Vehicle control method, storage medium, controller, and vehicle

Abstract

A vehicle control method, which is applied to a storage medium, a controller, and a vehicle. The control method comprises: on the basis of an actual required power of a vehicle and a charge / discharge peak power of a power battery of the vehicle, determining an overpower condition of the vehicle; and, on the basis of the overpower condition, performing torque control on the vehicle.

Description

Vehicle control methods, storage media, controllers, and vehicles

[0001] Cross-reference to related applications

[0002] This disclosure claims priority to Chinese patent application No. 202410919055.6, filed on July 10, 2024, entitled "Control Method for Vehicle and Storage Medium, Controller, Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure relates to the field of vehicle technology, and more particularly to a vehicle control method, storage medium, controller, and vehicle. Background Technology

[0004] To improve the overall vehicle power performance and avoid overcharging and over-discharging, a technique for controlling battery output power has been proposed in related technologies. However, in this technique, large fluctuations in battery output power can impact the vehicle's torque. If the vehicle's torque is not properly controlled, overcharging and over-discharging can still occur. Summary of the Invention

[0005] This disclosure aims to at least partially address one of the technical problems in the related art. Therefore, one object of this disclosure is to provide a vehicle control method, as well as a storage medium, controller, and vehicle, to improve the safety of the power battery and enhance the coordination of vehicle operation.

[0006] To address the aforementioned technical problems, a first aspect of this disclosure proposes a vehicle control method, comprising: determining the overpower condition of the vehicle based on the vehicle's actual power demand and the peak charging and discharging power of the vehicle's power battery; and performing torque control on the vehicle based on the overpower condition.

[0007] In addition, the vehicle control method of this disclosure embodiment may also have the following additional technical features:

[0008] According to one embodiment of this disclosure, the actual power demand is obtained based on the bus current and total voltage of the power battery.

[0009] According to one embodiment of this disclosure, determining the overpower situation of the vehicle based on the actual power demand of the vehicle and the peak charging and discharging power of the vehicle's power battery includes: determining the overpower situation of the vehicle based on a first difference between the actual power demand and the peak charging and discharging power.

[0010] According to one embodiment of this disclosure, determining the overpower condition of the vehicle based on the first difference includes: if the first difference is less than or equal to a first preset overpower threshold, then determining that the vehicle is not in an overpower condition; if the first difference is greater than the first preset overpower threshold and less than or equal to a second preset overpower threshold, then determining that the vehicle is in a normal overpower condition; if the first difference is greater than the second preset overpower threshold and less than or equal to a third preset overpower threshold, then determining that the vehicle is in a moderate overpower condition; if the first difference is greater than the third preset overpower threshold, then determining that the vehicle is in a severe overpower condition.

[0011] According to one embodiment of this disclosure, the torque control of the vehicle based on the overpower condition includes: determining a torque control adjustment value based on the overpower condition; obtaining a target load adjustment step based on an initial load adjustment step and the torque control adjustment value, wherein the initial load adjustment step is determined based on the current torque of the vehicle; and performing torque control on the vehicle based on the target load adjustment step.

[0012] According to one embodiment of this disclosure, determining the torque control adjustment value based on the overpower condition includes: if the overpower condition is that the vehicle is in an overpower operating condition, then determining the torque control adjustment value based on a preset overpower tolerance time, the overpower operating condition of the vehicle, and the changing trend of a first difference between the actual required power and the peak charging / discharging power.

[0013] According to one embodiment of this disclosure, determining the torque control adjustment value based on a preset overpower tolerance time, the overpower operating condition of the vehicle, and the changing trend of a first difference between the actual required power and the peak charging / discharging power includes:

[0014] The target theoretical slope is determined based on the preset overpower tolerance time and the overpower operating condition of the vehicle.

[0015] If the actual slope of the first difference is equal to the target theoretical slope, then the torque control adjustment value is determined to be 1; and / or, if the actual slope of the first difference is not equal to the target theoretical slope, then the torque control adjustment value is determined to be a first ratio between the target theoretical slope and the actual slope.

[0016] According to one embodiment of this disclosure, obtaining the target load reduction step based on the initial load reduction step and the torque control adjustment value includes: using the product of the initial load reduction step and the torque control adjustment value as the target load reduction step.

[0017] According to one embodiment of this disclosure, the overpower condition in which the vehicle is operating includes at least one of a general overpower condition, a moderate overpower condition, and a severe overpower condition. The target theoretical slope corresponding to the general overpower condition is less than the target theoretical slope corresponding to the moderate overpower condition, and the target theoretical slope corresponding to the moderate overpower condition is less than the target theoretical slope corresponding to the severe overpower condition.

[0018] According to one embodiment of this disclosure, determining the torque control adjustment value based on the overpower condition includes: if the overpower condition is that the vehicle is not in an overpower operating condition, then obtaining the torque control adjustment value based on a third difference between the current torque and the target vehicle-wide requested torque; wherein the smaller value between the initial load reduction step and the torque control adjustment value is taken as the target load reduction step.

[0019] According to one embodiment of this disclosure, the torque control of the vehicle based on the target load reduction / reduction step includes: if the current torque of the vehicle is greater than the target vehicle-wide requested torque, then the vehicle is load-reduced based on the target load reduction / reduction step; and / or, if the current torque of the vehicle is less than the target vehicle-wide requested torque, then the vehicle is load-reduced based on the target load reduction / reduction step.

[0020] According to one embodiment of this disclosure, the target vehicle requested torque is the smaller of the vehicle's actual vehicle requested torque and the vehicle's maximum permissible torque.

[0021] According to one embodiment of this disclosure, the maximum permissible torque of the vehicle is obtained by the following formula:

[0022] The maximum allowable torque of the vehicle is min(peak charging / discharging power × drive motor efficiency × 9550 / drive motor speed, preset maximum allowable torque).

[0023] To address the aforementioned technical problems, a second aspect of this disclosure provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the vehicle control method described in the first aspect of the present invention.

[0024] To address the aforementioned technical problems, a third aspect of this disclosure provides a controller, including a memory, a processor, and a computer program stored in the memory. When the computer program is executed by the processor, it implements the vehicle control method described in the first aspect of the present invention.

[0025] To address the aforementioned technical problems, a fourth aspect of this disclosure provides a vehicle comprising: the controller described in the third aspect of the present invention.

[0026] The vehicle control method, storage medium, controller, and vehicle disclosed in this embodiment determine the over-power condition of the vehicle by utilizing the actual required power and the peak charging and discharging power of the vehicle's power battery, and perform torque control on the vehicle based on the over-power condition. For example, when the vehicle is in an over-power condition, a specific torque loading and unloading strategy can be formulated based on the over-power condition to accurately control the over-power time, avoid overcurrent problems in the whole vehicle, thereby improving the safety of the power battery and enhancing the coordination of the whole vehicle operation. Attached Figure Description

[0027] Figure 1 is a flowchart of a vehicle control method according to an embodiment of the present disclosure;

[0028] Figure 2 is a flowchart of the overpower operating condition determination according to an embodiment of the present disclosure;

[0029] Figure 3 is a flowchart of step S13 of an embodiment of the present disclosure;

[0030] Figure 4 is a structural block diagram of the controller according to an embodiment of the present disclosure;

[0031] Figure 5 is a structural block diagram of a vehicle control device according to an embodiment of the present disclosure;

[0032] Figure 6 is a structural block diagram of a vehicle according to an embodiment of this disclosure. Detailed Implementation

[0033] Embodiments of this disclosure are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this disclosure, and should not be construed as limiting this disclosure.

[0034] The following description, with reference to the accompanying drawings, describes a vehicle control method, storage medium, controller, and vehicle according to embodiments of the present disclosure.

[0035] Figure 1 is a flowchart of a vehicle control method according to an embodiment of the present disclosure.

[0036] As shown in Figure 1, the vehicle control methods include:

[0037] S11 determines the vehicle's overpower status based on the vehicle's actual power requirements and the peak charging and discharging power of the vehicle's power battery.

[0038] Specifically, the vehicle can be a pure electric vehicle. The actual power demand of the vehicle can be directly detected by a power sensor installed in the corresponding vehicle's power battery, or it can be obtained based on the bus current and total voltage of the power battery. The bus current and total voltage of the power battery can be detected by corresponding sensors. As one implementation method, when obtaining the actual power demand based on the bus current and total voltage, the actual power demand can be calculated using the following formula:

[0039] Actual power demand = bus current × total voltage

[0040] The peak charging and discharging power of the vehicle's power battery can be sent by the vehicle's BMS (Battery Management System), and can be either a 30-second charging and discharging power (i.e., the power continuously charged and discharged within 30 seconds) or a 10-second charging and discharging power (i.e., the power charged and discharged within 10 seconds). As one implementation method, the 10-second charging and discharging power can be used in the vehicle control method of this disclosure.

[0041] In this embodiment, when determining the overpower situation of a vehicle based on the actual power demand and the peak charging and discharging power of the vehicle's power battery, the actual power demand can be compared with the peak charging and discharging power. For example, the difference or ratio between the two can be calculated, and the overpower situation of the vehicle can be determined based on the calculation results.

[0042] As one implementation method, the over-power condition of the vehicle is determined based on the actual power demand and the peak charging and discharging power of the vehicle's power battery. This includes: calculating the ratio between the actual power demand and the peak charging and discharging power; and determining the over-power condition of the vehicle based on the ratio. For example, if the ratio is less than or equal to a first threshold (such as a value approximately 1), it can be determined that the vehicle is not in an over-power condition; if the ratio is greater than the first threshold but less than or equal to a second threshold, it can be determined that the vehicle is in a general over-power condition; if the ratio is greater than the second threshold but less than or equal to a third threshold, it can be determined that the vehicle is in a moderate over-power condition; and if the ratio is greater than the third threshold, it can be determined that the vehicle is in a severe over-power condition.

[0043] As another implementation method, the overpower situation of the vehicle is determined based on the actual power demand and the peak charging and discharging power of the vehicle's power battery, including: calculating a first difference between the actual power demand and the peak charging and discharging power; and determining the overpower situation of the vehicle based on the first difference.

[0044] Specifically, as shown in Figure 2, determining the vehicle's overpower condition based on the first difference may include: if the first difference ΔP is less than or equal to the first preset overpower threshold P1 (e.g., a value close to 0), then the vehicle is determined not to be in an overpower condition (i.e., in a normal condition); if the first difference ΔP is greater than the first preset overpower threshold P1 and less than or equal to the second preset overpower threshold P2, then the vehicle is determined to be in a general overpower condition; if the first difference ΔP is greater than the second preset overpower threshold P2 and less than or equal to the third preset overpower threshold P3, then the vehicle is determined to be in a moderate overpower condition; if the first difference ΔP is greater than the third preset overpower threshold P3, then the vehicle is determined to be in a severe overpower condition.

[0045] It should be noted that when the ratio is less than or equal to the first threshold, or the first difference is less than or equal to the first preset over-power threshold, it indicates that the power battery meets the vehicle's requirements without causing overcharging or over-discharging. In this case, normal torque loading and unloading of the vehicle is sufficient. However, when the ratio is greater than the first threshold, or the first difference is greater than the first preset over-power threshold, it indicates that the power battery is experiencing over-power conditions. In this case, torque loading and unloading of the vehicle needs to be adjusted according to the over-power conditions to avoid overcharging or over-discharging of the power battery, improve the safety of the power battery, and also enhance the overall vehicle's operational coordination. Furthermore, the above two implementation methods are illustrated using three levels of over-power conditions as examples. Over-power condition levels can also be divided into two levels, four levels, etc., which can be set as needed and are not limited here.

[0046] S12 controls the torque of the vehicle based on overpower conditions.

[0047] Specifically, when the vehicle is not in an over-power operating condition, a normal torque loading / unloading control strategy can be used to control the vehicle's torque. When the vehicle is in an over-power operating condition, a corresponding torque loading / unloading control strategy can be formulated based on the over-power condition to control the vehicle's torque, ensuring that the over-power time is less than or equal to the over-power tolerance time. Thus, by controlling the vehicle's torque output to achieve the purpose of power battery power management, the rational use of power battery charging and discharging power can be realized, reducing or avoiding overcurrent situations in the vehicle, thereby protecting the battery, while also ensuring the vehicle's power performance and smoothness.

[0048] In some embodiments of this disclosure, torque control of the vehicle based on overpower conditions includes: determining a torque control adjustment value based on the overpower conditions; obtaining a target load adjustment step based on an initial load adjustment step and the torque control adjustment value, wherein the initial load adjustment step is determined based on the vehicle's current torque; and performing torque control on the vehicle based on the target load adjustment step.

[0049] Specifically, in some examples, when the vehicle is not operating under overpower conditions, a normal torque loading / unloading control strategy can be employed. This may include: determining an initial loading / unloading step 'a' based on the vehicle's current torque, and obtaining a smoothing step 'b' (as the torque control adjustment value) based on the third difference between the current torque and the vehicle's target total torque; using the smaller of the initial loading / unloading step and the smoothing step (i.e., min(a, b)) as the target loading / unloading step; and performing torque control on the vehicle based on the target loading / unloading step min(a, b).

[0050] As one implementation method, the correspondence between the current torque and the initial load reduction step can be stored in advance, as well as the correspondence between the third difference and the smoothing step. Then, when needed, the corresponding correspondence can be directly called according to the current torque and the third difference to obtain the initial load reduction step and the smoothing step.

[0051] When controlling the vehicle's torque based on the target load reduction / reduction step min(a, b), if the current torque is greater than the target vehicle-wide requested torque, then min(a, b) can be used for load reduction control; if the current torque is less than the target vehicle-wide requested torque, then min(a, b) can be used for load control. The target vehicle-wide requested torque can be either the vehicle's actual vehicle-wide requested torque or the vehicle's maximum permissible torque. For example, if the vehicle's actual vehicle-wide requested torque is less than or equal to the vehicle's maximum permissible torque, then the target vehicle-wide requested torque is determined to be the actual vehicle-wide requested torque; if the vehicle's actual vehicle-wide requested torque is greater than the maximum permissible torque, then the target vehicle-wide requested torque is determined to be the maximum permissible torque. In other words, the target vehicle-wide requested torque is the smaller of the actual vehicle-wide requested torque and the maximum permissible torque.

[0052] As one implementation method, the maximum allowable torque of the vehicle can be obtained by the following formula:

[0053] The maximum allowable torque of the vehicle = min(peak charging / discharging power × drive motor efficiency × 9550 / drive motor speed, preset maximum allowable torque)

[0054] The drive motor speed can be obtained from the vehicle's motor controller. If the vehicle is a two-wheel drive vehicle, it includes one drive motor. The drive motor speed used to calculate the maximum allowable torque for the entire vehicle is the speed of that drive motor. If the vehicle is a four-wheel drive vehicle, it includes two drive motors: a main drive motor and an auxiliary drive motor. The drive motor speed used to calculate the maximum allowable torque for the entire vehicle can be the speed of the main drive motor. If the speed of the main drive motor is unavailable, the speed of the auxiliary drive motor can be used.

[0055] In other examples, if the overpower condition refers to the vehicle operating under overpower conditions, then as shown in Figure 3, torque control is applied to the vehicle based on the overpower condition, including:

[0056] S31 determines the initial load increase / decrease step based on the vehicle's current torque, and determines the target load increase / decrease influence factor based on the preset overpower tolerance time, the overpower condition of the vehicle, and the changing trend of the first difference.

[0057] In some embodiments of this disclosure, determining the target load reduction factor (as a torque control adjustment value) based on a preset overpower tolerance time, the overpower operating condition of the vehicle, and the changing trend of the first difference includes: determining a target theoretical slope based on the preset overpower tolerance time and the overpower operating condition of the vehicle; if the actual change slope of the first difference is equal to the target theoretical slope, then determining the target load reduction factor to be 1; and / or, if the actual change slope of the first difference is not equal to the target theoretical slope, then determining the target load reduction factor to be a first ratio between the target theoretical slope and the actual change slope.

[0058] As one implementation method, the correspondence between the current torque and the initial load reduction / reduction step can be pre-stored, as well as the correspondence between the preset overpower tolerance time, the overpower operating condition, and the target theoretical slope. Then, when needed, the corresponding correspondence can be directly invoked based on the current torque, the preset overpower tolerance time, and the overpower operating condition to obtain the initial load reduction / reduction step and the target theoretical slope. The preset overpower tolerance time characterizes the maximum allowable time for overpower (within this time, overpower will not cause the vehicle to overcurrent), and its value can be set as needed.

[0059] The overpower operating conditions experienced by the vehicle include multiple levels of overpower operating conditions, with the target theoretical slope corresponding to lower-level overpower operating conditions being less than that corresponding to higher-level overpower operating conditions. For example, the multiple levels of overpower operating conditions include the aforementioned general overpower operating condition, medium overpower operating condition, and severe overpower operating condition, with the levels increasing sequentially. Therefore, the target theoretical slope corresponding to the general overpower operating condition is less than that corresponding to the medium overpower operating condition, and the target theoretical slope corresponding to the medium overpower operating condition is less than that corresponding to the severe overpower operating condition.

[0060] S32, based on the initial load increase / decrease step size and the target load increase / decrease influence factor, the target load increase / decrease step size is obtained.

[0061] As one implementation method, the product of the initial load increase / decrease step size and the target load increase / decrease influence factor can be used as the target load increase / decrease step size.

[0062] S33 controls the vehicle's torque based on the target load increase / decrease steps.

[0063] Specifically, when performing torque control on a vehicle under over-power conditions, the control process may include:

[0064] First, the target vehicle requested torque A is obtained by limiting the actual vehicle requested torque to the maximum allowable torque of the vehicle. Then, the initial load reduction / reduction step size C is determined based on the vehicle's current torque B, and the load reduction / reduction influence factor K is determined based on the changing trend of ΔP. If ΔP decreases according to the target theoretical slope (determined based on the overpower condition and the preset overpower tolerance time T0), then K = 1; if the actual slope of ΔP is greater than the target theoretical slope, then K = target theoretical slope / actual slope < 1; if the actual slope of ΔP is less than the target theoretical slope, then K = target theoretical slope / actual slope > 1. Finally, the target load reduction / reduction step size is obtained as K × C, and when B > A, the vehicle is controlled to reduce load according to K × C; when B < A, the vehicle is controlled to increase load according to K × C.

[0065] It should be noted that in the above process, the overpower time can be determined based on A, B, C, and K: T = |BA| / (K×C). This time T represents the cumulative time from when the vehicle enters the corresponding overpower condition until the timing starts. Since this time T < the preset overpower tolerance time T0, overcurrent caused by overpower can be avoided.

[0066] As one implementation method, the vehicle's status as in a normal overpower condition, a moderate overpower condition, or a severe overpower condition is determined based on the ΔP value immediately preceding the overpower condition. Once the vehicle enters the overpower condition, a condition for exiting the overpower condition can be set to ΔP≤P1; that is, regardless of the overpower condition, the exit condition is always set to ΔP≤P1. Based on this, during the execution of steps S31-S33, if ΔP>P1 is detected, torque control under the current overpower condition can continue to expedite the vehicle's exit from the overpower condition and reduce overall vehicle overcurrent. If ΔP≤P1 is detected, the vehicle exits the overpower condition, and the aforementioned normal load control strategy can be employed.

[0067] Based on the vehicle control method of the above embodiments, this disclosure proposes a computer-readable storage medium.

[0068] In this embodiment, a computer program is stored on the computer storage medium. When the computer program is executed by the processor, it implements the vehicle control method of the above embodiment.

[0069] Figure 4 is a structural block diagram of the controller according to an embodiment of this disclosure.

[0070] As shown in Figure 4, the controller 400 includes a processor 401 and a memory 403. The processor 401 and the memory 403 are connected, for example, via a bus 402. Optionally, the controller 400 may also include a transceiver 404. It should be noted that in practical applications, the transceiver 404 is not limited to one type, and the structure of the controller 400 does not constitute a limitation on the embodiments of this disclosure.

[0071] Processor 401 may be a CPU (Central Processing Unit), a general-purpose processor, a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. It may implement or execute the various exemplary logic blocks, modules, and circuits described in connection with this disclosure. Processor 401 may also be a combination that implements computational functions, such as including one or more microprocessor combinations, a combination of a DSP and a microprocessor, etc.

[0072] Bus 402 may include a pathway for transmitting information between the aforementioned components. Bus 402 may be a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus, etc. Bus 402 may be divided into address bus, data bus, control bus, etc. For ease of illustration, only one thick line is used to represent it in Figure 4, but this does not indicate that there is only one bus or one type of bus.

[0073] The memory 403 stores a computer program corresponding to the vehicle control method of the above embodiments of this disclosure, and the computer program is controlled and executed by the processor 401. The processor 401 executes the computer program stored in the memory 403 to implement the content shown in the foregoing method embodiments.

[0074] The controller 400 includes, but is not limited to, an in-vehicle terminal, a vehicle controller, and an ECU (Electronic Control Unit). The controller 400 shown in Figure 4 is merely an example and should not be construed as limiting the functionality or scope of the embodiments disclosed herein.

[0075] Figure 5 is a structural block diagram of a vehicle control device according to an embodiment of the present disclosure.

[0076] As shown in Figure 5, the vehicle control device 500 includes a determination module 510 and a control module 520.

[0077] The determination module 510 is used to determine the over-power situation of the vehicle based on the actual power demand of the vehicle and the peak charging and discharging power of the vehicle's power battery; the control module 530 is used to perform torque control on the vehicle based on the over-power situation.

[0078] The actual power demand is derived from the bus current and total voltage.

[0079] In some embodiments, determining the vehicle's overpower condition based on the actual power demand and the peak charging and discharging power of the vehicle's power battery includes: determining the vehicle's overpower condition based on a first difference between the actual power demand and the peak charging and discharging power.

[0080] In some embodiments, determining the overpower condition of a vehicle based on a first difference includes: if the first difference is less than or equal to a first preset overpower threshold, determining that the vehicle is not in an overpower condition; if the first difference is greater than the first preset overpower threshold and less than or equal to a second preset overpower threshold, determining that the vehicle is in a normal overpower condition; if the first difference is greater than the second preset overpower threshold and less than or equal to a third preset overpower threshold, determining that the vehicle is in a moderate overpower condition; and if the first difference is greater than the third preset overpower threshold, determining that the vehicle is in a severe overpower condition.

[0081] In some embodiments, if the vehicle is in an overpower condition, torque control is performed on the vehicle based on the overpower condition, including: determining an initial load reduction step based on the vehicle's current torque, and determining a target load reduction influence factor based on a preset overpower tolerance time, the overpower condition in which the vehicle is located, and the changing trend of a first difference; obtaining a target load reduction step based on the initial load reduction step and the target load reduction influence factor; and performing torque control on the vehicle based on the target load reduction step.

[0082] In some embodiments, determining the target load reduction influence factor based on the preset overpower tolerance time, the overpower operating condition of the vehicle, and the changing trend of the first difference includes: determining the target theoretical slope based on the preset overpower tolerance time and the overpower operating condition of the vehicle; if the actual change slope of the first difference is equal to the target theoretical slope, then determining the target load reduction factor as 1; if the actual change slope of the first difference is not equal to the target theoretical slope, then determining the target load reduction factor as the first ratio between the target theoretical slope and the actual change slope.

[0083] In some embodiments, obtaining the target load reduction step size based on the initial load reduction step size and the target load reduction influence factor includes: using the product of the initial load reduction step size and the target load reduction influence factor as the target load reduction step size.

[0084] In some embodiments, the target theoretical slope corresponding to the general overpower condition is less than the target theoretical slope corresponding to the moderate overpower condition, and the target theoretical slope corresponding to the moderate overpower condition is less than the target theoretical slope corresponding to the severe overpower condition.

[0085] In some embodiments, if the vehicle is not in an overpower condition, torque control is performed on the vehicle based on the overpower condition, including: determining an initial load reduction step based on the vehicle's current torque, and obtaining a smoothing step based on a third difference between the current torque and the vehicle's target whole-vehicle requested torque; taking the smaller of the initial load reduction step and the smoothing step as the target load reduction step; and performing torque control on the vehicle based on the target load reduction step.

[0086] In some embodiments, torque control of the vehicle based on the target load reduction step includes: if the current torque of the vehicle is greater than the target vehicle-wide requested torque, then load reduction control of the vehicle is performed based on the target load reduction step; if the current torque of the vehicle is less than the target vehicle-wide requested torque, then load control of the vehicle is performed based on the target load reduction step.

[0087] In some embodiments, the target vehicle requested torque is obtained as follows: if the actual vehicle requested torque is less than or equal to the vehicle's maximum permissible torque, the actual vehicle requested torque is used as the target vehicle requested torque; if the actual vehicle requested torque is greater than the vehicle's maximum permissible torque, the vehicle's maximum permissible torque is used as the target vehicle requested torque.

[0088] In some embodiments, the maximum allowable torque of the vehicle is obtained by the following formula:

[0089] The maximum allowable torque of the vehicle is min(peak charging / discharging power × drive motor efficiency × 9550 / drive motor speed, preset maximum allowable torque).

[0090] It should be noted that for other specific embodiments of the vehicle control device 500 of this disclosure, please refer to the specific embodiments of the vehicle control method of the above-described embodiments of this disclosure.

[0091] Figure 6 is a structural block diagram of a vehicle according to an embodiment of the present disclosure.

[0092] As shown in Figure 6, the vehicle 600 includes: the controller 400 of the above embodiment.

[0093] In another embodiment of this disclosure, the vehicle 600 includes: the vehicle control device 500 of the above embodiments.

[0094] The vehicle, its control method, apparatus, storage medium, and controller of this disclosure determine the vehicle's over-power condition by utilizing the actual required power and the peak charging and discharging power of the vehicle's power battery. Based on the over-power condition, torque control is applied to the vehicle, including: when the vehicle is in an over-power condition, formulating a corresponding torque loading / unloading control strategy to control the vehicle's torque so that the over-power duration is less than or equal to the over-power tolerance time. This allows for the rational use of the power battery's charging and discharging power, reducing or avoiding overcurrent situations in the vehicle, thus protecting the battery. Simultaneously, it also ensures the vehicle's power performance and smoothness, improving the overall coordination of vehicle operation.

[0095] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0096] It should be understood that various parts of this disclosure can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0097] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this disclosure. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0098] In the description of this disclosure, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this disclosure and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this disclosure.

[0099] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this disclosure, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0100] In this disclosure, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this disclosure according to the specific circumstances.

[0101] In this disclosure, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0102] Although embodiments of the present disclosure have been shown and described above, it is to be understood that the above embodiments are exemplary and should not be construed as limiting the present disclosure. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present disclosure.

Claims

A method for controlling a vehicle, wherein, include: The over-power situation of the vehicle is determined based on the actual power demand of the vehicle and the peak charging and discharging power of the vehicle's power battery. The vehicle's torque is controlled based on the overpower condition. The vehicle control method according to claim 1, wherein, The actual power demand is obtained based on the bus current and total voltage of the power battery. The vehicle control method according to claim 1, wherein, The determination of the vehicle's over-power status based on the vehicle's actual power demand and the peak charging and discharging power of the vehicle's power battery includes: The overpower status of the vehicle is determined based on a first difference between the actual required power and the peak charging / discharging power. The vehicle control method according to claim 3, wherein, Determining the overpower status of the vehicle based on the first difference includes: If the first difference is less than or equal to the first preset overpower threshold, then it is determined that the vehicle is not in an overpower operating condition; and / or If the first difference is greater than the first preset overpower threshold and less than or equal to the second preset overpower threshold, then the vehicle is determined to be in a normal overpower operating condition; and / or If the first difference is greater than the second preset overpower threshold and less than or equal to the third preset overpower threshold, then the vehicle is determined to be in a medium overpower operating condition; and / or If the first difference is greater than the third preset overpower threshold, then the vehicle is determined to be in a severe overpower condition. The vehicle control method according to any one of claims 1-4, wherein, The torque control of the vehicle based on the overpower condition includes: Determine the torque control adjustment value based on the aforementioned overpower condition; The target load adjustment step is obtained based on the initial load adjustment step and the torque control adjustment value, wherein the initial load adjustment step is determined based on the current torque of the vehicle; The vehicle's torque is controlled according to the target load increase / decrease steps. The vehicle control method according to claim 5, wherein, Determining the torque control adjustment value based on the overpower condition includes: If the overpower condition is that the vehicle is in an overpower operating condition, then the torque control adjustment value is determined based on the preset overpower tolerance time, the overpower operating condition of the vehicle, and the changing trend of the first difference between the actual required power and the peak charging and discharging power. The vehicle control method according to claim 6, wherein, The step of determining the torque control adjustment value based on the preset overpower tolerance time, the overpower operating condition of the vehicle, and the changing trend of the first difference between the actual power demand and the peak charging / discharging power includes: The target theoretical slope is determined based on the preset overpower tolerance time and the overpower operating condition of the vehicle. If the actual slope of the first difference is equal to the target theoretical slope, then the torque control adjustment value is determined to be 1; and / or, if the actual slope of the first difference is not equal to the target theoretical slope, then the torque control adjustment value is determined to be a first ratio between the target theoretical slope and the actual slope. The vehicle control method according to claim 6 or 7, wherein, The step of obtaining the target load adjustment step based on the initial load adjustment step and the torque control adjustment value includes: The product of the initial load adjustment step and the torque control adjustment value is taken as the target load adjustment step. The vehicle control method according to claim 7, wherein, The overpower operating conditions of the vehicle include multiple levels of overpower operating conditions, and the target theoretical slope corresponding to the lower level of overpower operating conditions is less than the target theoretical slope corresponding to the higher level of overpower operating conditions. The vehicle control method according to any one of claims 5-9, wherein, Determining the torque control adjustment value based on the overpower condition includes: If the overpower condition is that the vehicle is not in an overpower condition, then the torque control adjustment value is obtained based on the third difference between the current torque and the target total torque requested by the vehicle. The smaller of the initial load increase / decrease step size and the torque control adjustment value is taken as the target load increase / decrease step size. The vehicle control method according to any one of claims 5-10, wherein, The torque control of the vehicle based on the target load increase / decrease step includes: If the current torque of the vehicle is greater than the target total torque requested by the vehicle, then the vehicle is subjected to load reduction control according to the target load reduction step; and / or If the current torque of the vehicle is less than the target total torque requested by the vehicle, then the vehicle is loaded according to the target load increase / decrease step. The vehicle control method according to claim 11, wherein, The target vehicle requested torque is the smaller of the vehicle's actual vehicle requested torque and the vehicle's maximum permissible torque. The vehicle control method according to claim 12, wherein, The maximum allowable torque of the vehicle is obtained by the following formula: The maximum allowable torque of the vehicle is min(peak charging / discharging power × drive motor efficiency × 9550 / drive motor speed, preset maximum allowable torque). A computer-readable storage medium having a computer program stored thereon, wherein, When the computer program is executed by the processor, it implements the vehicle control method according to any one of claims 1-13. A controller includes a memory, a processor, and a computer program stored in the memory, wherein, When the computer program is executed by the processor, it implements the vehicle control method according to any one of claims 1-13. A type of vehicle, in which, include: The controller according to claim 15.

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