temperature. During driving, changes in vehicle speed may cause these target battery levels to change, resulting in the vehicle switching between ChargeDepleting (CD) and ChargeSustaining (CS) modes. This leads to unnecessary engine start-stop and gear shifts. Since the driving scenarios corresponding to these modes are quite complex, frequent engine start-stop and gear shifts make it difficult to ensure the stable operation of the vehicle's powertrain, hindering smooth driving in complex conditions.

[0075] Therefore, as shown in Table 2 above, under the same ambient temperature, setting the same target battery level for different vehicle speeds can avoid the vehicle switching back and forth between CD mode and CS mode, which would lead to unnecessary engine start-stop and gear shifting, and can ensure the smooth driving of the vehicle.

[0076] In some embodiments, when the vehicle is in certain driving modes, the target battery level in Table 1 or Table 2 above can be corrected. Specifically, the target battery level in Table 1 or Table 2 above can be corrected based on the current vehicle speed and ambient temperature.

[0077] For example, in Sport mode, the target battery level in Table 1 can be adjusted based on vehicle speed, increasing the target battery level in Table 1 to obtain the MAP table corresponding to Sport mode. When the vehicle is in Sport mode, the corresponding target battery level can be queried from the MAP table corresponding to Sport mode obtained after adjusting Table 1, based on the current vehicle speed and ambient temperature.

[0078] For example, the target battery level in Table 1 can be uniformly increased by 5% to obtain the MAP table corresponding to the sport mode; alternatively, the target battery level can be sequentially increased based on the target battery level in Table 1 according to the principle that the increase increases with vehicle speed to obtain the MAP table corresponding to the sport mode.

[0079] Understandably, since vehicles often need to provide stronger power performance in sport mode, increasing the target capacity of the power battery can keep the battery operating within a relatively reasonable capacity range and reduce the risk of over-discharge.

[0080] For example, for Snow Mode, Mud Mode, Sand Mode, 4H Mode, and 4L Mode, the target battery level in Table 2 can be adjusted based on the ambient temperature, reducing the target battery level in Table 2 to obtain a corrected MAP table. When the vehicle is in any of the Snow Mode, Mud Mode, Sand Mode, 4H Mode, or 4L Mode, the corresponding target battery level can be queried from the corrected MAP table based on the current vehicle speed and ambient temperature.

[0081] For example, following the principle of decreasing the target power gradually with increasing temperature, the target power in Table 2 can be reduced sequentially to obtain a revised MAP table. For instance, based on the target power in Table 2, the target power corresponding to an ambient temperature of -30℃ can be reduced by 10%, the target power corresponding to an ambient temperature of -15℃ can be reduced by 5%, and the target power corresponding to other ambient temperatures can remain unchanged. The revised Table 2 can then be used as the MAP table for the snow mode.

[0082] Understandably, when a vehicle is in Snow, Mud, Sand, 4H, or 4L mode, it often encounters challenging road conditions such as snow cover, mud, or sand. In these situations, consistent and stable power output is crucial for smooth passage. Low temperatures significantly impact battery performance, reducing capacity and slowing charging and discharging rates. Reducing the target battery charge level effectively prevents unnecessary mode switching during complex road conditions. In such conditions, sudden engine startup can disrupt power delivery, leading to power interruption, which not only severely affects vehicle stability but may also pose a threat to driving safety.

[0083] Assuming a low-temperature environment, the vehicle is in any of the following modes: Snow, Mud, Sand, 4H, and 4L. The vehicle initially operates in pure electric mode, and the engine is not yet running. As the target battery charge decreases, the vehicle's controller can manage energy based on this reduced target charge level. This ensures that the vehicle continues to operate in pure electric mode to a greater extent during battery depletion, preventing the engine from starting when the battery charge drops below the original higher target level, thus maintaining vehicle stability.

[0084] Understandably, the adjusted target battery level mentioned above is only lower than the target battery level set in other driving modes. However, it should be clarified that this reduced target battery level is always maintained above a safe threshold and will not fall to a level that would cause the battery to become depleted.

[0085] In some embodiments, factors such as road gradient, altitude, accessory power, and the vehicle's currently enabled power-saving functions may also be considered to adjust the target power in Table 1 or Table 2 above.

[0086] Furthermore, after obtaining the vehicle's current driving mode, the ambient temperature corresponding to the vehicle's environment, and the vehicle's current speed, you can first select Table 1 or Table 2 based on the current driving mode, and then select the corrected Table 1 or Table 2 based on the ambient temperature and current speed, and query the corresponding target temperature in the selected corrected Table 1 or Table 2.

[0087] For example, if the vehicle's current driving mode is economy mode, the current ambient temperature is 15℃, and the current vehicle speed is 60km / h, then Table 1 above can be selected as the target MAP table according to the current driving mode, and the target battery level is determined to be 20% in Table 1 based on the ambient temperature of 15℃ and the current vehicle speed of 60km / h.

[0088] If the vehicle's current driving mode is Sport, the current ambient temperature is 25℃, and the current vehicle speed is 90km / h, then the corrected Table 1 can be selected as the target MAP table based on the current driving mode. Assuming the corrected Table 1 uniformly increases the target battery level by 5% compared to the original Table 1, the target battery level can be determined to be 25% based on the ambient temperature of 25℃ and the current vehicle speed of 90km / h.

[0089] The above method considers multiple factors to determine the target charge of the power battery, enabling the vehicle to better adapt to various driving scenarios and environmental conditions. Regardless of different road conditions, environments, or driving modes, the vehicle can ensure normal operation by adjusting the target charge of the power battery, guaranteeing the coordinated operation of the power battery and engine, and improving vehicle driving stability.

[0090] In step 102, by comparing the actual power level with the target power level, the power battery can be controlled to enter different modes, such as charging mode, discharging mode, or power balancing mode.

[0091] The aforementioned preset conditions can be conditions that have been set in advance and stored in the vehicle. After obtaining the current actual charge and target charge of the power battery, the vehicle controller can determine whether the preset conditions for controlling the power battery to enter the target mode are met based on the actual charge and target charge.

[0092] In one possible implementation, determining whether the preset conditions for controlling the power battery to enter the target mode are met based on the actual power level and the target power level includes: subtracting the target power level from the actual power level to obtain a power difference; and determining whether the preset conditions for controlling the power battery to enter the target mode are met based on the actual power level and / or the power difference.

[0093] Understandably, the difference between the actual battery charge and the target battery charge can also be called "DiffSOC." This difference directly reflects the gap between the actual battery charge and the expected target charge. If the difference is positive, it means the actual battery charge is higher than the target charge, and the battery has remaining charge; if the difference is negative, it means the actual battery charge is lower than the target charge, and the battery has a charge deficit. Therefore, based on the difference, it can be determined whether the preset conditions for controlling the battery to enter the target mode are met.

[0094] It can also directly determine whether the preset conditions for controlling the power battery to enter the target mode are met based on the actual charge level of the power battery. For example, different charge thresholds can be set for different modes, and the preset conditions for controlling the power battery to enter the target mode can be determined based on the relationship between the actual charge level and the charge threshold.

[0095] In one possible scenario, if the actual charge of the power battery is higher than the target charge, but the actual charge is already low, then relying solely on the charge difference may not be comprehensive enough.

[0096] Based on this, the embodiments of this application can also combine the actual power level and the target power level to jointly determine whether the preset conditions for controlling the power battery to enter the target mode are met.

[0097] The method described above calculates the difference between the actual battery charge and the target battery charge, precisely quantifying the gap between the two. Based on this difference and the actual battery charge, a more accurate assessment of whether the battery meets the preset conditions for entering the target mode can be made. Determining whether the battery meets the preset conditions for entering the target mode based on the charge difference and the actual battery charge allows the battery to rationally enter the corresponding mode according to actual needs under different charge conditions, thereby avoiding overcharging or over-discharging of the battery, ensuring battery safety, and also contributing to improving the overall performance and stability of the vehicle.

[0098] For example, the preset conditions mentioned above may include preset charging conditions and preset discharging conditions. For instance... Figure 2 As shown above, Figure 1 Steps 102 and 103 may include Figure 2 Steps 201 to 205 in the process.

[0099] like Figure 2 As shown, the method 200 may include:

[0100] Step 101: With the vehicle powered on, obtain the current actual charge and target charge of the vehicle's power battery.

[0101] Step 101 above is... Figure 1 Step 101 in the text can be found in the previous description for its specific implementation method, and will not be repeated here.

[0102] Step 201: Based on the actual power level and the target power level, determine whether the preset charging conditions are met.

[0103] For example, if the preset charging conditions are met, step 202 is executed; if the preset charging conditions are not met, step 203 is executed.

[0104] Step 202: Control the power battery to enter the preset charging mode.

[0105] In the aforementioned preset charging mode, the power battery is charged via the engine.

[0106] Step 203: Based on the actual power level and the target power level, determine whether the preset discharge conditions are met.

[0107] For example, if the preset discharge conditions are met, step 204 is executed; if the preset discharge conditions are not met, step 205 is executed.

[0108] Step 204: Control the power battery to enter the preset discharge mode.

[0109] In the aforementioned preset discharge mode, the power battery consumes actual electricity and drives the vehicle together with the engine.

[0110] Step 205: Control the power battery to enter the power balance mode.

[0111] In the above-mentioned power balance mode, the actual power charge of the power battery is kept within the preset range corresponding to the target power charge.

[0112] The following is about Figure 2 The specific implementation methods of each step in the process are explained below:

[0113] In step 201, the aforementioned preset charging conditions can be conditions that have been set in advance and stored in the vehicle. For example, the aforementioned preset charging conditions can be: the battery charge is lower than a certain value, the vehicle is in a specific driving condition (such as a long downhill drive, the engine is in a high-efficiency operating range and the vehicle does not need a lot of power output), etc.

[0114] For example, if the preset charging conditions are met, the power battery can be controlled to enter the preset charging mode, that is, to execute the above step 202.

[0115] In step 202, under the preset charging mode, the power battery can be charged by the engine. Specifically, the engine can drive the motor to operate during operation, and the motor can convert the mechanical energy of the engine into electrical energy, which can then charge the power battery to replenish its charge.

[0116] Furthermore, if the preset charging conditions are not met, it can be determined whether the preset discharging conditions are met, i.e., the above step 203 is executed.

[0117] In step 203, the aforementioned preset discharge conditions can be conditions that have been set in advance and stored in the vehicle. For example, the aforementioned preset discharge conditions could be: the battery charge is higher than a certain value, the vehicle needs to accelerate, climb a hill, or be in a driving state with high power demand.

[0118] For example, if the preset discharge conditions are met, the power battery can be controlled to enter the preset discharge mode, that is, to execute the above step 204.

[0119] In step 204, under the preset discharge mode, the power battery consumes its own electricity and works with the engine to drive the vehicle. By working together, the power battery and engine can provide sufficient power output to meet the vehicle's driving needs, while also making reasonable use of the battery's electrical energy and improving the overall energy utilization efficiency.

[0120] Furthermore, if the preset discharge conditions are not met, it means that the current vehicle does not meet either the preset charging conditions or the preset discharge conditions. In this case, the power battery can be controlled to enter the power balance mode, i.e., the above step 205 is executed.

[0121] In step 205, under the power balancing mode, the actual power battery charge is maintained within a preset range corresponding to the target charge, ensuring that the power battery charge does not drop to a dangerous level due to over-discharge, nor does it waste energy due to unnecessary charging. By controlling the power battery charge to maintain a relatively stable state, it is beneficial to extend battery life and optimize the overall performance of the vehicle.

[0122] When the power battery enters the power balance mode, it means that the actual power battery charge is in a relatively appropriate range and no additional charging or discharging operation is required.

[0123] For example, the preset range corresponding to the target power can be set according to actual needs. For example, the preset range can be set to fluctuate by 2% above and below the target power. If the target power is 30%, the preset range can be set to [28%, 32%].

[0124] In some embodiments, the priority of judgment among preset charging mode, preset discharging mode and power balancing mode can be set, and after obtaining the actual power and target power, the preset charging conditions and preset discharging conditions are judged in turn according to the judgment priority.

[0125] For example, such as Figure 2 As shown, Figure 2 The preset charging mode has the highest priority, followed by the preset discharging mode, and the power balance mode has the lowest priority.

[0126] Understandably, to prevent the power battery from running out of power, the system can prioritize determining whether the power battery currently needs charging, i.e., whether preset charging conditions are met. If these conditions are met, the power battery is controlled to enter a preset charging mode to be charged by the engine. Secondly, considering the vehicle's actual power demands, if the preset charging conditions are not met, the system can determine whether preset discharging conditions are met. If these conditions are met, the power battery is controlled to enter a preset discharging mode to consume its charge and work with the engine to drive the vehicle. Finally, if neither the preset charging nor discharging conditions are met, the power battery can be directly controlled to enter a charge balancing mode to maintain the actual charge level of the power battery within a preset range corresponding to the target charge level.

[0127] In some embodiments, the above-mentioned preset charging condition can be set to: the current actual charge of the power battery is less than or equal to the preset charging threshold, and the above-mentioned preset discharging condition can be set to: the current actual charge of the power battery is greater than the preset discharging threshold.

[0128] For example, the preset charging threshold can be set according to actual needs, such as 15%; the preset discharging threshold can be set to a value greater than the preset charging threshold, such as 80%.

[0129] Assuming the preset charging threshold is 15% and the preset discharging threshold is 80%, if the current actual charge level of the power battery is 10%, then the preset charging conditions are met, and the power battery can be controlled to enter the preset charging mode.

[0130] If the actual charge of the power battery is 85%, it is determined that the preset charging conditions are not met. It can then be determined whether the preset discharging conditions are met. If the preset discharging conditions are met, the power battery can be controlled to enter the preset discharging mode.

[0131] If the actual charge level of the power battery is 70%, it is determined that the preset charging conditions and the preset discharging conditions are not met, and the power battery can be controlled to enter the charge balance mode.

[0132] To more accurately classify the battery's operating modes and thus enable more refined energy management of the vehicle, the different modes of the power battery can be further divided.

[0133] For example, the preset charging mode can be further divided into a first charging mode, a second charging mode, and a third charging mode.

[0134] In the first charging mode, the engine is forcibly started, and the electric motor charges the battery. This first charging mode offers the highest charging power from the engine to the battery via the electric motor. Therefore, this first charging mode can also be called the forced charging mode.

[0135] In both the second and third charging modes, the engine can charge the battery via the electric motor. Furthermore, the charging power of the engine charging the battery via the electric motor in the second charging mode is higher than that in the third charging mode. Therefore, the second charging mode can also be called the enhanced charging mode, and the third charging mode can also be called the efficiency charging mode.

[0136] Understandably, in efficiency charging mode (i.e., the third charging mode), the vehicle charges the battery in the most energy-efficient way, typically by utilizing excess kinetic energy or a portion of the engine's power while the engine is running normally. This mode offers lower charging power but has minimal impact on fuel economy.

[0137] Enhanced charging mode (i.e., the second charging mode) is a charging mode between forced charging mode (i.e., the first charging mode) and efficiency charging mode (i.e., the third charging mode). Enhanced charging mode starts the engine and uses the engine's electricity to charge the battery. In order to replenish the battery faster than efficiency charging mode, enhanced charging mode usually sacrifices some fuel economy, and the charging power in enhanced charging mode is higher than that in efficiency charging mode.

[0138] In forced charging mode (i.e., the first charging mode), the engine is forcibly started, and the electric motor charges the battery. Forced charging mode provides the highest charging power from the engine to the battery via the electric motor. Forced charging mode is typically used when the battery has very low remaining charge to quickly restore battery power and ensure the vehicle can continue to operate efficiently.

[0139] In one possible implementation, when the preset charging conditions are met, controlling the power battery to enter a preset charging mode includes: controlling the power battery to enter the first charging mode when the actual charge is less than a first charging capacity threshold or the charge difference is less than a first preset difference; controlling the power battery to enter the second charging mode when the actual charge is less than a second charging capacity threshold, or the engine forced start mode is active, or the charge difference is less than a second preset difference; wherein the first charging capacity threshold is less than the second charging capacity threshold; the absolute value of the second preset difference is less than the absolute value of the first preset difference; and controlling the power battery to enter the third charging mode when the charge difference is less than a third preset difference; wherein the absolute value of the third preset difference is less than the absolute value of the second preset difference.

[0140] For example, the first charging power threshold and the second charging power threshold can be set according to actual needs. For example, the first charging power threshold can be set to 9%, and the second charging power threshold can be set to a value greater than the first charging power threshold, such as 12%.

[0141] The first, second, and third preset differences mentioned above can also be set according to actual needs. For example, the first preset difference can be set to -90%, the second preset difference can be set to -85%, and the third preset difference can be set to -5%.

[0142] Understandably, when the actual charge level of the power battery is extremely low, i.e., less than the first charging threshold, it indicates that the battery's current charge level is very low and close to being depleted. Therefore, it is necessary to force-charge the battery to prevent it from becoming completely discharged. Thus, when the actual charge level of the power battery is less than the first charging threshold, the battery is controlled to enter the first charging mode.

[0143] If the difference between the actual charge level and the target charge level of the power battery is a large negative value (i.e., the absolute value of the difference is large and negative), which is less than the first preset difference, it indicates that the difference between the actual charge level and the target charge level of the power battery is significant, and the actual charge level is very low. This results in a large negative difference, meaning the power battery is close to being depleted and needs to be forcibly charged to prevent further depletion. Therefore, when the difference between the actual charge level and the target charge level of the power battery is less than the first preset difference, the power battery is controlled to enter the first charging mode.

[0144] When the actual charge level of the power battery is lower than the second charging threshold, it indicates that the battery's current charge level is low but not yet close to being depleted. To prevent the battery from running out of charge, some power demand can be sacrificed to increase the charging power of the engine through the electric motor to charge the battery. Therefore, when the actual charge level of the power battery is lower than the second charging threshold, the battery is controlled to enter the second charging mode.

[0145] When the engine forced start mode (Charge Sustaining Mode-Low Efficiency, CS-L) is active, it indicates that the engine has been forcibly started, meaning the actual charge level of the power battery is below the threshold for forced engine start. To prevent the battery from running low on charge, some power demand can be sacrificed to increase the charging power of the engine through the electric motor to charge the battery. Therefore, when the engine forced start mode is active, the power battery is controlled to enter a second charging mode.

[0146] If the difference between the actual charge level and the target charge level of the power battery is a large negative value (less than the second preset difference), it indicates that the difference between the actual charge level and the target charge level is significant, and the actual charge level is low. This results in a large negative difference, indicating a low actual charge level. To prevent further battery depletion, the charging power of the motor to the power battery can be increased. Therefore, when the difference between the actual charge level and the target charge level of the power battery is less than the second preset difference, the power battery is controlled to enter the second charging mode.

[0147] If the difference between the actual charge level and the target charge level of the power battery is a small negative value (less than the third preset difference), it indicates that there is a small difference between the actual charge level and the target charge level. In this case, the actual charge level is slightly lower than the target charge level. To ensure that the engine and power battery can work together, the engine can be controlled to charge the power battery via the electric motor without affecting the vehicle's power demand, thus maintaining the actual charge level of the power battery near the target charge level. Therefore, when the difference between the actual charge level and the target charge level of the power battery is a small negative value (less than the third preset difference), the power battery is controlled to enter the third charging mode.

[0148] In the above method, by setting different charging thresholds and preset differences, the battery can be flexibly switched to an appropriate charging mode based on its actual charge level and the charge difference. When the actual charge level is extremely low (below the first charging threshold) or the charge difference is very small (below the first preset difference), the first charging mode is entered to quickly replenish the battery's charge. When the charge level is slightly higher, meeting the conditions for the second charging mode, a moderate charging power is used. When the charge level is even higher, meeting the conditions for the third charging mode, a lower charging power is used to maintain the charge level. This ensures that the battery has a corresponding efficient charging strategy at different charge levels, fully utilizing energy and improving energy efficiency. Furthermore, setting different charging powers for different charging modes avoids energy waste caused by charging at high power when the charge is sufficient, and also prevents low charging efficiency caused by charging at low power when the charge is insufficient. This tiered charging mode design makes the entire charging process more efficient, further improving energy utilization efficiency.

[0149] Furthermore, since temperature can affect the characteristics of the power battery—for example, in low-temperature environments, the rate of chemical reactions inside the battery slows down, reducing the efficiency of charging—the power battery may be more prone to depletion in low-temperature environments. Therefore, when the actual charge level of the power battery is extremely low, the impact of temperature on the power battery can be considered. That is, in determining whether the current condition meets the requirements for entering the first charging mode, the initial charging threshold can be adjusted based on the temperature of the battery module.

[0150] In one possible implementation, the first charging capacity threshold is determined by: obtaining the initial charging capacity threshold corresponding to the power battery and the temperatures of the multiple battery modules contained in the power battery; determining a capacity correction value based on the minimum temperature value among the multiple battery modules; and adding the initial charging capacity threshold and the capacity correction value to obtain the first charging capacity threshold.

[0151] It is understandable that the aforementioned initial charging capacity threshold can be a pre-set activation condition (i.e., entry condition) of the first charging mode stored in the vehicle, such as 9%.

[0152] The temperatures of the aforementioned battery modules can be obtained by temperature sensors installed in each battery module, and then the temperature sensors transmit the obtained temperature of each battery module to the BMS.

[0153] Furthermore, since the lower the temperature, the greater the possibility of battery depletion, and the temperature distribution of each battery module may be uneven, in order to ensure that the power correction value takes into account the temperature of each battery module, the minimum temperature value among the temperatures of multiple battery modules can be obtained, and the power correction value can be determined based on the minimum temperature value among the temperatures of multiple battery modules.

[0154] It is understandable that determining the power correction value based on the minimum temperature value among multiple battery modules can take into account the battery modules in the battery pack that are under the most unfavorable temperature conditions, thereby more accurately determining the power correction value based on the minimum temperature value among multiple battery modules.

[0155] For example, a mapping relationship between the temperature of different battery modules and the charge correction value can be established in advance and stored in the vehicle. After obtaining the minimum temperature value among multiple battery modules, the charge correction value corresponding to the minimum temperature value can be determined based on the mapping relationship.

[0156] For example, the mapping relationship between battery module temperature and capacity correction value can be shown in Table 3 below:

[0157] Table 3

[0158]

[0159] As shown in Table 3 above, when the battery module temperature is below 0℃, the power correction value increases as the battery module temperature decreases. When the battery module temperature is above or equal to 0℃, no correction is needed for the initial charging power threshold, i.e., the power correction value is 0. The battery module temperature and power correction value in Table 3 are only examples.

[0160] Understandably, as mentioned earlier, when the battery module temperature is too low (below 0°C), the usable battery capacity decreases due to limitations in chemical reactions, making the battery more prone to depletion. Therefore, a capacity correction value can be added to the initial charging capacity threshold. This allows the battery to enter the first charging mode as early as possible when its actual capacity is less than the larger threshold obtained by adding the correction value to the initial charging capacity threshold. This ensures the battery enters the forced charging first charging mode as early as possible, preventing depletion.

[0161] When the battery module temperature is greater than or equal to 0℃, the internal chemical reactions of the battery are relatively stable. Although temperature changes will still have some impact on battery performance, this impact is within an acceptable range and will not pose a significant threat to battery safety and lifespan. At this time, there is no need to correct the initial charging threshold; that is, the charge correction value is 0. The battery can be controlled to enter the first charging mode only when its actual charge level is less than the initial charging threshold, avoiding premature entry into the forced charging first charging mode, which could affect vehicle operation.

[0162] For example, assuming the initial charging capacity threshold corresponding to the obtained power battery is 9%, and the minimum temperature value among the multiple battery modules is -10℃, based on Table 3 above, the power correction value corresponding to the minimum temperature value can be determined to be 0.15%. Then, the initial charging capacity threshold and the power correction value can be added together to obtain the first charging capacity threshold corresponding to the first charging mode as 9.15%.

[0163] The above method, by acquiring the temperatures of multiple battery modules and determining a charge correction value based on the minimum temperature value to adjust the initial charging capacity threshold, takes into account the different charging acceptance capabilities of batteries at different temperatures. Furthermore, determining the charge correction value based on the minimum temperature value ensures that the charging capacity threshold better matches the actual needs of the battery at the current temperature.

[0164] Furthermore, as mentioned above, the third charging mode typically charges the battery without affecting the vehicle's actual power. Based on this, the activation conditions (i.e., entry conditions) of the third charging mode can be determined according to the activation status of the target charge adjustment function and the current state of the charge reserve mode.

[0165] In one possible implementation, the third preset difference is determined by: obtaining the activation state of the target power adjustment function and the current state of the power reserve mode; wherein, when the target power adjustment function is activated, the target power of the power battery is adjusted based on the user's charging habits; when the power reserve mode is enabled, the power of the power battery is maintained within a preset range corresponding to the target power; and the third preset difference is determined based on the activation state of the power adjustment function and the current state of the power reserve mode.

[0166] It is understandable that, as mentioned above, the third charging mode is usually activated when the actual battery level is slightly lower than the target battery level. If the user's current activated function or mode corresponds to different charging needs, the third preset difference corresponding to the third charging mode can be determined based on the user's current activated function or mode.

[0167] The aforementioned target charge adjustment function refers to the function of adjusting the target charge of the power battery based on the user's charging habits. When the target charge adjustment function is active, the target charge can be increased or decreased based on the user's charging habits. For example, if the user's charging habit is frequent charging, the target charge can be decreased to ensure that the vehicle operates in pure electric mode as much as possible, thus extending the vehicle's pure electric driving range. The following embodiment uses the example of decreasing the target charge when the target charge adjustment function is active to illustrate this.

[0168] The aforementioned battery reserve mode refers to a mode that ensures the actual charge level of the power battery does not decrease by starting the engine. Normally, this mode can be activated via a battery reserve switch when the vehicle's power mode is in intelligent hybrid mode. When this mode is activated, the power battery's charge level will be maintained within a preset range corresponding to the target charge level.

[0169] For example, as mentioned above, the preset range corresponding to the target power can be set according to actual needs. For example, the preset range can be set to fluctuate by 2% above or below the target power. If the target power is 30%, the preset range can be set to [28%, 32%].

[0170] This power reserve mode can include three states: forced reserve, smart reserve, and off.

[0171] For example, when the vehicle's power mode is in intelligent hybrid mode, if the battery reserve switch is turned off, the battery reserve mode is turned off; if the battery reserve switch is turned on, the battery reserve mode is turned on. When the battery reserve mode is on, there are two different states to choose from: intelligent reserve mode and forced reserve mode.

[0172] Under the aforementioned intelligent reserve state, the engine can be started intelligently, and fuel economy is the goal, ensuring that the actual charge of the power battery does not decrease.

[0173] Under the aforementioned forced reserve state, the engine can be continuously started, and the charging speed will be the target to ensure that the actual charge of the power battery does not decrease.

[0174] For example, a mapping relationship can be established in advance between two parameters: the activation state of the target power adjustment function and the current state of the power reserve mode, and a third preset difference. This mapping relationship can then be stored in the vehicle. After obtaining the activation state of the target power adjustment function and the current state of the power reserve mode, the corresponding third preset difference can be determined based on this mapping relationship.

[0175] For example, the mapping relationship between the two parameters—the activation state of the target power regulation function and the current state of the power reserve mode—and the third preset difference can be shown in Table 4 below:

[0176] Table 4

[0177] b\a 0 1 0 -6％ -2％ 1 -3％ -2％ 2 0 -2％

[0178] As shown in Table 4 above, 'a' in Table 4 represents the activation status of the target power regulation function. When 'a' is 0, the target power regulation function is inactive; when 'a' is 1, the target power regulation function is active. 'b' in Table 4 represents the current status of the power reserve mode. When 'b' is 0, the power reserve mode is off; when 'b' is 1, the power reserve mode is in intelligent reserve mode; when 'b' is 2, the power reserve mode is in forced reserve mode.

[0179] The correspondence between the two parameters in Table 4—the activation status of the target power regulation function and the current status of the power reserve mode—and the third preset difference is only an example.

[0180] Understandably, if the target power adjustment function is inactive and the power reserve mode is off, it means that the user does not currently require the power battery to maintain its power, and the function of adjusting the target power battery based on the user's charging habits is also not activated. In other words, there is no need to increase or decrease the target power battery based on the user's charging habits. Therefore, the third preset difference can be set to a relatively large negative value, such as -6%, to ensure that the power battery enters the third charging mode when the difference between the actual power battery power and the target power is less than the third preset difference.

[0181] If the target charge adjustment function is inactive and the charge reserve mode is in intelligent reserve mode, it indicates that the user currently has a requirement to maintain the charge of the power battery. However, the goal may be to ensure that the actual charge of the power battery does not decrease, based on fuel economy. Since the function of adjusting the target charge of the power battery based on the user's charging habits is not activated, there is no need to increase or decrease the target charge of the power battery based on the user's charging habits. Therefore, the third preset difference can be set to a relatively small negative value, such as -3%. When the difference between the actual charge of the power battery and the target charge is less than the third preset difference, the power battery is controlled to enter the third charging mode.

[0182] When the target power adjustment function is active and the power reserve mode is in forced reserve mode, it indicates that the user currently has a requirement to maintain the power battery's power, with the charging speed as the target, to ensure that the actual power battery's power level does not decrease. At this time, the function of adjusting the target power battery's power level based on the user's charging habits is not activated, meaning there is no need to increase or decrease the target power battery's power level based on the user's charging habits. Therefore, the actual power battery's power level can be controlled more strictly to ensure that the actual power level is consistent with the target power level. In this case, the third preset difference can be set to 0 to ensure that when the power battery's power level difference between the actual power level and the target power level is less than the third preset difference, the power battery is controlled to enter the third charging mode.

[0183] When the target charge adjustment function is activated, it means that the function of adjusting the target charge of the power battery based on the user's charging habits has been activated. Assuming that the target charge has been lowered based on the user's charging habits, it is equivalent to the target charge adjustment function having established a unified standard for the charge management of the power battery. Regardless of the charge reserve mode, the same preset difference of -2% can be set to ensure that the charge of the power battery can be dynamically managed according to various operating conditions and needs of the vehicle based on a unified standard. That is, when the difference between the actual charge of the power battery and the target charge is less than the third preset difference, the power battery is controlled to enter the third charging mode.

[0184] For example, assuming the target power adjustment function is found to be active and the power reserve mode is found to be off, the corresponding preset difference value can be found in Table 4 above as -2%, and the third preset difference value can be determined as -2%.

[0185] In some embodiments, when the target power adjustment function is active, different preset differences can be set for different states of the power reserve mode. For example, the absolute value of the preset difference is the smallest when the power reserve mode is off, the absolute value of the preset difference is relatively large when the power reserve mode is in intelligent reserve mode, and the absolute value of the preset difference is the largest when the power reserve mode is in forced reserve mode.

[0186] Understandably, when the target battery adjustment function is active, if the battery reserve mode is in forced reserve mode, a larger preset difference can be set to ensure more battery is stored because forced reserve prioritizes battery reserve. However, if the battery reserve mode is in intelligent reserve mode, the absolute value of the preset difference is smaller than that in forced reserve mode because intelligent reserve mode needs to balance ensuring a certain battery reserve with the vehicle's actual operating needs. Conversely, when the battery reserve mode is off, the vehicle's need for battery reserve is relatively low, so the absolute value of the preset difference is the smallest in off mode.

[0187] In the above method, when the target power adjustment function is active, the target power of the battery is adjusted based on the user's charging habits. Determining a third preset difference based on this allows the charging strategy to better adapt to the personalized needs of different users. When the power reserve mode is enabled, the battery power is maintained within a preset range corresponding to the target power. Determining the third preset difference in conjunction with this state helps to more accurately control the battery power. By comprehensively considering both states to determine the third preset difference, it is ensured that the third preset difference can be dynamically adjusted according to the actual situation, regardless of different usage scenarios or different user operational needs.

[0188] For example, the preset discharge mode can be further divided into a first discharge mode and a second discharge mode.

[0189] In the first discharge mode, the power battery actively consumes electricity and drives the vehicle together with the engine. This first discharge mode can also be called the active discharge mode.

[0190] In the second discharge mode described above, the power battery consumes electricity when the engine cannot meet the vehicle's power demand, and drives the vehicle together with the engine. In other words, the second discharge mode described above can also be called the passive discharge mode.

[0191] In one possible implementation, when the preset discharge conditions are met, controlling the power battery to enter a preset discharge mode includes: controlling the power battery to enter the first discharge mode when the actual charge is greater than a first discharge charge threshold or the charge difference is greater than a fourth preset difference; and controlling the power battery to enter the second discharge mode when the actual charge is greater than a second discharge charge threshold or the charge difference is greater than a fifth preset difference; wherein the first discharge charge threshold is greater than the second discharge charge threshold; and the fourth preset difference is greater than the fifth preset difference.

[0192] For example, the first discharge capacity threshold and the second discharge capacity threshold can be set according to actual needs. For example, the first discharge capacity threshold can be set to 95%, and the second discharge capacity threshold can be set to a value less than the first discharge capacity threshold, such as 80%.

[0193] The fourth and fifth preset differences mentioned above can also be set according to actual needs. For example, the fourth preset difference can be set to 70%, and the fifth preset difference can be set to 5%.

[0194] Understandably, if the actual charge level of the power battery is very high, exceeding the first discharge threshold, it indicates that the battery is close to full charge. In this case, the battery's charge can be consumed to control the power battery and engine to jointly drive the vehicle, allowing the engine to operate in a more efficient range. Therefore, when the actual charge level of the power battery exceeds the first discharge threshold, the power battery is controlled to enter the first discharge mode.

[0195] When the difference between the actual charge level and the target charge level of the power battery is a large positive value (greater than the fourth preset difference), it indicates that the difference between the actual charge level and the target charge level is significant, and the actual charge level is high, resulting in a large positive difference. In this case, the power battery is close to full charge and can be used to control the power battery and engine to jointly drive the vehicle, allowing the engine to operate in a more efficient range. Therefore, when the difference between the actual charge level and the target charge level of the power battery is greater than the fourth preset difference, the power battery is controlled to enter the first discharge mode.

[0196] If the actual charge level of the power battery is high, exceeding the second discharge threshold, it indicates that the battery's actual charge level is high. When the engine cannot meet the vehicle's power demands, such as during rapid acceleration, hill climbing, or high-speed driving, the battery's charge can be consumed to control the power battery and engine to jointly drive the vehicle, thus ensuring stable and efficient operation. Therefore, when the actual charge level of the power battery exceeds the second discharge threshold, the power battery is controlled to enter the second discharge mode.

[0197] When the difference between the actual charge level and the target charge level of the power battery is a large positive value (greater than the fifth preset difference), it indicates that the difference between the actual charge level and the target charge level is significant, and the actual charge level is high, resulting in a large positive difference. In this case, the power battery has excess charge. When the engine cannot meet the vehicle's power demands, such as during rapid acceleration, hill climbing, or high-speed driving, the battery's charge can be used to control the power battery and engine to jointly drive the vehicle, thus ensuring stable and efficient vehicle operation. Therefore, when the difference between the actual charge level and the target charge level of the power battery is greater than the fifth preset difference, the power battery is controlled to enter the second discharge mode.

[0198] The above method selects different discharge modes based on the actual battery charge and the charge difference, enabling the power battery to output power more rationally under different conditions. When the actual battery charge is high or the charge difference is large, the first discharge mode is used, allowing the power battery to actively consume power and work with the engine to drive the vehicle. This fully utilizes the battery's energy, avoids energy being idle and wasted in the battery, and reduces engine fuel consumption, improving the overall energy efficiency of the vehicle and reducing energy consumption and emissions. When the engine cannot meet the vehicle's power demand, the second discharge mode is used, with the power battery intervening to provide additional power, helping to optimize the vehicle's power performance, making driving smoother and improving the driving experience.

[0199] Furthermore, since different driving modes and different power modes may consume different amounts of power from the battery, different power thresholds and preset differences can be set for different driving modes and different power modes. To ensure that the power battery and engine work together more effectively, especially for the second discharge mode, corresponding second discharge power thresholds and fifth preset differences can be set for different driving modes and different power modes.

[0200] In one possible implementation, the second discharge capacity threshold and the fifth preset difference are determined by: obtaining the current driving mode and current power mode of the vehicle; and determining the second discharge capacity threshold and the fifth preset difference based on the current driving mode and the current power mode.

[0201] As can be understood, as mentioned above, the driving modes include multiple modes such as Standard Mode, Sport Mode, Snow Mode, Mud Mode, Sand Mode, Eco Mode, 4H Mode, 4L Mode, and Light Snow Mode.

[0202] The aforementioned power modes include three modes: forced pure electric mode, pure electric priority mode, and intelligent hybrid mode.

[0203] In the mandatory pure electric mode, the vehicle relies entirely on the power battery for operation, suitable for urban commuting, low-speed driving, or areas with strict emission requirements. In pure electric priority mode, the vehicle prioritizes the use of the power battery's power, with the engine only intervening in special circumstances, suitable for daily commuting and situations where fuel consumption and emissions reduction are desired. In intelligent hybrid mode, the vehicle's energy management system intelligently determines when to use the power battery and when to start the engine based on real-time data (such as battery level, driving conditions, and road conditions) to achieve optimal energy efficiency, suitable for long-distance travel, complex road conditions, or variable driving conditions.

[0204] For example, a mapping relationship between driving mode and power mode and a second discharge capacity threshold can be established in advance and stored in the vehicle. After obtaining the vehicle's current driving mode and power mode, the corresponding second discharge capacity threshold can be determined based on this mapping relationship.

[0205] For example, the mapping relationship between the above driving mode and power mode and the second discharge capacity threshold can be shown in Table 5 below:

[0206] Table 5

[0207]

[0208] As shown in Table 5 above, 'c' represents different driving modes and 'd' represents different power modes. With the same power mode, the second discharge threshold is lowest when the driving mode is Eco mode compared to other driving modes. With the same driving mode, the second discharge threshold is usually highest when the power mode is Forced Pure Electric mode, and usually lowest when the power mode is Intelligent Hybrid mode. The mapping relationship between driving mode and power mode and the second discharge threshold in Table 5 is only an example.

[0209] Understandably, in Eco mode, the vehicle's controller prioritizes using the engine's most efficient operating range to drive the vehicle and is more conservative in its use of the battery. Setting a lower second discharge threshold means that when the battery's charge is relatively high, the system can control the battery's power consumption to work with the engine to drive the vehicle. This ensures a more rational allocation of energy throughout the driving process, resulting in better fuel economy.

[0210] When the driving mode is Sport, the vehicle often needs to provide stronger power performance, meaning the battery consumes power faster. Therefore, a higher second discharge threshold can be set for the pure electric priority and intelligent hybrid driving modes compared to the standard and economy modes. This means that when the battery has a relatively sufficient charge, the battery's power consumption is controlled to work with the engine to drive the vehicle, preventing the battery from being depleted too quickly and ensuring better fuel economy.

[0211] When the driving modes are set to Snow, Mud, Sand, 4H, 4L, and Light Snow, the corresponding driving scenarios are often quite complex. For example, the vehicle may be in a driving environment with unstable road friction and uneven road conditions. Therefore, when the vehicle is in any of these driving modes, stable power output and driving status are required to ensure safe passage through complex road conditions.

[0212] When a vehicle is in any of the following driving modes: Snow, Mud, Sand, 4H, 4L, or Light Snow, if the same driving mode corresponds to different second discharge thresholds under different power modes, and if the second discharge threshold changes due to changes in the power mode during driving, the vehicle may switch back and forth between entering and exiting the second discharge mode, which is detrimental to smooth driving in complex driving scenarios. Therefore, when the vehicle is in any of the following driving modes: Snow, Mud, Sand, 4H, 4L, or Light Snow, the same second discharge threshold can be set for different power modes.

[0213] In forced pure electric mode, the vehicle relies entirely on the battery for propulsion, with the engine not operating. To ensure sufficient range and good performance in pure electric mode, the battery needs to be at a relatively high charge level to function. A higher second discharge threshold allows the vehicle to utilize battery power to meet the power demands of various driving conditions when the battery is relatively fully charged, preventing insufficient power or inability to maintain pure electric driving due to low charge, and ensuring stable and efficient operation of the vehicle in pure electric mode.

[0214] In intelligent hybrid mode, the system intelligently distributes power between the engine and battery based on the vehicle's real-time driving status and various operating conditions to achieve optimal energy efficiency and overall performance. Setting a lower second discharge threshold means the battery can participate in driving at a relatively low charge level, allowing for more flexible adjustments to power output based on actual needs. For example, in situations of slight acceleration or low-speed driving, even if the battery charge is not high, a small amount of its charge can assist the engine, allowing it to operate in a more efficient range and thus improving overall energy efficiency.

[0215] For example, a mapping relationship between driving mode and power mode and a fifth preset difference can be established in advance and stored in the vehicle. After obtaining the vehicle's current driving mode and current power mode, the corresponding fifth preset difference can be determined based on this mapping relationship.

[0216] For example, the mapping relationship between the above driving mode and power mode and the fifth preset difference can be shown in Table 6 below:

[0217] Table 6

[0218]

[0219] As shown in Table 6 above, 'c' represents different driving modes and 'd' represents different power modes. With the same power mode, the fifth preset difference is lowest when the driving mode is Eco mode compared to other driving modes. With the same driving mode, the fifth preset difference is usually highest when the power mode is forced pure electric mode, and usually lowest when the power mode is intelligent hybrid mode. The mapping relationship between driving modes and power modes and the fifth preset difference in Table 6 is only an example.

[0220] Understandably, as mentioned earlier, in Eco mode, the vehicle's controller prioritizes using the engine's most efficient operating range to drive the vehicle and is relatively conservative in its use of the battery power. Setting a lower fifth preset difference means that even when the actual battery power is greater than the target power and the difference is small, the battery power consumption can still be controlled to work with the engine to drive the vehicle. This ensures a more rational allocation of energy throughout the driving process, achieving better fuel economy.

[0221] When the driving mode is Sport, the vehicle often needs to provide stronger power performance, meaning the battery consumes power faster. Therefore, a fifth preset difference can be set for the intelligent hybrid's corresponding power mode, which is relatively higher than the standard and economy modes. This means that when the actual battery charge is greater than the target charge and the difference between the two is relatively large, the battery's power consumption is controlled to work with the engine to drive the vehicle, preventing the battery from being depleted too quickly and ensuring better fuel economy.

[0222] When the driving modes are Snow, Mud, Sand, 4H, 4L, and Light Snow, the corresponding driving scenarios are often quite complex, such as driving environments with unstable road friction and uneven road conditions. Therefore, when the vehicle is in any of these driving modes, stable power output and driving status are required to ensure safe passage through complex road conditions. Therefore, the same fifth preset difference can be set for different power modes when the vehicle is in any of these driving modes.

[0223] In forced pure electric mode, the vehicle relies entirely on the battery for propulsion, with the engine not operating. To ensure sufficient range and good performance in pure electric mode, the battery needs to be at a relatively high charge level to function. A higher fifth preset difference means that the battery's actual charge level is greater than the target charge level, and the difference is relatively large, before the battery consumes power and works with the engine to drive the vehicle. This utilizes battery energy to meet the power demands under various driving conditions, preventing insufficient power or inability to maintain pure electric driving due to low charge, and ensuring stable and efficient vehicle operation in pure electric mode.

[0224] When the power mode is set to intelligent hybrid mode, power is intelligently distributed between the engine and the battery based on the vehicle's real-time driving status and various operating conditions to achieve optimal energy efficiency and overall performance. Setting a lower fifth preset difference means that even when the actual charge of the battery is greater than the target charge and the difference between the two is small, the battery's power consumption can be controlled to work with the engine to drive the vehicle. This allows for more flexible adjustment of power output according to actual needs.

[0225] For example, assuming that the current driving mode of the vehicle is obtained as economy mode and the current power mode is obtained as intelligent hybrid mode, the corresponding second discharge power threshold and fifth preset difference can be queried based on Table 5 and Table 6 above, respectively, to obtain the second discharge power threshold as 55% and the fifth preset difference as 2%.

[0226] In the above method, different driving modes and power modes have different requirements for the vehicle's power output and energy consumption. Determining the second discharge threshold and the fifth preset difference based on the current driving mode and power mode enables the power battery's discharge strategy to be precisely matched with actual driving needs.

[0227] In some embodiments, if the actual charge of the power battery is greater than a second discharge charge threshold or the charge difference is greater than a fifth preset difference, the power battery can be controlled to enter a second discharge mode. In this second discharge mode, the engine operates at the lower boundary of the high-efficiency zone.

[0228] If the actual charge of the power battery is less than the preset charge or the charge difference is less than the seventh preset difference, the power battery can be controlled to enter the charge balance mode. In this charge balance mode, the engine operates at its optimal efficiency.

[0229] For example, the second discharge capacity threshold and the fifth preset difference can be set according to the current driving mode and power mode. The specific setting method can be referred to the above description, and will not be repeated here in the embodiments of this application.

[0230] The aforementioned preset power level can be set to the same value as the aforementioned second discharge power threshold, and the aforementioned seventh preset difference can also be set to the same value as the fifth preset difference.

[0231] To avoid frequent mode switching, the preset battery level and the second discharge battery level threshold can be set to different values, as can the seventh preset difference and the fifth preset difference. For example, a hysteresis interval can be set between the preset battery level and the second discharge battery level threshold, and a hysteresis interval can also be set between the seventh preset difference and the fifth preset difference.

[0232] For example, if the second discharge threshold is set to 60%, the preset discharge capacity can be set to 59%; if the fifth preset difference is set to 5%, the seventh preset difference can be set to 4.5%.

[0233] It is understandable that the aforementioned high-efficiency zone refers to a relatively efficient operating area where the engine can more effectively convert fuel into power and reduce energy waste.

[0234] The aforementioned optimal efficiency line refers to a working curve where the engine achieves its best efficiency under specific operating conditions. When the engine operates on this curve, it can achieve optimal energy utilization efficiency.

[0235] It is evident that by controlling the power battery to enter different target modes, energy utilization efficiency can be improved and energy waste can be reduced.

[0236] Furthermore, in addition to setting the activation conditions (i.e. entry conditions) for the different modes mentioned above, different exit conditions can also be set based on the activation conditions (i.e. entry conditions).

[0237] For example, the exit conditions for different modes can be set to be the opposite of the activation conditions. For instance, the exit condition for the first charging mode can be set to the actual power level being greater than or equal to the first charging power level threshold and the power level difference being greater than or equal to the first preset difference.

[0238] To avoid the power battery mode frequently switching between activation and deactivation, a certain hysteresis range can be set between the activation and deactivation conditions of different modes.

[0239] For example, if the activation condition for the first charging mode is SOC < 9.1%, then the exit condition for the first charging mode can be set to SOC > 9.5%, and [9.1%, 9.5%] is the hysteresis interval.

[0240] Furthermore, when setting the exit conditions for the first charging mode, in addition to basing them on the activation conditions of the first charging mode (which already take into account the minimum battery module temperature), other factors affecting the power battery can also be considered.

[0241] In one possible scenario, when the actual charge level of the power battery is extremely low, i.e., less than the first charging threshold, the power battery can be controlled to enter the first charging mode. In the first charging mode, the power battery can be charged by the motor driven by the engine, causing the actual charge level of the power battery to gradually increase. During the charging process, some accessories (i.e., electrical equipment) in the vehicle may also consume the power battery's charge.

[0242] Based on this, when the actual charge of the power battery is extremely low, i.e. less than the first charging charge threshold, the impact of the actual power consumption of the accessory on the power battery can be considered, and the exit conditions of the first charging mode can be set based on the actual power consumption of the accessory.

[0243] Understandably, when the power battery is in the first charging mode, in order to ensure that the power battery is charged with as much power as possible, it is advisable to exit the first charging mode as late as possible. When setting the exit conditions for the first charging mode, the actual power consumption of the accessories can be taken into account to increase the exit threshold corresponding to the exit conditions, so that the first charging mode is exited only after the power battery has been charged with enough power.

[0244] For example, a mapping relationship between the actual power consumption of the accessory and the first threshold correction amount can be established in advance and stored in the vehicle. When determining whether the exit condition of the first charging mode is met, the actual power consumption of the accessory using the power battery in the vehicle can be obtained, and the corresponding first threshold correction amount can be determined in the mapping relationship based on the actual power consumption.

[0245] For example, the established mapping relationship between the actual power consumption of the attachment and the first threshold correction amount can be shown in Table 7 below:

[0246] Table 7

[0247] Actual power consumption of the appendix 0 10W 20W 30W 40W 50W 60W First threshold correction amount 0 0 0.05％ 0.1％ 0.1％ 0.1％ 0.1％

[0248] As shown in Table 7, the first threshold correction amount increases with the increase of the actual power consumption of the accessory. The mapping relationship between the actual power consumption of the accessory and the first threshold correction amount in Table 7 is only an example.

[0249] Understandably, the greater the actual power consumption of the accessories, the more power the accessories in the vehicle consume from the battery. To prevent the battery from re-entering the first charging mode due to low battery level after exiting the first charging mode because of excessive power consumption from the accessories, the actual power consumption of the accessories can be considered when determining the exit conditions for the first charging mode. If the actual power consumption of the accessories is high, a larger first threshold correction amount can be determined, which is equivalent to increasing the exit threshold corresponding to the first charging mode. This ensures that the battery exits the first charging mode only when its actual battery level is sufficiently high, reducing frequent switching of charging modes caused by accessory power consumption and improving the stability of the battery charging process.

[0250] For example, assuming the first charging capacity threshold in the activation condition of the first charging mode is 9.1%, the exit threshold of the first charging mode can be set to 9.5%, meaning the first charging mode exits when the actual charge of the power battery is greater than 9.5%. Furthermore, the actual power consumption of the accessories in the vehicle can be obtained. If the actual power consumption of the accessories is 30W, based on Table 7 above, the first threshold correction amount can be determined to be 0.1%. Therefore, the exit threshold of the first charging mode can be corrected, and the corrected exit threshold is 9.6%, meaning the exit condition of the first charging mode is that the actual charge of the power battery is greater than 9.6%.

[0251] In some embodiments, in addition to modifying the exit threshold of the first charging mode, the exit threshold of the third charging mode can also be modified.

[0252] It is understandable that, since the setting of the third preset difference corresponding to the activation condition of the third charging mode takes into account the influence of two parameters: the activation state of the target power adjustment function and the current state of the power reserve mode, the exit threshold corresponding to the exit condition of the third charging mode can also take into account the influence of two parameters: the activation state of the target power adjustment function and the current state of the power reserve mode.

[0253] For example, the third preset difference can be based on the third preset difference corresponding to the activation condition of the third charging mode, taking into account the influence of two parameters: the activation state of the target power adjustment function and the current state of the power reserve mode, to obtain the exit condition of the third charging mode.

[0254] A mapping relationship between two parameters—the activation state of the target power regulation function and the current state of the power reserve mode—and the second threshold correction amount can be established in advance and stored in the vehicle. When determining whether the exit conditions for the third charging mode are met, the activation state of the target power regulation function and the current state of the power reserve mode can be obtained, and the corresponding second threshold correction amount can be determined based on the activation state of the target power regulation function and the current state of the power reserve mode in the mapping relationship.

[0255] For example, the mapping relationship between the two parameters—the activation state of the target power regulation function and the current state of the power reserve mode—and the second threshold correction amount can be shown in Table 8 below:

[0256] Table 8

[0257] b\a 0 1 0 1％ 0.5％ 1 1％ 0.5％ 2 1％ 0.5％

[0258] As shown in Table 8 above, 'a' in Table 8 represents the activation state of the target power regulation function. When 'a' is 0, the target power regulation function is inactive; when 'a' is 1, the target power regulation function is active. 'b' in Table 8 represents the current state of the power reserve mode. When 'b' is 0, the power reserve mode is off; when 'b' is 1, the power reserve mode is in intelligent reserve mode; when 'b' is 2, the power reserve mode is in forced reserve mode. The mapping relationship between the activation state of the target power regulation function and the current state of the power reserve mode in Table 8 and the second threshold correction amount is only an example.

[0259] It is understandable that if the target power adjustment function is not activated, it means that the function of adjusting the target power of the power battery based on the user's charging habits is not activated. In other words, there is no need to increase or decrease the target power of the power battery based on the user's charging habits. Therefore, the exit threshold of the third charging mode can be modified to a greater extent. When the actual power battery power is relatively large, the power battery can be controlled to exit the third charging mode.

[0260] When the target power adjustment function is activated, it means that the function of adjusting the target power of the power battery based on the user's charging habits has been activated. Assuming that the target power has been lowered based on the user's charging habits, the exit threshold of the third charging mode can be slightly modified. When the actual power battery power is relatively low, the power battery can be controlled to exit the third charging mode.

[0261] For example, assuming the third preset difference value corresponding to the activation condition of the third charging mode is -5%, the exit threshold of the third charging mode can be set to -5%, that is, the third charging mode exits when the difference between the actual charge of the power battery and the target charge is greater than -5%. Furthermore, the activation status of the target charge adjustment function and the current status of the charge reserve mode can be obtained. If the target charge adjustment function is active and the current status of the charge reserve mode is forced reserve, based on Table 8 above, the second threshold correction amount can be determined to be 1%. Therefore, the exit threshold of the third charging mode can be corrected to -4%, meaning the exit condition of the third charging mode is that the difference between the actual charge of the power battery and the target charge is greater than -4%.

[0262] Similarly, for modes other than the first and third charging modes, the activation conditions of each mode can be modified by setting hysteresis intervals and / or considering other correction factors based on the activation conditions of other modes, so as to obtain the exit conditions corresponding to each mode.

[0263] For example, based on the above embodiments, after modifying the exit conditions of the above modes, the activation and exit conditions of each target mode can be obtained, as shown in Table 9 below:

[0264] Table 9

[0265]

[0266] As shown in Table 9 above, the forced charging mode is the first charging mode described above, the enhanced charging mode is the second charging mode described above, the efficiency charging mode is the third charging mode described above, the active discharging mode is the first discharging mode described above, and the passive discharging mode is the second discharging mode described above. The activation and deactivation conditions for the different modes in Table 9 are only examples.

[0267] The aforementioned second discharge capacity threshold can be obtained by querying Table 5 above after acquiring the vehicle's current driving mode and current power mode; the aforementioned fifth preset difference can be obtained by querying Table 6 above after acquiring the vehicle's current driving mode and current power mode.

[0268] For example, after obtaining the current actual charge and target charge of the power battery, it can be directly determined whether the power battery meets the activation conditions of the different modes mentioned above, based on Table 9 above, and in conjunction with Tables 5 and 6. If it is determined that the power battery meets the activation conditions of the target mode, the power battery is controlled to enter the target mode.

[0269] In some embodiments, a judgment priority can be set for each mode in Table 9 above. After obtaining the current actual power level and target power level of the power battery, the power battery can be judged in turn based on the judgment priority to determine whether the power battery meets the activation conditions of the different modes mentioned above.

[0270] For example, the priority of forced charging mode can be set as the first priority, enhanced charging mode as the second priority, efficiency charging mode as the third priority, active discharge mode as the fourth priority, passive discharge mode as the fifth priority, and power balancing mode as the sixth priority. The first priority is higher than the second priority, the second priority is higher than the third priority, the third priority is higher than the fourth priority, the fourth priority is higher than the fifth priority, and the fifth priority is higher than the sixth priority.

[0271] Understandably, in order to prevent the power battery from running out of power due to low charge, the charging mode priority can be set relatively high to ensure that the power battery can be charged first.

[0272] In steps 103 and 104, after controlling the power battery to enter the target mode, the target operating torque of the engine corresponding to the target mode can be determined, and the engine can be controlled to work based on the determined target operating torque.

[0273] In one possible implementation, determining the target operating torque of the vehicle's engine corresponding to the target mode includes: acquiring the vehicle's current operating state parameters; determining a target correspondence with the target mode; wherein the target correspondence describes the correspondence between the vehicle's operating state parameters and the engine's target operating torque under the target mode; and determining the engine's target operating torque corresponding to the current operating state parameters based on the target correspondence.

[0274] It is understandable that the above-mentioned vehicle current operating status parameters refer to parameters that affect the engine's working torque in the target mode, such as the vehicle's overall torque requirement and the engine's current speed.

[0275] The aforementioned total torque requirement for the vehicle refers to the total torque currently required by the vehicle, which is typically determined by factors such as driver input (e.g., accelerator pedal position), vehicle speed, and load. It reflects the power level required by the vehicle to meet current driving conditions.

[0276] The current engine speed mentioned above refers to the engine's current rotational speed, usually expressed in revolutions per minute (RPM). Engine speed directly affects the engine's output power and fuel economy.

[0277] Furthermore, by acquiring the vehicle's required torque and the engine's current speed, and determining the engine's target operating torque in the target mode based on this, it is possible to ensure that the engine provides appropriate power, so that the vehicle's power performance is not affected, meeting the driver's requirements for vehicle acceleration, driving speed, etc. Moreover, by combining the vehicle's required torque and the engine's current speed, the optimal operating point of the engine can be found in different battery modes, allowing the engine to operate in a more fuel-efficient range while meeting power demands. In addition, determining the engine's target operating torque in the target mode by combining the vehicle's required torque and the engine's current speed allows for a more rational allocation of the workload between the engine and the power battery.

[0278] For example, multiple mapping relationships between the vehicle's operating state parameters (i.e., the vehicle's required torque and the engine's current speed) and the engine's target operating torque can be established in advance under different battery modes, and these multiple mapping relationships can be stored in the vehicle. After obtaining the vehicle's operating state parameters, the target correspondence for the target mode can be determined from the multiple mapping relationships, thereby determining the engine's target operating torque corresponding to the current operating state parameters based on the target correspondence.

[0279] For example, taking the active discharge mode as the target mode, the target correspondence of the active discharge mode is shown in Table 10 below:

[0280] Table 10

[0281] f / e 1300 1900 2700 3300 3700 4100 5000 -300 -50Nm -50Nm -50Nm -50Nm -50Nm -50Nm -50Nm -100 -50Nm -50Nm -50Nm -50Nm -50Nm -50Nm -50Nm -50 -40Nm -40Nm -40Nm -40Nm -40Nm -40Nm -40Nm -40 -25Nm -25Nm -25Nm -25Nm -25Nm -25Nm -25Nm -20 -10Nm -10Nm -10Nm -10Nm -10Nm -10Nm -10Nm 20 10Nm 10Nm 10Nm 20Nm 30Nm 40Nm 40Nm 40 20Nm 20Nm 20Nm 30Nm 35Nm 50Nm 50Nm 60 30Nm 30Nm 30Nm 40Nm 45Nm 60Nm 60Nm 80 40Nm 40Nm 40Nm 50Nm 55Nm 70Nm 70Nm 100 50Nm 60Nm 70Nm 70Nm 70Nm 90Nm 90Nm 120 60Nm 60Nm 80Nm 80Nm 80Nm 100Nm 100Nm

[0282] As shown in Table 10 above, 'e' represents the engine speed (revolutions per minute, RPM), and 'f' represents the vehicle's total torque requirement (Newton-meters, Nm). When the total torque requirement is positive, the target operating torque of the engine increases with increasing engine speed for the same total torque requirement. When the total torque requirement is negative, the target operating torque of the engine is the same for different engine speeds for the same total torque requirement. At the same engine speed, the target operating torque of the engine increases with increasing total torque requirement. The target correspondence for the active discharge mode in Table 10 is only an example.

[0283] Understandably, within a certain RPM range, as engine speed increases, the processes of intake, exhaust, and combustion within the engine become more complete, resulting in greater power and torque. This is because higher RPM means more power strokes per unit time, more complete fuel combustion, and the release of more energy. Therefore, for the same overall vehicle torque requirements, the engine's target operating torque will tend to increase to meet the power output demands at higher RPMs.

[0284] When the vehicle's required torque is positive, it generally corresponds to the vehicle being in a condition that requires the engine to output power, such as acceleration, climbing, or high-speed driving. As the engine speed increases, the vehicle's speed also increases. At this time, the vehicle needs greater driving force to overcome various driving resistances such as air resistance and rolling friction in order to maintain acceleration or high-speed driving. Therefore, the engine needs to output a greater target working torque.

[0285] Negative torque demand typically occurs during vehicle deceleration, downhill driving, or coasting. In these conditions, the engine operates passively, primarily relying on the vehicle's inertia to rotate for energy recovery (if the vehicle has this function) or simply idling. In this situation, the engine doesn't need to output power to drive the vehicle; instead, it aims to minimize its own resistance. Therefore, different engine speeds correspond to the same target torque, and this target torque is generally set to a relatively small value. This is mainly to overcome internal engine friction and maintain engine operation, while simultaneously achieving energy recovery or preventing engine stalling.

[0286] Similarly, when the target mode is a passive discharge mode, a correspondence similar to that in Table 10 above can also be established, which will not be elaborated here in the embodiments of this application.

[0287] In some embodiments, when the target mode is the battery balance mode, the influence of the driving mode, the current gear of the vehicle's transmission, and the activation state of the dual-mode power reduction can be considered to select the target correspondence corresponding to the battery balance mode, and the target working torque of the engine can be determined based on the target correspondence.

[0288] The "Dual Fuel Economy Mode" refers to a mode that maximizes both fuel economy and battery power utilization. When this mode is active, the vehicle may take measures to simultaneously reduce both fuel consumption and battery power usage.

[0289] For example, multiple mapping maps can be stored for the battery balance mode, and these mapping maps can be selected based on the driving mode, the current gear of the transmission, and the activation status of the hybrid mode.

[0290] Understandably, as mentioned above, the driving modes include multiple modes such as Standard Mode, Sport Mode, Snow Mode, Mud Mode, Sand Mode, Eco Mode, 4H Mode, 4L Mode, and Light Snow Mode.

[0291] The current gear position of the aforementioned transmission may include neutral, 1st gear, 2nd gear, and 3rd gear.

[0292] The activation status of the above-mentioned dual reduction in oil and electricity can include an activated state and an inactive state.

[0293] For example, when the target mode is the battery balance mode, the driving mode, the current gear of the vehicle's transmission, and the activation status of the dual-mode power reduction can be obtained. If the driving mode is the economy mode, the current gear of the vehicle's transmission is 1st gear, and the dual-mode power reduction is active, then multiple mapping maps can be selected. Figure 1 This serves as the target correspondence for the power balance mode, and the target operating torque of the engine is determined based on this target correspondence.

[0294] In some embodiments, when the target mode is a preset charging mode, the influence of the driving mode and the current gear of the vehicle's transmission can be considered to select the target correspondence corresponding to the preset charging mode, and the target working torque of the engine can be determined based on the target correspondence.

[0295] It is understood that the aforementioned preset charging modes may include the first charging mode, the second charging mode, and the third charging mode described above.

[0296] For example, multiple mapping maps corresponding to different charging modes can be stored separately for the first charging mode, the second charging mode, and the third charging mode. These mapping maps can be selected based on the driving mode and the current gear of the transmission. For instance, assuming the target mode is the first charging mode, the target correspondence for the first charging mode can be selected from the multiple mapping maps corresponding to the first charging mode based on the current driving mode and the current gear of the transmission, and the target operating torque of the engine can be determined based on this target correspondence.

[0297] The above method, based on the vehicle's current operating parameters and a preset target correspondence, can precisely match the appropriate operating torque to the engine. This ensures the engine delivers just the right amount of power under various operating conditions, avoiding excessive or insufficient power and improving the response speed and accuracy of the powertrain. By accurately matching the engine's operating torque with the vehicle's operating state, the engine can operate more within its efficient range, avoiding unnecessary high torque output and thus reducing fuel consumption.

[0298] Furthermore, when the target mode is the preset charging mode, while the engine charges the power battery through the electric motor, the power battery may also consume power due to the use of high-voltage accessories or other factors. Based on this, factors affecting the power battery's charge level can be considered, and the determined target operating torque can be corrected based on these factors. Then, the engine operation can be controlled based on the corrected target operating torque.

[0299] In one possible implementation, when the target mode is a preset charging mode, the power battery is charged through the engine in the preset charging mode; controlling the engine to work based on the target working torque includes: obtaining the power consumption of the high-voltage accessories in the vehicle and the road surface slope corresponding to the road where the vehicle is located; correcting the target working torque of the engine based on the power consumption of the high-voltage accessories and the road surface slope to obtain the corrected target working torque; and controlling the engine to work based on the corrected target working torque.

[0300] It is understandable that the high-voltage accessories in the aforementioned vehicles refer to devices in the vehicle, such as the air conditioning compressor and the electric power steering system, that consume the power battery's electrical energy when they are working.

[0301] In the preset charging mode, the engine requires additional output power to meet the power demands of the high-voltage accessories. Since the power consumption of the high-voltage accessories varies, the additional power required by the engine also varies, thus affecting the engine's operating torque. Therefore, it is possible to obtain the power consumption of the high-voltage accessories in the vehicle and, based on this power consumption, adjust the engine's target operating torque.

[0302] For example, the power consumption of the high-voltage accessory can be obtained through a power sensor on the power supply line of the high-voltage accessory.

[0303] The slope of the road a vehicle is on affects the driving force required for the vehicle to move. When going uphill, the vehicle needs to overcome the component of gravity along the slope, and the engine needs to output more torque to provide sufficient power. When going downhill, the component of gravity along the slope can provide some driving force, and the engine needs to output relatively less torque. Therefore, road slope is also an important factor affecting engine operating torque. It is possible to obtain the road slope corresponding to the vehicle's location and adjust the engine's target operating torque based on this slope.

[0304] For example, the road surface slope corresponding to the road where the vehicle is located can be obtained through the accelerometer sensor or gyroscope sensor in the vehicle.

[0305] In some embodiments, a mapping relationship between the power consumption of the high-voltage accessory and a first torque correction amount, and a mapping relationship between road slope and a second torque correction amount, can be established in advance, and these two mapping relationships can be stored in the vehicle. When the target mode is a preset charging mode, the power consumption of the high-voltage accessory and the road slope can be obtained. Based on the mapping relationship between the power consumption of the high-voltage accessory and the first torque correction amount, a first torque correction amount corresponding to the power consumption of the high-voltage accessory is determined, and based on the mapping relationship between the road slope and the second torque correction amount, a second torque correction amount corresponding to the road slope is determined. Finally, based on the first torque correction amount and the second torque correction amount, the target operating torque of the engine is corrected to obtain the corrected target operating torque.

[0306] For example, assuming the target mode is a preset charging mode, the determined target operating torque is 100 Nm. The power consumption of the high-voltage accessory is 30 W, and the road slope is 20 degrees. Based on the mapping relationship between the power consumption of the high-voltage accessory and the first torque correction amount, the first torque correction amount corresponding to the power consumption of the high-voltage accessory is determined to be 5 Nm. Based on the mapping relationship between the road slope and the second torque correction amount, the second torque correction amount corresponding to the road slope is determined to be 2 Nm. Adding the first and second torque correction amounts to the target operating torque, the corrected target operating torque is 107 Nm.

[0307] Furthermore, the vehicle's controller can control the engine operation based on the corrected target operating torque.

[0308] The above method, by considering the power consumption of high-voltage accessories, ensures that the engine output power meets the charging needs of the power battery while also accommodating the power requirements of other high-voltage accessories, thus preventing insufficient battery charging. Adjusting the engine's target operating torque based on road slope allows the engine to provide appropriate power when the vehicle is traveling on roads with varying gradients. Comprehensively considering the power consumption of high-voltage accessories and road slope, and adjusting the engine operating torque accordingly, helps to achieve rational allocation and optimized management of vehicle energy, enabling the engine to operate within a more efficient range under different conditions, reducing fuel consumption, and improving the overall energy efficiency of the vehicle.

[0309] Figure 3 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application.

[0310] For example, such as Figure 3 As shown, the device 300 includes:

[0311] The acquisition module 301 is used to acquire the current actual charge and target charge of the vehicle's power battery when the vehicle is powered on.

[0312] The judgment module 302 is used to determine whether the preset conditions for controlling the power battery to enter the target mode are met based on the actual power level and the target power level.

[0313] The first control module 303 is used to control the power battery to enter the target mode when the preset conditions are met, and to determine the target working torque of the vehicle's engine corresponding to the target mode.

[0314] The second control module 304 is used to control the engine operation based on the target operating torque.

[0315] It is not difficult to see that the embodiments of this application are device embodiments corresponding to the method embodiments described above, and the embodiments of this application can be implemented in conjunction with the method embodiments described above. The relevant technical details and technical effects mentioned in the method embodiments described above are still effective in the embodiments of this application, and will not be repeated here to reduce repetition.

[0316] Figure 4 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0317] For example, such as Figure 4 As shown, the vehicle 400 includes a memory 401 and a processor 402. The memory 401 stores executable program code 4011, and the processor 402 is used to call and execute the executable program code 4011 to perform a vehicle control method.

[0318] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a vehicle control method provided in embodiments of this application.

[0319] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0320] When each functional module is divided according to its corresponding function, the device may further include an acquisition module, a judgment module, a first control module, and a second control module. It should be noted that all relevant content regarding the steps involved in the above method embodiments can be referenced to the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0321] It should be understood that the device provided in this embodiment is used to execute the above-described vehicle control method, and therefore can achieve the same effect as the above-described implementation method.

[0322] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant program code and data.

[0323] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0324] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a vehicle control method provided in the above embodiments.

[0325] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement a vehicle control method provided in the above embodiment.

[0326] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a vehicle control method provided in the above embodiment.

[0327] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0328] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0329] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0330] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for controlling a vehicle, characterized in that, The method includes: With the vehicle powered on, obtain the current actual charge and target charge of the vehicle's power battery. Based on the actual power level and the target power level, determine whether the preset conditions for controlling the power battery to enter the target mode are met; Under the condition that the preset conditions are met, the power battery is controlled to enter the target mode, and the target operating torque of the vehicle's engine corresponding to the target mode is determined; The engine is controlled to operate based on the target operating torque.

2. The method according to claim 1, characterized in that, The process of obtaining the target charge level of the vehicle's power battery includes: The vehicle's current driving mode, the ambient temperature of the environment in which the vehicle is located, and the vehicle's current speed are obtained. The target charge level of the power battery is determined based on the current driving mode, the ambient temperature, and the current vehicle speed.

3. The method according to claim 1, characterized in that, The step of determining whether the preset conditions for controlling the power battery to enter the target mode are met based on the actual power level and the target power level includes: Subtract the target power from the actual power consumption to obtain the power difference; Based on the actual power level and / or the power level difference, determine whether the preset conditions for controlling the power battery to enter the target mode are met.

4. The method according to claim 3, characterized in that, The preset conditions include preset charging conditions and preset discharging conditions. Controlling the power battery to enter the target mode when the preset conditions are met includes: When the preset charging conditions are met, the power battery is controlled to enter a preset charging mode; wherein, in the preset charging mode, the power battery is charged through the engine; When the preset discharge conditions are met, the power battery is controlled to enter a preset discharge mode; wherein, in the preset discharge mode, the power battery consumes actual electricity and drives the vehicle together with the engine. If the preset charging conditions and the preset discharging conditions are not met, the power battery is controlled to enter a power balance mode; wherein, in the power balance mode, the actual power charge of the power battery is maintained within a preset range corresponding to the target power charge.

5. The method according to claim 4, characterized in that, The preset charging modes include a first charging mode, a second charging mode, and a third charging mode. In the first charging mode, the engine is forcibly started and charges the power battery through the motor. In the second charging mode, the engine charges the power battery through the motor. In the third charging mode, the engine charges the power battery through the motor. The charging power of the engine charging the power battery through the motor in the first charging mode is higher than that of the engine charging the power battery through the motor in the second charging mode. In the second charging mode, the charging power of the engine charging the power battery through the motor is higher than that of the engine charging the power battery through the motor in the third charging mode; The step of controlling the power battery to enter a preset charging mode when the preset charging conditions are met includes: If the actual power level is less than the first charging power threshold or the power difference is less than the first preset difference, the power battery is controlled to enter the first charging mode. When the actual battery level is less than the second charging threshold, or the engine forced start mode is activated, or the battery level difference is less than the second preset difference, the power battery is controlled to enter the second charging mode; wherein, the first charging threshold is less than the second charging threshold; and the absolute value of the second preset difference is less than the absolute value of the first preset difference. When the power difference is less than a third preset difference, the power battery is controlled to enter the third charging mode; wherein the absolute value of the third preset difference is less than the absolute value of the second preset difference.

6. The method according to claim 5, characterized in that, The first charging capacity threshold is determined in the following way: Obtain the initial charging capacity threshold corresponding to the power battery and the temperature of the multiple battery modules contained in the power battery; A power correction value is determined based on the minimum temperature value among the multiple battery modules. The first charging threshold is obtained by adding the initial charging capacity threshold and the power correction value.

7. The method according to claim 5, characterized in that, The third preset difference is determined in the following way: The system obtains the activation status of the target power adjustment function and the current status of the power reserve mode; wherein, when the target power adjustment function is activated, it adjusts the target power of the power battery based on the user's charging habits; when the power reserve mode is enabled, it maintains the power battery's power within a preset range corresponding to the target power. The third preset difference is determined based on the activation state of the power regulation function and the current state of the power reserve mode.

8. The method according to claim 4, characterized in that, The preset discharge mode includes a first discharge mode and a second discharge mode. In the first discharge mode, the power battery actively consumes electricity and drives the vehicle together with the engine. In the second discharge mode, the power battery consumes electricity when the engine cannot meet the power demand of the vehicle, and drives the vehicle together with the engine; The step of controlling the power battery to enter a preset discharge mode when the preset discharge conditions are met includes: If the actual power level is greater than the first discharge power threshold or the power difference is greater than the fourth preset difference, the power battery is controlled to enter the first discharge mode. When the actual charge level is greater than the second discharge charge threshold or the charge difference is greater than the fifth preset difference, the power battery is controlled to enter the second discharge mode; wherein, the first discharge charge threshold is greater than the second discharge charge threshold; and the fourth preset difference is greater than the fifth preset difference.

9. The method according to claim 8, characterized in that, The second discharge capacity threshold and the fifth preset difference are determined in the following way: Obtain the current driving mode and current power mode of the vehicle; Based on the current driving mode and the current power mode, the second discharge capacity threshold and the fifth preset difference are determined.

10. The method according to claim 1, characterized in that, Determining the target operating torque of the vehicle's engine corresponding to the target mode includes: Obtain the current operating status parameters of the vehicle; Determine the target correspondence relationship corresponding to the target mode; wherein, the target correspondence relationship is used to describe the correspondence between the vehicle's operating state parameters and the engine's target operating torque under the target mode; Based on the target correspondence, the target operating torque of the engine corresponding to the current operating state parameters is determined.

11. The method according to claim 1 or 10, characterized in that, When the target mode is a preset charging mode, the power battery is charged through the engine in the preset charging mode; The method of controlling the engine operation based on the target operating torque includes: The power consumption of the high-voltage accessories in the vehicle and the road surface slope corresponding to the road where the vehicle is located are obtained; Based on the power consumption of the high-pressure accessory and the road slope, the target operating torque of the engine is corrected to obtain the corrected target operating torque; The engine is controlled to operate based on the corrected target operating torque.

12. A vehicle control device, characterized in that, The device includes: The acquisition module is used to acquire the current actual charge and target charge of the vehicle's power battery when the vehicle is powered on. The judgment module is used to determine, based on the actual power level and the target power level, whether the preset conditions for controlling the power battery to enter the target mode are met; The first control module is used to control the power battery to enter the target mode when the preset conditions are met, and to determine the target operating torque of the vehicle's engine corresponding to the target mode. The second control module is used to control the engine operation based on the target operating torque.

13. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 11.

14. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, implements the method as described in any one of claims 1 to 11.

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