Vehicle control method, vehicle-mounted controller, vehicle control system, and vehicle

Abstract

The application discloses a vehicle control method, a vehicle-mounted controller, a vehicle control system and a vehicle. The method comprises the following steps: acquiring measured braking data; when the measured braking data meets a power-up condition, controlling a high-pressure accessory to perform a power-up operation; and after the high-pressure accessory completes the power-up operation, controlling an electric drive assembly to perform a power-up operation; wherein the power-up condition is a condition for representing that a required braking capacity of a driver is greater than an allowed charging capacity of a power battery; and energy increased by the high-pressure accessory performing the power-up operation is derived from braking energy. In the scheme, when it is determined according to the measured braking data that the required braking capacity of the driver is greater than the allowed charging capacity of the power battery, the high-pressure accessory and the electric drive assembly are controlled to perform the power-up operation in sequence, so that more braking energy can be recovered, energy utilization is improved, a cruising range is prolonged, and mechanical loss is reduced.

Description

Technical Field

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

[0002] Regenerative braking refers to the process by which the kinetic energy generated by a vehicle during braking is converted into electrical energy through a specific device (such as an electric motor) and stored in the battery. Currently, during regenerative braking in automobiles, due to variations in the vehicle's environment, battery condition, and other factors, the battery's charging power is limited, resulting in a limited amount of regenerated braking energy. Consequently, the unrecoverable braking energy is lost through mechanical friction. Therefore, reducing energy loss during regenerative braking has become a pressing technical problem that needs to be solved in this field. Summary of the Invention

[0003] This application provides a vehicle control method, an on-board controller, a vehicle control system, and a vehicle to solve the problem of significant energy loss during regenerative braking.

[0004] This application provides a vehicle control method, including: Obtain measured braking data; When the measured braking data meets the power increase condition, the high-voltage accessory is controlled to perform a power increase operation; After the high-voltage accessory completes the power-up operation, the control electric drive assembly performs the power-up operation. The power-up condition is used to characterize the condition that the driver's required braking capacity is greater than the allowable charging capacity of the power battery; the energy added by the high-voltage accessory to perform the power-up operation comes from the braking energy.

[0005] In this embodiment, when the measured braking data meets the power-up condition, the high-voltage accessory and electric drive assembly are controlled to perform power-up operations in sequence. This can effectively reduce the loss of braking energy and also effectively avoid storing too much braking energy in the power battery, which would lead to overcharging of the power battery, thereby ensuring the service life of the power battery.

[0006] In one embodiment, after the high-voltage accessory performs a power-up operation, the vehicle control method further includes: When the actual power of the high-voltage accessory is greater than or equal to the first target power, it is determined that the high-voltage accessory has completed the power increase operation, and the high-voltage accessory is controlled to operate based on the first target power.

[0007] In this embodiment, when the actual power of the high-voltage accessory is greater than or equal to the first target power, it can be determined that the actual power of the high-voltage accessory has reached the target power required for the power-up operation. There is no need to further increase the target power of the high-voltage accessory, so as to avoid the high power of the high-voltage accessory leading to high energy consumption of the whole vehicle. The high-voltage accessory is also controlled to work based on the first target power, so that the braking energy recovery system provides more braking energy to the high-voltage accessory, which helps to improve energy utilization, extend driving range, and reduce mechanical wear.

[0008] In one embodiment, the first target power is the sum of the standard power and the first incremental power, wherein the first incremental power is greater than 0; The standard power is determined based on the accessory configuration data and measured environmental data corresponding to the high-voltage accessory.

[0009] In this example, the first target power is the sum of the standard power and the first incremental power, to ensure that the first target power is greater than the standard power. This ensures that when the actual power of the high-voltage accessory is greater than or equal to the first target power, the high-voltage accessory is confirmed to have completed the power-up operation, and the high-voltage accessory is controlled to operate based on the larger first target power. This allows the regenerative braking system to provide more braking energy to the high-voltage accessory, reducing braking energy loss, which helps to improve energy utilization, extend driving range, and reduce mechanical wear.

[0010] In one embodiment, the first incremental power is a first preset power; Alternatively, the first incremental power is positively correlated with the measured hydraulic braking force; Alternatively, the first incremental power is positively correlated with the target difference, which is the difference between the braking power demand and the maximum charging power of the power battery.

[0011] In this embodiment, the first incremental power is the first preset power, which does not require dynamic calculation, thus saving computing resources and ensuring processing efficiency; or the first incremental power is positively correlated with the measured hydraulic braking force or the target difference, so as to dynamically determine the first incremental power according to the required braking capacity, so as to ensure that the high-pressure accessory can recover more braking energy.

[0012] In one embodiment, after controlling the electric drive assembly to perform a power-up operation, the vehicle control method further includes: When the actual torque of the electric drive assembly is greater than or equal to the first maximum recovery torque, it is determined that the electric drive assembly has completed the power-up operation, and the electric drive assembly is controlled to operate based on a target torque not greater than the first maximum recovery torque.

[0013] In this embodiment, the actual torque of the electric drive assembly is greater than or equal to the first maximum regenerative torque. It can be determined that the actual torque of the electric drive assembly has reached the maximum regenerative torque required for the power-up operation. At this time, there is no need to further increase the actual torque of the electric drive assembly. The electric drive assembly can be controlled to work based on a target torque that is not greater than the first maximum regenerative torque. This can prevent the braking energy output by the electric drive assembly from exceeding the allowable charging capacity of the power battery, thus avoiding both the waste of braking energy and the overcharging of the power battery.

[0014] In one embodiment, the first maximum recovery torque is determined based on the first maximum recovery power; The first maximum recoverable power is the sum of the maximum charging power of the power battery and the second incremental power, and the second incremental power is greater than 0; The maximum charging power of the power battery is determined based on the battery temperature and the battery SOC.

[0015] In this embodiment, the first maximum recovery torque is determined based on the first maximum recovery power, which is greater than the maximum charging power, so as to ensure that when the electric drive assembly operates at increased power, its first maximum recovery torque exceeds the battery's allowable charging capacity and can provide braking energy to the high-voltage accessories.

[0016] In one embodiment, the second incremental power is a second preset power; Alternatively, the second incremental power is positively correlated with the measured hydraulic braking force; Alternatively, the second incremental power is positively correlated with the target difference, which is the difference between the braking power demand and the maximum charging power of the power battery.

[0017] In this embodiment, the second incremental power is a second preset power, which does not require dynamic calculation, thus saving computing resources and ensuring processing efficiency. Alternatively, the second incremental power is positively correlated with the measured hydraulic braking force or the target difference, so as to dynamically determine the second incremental power according to the required braking capacity, so that the electric drive assembly can recover more braking energy and help reduce braking energy loss.

[0018] In one embodiment, after controlling the electric drive assembly to perform a power-up operation, the vehicle control method further includes: After the electric drive assembly completes the power increase operation, when the measured braking data meets the power reduction condition, the electric drive assembly is controlled to perform a power reduction operation. After the electric drive assembly completes the power reduction operation, the high-voltage accessory is controlled to perform the power reduction operation. The power reduction condition is used to characterize the condition that the driver's required braking capacity is not greater than the allowable charging capacity of the power battery; the energy increased by the high-voltage accessory from the power increase operation to the power reduction operation is derived from the braking energy.

[0019] In this embodiment, when the measured braking data meets the power reduction condition, the electric drive assembly is first controlled to perform a power reduction operation to reduce the braking energy output by the electric drive assembly and avoid excessive braking energy leading to overcharging of the power battery; then, the high-voltage accessories are controlled to perform a power reduction operation to reduce the energy consumption of the high-voltage accessories, save costs, and ensure the service life of the high-voltage accessories.

[0020] In one embodiment, after controlling the electric drive assembly to perform a power reduction operation, the vehicle control method further includes: When the actual torque of the electric drive assembly is less than or equal to the second maximum recovery torque, it is determined that the electric drive assembly has completed the power reduction operation, and the electric drive assembly is controlled to operate based on a target torque not greater than the second maximum recovery torque.

[0021] In this embodiment, when the actual torque of the electric drive assembly is less than or equal to the second maximum recovery torque, it can be determined that the actual torque of the electric drive assembly has reached the maximum recovery torque required for the power reduction operation. At this time, the electric drive assembly is controlled to operate based on a target torque not greater than the second maximum recovery torque, so that the power battery can recover more braking energy and also avoid the braking energy output by the electric drive assembly from exceeding the allowable charging capacity of the power battery, which would lead to overcharging of the power battery.

[0022] In one embodiment, after controlling the high-voltage accessory to perform a power reduction operation, the vehicle control method further includes: When the actual power of the high-voltage accessory is less than or equal to the second target power, it is determined that the high-voltage accessory has completed the power reduction operation, and the high-voltage accessory is controlled to operate based on the second target power.

[0023] In this embodiment, when the actual power of the high-voltage accessory is less than or equal to the second target power, it can be determined that the actual power of the high-voltage accessory has reached the target power required for the power reduction operation. The high-voltage accessory is then controlled to operate based on the second target power, so that the high-voltage accessory operates based on a lower target power, thereby reducing the energy consumption of the high-voltage accessory, saving costs, and ensuring the service life of the high-voltage accessory.

[0024] In one embodiment, after the high-voltage accessory performs a power-up operation, the vehicle control method further includes: When the measured braking data meets the power reduction condition, the high-voltage accessory is controlled to perform a power reduction operation. When the actual power of the high-voltage accessory is less than or equal to the second target power, it is determined that the high-voltage accessory has completed the power reduction operation, and the high-voltage accessory is controlled to operate based on the second target power.

[0025] In this embodiment, during the process of controlling the high-voltage accessory to perform a power reduction operation, if the actual power of the high-voltage accessory is detected to be less than or equal to the second target power, it can be determined that the actual power of the high-voltage accessory has reached the target power required for the power reduction operation. At this time, the high-voltage accessory is controlled to work based on the second target power, so that the high-voltage accessory works based on a lower target power, enabling the power battery to recover more braking energy. This also avoids the braking energy output by the electric drive assembly from exceeding the allowable charging capacity of the power battery, which would lead to overcharging of the power battery.

[0026] In one embodiment, after controlling the electric drive assembly to perform a power-up operation, the vehicle control method further includes: When the measured braking data meets the power reduction condition, the electric drive assembly is controlled to perform a power reduction operation. When the actual torque of the electric drive assembly is less than or equal to the second maximum recovery torque, it is determined that the electric drive assembly has completed the power reduction operation, and the electric drive assembly is controlled to operate based on a target torque not greater than the second maximum recovery torque.

[0027] In this embodiment, during the process of controlling the electric drive assembly to perform a power reduction operation, if the actual torque of the electric drive assembly is detected to be less than or equal to the second maximum recovery torque, it can be determined that the actual torque of the electric drive assembly has reached the maximum recovery torque required for the power reduction operation. At this time, it is determined that the electric drive assembly has completed the power reduction operation, and the electric drive assembly is controlled to work based on a target torque not greater than the second maximum recovery torque, so that the power battery can recover more braking energy. This can prevent the braking energy output by the electric drive assembly from exceeding the allowable charging capacity of the power battery, thus avoiding overcharging of the power battery.

[0028] In one embodiment, the second maximum recovery torque is determined based on the second maximum recovery power; The second maximum recoverable power is the maximum charging power of the power battery; The maximum charging power of the power battery is determined based on the battery temperature and the battery SOC.

[0029] In this embodiment, the maximum charging power is dynamically determined based on the battery temperature and battery SOC. This maximum charging power is directly determined as the second maximum regenerative braking power of the electric drive assembly, and then the corresponding second maximum regenerative braking torque is determined. This ensures that the second maximum regenerative braking torque is dynamically determined, so as to avoid the braking energy output by the electric drive assembly from exceeding the allowable charging capacity of the power battery, which would lead to overcharging of the power battery.

[0030] In one embodiment, the second target power is a standard power; The standard power is determined based on the accessory configuration data and measured environmental data corresponding to the high-voltage accessory.

[0031] In this embodiment, the standard power is determined based on the accessory configuration data and measured environmental data corresponding to the high-voltage accessory, and this standard power is directly determined as the second target power to reduce the energy consumption of the high-voltage accessory.

[0032] In one embodiment, when the measured braking data includes measured hydraulic braking force, the power increase condition is that the measured hydraulic braking force is greater than the first hydraulic braking force, or the power increase condition is that the duration for which the measured hydraulic braking force is greater than the first hydraulic braking force is greater than the first preset duration. Alternatively, when the measured braking data includes braking power demand, the power increase condition is that the braking power demand is greater than the maximum charging power of the power battery, or the power increase condition is that the duration for which the braking power demand is greater than the maximum charging power of the power battery is greater than a first preset duration.

[0033] In this embodiment, when the measured hydraulic braking force is greater than the first hydraulic braking force, it is determined that the driver's required braking capacity is large and is very likely to exceed the allowable charging capacity of the power battery; when the duration for which the measured hydraulic braking force is greater than the first hydraulic braking force is greater than the first preset duration, it is determined that the measured hydraulic braking force of the hydraulic braking system is large for a long time and is not an occasional phenomenon. Therefore, it is determined that the power increase condition is met.

[0034] Furthermore, when the braking power demand exceeds the maximum charging power of the power battery, it can be determined that the allowable charging capacity of the power battery cannot recover all the braking energy; when the duration of the braking power demand exceeding the maximum charging power of the power battery is longer than the first preset duration, it is determined that the braking power demand of the hydraulic braking system is large for a relatively long period of time and is not an occasional phenomenon. Therefore, it is determined that the power increase condition is met.

[0035] In one embodiment, when the measured braking data includes the measured hydraulic braking force, the power reduction condition is that the measured hydraulic braking force is less than the second hydraulic braking force, or the power reduction condition is that the duration for which the measured hydraulic braking force is less than the second hydraulic braking force is greater than the second preset duration. Alternatively, when the measured braking data includes braking power demand, the power reduction condition is that the braking power demand is less than the maximum charging power of the power battery, or the power reduction condition is that the duration for which the braking power demand is less than the maximum charging power of the power battery is greater than a second preset duration.

[0036] In this embodiment, when the measured hydraulic braking force is less than the second hydraulic braking force, it is determined that the allowable charging capacity of the power battery is high, and it can recover more braking energy; or, when the duration for which the measured hydraulic braking force is less than the second hydraulic braking force is greater than the second preset duration, it is determined that the allowable charging capacity of the power battery remains at a high level for an extended period, and the recovery of more braking energy is not an isolated phenomenon. Therefore, it is determined that the power reduction condition is met. Furthermore, when the braking power demand is less than the maximum charging power of the power battery, it is determined that the allowable charging capacity of the power battery is high, and it can recover more braking energy; or, when the duration for which the braking power demand is less than the maximum charging power of the power battery is greater than the second preset duration, it is determined that the allowable charging capacity of the power battery remains at a high level for an extended period, and the recovery of more braking energy is not an isolated phenomenon.

[0037] An on-board controller includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the vehicle control method described above.

[0038] A vehicle control system includes the aforementioned on-board controller, an electric drive assembly connected to the on-board controller, and an air conditioning controller. The electric drive assembly is used to connect an electric motor, and the air conditioning controller is used to connect high-voltage accessories. The high-voltage accessories include at least one of a passenger compartment water heater (PTC), an air conditioning compressor (ECP), and a battery water heater (HVH).

[0039] A vehicle including the aforementioned vehicle control system.

[0040] The aforementioned vehicle control method, on-board controller, vehicle control system, and vehicle, when determining from measured braking data that the regenerative braking energy of the electric drive assembly is limited by the allowable charging capacity of the power battery, first control the high-voltage accessory to perform a power-up operation. After the high-voltage accessory completes its power-up operation, the electric drive assembly is then controlled to perform a power-up operation to recover more braking energy. Besides charging the power battery, an additional portion of the recovered braking energy is stored in the high-voltage accessory. Based on this control method, the high-voltage accessory acts as an energy reservoir, storing the braking energy that cannot be recovered to the power battery due to its limited charging capacity. This energy is then used at other times (excluding braking conditions) to improve energy efficiency, extend driving range, and reduce mechanical wear. Attached Figure Description

[0041] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments of this application will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0042] Figure 1 This is an electrical architecture diagram of a vehicle control system in an embodiment of this application; Figure 2 This is a signal interaction diagram of the vehicle control system in an embodiment of this application; Figure 3 This is a flowchart of a vehicle control method in an embodiment of this application; Figure 4 This is a first timing diagram of the vehicle control method in the embodiments of this application; Figure 5 This is a second timing diagram of the vehicle control method in the embodiments of this application; Figure 6 This is the third timing diagram of the vehicle control method in the embodiments of this application. Detailed Implementation

[0043] To make the technical problems, technical solutions, and beneficial effects solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0044] This application provides a vehicle control method applicable to electric vehicles equipped with an electric motor mechanically connected to the wheels. The electric vehicle can be, but is not limited to, a pure electric vehicle, a hybrid electric vehicle, or a fuel cell vehicle. These electric vehicles have a regenerative braking function, specifically converting the kinetic energy during braking into electrical energy and storing it in a battery through an electric drive assembly. In this example, the vehicle control method is specifically applied to an onboard controller, which is a controller installed on the vehicle.

[0045] In one embodiment, a vehicle control system is provided, including the aforementioned on-board controller, an electric drive assembly connected to the on-board controller, and an air conditioning controller. The electric drive assembly is used to connect an electric motor, and the air conditioning controller is used to connect high-voltage accessories. The high-voltage accessories include at least one of a passenger compartment water heater (PTC), an air conditioning compressor (ECP), and a battery water heater (HVH). Figure 1 and Figure 2As shown, the electric vehicle is equipped with a vehicle control system, which includes a vehicle controller (VCU), a battery management system (BMS), a braking system (IPB), an air conditioning controller, and an electric drive assembly (DCU). Here, the vehicle controller (VCU) can be an on-board controller that executes vehicle control methods.

[0046] The Battery Management System (BMS) is connected to the power battery and the Vehicle Control Unit (VCU). It is used to collect the battery temperature and state of charge (SOC) of the power battery, determine the maximum charging power of the power battery based on the battery temperature and SOC, and send the maximum charging power of the power battery to the VCU.

[0047] The brake unit IPB of the braking system is connected to the vehicle control unit (VCU) and is used to send measured braking data (measured brake fluid pressure or braking power demand) to the VCU.

[0048] The air conditioning controller is connected to the air conditioning system (HVAC) and the vehicle controller. It is used to collect the actual air conditioning test information corresponding to the HVAC system and send the actual air conditioning test information to the vehicle controller (VCU). The air conditioning system includes, but is not limited to, the passenger compartment water heater (PTC), the air conditioning compressor (ECP), and the battery water heater (HVH).

[0049] The vehicle control unit (VCU) is connected to the air conditioning controller and the electric drive assembly (DCU). It is used to control the air conditioning system through the air conditioning controller and the electric motor through the electric drive assembly (DCU) based on the maximum charging power of the power battery, measured braking data and measured air conditioning information.

[0050] like Figure 1 and Figure 2As shown, the vehicle control system includes a vehicle control unit (VCU), a battery management system (BMS), an air conditioning controller, a braking system (IPB), an electric drive assembly (DCU), a passenger compartment water heater (PTC), an air conditioning compressor (ECP), and a battery water heater (HVH). The VCU connects to a DC-DC converter, a low-voltage battery (12V or 24V), and a low-voltage load via a low-voltage DC line. The VCU also connects to the BMS, IPB, PTC, ECP, HVH, DCU, DMC, and low-voltage battery via a CAN bus. The BMS is connected to the power battery, which in turn connects to the PTC, ECP, HVH, DCU, and DMC. In a real vehicle, the signal interaction between the controllers follows the CAN bus communication protocol. For ease of explanation, the signal interactions involved will be simplified. The process of controller A uploading a signal to the CAN bus and controller B receiving the signal from the CAN bus will be simplified to controller A directly sending the signal to controller B.

[0051] In one embodiment, a vehicle control method is provided, which is described using an on-board controller as an example, specifically using the vehicle control unit (VCU) of a vehicle control system as an example. Figure 3 As shown, the vehicle control method includes: S1: Obtain measured braking data; S2: When the measured braking data meets the power increase condition, control the high-voltage accessory to perform the power increase operation; S3: After the high-voltage accessory completes the power-up operation, control the electric drive assembly to perform the power-up operation; The power-up condition is used to characterize the condition that the driver's required braking capacity is greater than the allowable charging capacity of the power battery; the energy added by the high-voltage accessory to perform power-up operation comes from braking energy.

[0052] Among them, the measured braking data is the real-time data related to vehicle braking. This measured braking data is the data output by the braking system during the process of the driver controlling the vehicle to brake, which reflects the driver's required braking capacity. This measured braking data can reflect the braking energy that it can output.

[0053] The permissible charging capacity of a power battery refers to its ability to be charged by external forces. Generally, when a power battery is in a low-temperature environment or at a high state of charge (SOC), its permissible charging capacity is lower, and the amount of braking energy that the power battery can recover is limited.

[0054] High-voltage accessories are electrical accessories in electric vehicles whose operating voltage exceeds the safe voltage for the human body (generally considered to be above 30V AC or 60V DC). Specifically, they are electrical accessories that are connected to the power battery through a DC high-voltage connection.

[0055] As an example, during vehicle braking, the brake system's IPB (Input Circuit Board) sends real-time measured braking data to the VCU (Vehicle Control Unit). After receiving the measured braking data, the VCU compares it with pre-set power-up conditions. Specifically, based on the measured braking data analysis, it determines the driver's required braking capacity and compares this required braking capacity with the battery management system's (BMS) allowable charging capacity of the power battery. If the driver's required braking capacity exceeds the power battery's allowable charging capacity, it is determined that the power battery cannot recover all braking energy. Therefore, the measured braking data is deemed to meet the power-up conditions, and the system is controlled accordingly. The high-voltage accessory performs a power-up operation to provide the braking energy that the power battery cannot recover to the high-voltage accessory, meeting the energy requirements of the high-voltage accessory's power-up operation. This also prevents the recovered braking energy from flowing through the power battery, reducing the charging and discharging losses of the power battery. During the process of controlling the high-voltage accessory to perform the power-up operation, it is necessary to monitor in real time whether the high-voltage accessory has completed the power-up operation. After the high-voltage accessory has completed the power-up operation, the electric drive assembly is controlled to perform a power-up operation so that the electric drive assembly can generate more braking energy and recover more braking energy to the high-voltage accessory and the power battery, thereby improving energy utilization, extending driving range, and reducing mechanical losses.

[0056] For example, if the braking energy generated by the regenerative braking system is Ebra, and the additional energy required for the high-voltage accessory's power-up operation is Eup, when the measured braking data confirms that the power-up condition is met, the high-voltage accessory is first controlled to perform the power-up operation, outputting the recovered braking energy Ebra to the high-voltage accessory to provide the additional energy Eup required by the high-voltage accessory. The remaining energy Ere is recovered to the power battery, so that the high-voltage accessory and the power battery work together to recover the braking energy generated by the regenerative braking system, where Ere = Ebra - Eup. After the high-voltage accessory completes the power-up operation, the electric drive assembly is controlled to perform the power-up operation, so that the regenerative braking system can generate more braking energy and recover it to the energy reservoir formed by the high-voltage accessory and the power battery, thereby improving energy utilization, extending driving range, and reducing mechanical wear.

[0057] In this example, the high-voltage accessories include at least one of the crew compartment water heater PTC, the air conditioning compressor ECP, and the battery water heater HVH.

[0058] As an example, a high-voltage accessory is at least one of the following: a passenger compartment water heater (PTC), an air conditioning compressor (ECP), and a battery water heater (HVH), all connected to the power battery via a DC high-voltage line. For instance, if passenger compartment heating or power battery heating in the vehicle is based on an air conditioning refrigerant system, then the air conditioning compressor is identified as a high-voltage accessory; if passenger compartment heating or power battery heating in the vehicle is based on a water-based system, then either the passenger compartment water heater (PTC) or the battery water heater (HVH) can be identified as a high-voltage accessory.

[0059] In this example, when the measured braking data meets the power-up condition, the high-voltage accessories and electric drive assembly are controlled to perform power-up operations in sequence. This can effectively reduce the loss of braking energy and also effectively avoid storing too much braking energy in the power battery, which would lead to overcharging of the power battery, thereby ensuring the service life of the power battery.

[0060] In one embodiment, when the measured braking data includes the measured hydraulic braking force, the power increase condition is that the measured hydraulic braking force is greater than the first hydraulic braking force, or the power increase condition is that the duration for which the measured hydraulic braking force is greater than the first hydraulic braking force is greater than the first preset duration. Alternatively, when the measured braking data includes braking power demand, the power increase condition is that the braking power demand is greater than the maximum charging power of the power battery, or the power increase condition is that the duration for which the braking power demand is greater than the maximum charging power of the power battery is greater than a first preset duration.

[0061] The driver's required braking capacity can be determined based on either the measured hydraulic braking force or the required braking power. The measured hydraulic braking force is the hydraulic braking force measured in real time. The required braking power refers to the power required to achieve the expected braking effect during braking, and can be determined based on vehicle speed and brake pedal opening.

[0062] The first hydraulic braking force is a pre-set, relatively large hydraulic braking force. This first hydraulic braking force is used to assess whether the measured hydraulic braking force meets the conditions for a larger standard, and can be set to 100N or other calibrated values. The first preset duration is a pre-set duration, which can be set to 2 seconds or other calibrated values. Generally, the measured hydraulic braking force is only detected when the braking power demand exceeds the maximum charging power of the power battery, indicating that the measured hydraulic braking force is greater than the first hydraulic braking force.

[0063] The permissible charging capacity of a power battery can be determined based on its maximum charging power. The maximum charging power of a power battery refers to the charging power it allows to be charged by external forces. For example, the maximum charging power of a power battery is related to its battery temperature and state of charge (SOC). The lower the battery temperature, the lower the maximum charging power; conversely, the higher the SOC, the lower the maximum charging power.

[0064] As an example, the VCU can acquire the measured hydraulic braking force collected by the brake IPB of the braking system and compare the measured hydraulic braking force with the first hydraulic braking force. If the measured hydraulic braking force is greater than the first hydraulic braking force, it is determined that the driver's required braking capacity is large, which is very likely to exceed the allowable charging capacity of the power battery. There may be a situation where some braking energy cannot be recovered to the power battery. Therefore, it is determined that the power increase condition is met, and it is necessary to control the high-voltage accessories and electric drive assembly to perform the power increase operation in sequence to avoid overcharging of the power battery and avoid braking energy loss.

[0065] Alternatively, the duration for which the measured hydraulic braking force is greater than the first hydraulic braking force can be monitored and compared with a first preset duration. If the duration is greater than the first preset duration, it is determined that the measured hydraulic braking force of the hydraulic braking system is greater for a longer period of time, which is not an isolated phenomenon. It is highly likely that some braking energy cannot be recovered to the power battery. Therefore, it is determined that the power increase condition is met, and the high-voltage accessories and electric drive assembly need to be controlled to perform power increase operation in sequence to avoid overcharging of the power battery and avoid braking energy loss.

[0066] As an example, the VCU can obtain the braking power demand via the CAN bus and the maximum charging power of the power battery transmitted by the BMS. This maximum charging power is determined based on the battery temperature and battery SOC. The VCU compares the braking power demand with the maximum charging power of the power battery. If the braking power demand is greater than the maximum charging power of the power battery, it is determined that the allowable charging capacity of the power battery cannot recover all the braking energy. Therefore, it is determined that the power increase condition is met, and the high-voltage accessories and electric drive assembly need to be controlled to perform the power increase operation in sequence to reduce the loss of braking energy and avoid overcharging of the power battery, thereby ensuring the service life of the power battery.

[0067] Alternatively, the duration for which the braking power demand exceeds the maximum charging power of the power battery can be monitored. This duration can be compared with a first preset duration. If the duration exceeds the first preset duration, it is determined that the braking power demand of the hydraulic braking system is relatively high for a longer period of time. This is not an isolated phenomenon, but rather a situation where some braking energy cannot be recovered to the power battery. Therefore, it is determined that the power increase condition is met, and the high-voltage accessories and electric drive assembly need to be controlled to perform power increase operations in sequence to reduce braking energy loss and avoid overcharging of the power battery, thereby ensuring the service life of the power battery.

[0068] In one embodiment, such as Figure 3 As shown, after step S2, that is, after controlling the high-voltage accessory to perform the power-up operation, the vehicle control method further includes: S4: When the actual power of the high-voltage accessory is greater than or equal to the first target power, determine that the high-voltage accessory has completed the power increase operation, and control the high-voltage accessory to work based on the first target power.

[0069] The first target power is the target power that the high-voltage accessory needs to achieve to perform power-up operation.

[0070] As an example, the VCU controls the high-voltage accessory to perform a power-up operation, specifically increasing the target power of the high-voltage accessory at the current moment to be higher than the target power at the previous moment, so that the actual power of the high-voltage accessory gradually increases. This process requires real-time monitoring of the actual power of the high-voltage accessory and comparing it with the first target power. If the actual power of the high-voltage accessory is less than the first target power, it can be determined that the actual power of the high-voltage accessory has not reached the target power required for the power-up operation, and the control of the high-voltage accessory to perform the power-up operation and subsequent operations needs to continue. If the actual power of the high-voltage accessory is greater than or equal to the first target power, it can be determined that the actual power of the high-voltage accessory has reached the target power required for the power-up operation, and there is no need to further increase the target power of the high-voltage accessory to avoid excessive power of the high-voltage accessory leading to high energy consumption of the whole vehicle. At this time, the VCU also controls the high-voltage accessory to operate based on the first target power, so that the high-voltage accessory operates based on the higher first target power, so that the braking energy recovery system can provide more braking energy to the high-voltage accessory, which helps to improve energy utilization, extend driving range, and reduce mechanical wear. In this example, the high-voltage accessory performing a power-up operation refers to the control process of gradually increasing the target power of the high-voltage accessory until its actual power is greater than or equal to the first target power.

[0071] In one embodiment, the first target power is the sum of the standard power and the first incremental power, wherein the first incremental power is greater than 0; The standard power is determined based on the accessory configuration data and measured environmental data corresponding to the high-voltage accessory.

[0072] Vehicle measured data refers to data collected by the vehicle in real time. As an example, vehicle measured data includes, but is not limited to, accessory configuration data corresponding to high-voltage accessories and real-time measured environmental data collected by the vehicle, which may affect the operation of high-voltage accessories. Accessory configuration data refers to the configuration data that needs to be controlled to achieve the high-voltage accessories, such as the set temperature corresponding to the PTC of the passenger compartment water heater. Measured environmental data refers to environmental data collected in real time, including but not limited to ambient temperature, passenger compartment temperature, and light intensity.

[0073] The standard power refers to the power determined based on actual vehicle measurement data. Specifically, it can be determined by the VCU or an accessory controller connected to the VCU calling a pre-set power algorithm to process the real-time collected vehicle measurement data. The first incremental power refers to the power that the high-voltage accessory needs to increase. This first incremental power is greater than 0 to ensure that the first target power is greater than the standard power. This first incremental power can be a pre-set power or a power dynamically determined based on actual conditions.

[0074] As an example, when the VCU (or the accessory controller connected to the VCU) needs to control the high-voltage accessory to perform a power-up operation, it first needs to call a pre-set power algorithm to process the vehicle's measured data, such as the accessory configuration data and measured environmental data corresponding to the high-voltage accessory, to determine the standard power. Then, the sum of the standard power and the first incremental power is determined as the first target power. Next, the high-voltage accessory is controlled to perform a power-up operation, so that the actual power of the high-voltage accessory gradually increases until the actual power of the high-voltage accessory is detected to be greater than or equal to the first target power. At this point, the high-voltage accessory is confirmed to have completed the power-up operation, and the high-voltage accessory is controlled to operate based on the larger first target power. This allows the regenerative braking system to provide more braking energy to the high-voltage accessory, reducing braking energy loss, which helps to improve energy utilization, extend driving range, and reduce mechanical wear.

[0075] In one embodiment, the first incremental power is a first preset power; or, the first incremental power is positively correlated with the measured hydraulic braking force; or, the first incremental power is positively correlated with a target difference, the target difference being the difference between the braking power demand and the maximum charging power of the power battery.

[0076] As an example, the first incremental power can be a first preset power, which is a pre-set power required to increase the power of the high-voltage accessory. This eliminates the need for dynamic calculations, saving computational resources and ensuring processing efficiency. For example, the first preset power can be set to 5kW or other calibrated values. Alternatively, the first incremental power can be positively correlated with the measured hydraulic braking force. For instance, the greater the measured hydraulic braking force, the greater the braking energy that the power battery cannot recover. In this case, a larger first incremental power ensures a higher first target power for the high-voltage accessory to perform its power-up operation, allowing the accessory to recover more braking energy. Or, the first incremental power can be positively correlated with a target difference. A larger target difference indicates a greater gap between the braking power requirement and the maximum charging power of the power battery, resulting in more braking energy that the power battery cannot recover. This, in turn, ensures a higher first target power for the high-voltage accessory to perform its power-up operation, allowing the accessory to recover more braking energy.

[0077] In one embodiment, such as Figure 3 As shown, after step S3, after the electric drive assembly performs a power-up operation, the vehicle control method further includes: S5: When the actual torque of the electric drive assembly is greater than or equal to the first maximum recovery torque, determine that the electric drive assembly has completed the power-up operation, and control the electric drive assembly to work based on a target torque not greater than the first maximum recovery torque.

[0078] The target torque refers to the torque required to control the operation of the electric drive assembly. The first maximum recovery torque refers to the maximum recovery torque required for the electric drive assembly to perform power-up operation.

[0079] As an example, the VCU controls the electric drive assembly to perform a power-up operation, specifically by gradually increasing the target power of the electric drive assembly during its operation, which means gradually increasing the target torque of the electric drive assembly. This is specifically represented by a gradual increase in the actual torque of the electric drive assembly. This process requires real-time monitoring of the actual torque of the electric drive assembly, comparing it with the first maximum regenerative torque. If the actual torque of the electric drive assembly is less than the first maximum regenerative torque, it can be determined that the actual torque of the electric drive assembly has not reached the maximum regenerative torque required for the power-up operation, and the control of the electric drive assembly to perform the power-up operation and subsequent operations needs to continue. If the actual torque of the electric drive assembly is greater than or equal to the first maximum regenerative torque, it can be determined that the actual torque of the electric drive assembly has reached the maximum regenerative torque required for the power-up operation. In this case, there is no need to further increase the actual torque of the electric drive assembly; the electric drive assembly can be controlled to operate based on a target torque not greater than the first maximum regenerative torque (i.e., target torque ≤ first maximum regenerative torque). This avoids the braking energy output by the electric drive assembly exceeding the allowable charging capacity of the power battery, thus avoiding both braking energy waste and power battery overcharging. Here, the actual torque refers to the torque detected in real time.

[0080] In one embodiment, the first maximum regenerative torque is determined based on the first maximum regenerative power; the first maximum regenerative power is the sum of the maximum charging power of the power battery and the second incremental power, wherein the second incremental power is greater than 0; the maximum charging power of the power battery is determined based on the battery temperature and battery SOC of the power battery.

[0081] As an example, the second incremental power refers to the additional power required by the electric drive assembly. This second incremental power is greater than 0 to ensure that the first maximum regenerative power is greater than the maximum charging power of the power battery. This second incremental power can be a pre-set power or a power dynamically determined based on actual conditions.

[0082] As an example, when the VCU controls the high-voltage accessory to perform a power-up operation, it can obtain the maximum charging power of the power battery. This maximum charging power can be the charging power that the BMS dynamically determines based on the real-time collected battery temperature and battery SOC, allowing for external charging. Then, the sum of the maximum charging power of the power battery and the second incremental power is determined as the first maximum regenerative power. Based on the first maximum regenerative power, the corresponding first maximum regenerative torque is determined. Then, based on the first maximum regenerative torque, the electric drive assembly is controlled to perform a power-up operation, so that the actual torque of the electric drive assembly gradually increases until it is detected that the actual torque of the electric drive assembly is greater than or equal to the first maximum regenerative torque. At this point, the electric drive assembly is controlled to operate at a target torque not greater than the first maximum regenerative torque, which can prevent the braking energy output by the electric drive assembly from exceeding the allowable charging capacity of the power battery, thereby avoiding the waste of braking energy.

[0083] In one embodiment, the second incremental power is a second preset power; or, the second incremental power is positively correlated with the measured hydraulic braking force; or, the second incremental power is positively correlated with a target difference, the target difference being the difference between the braking power demand and the maximum charging power of the power battery.

[0084] As an example, the second incremental power can be a second preset power, which is a pre-set power increase required to control the electric drive assembly. This eliminates the need for dynamic calculations, saving computing resources and ensuring processing efficiency. For example, the second preset power can be set to 4kW or other calibrated values. Alternatively, the second incremental power can be positively correlated with the measured hydraulic braking force. For instance, the greater the measured hydraulic braking force, the greater the second incremental power, resulting in a larger first maximum recovery torque corresponding to the electric drive assembly performing the power-up operation. This leads to more recovered braking energy, which helps reduce braking energy loss. Or, the second incremental power can be positively correlated with a target difference. The larger the target difference, the greater the gap between the braking power demand and the maximum charging power of the power battery. This results in a larger first maximum recovery torque for the electric drive assembly to perform the power-up operation, leading to more recovered braking energy and reducing braking energy loss.

[0085] In one embodiment, step S2, which is to control the high-voltage accessory to perform a power-up operation when the measured braking data meets the power-up condition, includes: sending a first power-up trigger signal to the accessory controller when the measured braking data meets the power-up condition, so that the accessory controller responds to the first power-up trigger signal and controls the high-voltage accessory to perform a power-up operation; Step S3, that is, after the high-voltage accessory completes the power-up operation, the electric drive assembly is controlled to perform the power-up operation, including: after receiving the first power-up completion signal fed back by the accessory controller, the electric drive assembly is controlled to perform the power-up operation. The first power-up trigger signal is used to control the high-voltage accessory to perform power-up operation, and the first power-up completion signal is generated when the high-voltage accessory completes the power-up operation.

[0086] As an example, in step S2, when the measured braking data meets the preset power-up conditions, the VCU determines that the power battery cannot recover all the braking energy. At this time, a first power-up trigger signal can be generated. The first power-up trigger signal is a trigger signal used to control the high-voltage accessory to perform the power-up operation. The first power-up trigger signal is sent to the accessory controller so that the accessory controller responds to the first power-up trigger signal, controls the high-voltage accessory to perform the power-up operation, and monitors the actual power of the high-voltage accessory in real time. When the actual power of the high-voltage accessory reaches the first target power, it is determined that the high-voltage accessory has completed the power-up operation. At this time, a first power-up completion signal can be output to the VCU.

[0087] As an example, in step S3, when the VCU receives the first power boost completion signal, it can determine that the accessory controller has monitored the high-voltage accessory to complete the power boost operation. At this time, it can be determined that the power battery can recover more braking energy, and the electric drive assembly can be controlled to perform the power boost operation to recover more braking energy to the high-voltage accessory and the power battery, thereby reducing braking energy loss and effectively avoiding overcharging of the power battery.

[0088] For example, when the high-voltage accessory is a PTC and the accessory controller is an HVAC controller, when the measured hydraulic braking force is detected to be greater than the first hydraulic braking force (e.g., 100N) or the braking power demand is greater than the maximum charging power of the power battery, the VCU can generate a first power boost trigger signal. This first power boost trigger signal can be PTC power boost trigger signal = 1 (i.e., Figure 4 The rising edge ① in the middle means that when the measured braking data meets the preset power increase condition, the VCU sets the PTC power increase trigger signal to 1 to form the first power increase trigger signal and sends the first power increase trigger signal to the HVAC controller.

[0089] When the HVAC controller receives the first power-up trigger signal, it first determines the first target power that the high-voltage accessory needs to achieve based on the actual situation. It then controls the high-voltage accessory to perform a power-up operation, specifically increasing the target power of the high-voltage accessory at the current moment to be higher than the target power at the previous moment. This gradually increases the actual power of the high-voltage accessory until it is detected that the actual power of the high-voltage accessory has reached the first target power. The high-voltage accessory then operates based on this first target power. When the HVAC controller detects that the actual power of the high-voltage accessory has reached the first target power, it generates a first power-up completion signal and sends it to the VCU. This first power-up completion signal can be PTC power-up completion signal = 1 (i.e., PTC power-up completion signal = 1). Figure 4 (The rising edge in ②). Figure 4 In this process, the PTC performs a power-up operation during the time period from rising edge ① to rising edge ②, and after rising edge ②, it controls the PTC to operate based on the first target power.

[0090] Upon receiving the first power boost completion signal (i.e., PTC power boost completion signal = 1), the VCU determines that the PTC power boost operation has been completed. At this point, it controls the electric drive assembly to perform the power boost operation, causing the actual torque of the electric drive assembly to gradually increase. When the actual torque of the electric drive assembly is greater than or equal to the first maximum regenerative torque, a second power boost completion signal is generated, causing the electric drive assembly to operate based on the first maximum regenerative torque. The first power boost completion signal can be either PTC power boost completion signal = 1 (i.e., PTC power boost completion signal = 1). Figure 4 The rising edge ③ in the middle. Figure 4 In the process, the electric drive assembly performs a power-up operation during the time period from rising edge ② to rising edge ③. After rising edge ③, the control electric drive assembly operates based on a target torque not greater than the first maximum recovery torque.

[0091] In one embodiment, such as Figure 3 As shown, after the electric drive assembly performs a power-up operation, the vehicle control method further includes: S6: After the electric drive assembly completes the power increase operation, when the measured braking data meets the power reduction conditions, control the electric drive assembly to perform the power reduction operation; S7: After the electric drive assembly completes the power reduction operation, control the high-voltage accessory to perform the power reduction operation; Among them, the power reduction condition is used to characterize the condition that the driver's required braking capacity is not greater than the allowable charging capacity of the power battery; the energy increased from the high-voltage accessory performing the power increase operation to the high-voltage accessory completing the power reduction operation comes from the braking energy.

[0092] As an example, in step S6, after the VCU determines that the electric drive assembly has completed the power-up operation, i.e., when the actual torque of the electric drive assembly reaches the first maximum regenerative torque, it can compare the measured braking data with the pre-set power-down conditions. Specifically, based on the measured braking data analysis, it determines the driver's required braking capacity and compares this required braking capacity with the allowable charging capacity of the power battery fed back by the battery management system (BMS). If the driver's required braking capacity is not greater than the allowable charging capacity of the power battery, it is determined that the allowable charging capacity of the power battery is high, and it is assumed that the power battery can recover more braking energy. At this point, it is determined that the measured braking data meets the power-down conditions, and the electric drive assembly needs to be controlled to perform a power-down operation to reduce the braking energy output by the electric drive assembly and avoid excessive braking energy leading to overcharging of the power battery. Understandably, controlling the electric drive assembly to perform a power-down operation here refers to the control process where the target power of the electric drive assembly gradually decreases during operation, causing the actual torque to gradually decrease until the actual torque is less than or equal to the second maximum regenerative torque.

[0093] As an example, in step S7, during the process of controlling the electric drive assembly to perform a power reduction operation, the VCU needs to monitor in real time whether the electric drive assembly has completed the power reduction operation. After the electric drive assembly completes the power reduction operation, it then controls the high-voltage accessories to perform a power reduction operation to reduce the energy consumption of the high-voltage accessories, save costs, and ensure the service life of the high-voltage accessories. Understandably, the high-voltage accessories performing a power reduction operation here refers to the control process where the target power of the high-voltage accessories is gradually reduced until its actual power is less than or equal to the second target power.

[0094] In one embodiment, step S6, which is to control the electric drive assembly to perform a power reduction operation when the measured braking data meets the power reduction condition, includes: when the measured braking data meets the power reduction condition, outputting a first power reduction trigger signal to the electric drive assembly so that the electric drive assembly performs a power reduction operation; Step S7, that is, after the electric drive assembly completes the power reduction operation, controls the high-voltage accessory to perform the power reduction operation, including: after receiving the first power reduction completion signal, controlling the high-voltage accessory to perform the power reduction operation; The first power reduction trigger signal is used to control the electric drive assembly to perform a power reduction operation, and the first power reduction completion signal is a signal generated when the electric drive assembly completes the power reduction operation.

[0095] As an example, in step S6, after determining that the electric drive assembly has completed the power increase operation, the VCU can compare the measured braking data with the preset power reduction conditions. When the measured braking data meets the power reduction conditions, a first power reduction trigger signal can be generated. The first power reduction trigger signal is used to control the electric drive assembly to perform the power reduction operation. The first power reduction trigger signal is sent to the electric drive assembly to enable the electric drive assembly to perform the power reduction operation. The actual torque of the electric drive assembly is monitored in real time. When the actual torque of the electric drive assembly is less than or equal to the second maximum recovery torque, it is determined that the electric drive assembly has completed the power reduction operation. At this time, a first power reduction completion signal can be output.

[0096] As an example, in step S7, after receiving the first power reduction completion signal output by the electric drive assembly, the VCU can determine that the electric drive assembly has completed the power reduction operation. At this time, it controls the high-voltage accessories to perform the power reduction operation in order to reduce the energy consumption of the high-voltage accessories, save costs, and ensure the service life of the high-voltage accessories.

[0097] For example, when the high-voltage accessory is a PTC and the accessory controller is an HVAC controller, after the electric drive assembly completes the power-up operation, i.e., after the rising edge ③, the VCU controls the electric drive assembly to operate based on a target torque not greater than the first maximum recovery torque. When the duration for which the measured hydraulic braking force is less than the second hydraulic braking force is greater than the second preset duration, or when the duration for which the braking power demand is less than the maximum charging power of the power battery is greater than the second preset duration, the VCU determines that the measured braking data meets the preset power-down conditions, generates a first power-down trigger signal, and outputs the first power-down trigger signal. This first power-down trigger signal can be the PTC power-up trigger signal = 0 (i.e., PTC power-up trigger signal = 0). Figure 4 (④)

[0098] When the VCU receives the first power reduction trigger signal, it can control the electric drive assembly to perform a power reduction operation and monitor the actual torque of the electric drive assembly in real time. When the actual torque of the electric drive assembly is less than or equal to the second maximum recovery torque, it determines that the electric drive assembly has completed the power reduction operation. At this time, it can output the first power reduction completion signal, which can be the electric drive power increase completion signal = 0 (i.e., falling edge ⑤), so as to send the first power reduction completion signal to the HVAC controller.

[0099] Upon receiving the first power reduction completion signal, the HVAC controller determines that the electric drive assembly has completed the power reduction operation. At this point, it can be determined that the power battery can recover a significant amount of braking energy, eliminating the need to control the high-voltage accessories to operate at higher power to save energy. Instead, the high-voltage accessories need to be controlled to perform the power reduction operation, and their actual power is monitored in real time. The actual power is compared with a second target power. When the actual power is less than or equal to the second target power, the high-voltage accessories are determined to have completed the power reduction operation. At this point, a second power reduction completion signal is output. This second power reduction completion signal can be set to 0 (i.e., the electric drive power increase completion signal = 0). Figure 4 (⑥)

[0100] In one embodiment, such as Figure 3 As shown, after step S6, after the electric drive assembly performs a power reduction operation, the vehicle control method further includes: S8: When the actual torque of the electric drive assembly is less than or equal to the second maximum recovery torque, determine that the electric drive assembly has completed the power reduction operation, and control the electric drive assembly to operate based on a target torque not greater than the second maximum recovery torque.

[0101] The second maximum recovery torque refers to the maximum recovery torque required for the electric drive assembly to perform power reduction operation.

[0102] As an example, the VCU controls the electric drive assembly to perform a power reduction operation, specifically by gradually reducing the target power of the electric drive assembly during its operation, i.e., gradually reducing the target torque of the electric drive assembly. This is specifically characterized by a gradual reduction in the actual torque of the electric drive assembly. This process requires real-time monitoring of the actual torque of the electric drive assembly, comparing the real-time collected actual torque with its corresponding second maximum regenerative torque. When the actual torque of the electric drive assembly is greater than the second maximum regenerative torque, it can be determined that the actual torque of the electric drive assembly has not reached the maximum regenerative torque required for the power reduction operation, and the control of the electric drive assembly to perform the power reduction operation and subsequent operations needs to continue. When the actual torque of the electric drive assembly is less than or equal to the second maximum regenerative torque, it can be determined that the actual torque of the electric drive assembly has reached the maximum regenerative torque required for the power reduction operation. At this time, the control of the electric drive assembly is based on a target torque that is not greater than the second maximum regenerative torque (target torque ≤ second maximum regenerative torque), so that the power battery can recover more braking energy, and also to avoid the braking energy output by the electric drive assembly exceeding the allowable charging capacity of the power battery, thus preventing the power battery from being overcharged.

[0103] In one embodiment, such as Figure 3 As shown, after step S7 and after controlling the high-voltage accessory to perform a power reduction operation, the vehicle control method further includes: S9: When the actual power of the high-voltage accessory is less than or equal to the second target power, determine that the high-voltage accessory has completed the power reduction operation, and control the high-voltage accessory to operate based on the second target power.

[0104] The second target power is the target power that the high-voltage accessory needs to achieve when performing power reduction operation.

[0105] As an example, after the VCU controls the high-voltage accessory to perform a power reduction operation, it specifically lowers the target power of the high-voltage accessory at the current moment compared to the target power at the previous moment, so that the actual power of the high-voltage accessory gradually decreases. This process requires real-time monitoring of the actual power of the high-voltage accessory and comparing the real-time collected actual power of the high-voltage accessory with the second target power. If the actual power of the high-voltage accessory is greater than the second target power, it can be determined that the actual power of the high-voltage accessory has not reached the target power required for the power reduction operation, and it is necessary to continue controlling the high-voltage accessory to perform the power reduction operation and subsequent operations. If the actual power of the high-voltage accessory is less than or equal to the second target power, it can be determined that the actual power of the high-voltage accessory has reached the target power required for the power reduction operation, and the high-voltage accessory is controlled to operate based on the second target power, so that the high-voltage accessory operates based on a lower target power, thereby reducing the energy consumption of the high-voltage accessory, saving costs, and ensuring the service life of the high-voltage accessory.

[0106] In one embodiment, such as Figure 3 As shown, after step S2, and after controlling the high-voltage accessory to perform a power-up operation, the vehicle control method further includes: S10: When the measured braking data meets the power reduction condition, control the high-voltage accessory to perform power reduction operation. When the actual power of the high-voltage accessory is less than or equal to the second target power, determine that the high-voltage accessory has completed the power reduction operation, and control the high-voltage accessory to work based on the second target power.

[0107] As an example, when the VCU controls the high-voltage accessory to perform a power-up operation—specifically, to make the target power of the high-voltage accessory at the current moment higher than the target power at the previous moment, so that the actual power of the high-voltage accessory gradually increases—it can compare the real-time collected measured braking data with the pre-set power-down conditions. When the measured braking data meets the power-down conditions, it can be determined that the allowable charging capacity of the power battery is high, and it is assumed that the power battery can recover more braking energy. At this time, the high-voltage accessory can be controlled to perform a power-down operation. At this time, it is necessary to monitor the actual power of the high-voltage accessory in real time and compare the actual power of the high-voltage accessory collected at the current moment with the second target power. If the actual power of the high-voltage accessory is greater than the second target power, it is necessary to continue to control the high-voltage accessory to perform a power-down operation and subsequent operations. If the actual power of the high-voltage accessory is less than or equal to the second target power, it can be determined that the actual power of the high-voltage accessory has reached the target power required for the power-down operation. At this time, the high-voltage accessory is controlled to operate based on the second target power, so that the high-voltage accessory operates based on a lower target power, allowing the power battery to recover more braking energy and preventing the braking energy output by the electric drive assembly from exceeding the allowable charging capacity of the power battery, thus avoiding overcharging of the power battery.

[0108] like Figure 5 As shown, when the high-voltage accessory is a PTC and the accessory controller is an HVAC controller, when the measured hydraulic braking force is detected to be greater than the first hydraulic braking force (e.g., 100N) or the braking power demand is greater than the maximum charging power of the power battery, the VCU can generate a first power boost trigger signal. This first power boost trigger signal can be PTC power boost trigger signal = 1 (i.e., ... Figure 5 The rising edge ① in the middle means that when the measured braking data meets the preset power increase condition, the VCU sets the PTC power increase trigger signal to 1 to form the first power increase trigger signal and sends the first power increase trigger signal to the HVAC controller.

[0109] During the high-voltage accessory's power-up operation (i.e., PTC power-up trigger signal = 1, and electric drive power-up completion signal = 0), if the duration for which the measured hydraulic braking force is less than the second hydraulic braking force is greater than the second preset duration (e.g., 2s), or if the duration for which the braking power demand is less than the maximum charging power of the power battery is greater than the second preset duration, it is determined that the measured braking data meets the preset power-down conditions. A first power-down trigger signal can be generated and output. This first power-down trigger signal can be PTC power-up trigger signal = 0 (i.e., PTC power-up trigger signal = 1, and electric drive power-up completion signal = 0). Figure 5 The falling edge ② in the middle means that when the measured braking data meets the preset power reduction condition, the VCU sets the PTC power increase trigger signal to 0 to form the first power reduction trigger signal so that the high-voltage accessory can perform power reduction operation.

[0110] In one embodiment, such as Figure 3 As shown, after step S3, after the electric drive assembly performs a power-up operation, the vehicle control method further includes: S11: When the measured braking data meets the power reduction condition, control the electric drive assembly to perform power reduction operation. When the actual torque of the electric drive assembly is less than or equal to the second maximum recovery torque, determine that the electric drive assembly has completed the power reduction operation, and control the electric drive assembly to work based on the target torque not greater than the second maximum recovery torque.

[0111] As an example, when the VCU controls the electric drive assembly to perform a power-up operation—specifically, gradually increasing the target power of the electric drive assembly during its operation to gradually increase the actual torque of the electric drive assembly—it can compare the real-time collected measured braking data with pre-set power-down conditions. If the measured braking data meets the power-down conditions, it can be determined that the driver's required braking capacity is not greater than the allowable charging capacity of the power battery. This indicates that the allowable charging capacity of the power battery is high, and the power battery can recover more braking energy. At this point, the VCU can control the electric drive assembly to perform a power-down operation. During this process, it is necessary to monitor the actual torque of the electric drive assembly in real time to adjust the power output. The actual torque is compared with the second maximum regenerative torque. If the actual torque of the electric drive assembly is greater than the second maximum regenerative torque, the electric drive assembly needs to continue to perform power reduction operation and subsequent operations. If the actual torque of the electric drive assembly is less than or equal to the second maximum regenerative torque, it can be determined that the actual torque of the electric drive assembly has reached the maximum regenerative torque required for the power reduction operation. At this time, it is determined that the electric drive assembly has completed the power reduction operation, and the electric drive assembly is controlled to work based on a target torque not greater than the second maximum regenerative torque, so that the power battery can recover more braking energy. This can prevent the braking energy output by the electric drive assembly from exceeding the allowable charging capacity of the power battery, thus avoiding overcharging of the power battery.

[0112] like Figure 6 As shown, when the high-voltage accessory is a PTC and the accessory controller is an HVAC controller, for example, when the measured hydraulic braking force is greater than the first hydraulic braking force (e.g., 100N) or the braking power demand is greater than the maximum charging power of the power battery, the VCU can generate a first power boost trigger signal. This first power boost trigger signal can be PTC power boost trigger signal = 1 (i.e., ...). Figure 6 The rising edge ① in the signal will send the first power boost trigger signal to the HVAC controller.

[0113] When the HVAC controller receives the first power-up trigger signal, it first determines the first target power that the high-voltage accessory needs to achieve based on the actual situation. It then controls the high-voltage accessory to perform a power-up operation, specifically increasing the target power of the high-voltage accessory at the current moment to be higher than the target power at the previous moment. This gradually increases the actual power of the high-voltage accessory until it is detected that the actual power of the high-voltage accessory has reached the first target power. The high-voltage accessory then operates based on this first target power. When the HVAC controller detects that the actual power of the high-voltage accessory has reached the first target power, it generates a first power-up completion signal and sends it to the VCU. This first power-up completion signal can be PTC power-up completion signal = 1 (i.e., PTC power-up completion signal = 1). Figure 6 (The rising edge in ②). Figure 6 In this process, the PTC performs a power-up operation during the time period from rising edge ① to rising edge ②, and after rising edge ②, it controls the PTC to operate based on the first target power.

[0114] Upon receiving the first power-up completion signal, the VCU determines that the PTC has completed the power-up operation. At this point, it controls the electric drive assembly to execute the power-up operation. During this process, it acquires measured braking data. If the duration for which the measured hydraulic braking force is less than the second hydraulic braking force is greater than the second preset duration (e.g., 2 seconds), or if the duration for which the braking power demand is less than the maximum charging power of the power battery is greater than the second preset duration, the VCU determines that the measured braking data meets the preset power-down conditions. It then generates and outputs a first power-down trigger signal, which can be either a PTC power-up trigger signal = 0 (i.e., PTC power-up trigger signal = 0). Figure 6 The falling edge ③ in the signal sends the first power reduction trigger signal to the HVAC controller.

[0115] After receiving the first power reduction trigger signal (i.e., PTC power increase trigger signal = 0), the HVAC controller needs to control the high-voltage accessory to reduce power and monitor the actual power of the high-voltage accessory in real time. It compares the actual power with the second target power. When the actual power is less than or equal to the second target power, it determines that the high-voltage accessory has completed the power reduction operation. At this point, it can output a second power reduction completion signal, which can be the electric drive power increase completion signal = 0 (i.e., PTC power increase trigger signal = 0). Figure 4 (④)

[0116] In one embodiment, when the measured braking data includes the measured hydraulic braking force, the power reduction condition is that the measured hydraulic braking force is less than the second hydraulic braking force, or the power reduction condition is that the duration for which the measured hydraulic braking force is less than the second hydraulic braking force is greater than the second preset duration. Alternatively, when the measured braking data includes braking power demand, the power reduction condition is that the braking power demand is less than the maximum charging power of the power battery, or the power reduction condition is that the duration for which the braking power demand is less than the maximum charging power of the power battery is greater than a second preset duration.

[0117] The second hydraulic braking force is a pre-set hydraulic braking force, specifically a smaller hydraulic braking force determined through prior testing, which can be set to 0 or other calibrated values. The second preset duration is a pre-set duration.

[0118] As an example, the VCU can compare the measured hydraulic braking force with the second hydraulic braking force when it performs a power-up operation on the high-voltage accessory, or after the electric drive assembly completes the power-up operation, or after the electric drive assembly performs a power-up operation. If the measured hydraulic braking force is less than the second hydraulic braking force, it is determined that the power battery has a higher allowable charging capacity and can recover more braking energy. Therefore, it is determined that it meets the power reduction condition.

[0119] Alternatively, the duration for which the measured hydraulic braking force is less than the second hydraulic braking force can be monitored and compared with the second preset duration. If the duration is longer than the second preset duration, it is determined that the power battery's allowable charging capacity has been maintained at a higher level for a long time and can recover more braking energy, which is not an isolated phenomenon. Therefore, it is determined that the power reduction condition is met.

[0120] As an example, the VCU can obtain the braking power demand via the CAN bus and the maximum charging power of the power battery transmitted by the BMS. This maximum charging power is determined based on the battery temperature and battery SOC. The VCU compares the braking power demand with the maximum charging power of the power battery. If the braking power demand is less than the maximum charging power of the power battery, it can be determined that the power battery has a high allowable charging capacity and can recover more braking energy. Therefore, it is determined that the power reduction condition is met. Alternatively, the duration for which the braking power demand is less than the maximum charging power of the power battery can be monitored and compared with a second preset duration. If the duration is longer than the second preset duration, it can be determined that the allowable charging capacity of the power battery is in a high state for a long time, and the ability to recover more braking energy is not an isolated phenomenon. Therefore, it is determined that the power reduction condition is met.

[0121] In one embodiment, the second target power is the standard power; The standard power is determined based on the accessory configuration data and measured environmental data corresponding to the high-voltage accessory.

[0122] As an example, if the VCU is performing a power-up operation on the high-voltage accessory, or after the electric drive assembly has completed a power-up operation, and the actual power of the high-voltage accessory is higher than the standard power, then if the measured braking data meets the power-down condition, the standard power needs to be determined as the second target power. The high-voltage accessory is then controlled to perform a power-down operation, so that the actual power of the high-voltage accessory gradually decreases until the actual power of the high-voltage accessory is detected to be less than or equal to the second target power. This confirms that the high-voltage accessory has completed the power-down operation, and the high-voltage accessory is controlled to operate based on the smaller second target power to reduce the energy consumption of the high-voltage accessory.

[0123] In one embodiment, the second maximum recovery torque is determined based on the second maximum recovery power; The second maximum recovery power is the maximum charging power of the power battery; The maximum charging power of a power battery is determined based on the battery temperature and the battery's state of charge (SOC).

[0124] As an example, after the electric drive assembly performs a power-up operation, or after the electric drive assembly completes the power-up operation, if the actual power of the electric drive assembly is higher than the maximum charging power of the power battery, then if the measured braking data meets the power-down condition, the maximum charging power of the power battery needs to be determined as the second maximum recovery power. Based on the second maximum recovery power, the corresponding second maximum recovery torque is determined. Then, based on the second maximum recovery torque, the electric drive assembly is controlled to perform a power-down operation so that the actual torque of the electric drive assembly gradually decreases until it is detected that the actual torque of the electric drive assembly is less than or equal to the second maximum recovery torque. The actual torque of the electric drive assembly reaches the maximum recovery torque required for the power-down operation. It is confirmed that the electric drive assembly has completed the power-down operation, and the electric drive assembly is controlled to work based on a target torque not greater than the second maximum recovery torque, so that the power battery can recover more braking energy. This can prevent the braking energy output by the electric drive assembly from exceeding the allowable charging capacity of the power battery, thus avoiding overcharging of the power battery.

[0125] In one embodiment, an on-board controller is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the vehicle control method described in the above embodiment, for example... Figure 3 As shown, to avoid repetition, it will not be repeated here.

[0126] In one embodiment, a vehicle is provided, including the vehicle control system described above.

[0127] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A vehicle control method, characterized in that, include: Obtain measured braking data; When the measured braking data meets the power increase conditions, control the high-voltage accessory to perform the power increase operation; After the high-voltage accessory completes the power-up operation, the control electric drive assembly performs the power-up operation. The power-up condition is a condition used to characterize that the driver's required braking capacity is greater than the allowable charging capacity of the power battery. The increased energy generated by the high-voltage accessory during power-up operation comes from braking energy.

2. The vehicle control method according to claim 1, characterized in that, After the high-voltage accessory performs a power-up operation, the vehicle control method further includes: When the actual power of the high-voltage accessory is greater than or equal to the first target power, it is determined that the high-voltage accessory has completed the power increase operation, and the high-voltage accessory is controlled to operate based on the first target power.

3. The vehicle control method according to claim 2, characterized in that, The first target power is the sum of the standard power and the first incremental power, where the first incremental power is greater than 0; The standard power is determined based on the accessory configuration data and measured environmental data corresponding to the high-voltage accessory.

4. The vehicle control method according to claim 3, characterized in that, The first incremental power is the first preset power; Alternatively, the first incremental power is positively correlated with the measured hydraulic braking force; Alternatively, the first incremental power is positively correlated with the target difference, which is the difference between the braking power demand and the maximum charging power of the power battery.

5. The vehicle control method according to claim 1, characterized in that, After controlling the electric drive assembly to perform a power-up operation, the vehicle control method further includes: When the actual torque of the electric drive assembly is greater than or equal to the first maximum recovery torque, it is determined that the electric drive assembly has completed the power-up operation, and the electric drive assembly is controlled to operate based on a target torque not greater than the first maximum recovery torque.

6. The vehicle control method according to claim 5, characterized in that, The first maximum recovery torque is determined based on the first maximum recovery power; The first maximum recoverable power is the sum of the maximum charging power of the power battery and the second incremental power, and the second incremental power is greater than 0; The maximum charging power of the power battery is determined based on the battery temperature and the battery SOC.

7. The vehicle control method according to claim 6, characterized in that, The second incremental power is the second preset power; Alternatively, the second incremental power is positively correlated with the measured hydraulic braking force; Alternatively, the second incremental power is positively correlated with the target difference, which is the difference between the braking power demand and the maximum charging power of the power battery.

8. The vehicle control method according to claim 1, characterized in that, After controlling the electric drive assembly to perform a power-up operation, the vehicle control method further includes: After the electric drive assembly completes the power increase operation, when the measured braking data meets the power reduction condition, the electric drive assembly is controlled to perform a power reduction operation. After the electric drive assembly completes the power reduction operation, the high-voltage accessory is controlled to perform the power reduction operation. The power reduction condition is used to characterize the condition that the driver's required braking capacity is not greater than the allowable charging capacity of the power battery; the energy increased by the high-voltage accessory from the power increase operation to the power reduction operation is derived from the braking energy.

9. The vehicle control method according to claim 8, characterized in that, After controlling the electric drive assembly to perform a power reduction operation, the vehicle control method further includes: When the actual torque of the electric drive assembly is less than or equal to the second maximum recovery torque, it is determined that the electric drive assembly has completed the power reduction operation, and the electric drive assembly is controlled to operate based on a target torque not greater than the second maximum recovery torque.

10. The vehicle control method according to claim 8, characterized in that, After controlling the high-voltage accessory to perform a power reduction operation, the vehicle control method further includes: When the actual power of the high-voltage accessory is less than or equal to the second target power, it is determined that the high-voltage accessory has completed the power reduction operation, and the high-voltage accessory is controlled to operate based on the second target power.

11. The vehicle control method according to claim 1, characterized in that, After the high-voltage accessory performs a power-up operation, the vehicle control method further includes: When the measured braking data meets the power reduction condition, the high-voltage accessory is controlled to perform a power reduction operation. When the actual power of the high-voltage accessory is less than or equal to the second target power, it is determined that the high-voltage accessory has completed the power reduction operation, and the high-voltage accessory is controlled to operate based on the second target power.

12. The vehicle control method according to claim 1, characterized in that, After controlling the electric drive assembly to perform a power-up operation, the vehicle control method further includes: When the measured braking data meets the power reduction condition, the electric drive assembly is controlled to perform a power reduction operation. When the actual torque of the electric drive assembly is less than or equal to the second maximum recovery torque, it is determined that the electric drive assembly has completed the power reduction operation, and the electric drive assembly is controlled to operate based on a target torque not greater than the second maximum recovery torque.

13. The vehicle control method according to claim 9 or 12, characterized in that, The second maximum recovery torque is determined based on the second maximum recovery power; The second maximum recoverable power is the maximum charging power of the power battery; The maximum charging power of the power battery is determined based on the battery temperature and the battery SOC.

14. The vehicle control method according to claim 10 or 11, characterized in that, The second target power is the standard power; The standard power is determined based on the accessory configuration data and measured environmental data corresponding to the high-voltage accessory.

15. The vehicle control method according to claim 1, characterized in that, When the measured braking data includes the measured hydraulic braking force, the power increase condition is that the measured hydraulic braking force is greater than the first hydraulic braking force, or the power increase condition is that the duration for which the measured hydraulic braking force is greater than the first hydraulic braking force is greater than the first preset duration. Alternatively, when the measured braking data includes braking power demand, the power increase condition is that the braking power demand is greater than the maximum charging power of the power battery, or the power increase condition is that the duration for which the braking power demand is greater than the maximum charging power of the power battery is greater than a first preset duration.

16. The vehicle control method according to claim 8, 11, or 12, characterized in that, When the measured braking data includes the measured hydraulic braking force, the power reduction condition is that the measured hydraulic braking force is less than the second hydraulic braking force, or the power reduction condition is that the duration for which the measured hydraulic braking force is less than the second hydraulic braking force is greater than the second preset duration. Alternatively, when the measured braking data includes braking power demand, the power reduction condition is that the braking power demand is less than the maximum charging power of the power battery, or the power reduction condition is that the duration for which the braking power demand is less than the maximum charging power of the power battery is greater than a second preset duration.

17. An on-board controller, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the vehicle control method according to any one of claims 1 to 16.

18. A vehicle control system, characterized in that, The device includes the vehicle controller as described in claim 17, an electric drive assembly connected to the vehicle controller, and an air conditioning controller, wherein the electric drive assembly is used to connect an electric motor, and the air conditioning controller is used to connect a high-voltage accessory, wherein the high-voltage accessory includes at least one of a passenger compartment water heater, an air conditioning compressor, and a battery water heater.

19. A vehicle, characterized in that, Includes the vehicle control system as described in claim 18.

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