Method and apparatus for controlling power system of vehicle, storage medium, and vehicle

Abstract

The present disclosure provides a method and apparatus for controlling a power system of a vehicle, a storage medium, and a vehicle. The method comprises: acquiring required power of a vehicle, wherein the required power is used for indicating the power the vehicle needs to achieve; in response to the required power exceeding a power threshold, determining an operating mode of a battery of the vehicle, wherein the operating mode includes a charging mode or a discharging mode; on the basis of the operating mode, determining a target control strategy for the vehicle, wherein the target control strategy is used for indicating a rule for controlling the vehicle; and on the basis of the target control strategy, controlling a power system of the vehicle.

Description

Control method, device and storage medium of power system of vehicle and vehicle Cross-reference to related applications

[0001] The present disclosure claims priority to the Chinese patent application No. 202411008711.3, filed on July 25, 2024, and entitled “Control method, device and storage medium of power system of vehicle and vehicle”, the entire content of which is incorporated herein by reference. TECHNICAL FIELD

[0002] The present disclosure relates to the technical field of vehicle power system control, in particular, to a control method, device and storage medium of power system of vehicle and vehicle. BACKGROUND

[0003] At present, vehicles play a very important role in modern society, providing people with convenient transportation tools, enabling people to quickly reach their destinations and save time and effort. Among them, the performance of the vehicle power system has an important influence on the performance and efficiency of the entire vehicle. A powerful and efficient power system can provide sufficient power and torque, making the vehicle more stable and smooth when accelerating and driving. However, in the case of low temperature and low battery state (State of Charge, abbreviated as SOC), the discharge performance of the vehicle will be greatly reduced, resulting in a significant deterioration of the vehicle's power performance. Therefore, improving the performance of the vehicle power system is the top priority to ensure the safe driving of the vehicle.

[0004] In related technologies, heating the battery can improve the working temperature of the battery, thereby improving the discharge performance of the battery. However, heating the battery consumes additional energy and reduces the energy efficiency of the battery. Therefore, the existing technology has the technical problem of low performance efficiency of the vehicle power system.

[0005] In view of the above technical problem that the performance of the vehicle power system cannot be balanced, no effective solution has been proposed so far. SUMMARY

[0006] The embodiments of the present disclosure provide a control method, device and storage medium of power system of vehicle and vehicle to at least solve the technical problem that the performance of the vehicle power system cannot be balanced.

[0007] According to an aspect of the embodiments of the present disclosure, a control method of a power system of a vehicle is provided. The method can include: obtaining a demand power of the vehicle, wherein the demand power is used to indicate a power required by the vehicle; in response to the demand power being greater than a power threshold, determining a working mode in which a battery of the vehicle enters, wherein the working mode includes a charging mode or a discharging mode; based on the working mode, determining a target control strategy of the vehicle, wherein the target control strategy is used to indicate a rule for controlling the vehicle; and controlling the power system of the vehicle according to the target control strategy.

[0008] Optionally, in response to the demand power being greater than the power threshold, the determining of the working mode in which the battery of the vehicle enters includes: in response to the demand power being greater than the power threshold, obtaining a state of charge of the battery of the vehicle; and in response to the state of charge being in an increasing state, determining that the working mode in which the battery of the vehicle enters is the charging mode.

[0009] Optionally, the control method of the power system of the vehicle includes: in response to the state of charge being in a decreasing state, determining that the working mode in which the battery of the vehicle enters is the discharging mode.

[0010] Optionally, the determining of the target control strategy of the vehicle based on the working mode includes: in response to the working mode being the discharging mode, obtaining a peak power of the power system of the vehicle, wherein the peak power is used to indicate a maximum power output that the power system can withstand; based on the peak power, determining a first comprehensive power and a second comprehensive power of the vehicle, wherein the first comprehensive power is used to indicate a comprehensive power for which the motor power of the vehicle is prohibited to be controlled, and the second comprehensive power is used to indicate a comprehensive power for which the motor power of the vehicle is allowed to be controlled; and based on the first comprehensive power and the second comprehensive power, determining the target control strategy of the vehicle.

[0011] Optionally, the determining of the first comprehensive power and the second comprehensive power of the vehicle based on the peak power includes: obtaining a continuous discharging time of the battery and a battery state; performing a discretization processing on the continuous discharging time to obtain a processed continuous discharging time; and based on the processed continuous discharging time, the battery state and the peak power, determining the first comprehensive power and the second comprehensive power of the vehicle.

[0012] Optionally, the determining of the first comprehensive power and the second comprehensive power of the vehicle based on the processed continuous discharging time, the battery state and the peak power includes: inputting the processed continuous discharging time, the battery state and the peak power into a learning algorithm to predict a plurality of first initial powers and a plurality of second initial powers corresponding to the continuous discharging time, wherein the first initial power is used to indicate an initial power for which the motor power of the vehicle is prohibited to be controlled, and the second initial power is used to indicate an initial power for which the motor power of the vehicle is allowed to be controlled; and performing an average operation on the plurality of first initial powers and the plurality of second initial powers respectively to obtain the first comprehensive power and the second comprehensive power.

[0013] Optionally, the target control strategy of the vehicle is determined based on the first comprehensive power and the second comprehensive power, including: in response to the first comprehensive power being less than the second comprehensive power, determining the target control strategy as the first control strategy; and in response to the first comprehensive power being greater than or equal to the second comprehensive power, determining the target control strategy as the second control strategy, wherein the first control strategy and the second control strategy are used to represent rules for controlling the power of the power system, and the power of the power system under the first control strategy is less than the power of the power system under the second control strategy.

[0014] Optionally, the target control strategy of the vehicle is determined based on the working mode, including: in response to the working mode being the charging mode, determining the target control strategy of the vehicle as a third control strategy, wherein the third control strategy is used to control the energy recovery intensity of the power system, and the energy recovery intensity is used to indicate the efficiency of the power system of the vehicle in recovering battery energy.

[0015] Optionally, the control method of the power system of the vehicle further includes: in response to the demand power being less than or equal to the power threshold, controlling the power system of the vehicle according to the demand power.

[0016] According to another aspect of the embodiments of the present disclosure, a control device of a power system of a vehicle is also provided. The device can include: an acquisition component configured to acquire a demand power of the vehicle, wherein the demand power is used to indicate a power that the vehicle needs to reach; a first determination component configured to determine a working mode in which a battery of the vehicle enters in response to the demand power being greater than a power threshold, wherein the working mode includes a charging mode or a discharging mode; a second determination component configured to determine a target control strategy of the vehicle based on the working mode, wherein the target control strategy is used to indicate a rule for controlling the vehicle; and a control component configured to control a power system of the vehicle according to the target control strategy.

[0017] According to another aspect of the embodiments of the present disclosure, a computer readable storage medium including a stored program is also provided, wherein the program, when executed by a processor, controls a device in which the storage medium is located to perform the control method of the power system of the vehicle in the embodiments of the present disclosure.

[0018] According to another aspect of the embodiments of the present disclosure, a processor is also provided. The processor is used to execute a program, wherein the program, when executed, performs the control method of the power system of the vehicle in the embodiments of the present disclosure.

[0019] According to another aspect of the embodiments of the present disclosure, a vehicle is also provided. The vehicle is used to perform the control method of the power system of the vehicle in the embodiments of the present disclosure.

[0020] In the embodiment of the present disclosure, the demand power of the vehicle is acquired, wherein the demand power is used to indicate the power required by the vehicle; in response to the demand power being greater than a power threshold, the working mode of the battery of the vehicle is determined, wherein the working mode includes a charging mode or a discharging mode; based on the working mode, the target control strategy of the vehicle is determined, wherein the target control strategy is used to indicate the rule for controlling the vehicle; and the power system of the vehicle is controlled according to the target control strategy. That is, in the embodiment of the present disclosure, when the demand power of the vehicle is greater than the power threshold, the target control strategy of the vehicle is determined according to the working mode of the battery of the vehicle, so that the power system of the vehicle is controlled according to the target control strategy, thereby achieving the purpose of controlling the power of the power system of the vehicle from multiple angles, solving the technical problem that the performance of the power system of the vehicle cannot be balanced, and achieving the technical effect of balancing the performance of the power system of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0021] The accompanying drawings, which are included to provide a further understanding of the present disclosure, constitute a part of the present disclosure, and the illustrative embodiments of the present disclosure and their description serve to explain the present disclosure, and do not constitute improper limitations on the present disclosure. In the drawings:

[0022] FIG. 1 is a flowchart of a control method of a power system of a vehicle according to an embodiment of the present disclosure;

[0023] FIG. 2 is a schematic diagram of a vehicle discharging power control method suitable for a battery at low SOC and low temperature according to an embodiment of the present disclosure;

[0024] FIG. 3 is a schematic diagram of a vehicle charging power control method suitable for a battery at low SOC and low temperature during an energy recovery process according to an embodiment of the present disclosure;

[0025] FIG. 4 is a schematic diagram of a control device of a power system of a vehicle according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0026] In order to enable those skilled in the art to better understand the present disclosure scheme, the technical solutions in the embodiments of the present disclosure will be clearly and completely described below in conjunction with the drawings in the embodiments of the present disclosure. Obviously, the described embodiments are only a part of the embodiments of the present disclosure, not all the embodiments. Based on the embodiments in the present disclosure, all other embodiments obtained by those skilled in the art without creative labor should be within the scope of protection of the present disclosure.

[0027] It is to be understood that the terms "first", "second", and the like, used in the description and the claims of the present disclosure and the foregoing drawings, are used to differentiate between similar objects, and are not necessarily used to describe a particular sequential or chronological order. It is to be understood that the data thus used can be interchanged, where appropriate, so that the embodiments of the present disclosure described herein can be carried out in sequences other than those illustrated or described herein. Furthermore, the terms "comprise" and "have," and any variations thereof, are intended to cover a non-exclusive inclusion, for example, a process, method, system, function, component, or device that comprises a list of steps or components need not necessarily be limited to those steps or components that are clearly recited, but can include other steps or components that are not expressly listed or inherent to such process, method, system, function, component, or device. Embodiment 1

[0028] According to an embodiment of the present disclosure, an embodiment of a control method of a power system of a vehicle is provided. It is to be understood that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described herein can be executed in an order different from that shown herein.

[0029] FIG. 1 is a flowchart of a control method of a power system of a vehicle according to an embodiment of the present disclosure. As shown in FIG. 1, the method can include the following steps:

[0030] In step S101, the demand power of the vehicle is obtained.

[0031] In the technical solution provided in step S101 of the present disclosure, the demand power is used to indicate the power that the vehicle needs to reach, wherein the demand power can also be referred to as the driving object demand power, the driving demand power, and the driver demand power (denoted as P). The demand power can include the output power (denoted as P1) and the discharge power (denoted as P2).

[0032] In this embodiment, the demand power of the vehicle can be obtained. For example, by monitoring different driving behaviors and power demands of the driving object in real time, the demand power of the vehicle is determined according to the different driving behaviors and power demands of the driving object. Here, only an example is exemplified, and the specific content of obtaining the demand power of the vehicle is not limited.

[0033] For example, when the driver has a driving power demand P, at this time, the motor outputs the power P1 to meet the demand of the driver, and the battery discharges following the output of the motor, and the discharge power is P2. At this time, the relationship between P1 and P2 can be represented by the following formula (1):

[0034] P2 = P1 / eff + Pw (1)

[0035] Wherein, eff can be used to represent the electric drive efficiency, and Pw can be used to represent the load power of the electrical accessories.

[0036] Optionally, real-time monitoring of the driving behavior and power demand of the driving object can help the vehicle system to timely adjust the power output, so as to make the driving more stable and safe.

[0037] Step S102, in response to the demand power being greater than the power threshold, determining the working mode of the battery of the vehicle.

[0038] In the technical solution provided by the above step S102 of the disclosure, the working mode includes a charging mode or a discharging mode.

[0039] In this embodiment, after obtaining the demand power of the vehicle in step S101, the demand power can be compared with the power threshold. When the demand power is greater than the power threshold, it indicates that the driving object has a strong acceleration intention. At this time, the driving object increases the accelerator to reach the discharging allowable power limit of the battery, and the battery power decline is the main reason for the limited power in this working condition. Based on this, in order to ensure the safety of vehicle driving, it is necessary to judge the comprehensive driving power of the battery and the motor.

[0040] Optionally, the working mode of the battery of the vehicle is determined, for example, by obtaining the state of charge of the battery to determine the working mode of the battery, which is only an example and does not limit the specific content of determining the working mode of the battery.

[0041] For example, when the state of charge of the battery is in an increasing state, it indicates that the battery power is increasing. Based on this, it can be determined that the battery of the vehicle is in a charging mode; when the state of charge of the battery is in a decreasing state, it indicates that the battery power is decreasing. Based on this, it can be determined that the battery of the vehicle is in a discharging mode.

[0042] Optionally, by determining different working modes of the battery of the vehicle, different control strategies are selected according to different modes of the battery to control the power system of the vehicle, so as to achieve the purpose of balancing the power system of the vehicle.

[0043] Step S103, determining the target control strategy of the vehicle based on the working mode.

[0044] In the technical solution provided by the above step S103 of the disclosure, the target control strategy is used to indicate the rules for controlling the vehicle.

[0045] In this embodiment, after determining the working mode of the battery of the vehicle in step S102, the target control strategy of the vehicle can be determined according to the working mode.

[0046] Optionally, when the working mode of the battery is the discharging mode, the peak power of the power system of the vehicle is obtained, wherein the peak power is used to indicate the maximum power output that the power system can withstand, and the peak power can include: a motor peak power (denoted as P M ) and a battery discharging allowable power (denoted as P b ).

[0047] Optionally, after the peak power of the power system is obtained, the first comprehensive power and the second comprehensive power of the vehicle can be determined according to the peak power, wherein the first comprehensive power is used to indicate the comprehensive power that prohibits the control of the motor power of the vehicle, and the second comprehensive power is used to indicate the comprehensive power that allows the control of the motor power of the vehicle, and the first comprehensive power can also be referred to as the motor peak driving power (denoted as Ps1) in the case of not performing motor power control, and the second comprehensive power can also be referred to as the motor peak driving power (denoted as Ps2) in the case of performing motor power control.

[0048] Optionally, the continuous discharging time of the battery of the vehicle and the battery state are obtained, the continuous discharging time is discretely processed to obtain the processed continuous discharging time, and the processed continuous discharging time, the battery state and the peak power are input into a learning algorithm to predict a plurality of first initial powers and a plurality of second initial powers corresponding to the continuous discharging time, so as to respectively perform average operation on the plurality of first initial powers and the plurality of second initial powers to obtain the first comprehensive power and the second comprehensive power, wherein the first comprehensive power and the second comprehensive power can be collectively referred to as motor system comprehensive power.

[0049] For example, the motor system comprehensive power can be calculated according to the following formula (2):

[0050] Ps=avg(P1) (2)

[0051] Wherein, Ps can be used to represent the motor system comprehensive power, the comprehensive average power for driving, which is the average value within a period of time, and the time is defined as T; T can be used to represent the time from triggering the judgment condition to the time when the motor power is not limited according to the current motor power rising rate until the battery reaches the power limit.

[0052] Optionally, when the first comprehensive power is less than the second comprehensive power, that is, Ps1

[0053] Optionally, when the first comprehensive power is greater than or equal to the second comprehensive power, that is, Ps1≥Ps2, it indicates that the motor driving power in the power system should not be limited at this time, and based on this, the target control strategy is determined as the second control strategy.

[0054] Optionally, when the working mode of the battery is the discharging mode, the target control strategy of the vehicle is determined as the third control strategy. The third control strategy can be used to control the energy recovery strength of the power system.

[0055] For example, if the current setting is not the strongest mode in all modes of the vehicle, the vehicle energy recovery strength of the power system of the vehicle is automatically increased by one gear, and jumps up to the next strength mode.

[0056] In step S104, the power system of the vehicle is controlled according to the target control strategy.

[0057] In the technical solution provided by the above step S104 of the present disclosure, after the target control strategy of the vehicle is determined in step S103, the power system of the vehicle can be controlled according to the target control strategy, wherein the power system of the vehicle at least includes: motor driving and battery.

[0058] In this embodiment, the power system of the vehicle is controlled according to the target control strategy. For example, when the target control strategy is the second control strategy, the motor driving power in the power system of the vehicle is not limited, which is only an example and does not limit the specific method of controlling the power system of the vehicle.

[0059] Optionally, the power system of the vehicle is controlled according to the target control strategy, which avoids the single method of controlling the power system, controls the power of the power system of the vehicle from multiple aspects, solves the technical problem that the performance of the power system of the vehicle cannot be balanced, and achieves the technical effect of balancing the performance of the power system of the vehicle.

[0060] It should be noted that the above embodiments can be executed by the control device of the power system of the vehicle.

[0061] The above steps S101 to S104 of the present disclosure obtain the demand power of the vehicle, wherein the demand power is used to indicate the power required by the vehicle; in response to the demand power being greater than the power threshold, the working mode in which the battery of the vehicle enters is determined, wherein the working mode includes a charging mode or a discharging mode; based on the working mode, the target control strategy of the vehicle is determined, wherein the target control strategy is used to indicate the rule for controlling the vehicle; and the power system of the vehicle is controlled according to the target control strategy. That is, in the embodiment of the present disclosure, when the demand power of the vehicle is greater than the power threshold, the target control strategy of the vehicle is determined according to the working mode of the battery of the vehicle, so that the power system of the vehicle is controlled according to the target control strategy, thereby achieving the purpose of controlling the power of the power system of the vehicle from multiple angles, solving the technical problem that the performance of the power system of the vehicle cannot be balanced, and achieving the technical effect of balancing the performance of the power system of the vehicle.

[0062] The above method of the embodiment will be further described below.

[0063] As an optional embodiment, in response to the demand power being greater than the power threshold, the working mode in which the battery of the vehicle enters is determined, including: in response to the demand power being greater than the power threshold, the state of charge of the battery of the vehicle is obtained; and in response to the state of charge being in an increasing state, the working mode in which the battery of the vehicle enters is determined as the charging mode.

[0064] In this embodiment, when the demand power is greater than the power threshold, it indicates that the driving object has a strong acceleration intention, and at this time, the driving object increases the accelerator to reach the discharging allowable power limit of the battery. Based on this, the state of charge of the battery of the vehicle is obtained; when the state of charge is in an increasing state, the working mode in which the battery of the vehicle enters is determined as the charging mode.

[0065] Optionally, by determining different working modes of the battery of the vehicle, different control strategies are selected for different working modes, thereby achieving the purpose of controlling the power system of the vehicle from multiple angles.

[0066] As an optional embodiment, the control method of the power system of the vehicle further includes: in response to the state of charge being in a decreasing state, the working mode in which the battery of the vehicle enters is determined as the discharging mode.

[0067] In this embodiment, when the state of charge is in a decreasing state, the working mode in which the battery of the vehicle enters is determined as the discharging mode.

[0068] Optionally, when the battery is in the discharging mode, the vehicle can obtain higher power output and improve performance.

[0069] As an optional embodiment, the target control strategy of the vehicle is determined based on the working mode, including: in response to the working mode being the discharging mode, obtaining a peak power of a power system of the vehicle, wherein the peak power is used to indicate a maximum power output that the power system can withstand; based on the peak power, determining a first comprehensive power and a second comprehensive power of the vehicle, wherein the first comprehensive power is used to indicate a comprehensive power for which the motor power of the vehicle is prohibited to be controlled, and the second comprehensive power is used to indicate a comprehensive power for which the motor power of the vehicle is allowed to be controlled; and based on the first comprehensive power and the second comprehensive power, determining the target control strategy of the vehicle.

[0070] In this embodiment, when the working mode of the battery is the discharging mode, the peak power of the power system of the vehicle is obtained, and the first comprehensive power and the second comprehensive power of the vehicle are determined according to the peak power. The peak power can include the battery discharging allowable power Pb and the motor peak power P M .

[0071] Optionally, after the first comprehensive power and the second comprehensive power of the vehicle are determined, the target control strategy of the vehicle can be determined according to the first comprehensive power and the second comprehensive power.

[0072] Optionally, determining the target control strategy of the vehicle can improve the overall performance and efficiency of the vehicle, reduce energy consumption and emissions, and improve user experience and market competitiveness.

[0073] As an optional embodiment, based on the peak power, the first comprehensive power and the second comprehensive power of the vehicle are determined, including: obtaining a continuous discharging time of the battery and a battery state; performing discrete processing on the continuous discharging time to obtain a processed continuous discharging time; and based on the processed continuous discharging time, the battery state and the peak power, determining the first comprehensive power and the second comprehensive power of the vehicle.

[0074] In this embodiment, the continuous discharging time of the battery and the battery state are obtained, and the continuous discharging time is discretely processed to obtain the processed continuous discharging time.

[0075] Optionally, since the continuous discharging time of the battery is variable and difficult to count, in order to ensure the accuracy of the first comprehensive power and the second comprehensive power, the continuous time needs to be discretely processed.

[0076] Optionally, the first comprehensive power and the second comprehensive power of the vehicle are determined according to the processed continuous discharging time, the battery state and the peak power.

[0077] As an optional embodiment, the first comprehensive power and the second comprehensive power of the vehicle are determined based on the processed continuous discharge time, the battery state and the peak power, comprising: inputting the processed continuous discharge time, the battery state and the peak power into a learning algorithm to predict a plurality of first initial powers and a plurality of second initial powers corresponding to the continuous discharge time, wherein the first initial power is used to indicate an initial power for which the motor power of the vehicle is not controlled, and the second initial power is used to indicate an initial power for which the motor power of the vehicle is controlled; and performing average operation on the plurality of first initial powers and the plurality of second initial powers respectively to obtain the first comprehensive power and the second comprehensive power.

[0078] In this embodiment, the processed continuous discharge time, the battery state and the peak power are input into the learning algorithm to predict a plurality of first initial powers and a plurality of second initial powers corresponding to the continuous discharge time.

[0079] Optionally, after obtaining the plurality of first initial powers and the plurality of second initial powers, average operation can be performed on the plurality of first initial powers and the plurality of second initial powers respectively to obtain the first comprehensive power and the second comprehensive power. The first comprehensive power and the second comprehensive power can be calculated according to the aforementioned formula (2), which will not be described here.

[0080] Optionally, by performing average operation on the first comprehensive power and the second comprehensive power, the energy consumption of the battery under different working loads can be more balanced, and energy waste caused by excessively high or low power can be avoided.

[0081] As an optional embodiment, the target control strategy of the vehicle is determined based on the first comprehensive power and the second comprehensive power, comprising: in response to the first comprehensive power being less than the second comprehensive power, determining the target control strategy as a first control strategy; and in response to the first comprehensive power being greater than or equal to the second comprehensive power, determining the target control strategy as a second control strategy, wherein the first control strategy and the second control strategy represent rules for controlling the power of the power system, and the power of the power system under the first control strategy is less than the power of the power system under the second control strategy.

[0082] In this embodiment, when the first comprehensive power is less than the second comprehensive power, it indicates that the motor driving power in the power system should be limited at this time, and based on this, the target control strategy can be determined as the first control strategy.

[0083] Optionally, when the first comprehensive power is greater than or equal to the second comprehensive power, it indicates that the motor driving power in the power system should not be limited at this time, and based on this, the target control strategy can be determined as the second control strategy.

[0084] Optionally, the power system of the vehicle is controlled by different control strategies, and the power of the power system of the vehicle is controlled in multiple aspects, thereby solving the technical problem that the performance of the power system of the vehicle cannot be balanced.

[0085] As an optional embodiment, the target control strategy of the vehicle is determined based on the working mode, including: in response to the working mode being the charging mode, determining that the target control strategy of the vehicle is the third control strategy, wherein the third control strategy is used to control the energy recovery intensity of the power system, and the energy recovery intensity is used to indicate the efficiency of the power system of the vehicle in recovering battery energy.

[0086] In this embodiment, when the working mode is the charging mode, the target control strategy of the vehicle can be determined as the third control strategy.

[0087] Optionally, the third control strategy can be used to control the energy recovery intensity of the power system of the vehicle.

[0088] For example, if the vehicle has three intensity modes, such as weak, relatively strong, and strong, if the current mode of the vehicle is “weak”, the vehicle is automatically adjusted to “relatively strong”, and if the current mode of the vehicle is “relatively strong”, the vehicle is automatically adjusted to “strong”.

[0089] As an optional embodiment, the control method of the power system of the vehicle further includes: in response to the demand power being less than or equal to the power threshold, controlling the power system of the vehicle according to the demand power.

[0090] In this embodiment, when the demand power is less than or equal to the power threshold, it indicates that the power of the power system of the vehicle can meet the demand power of the vehicle, and based on this, the power system of the vehicle can be controlled according to the demand power.

[0091] Optionally, by controlling the power system to meet the demand power, the vehicle can maintain stable power output in various road conditions, and the driving performance and maneuverability of the vehicle are improved.

[0092] It should be noted that the above embodiments can be executed by the control device of the power system of the vehicle.

[0093] In this embodiment, the demand power of the vehicle is obtained, wherein the demand power is used to indicate the power required by the vehicle to reach; in response to the demand power being greater than the power threshold, the working mode of the battery of the vehicle is determined, wherein the working mode includes a charging mode or a discharging mode; based on the working mode, the target control strategy of the vehicle is determined, wherein the target control strategy is used to indicate the rules for controlling the vehicle; and the power system of the vehicle is controlled according to the target control strategy. That is, in the embodiments of the present disclosure, when the demand power of the vehicle is greater than the power threshold, the target control strategy of the vehicle is determined according to the working mode of the battery of the vehicle, so that the power system of the vehicle is controlled according to the target control strategy, thereby achieving the purpose of controlling the power of the power system of the vehicle from multiple angles, solving the technical problem that the performance of the power system of the vehicle cannot be balanced, and achieving the technical effect of balancing the performance of the power system of the vehicle.

[0094] The technical solutions of the embodiments of the present disclosure will be illustrated below in conjunction with preferred embodiments.

[0095] At present, vehicles play a very important role in modern society and provide people with convenient transportation tools, enabling people to quickly reach their destinations and save time and effort. Among them, the performance of the vehicle power system has an important influence on the performance and efficiency of the entire vehicle. A powerful and efficient power system can provide sufficient power and torque, making the vehicle more stable and smooth during acceleration and driving. However, the discharge performance of the vehicle will be significantly degraded under low temperature and low battery state (State of Charge, abbreviated as SOC), resulting in a significant deterioration of the vehicle's power performance. Therefore, improving the performance of the vehicle power system is the top priority to ensure the safe driving of the vehicle.

[0096] In related technologies, heating the battery can increase the working temperature of the battery, thereby improving the discharge performance of the battery. However, heating the battery will consume additional energy and reduce the energy efficiency of the battery, so the existing technology has the technical problem of low performance efficiency of the vehicle power system. In view of the above technical problem that the vehicle posture cannot be adjusted comprehensively, no effective solution has been proposed so far.

[0097] However, the embodiment of the present disclosure proposes a method for controlling charging power of a vehicle during discharging and energy recovery process of a battery at low SOC and low temperature. When the battery is in a discharging state, the driver demand power, the battery discharging allowable power and the motor peak power are obtained. When the power of the power system is small, the motor and the battery of the vehicle are controlled according to the demand power. When the power of the power system is large, the motor system comprehensive power without motor power control and the motor system comprehensive power with motor power control are calculated respectively. The motor system comprehensive power without motor power control and the motor system comprehensive power with motor power control are compared to determine the control strategy, so as to control the power of the motor and the battery of the vehicle according to the control strategy. When the battery is charged, the energy recovery intensity of the vehicle is controlled. The power of the vehicle power system is controlled from multiple aspects, the technical problem that the performance of the vehicle power system cannot be balanced is solved, and the technical effect that the performance of the vehicle power system is balanced is achieved.

[0098] The embodiment of the present disclosure is further introduced below.

[0099] FIG. 2 is a schematic diagram of a method for controlling discharging power of a vehicle suitable for a battery at low SOC and low temperature according to an embodiment of the present disclosure. As shown in FIG. 2, the method comprises the following steps:

[0100] In step S201, the driver demand power, the battery discharging allowable power and the motor peak power are obtained.

[0101] In this embodiment, the driver demand power, the battery discharging allowable power and the motor peak power are obtained.

[0102] Optionally, the driver demand power is set as P, the platform voltage is set as U, the battery discharging allowable power is set as Pb, and the motor peak power is set as Pm. M .

[0103] Optionally, when the driver has a driving power demand of P, the motor outputs a power of P1 to meet the demand of the driver, and the battery discharges with the output of the motor, and the discharging power is P2. The relationship between P1 and P2 can be represented by the above formula (1), which will not be described here.

[0104] In step S202, whether the driver demand power is less than the driver demand power, the battery discharging allowable power and the motor peak power.

[0105] In this embodiment, after obtaining the driver's required power, the battery's allowable discharge power, and the motor's peak power in step S201, it can be determined whether the driver's required power is less than the driver's required power, the battery's allowable discharge power, and the motor's peak power. If the driver's required power is less than the driver's required power, the battery's allowable discharge power, and the motor's peak power, then step S208 is executed. If the driver's required power is not less than the driver's required power, the battery's allowable discharge power, and the motor's peak power, then step S203 is executed.

[0106] For example, when the battery discharge allowable power Pb, the motor peak power P M Both are relatively large, meaning that P1 power is relatively small. The motor and battery power required by the driver, P1 and P2, are both less than the peak motor power P. M When the battery discharge allowable power Pb is reached, step S208 is executed.

[0107] For another example, when the battery's allowable discharge power Pb, the motor's peak power P M If both are relatively small, then proceed to step S203.

[0108] Optionally, when the battery is at a low SOC or low temperature, for example, at room temperature and 90% SOC, the battery discharge allowable power is 400 kW, while at 20% SOC and -20℃, the battery discharge allowable power is generally less than or equal to 100 kW. Under these circumstances, if the driver has a strong desire to accelerate, a slight increase in throttle will reach the battery's discharge allowable power limit. The decrease in battery power is the main reason for the power limitation under this condition. At this time, it is necessary to judge the combined drive power of the battery and the motor.

[0109] Step S203: Is the power system inefficient?

[0110] In this embodiment, it can be determined whether the vehicle's power system is inefficient. If the power system is inefficient, step S204 is executed; if the power system is not inefficient, step S208 is executed.

[0111] Optionally, situations where the power system is inefficient may include, but are not limited to: when the battery temperature is below a certain threshold and the battery SOC is below a certain threshold, or when the battery temperature is below a certain threshold regardless of the battery SOC, or when the battery discharge allowable power is below a certain threshold.

[0112] Step S204: Calculate the peak motor drive power Ps1 without motor power control and the peak motor drive power Ps2 with motor power control.

[0113] In this embodiment, the motor peak driving power Ps1 without motor power control and the motor peak driving power Ps2 with motor power control are calculated.

[0114] Optionally, when the motor power is not controlled, the motor power continues to increase, and the battery voltage continues to decrease until the battery discharge power reaches the allowable power limit. The battery voltage when the battery discharge power reaches the allowable power limit can be estimated by a predetermined learning algorithm, and the motor peak driving power at the voltage can also be calculated.

[0115] Optionally, the battery voltage during battery discharge can be estimated by a predetermined learning algorithm, which can be implemented based on a neural network or other machine learning algorithm using a large amount of data. The above data can be obtained from a large number of test data or actual vehicle operation data. Since the battery voltage change is related to the battery SOC, temperature, and discharge power, the key information required includes battery SOC, battery temperature, battery discharge power, and battery voltage. The input information includes battery temperature, battery SOC, battery discharge power, and battery discharge duration, and the output information is the battery voltage. Except for the battery discharge duration, the other information is relatively easy to obtain. Since the battery discharge duration is variable and difficult to count, the duration needs to be discretized.

[0116] Optionally, Table 1 is a rule table for discretization processing according to an embodiment of the present disclosure, as shown in Table 1:

[0117] Table 1 Rule table for discretization processing

[0118] Actual duration (s) Discrete duration (s) ≤323 < t ≤545 < t ≤10810 < t ≤2015 t > 2020

[0119] Optionally, the discrete duration is used as input information to calculate the battery voltage, and the calculated battery voltage is used for the judgment of the above control algorithm.

[0120] Optionally, the above calculations can be performed on the vehicle controller, or can be calculated through a cloud platform and imported into the vehicle controller remotely through Internet of Vehicles technology. This is not limited here.

[0121] Optionally, when it is determined that the vehicle driving demand is close to the battery power limit, the air conditioning or heating system power should be actively limited to increase the driving system power and improve the vehicle power. The power can be appropriately reduced, that is, when it is determined that the vehicle driving demand is close to the battery power limit, the air conditioning and heating system power is reduced to 50% of the normal output. However, this part of the power value is very small and can only play an auxiliary role.

[0122] Optionally, motor power control is performed, i.e. when the motor power increases to a certain value, the motor power is no longer increased, and the battery voltage slowly decreases. Even if the battery voltage decreases in the early stage, the decrease is further reduced because the discharging power is no longer increased. The battery voltage drop is smaller than that in the case where no motor power control is performed. At this time, the motor peak driving power at the current voltage under the current power limitation state can be calculated.

[0123] Optionally, the motor system comprehensive power can be calculated according to the foregoing formula (2), which is not described herein again.

[0124] Optionally, when the driver demand motor output power P1 or P2 is any one of the motor peak power PM and the battery discharging allowable power Pb, i.e. P1=k1*PM or P2=k2*Pb, it is considered that the driver demand has approached the limit of the motor or battery at the voltage, wherein k1 and k2 are coefficients less than or equal to 1, which can be calibrated to 0.8-1.

[0125] It is emphasized here that when the driver has an acceleration demand, the battery voltage continuously decreases, the motor peak power PM is the peak power at each real-time voltage, and the battery discharging allowable power Pb is also the peak capacity of the battery at each real-time state. That is, when the driver demand has approached the limit of the motor or battery at the voltage, the motor system comprehensive power of the vehicle in different environments is judged, which can balance the performance of the vehicle power system.

[0126] Step S205: whether Ps1 is less than Ps2.

[0127] In this embodiment, whether Ps1 is less than Ps2 can be judged. If Ps1 is less than Ps2, step S207 is performed. If Ps1 is not less than Ps2, step S206 is performed.

[0128] Step S206: the motor driving power is not limited.

[0129] In this embodiment, if Ps1 is not less than Ps2, i.e. the motor peak driving power in the case where no motor power control is performed is not less than the motor peak driving power in the case where motor power control is performed, based on this, the motor driving power should not be limited to ensure that the vehicle obtains better acceleration performance.

[0130] Step S207: the motor driving power is limited.

[0131] In this embodiment, if Ps1 is less than Ps2, i.e. the motor peak driving power in the case where no motor power control is performed is less than the motor peak driving power in the case where motor power control is performed, based on this, the motor driving power should be limited.

[0132] Optionally, appropriate restriction of battery driving power can make the battery voltage drop lower, so that the system driving power is higher and the acceleration performance is better.

[0133] Step S208, output according to the driver demand power.

[0134] In this embodiment, the driver demand power can be output.

[0135] FIG. 3 is a schematic diagram of a method for controlling charging power of a vehicle energy recovery process at low SOC and low temperature according to an embodiment of the present disclosure, which comprises the following steps:

[0136] Step S301, obtain the driver demand power, the battery discharge allowable power and the motor peak power.

[0137] In this embodiment, the driver demand power, the battery discharge allowable power and the motor peak power can be obtained.

[0138] Step S302, whether the driver demand power is less than the driver demand power, the battery discharge allowable power and the motor peak power.

[0139] In this embodiment, after obtaining the driver demand power, the battery discharge allowable power and the motor peak power in step S301, whether the driver demand power is less than the driver demand power, the battery discharge allowable power and the motor peak power can be determined, if the driver demand power is less than the driver demand power, the battery discharge allowable power and the motor peak power, step S306 is executed, if the driver demand power is not less than the driver demand power, the battery discharge allowable power and the motor peak power, step S303 is executed.

[0140] Step S303, determine whether the energy recovery intensity is strong.

[0141] In this embodiment, whether the energy recovery intensity is strong can be determined, if the energy recovery intensity is strong, step S305 is executed, if the energy recovery intensity is not strong, step S304 is executed.

[0142] Step S304, automatically increase the vehicle energy recovery intensity by one gear, and jump to the next intensity mode.

[0143] In this embodiment, if the current setting is not the strongest mode among all modes of the vehicle, the vehicle energy recovery intensity is automatically increased by one gear, and jumps to the next intensity mode.

[0144] For example, if the vehicle has three intensity modes, such as weak, stronger, and strong, if the current mode of the vehicle is "weak", the automatic adjustment is "stronger"; if the current mode of the vehicle is "stronger", the automatic adjustment is "strong".

[0145] Optionally, adjusting the energy recovery intensity of the vehicle can prevent the user from obviously perceiving the change of the energy recovery intensity, resulting in poor experience.

[0146] Step S305, the energy recovery intensity of the vehicle remains unchanged.

[0147] In this embodiment, the energy recovery intensity of the vehicle is strong, and the energy recovery intensity of the vehicle remains unchanged.

[0148] Step S306, output according to the driver demand power.

[0149] In this embodiment, the output can be according to the driver demand power.

[0150] Optionally, the battery charging power generated by energy recovery is limited by the current state of the battery charging limit, so as not to cause overcharging of the battery, and further not to cause problems such as battery life or failure.

[0151] In this embodiment, the vehicle and road condition information such as wheel speed, lateral acceleration, longitudinal acceleration, steering wheel angle, current yaw rate, and current mass center side slip angle of the four wheels of the vehicle are obtained by using the vehicle-mounted sensor, the phase plane stability domain and its boundary in the current vehicle driving state are determined according to the obtained state information of the vehicle, then the identified phase plane stability domain is introduced into the state quantity constraint of model predictive control to calculate a more suitable and accurate control sequence for the vehicle, the designed model predictive stability control component with the introduced phase plane stability domain constraint calculates the additional yaw moment required by the current vehicle, and then the torque distribution strategy distributes the control quantity to each wheel to complete the stability control of the vehicle by the driver, thereby solving the technical problem that the performance of the vehicle power system cannot be balanced, and achieving the technical effect of improving the safety and stability of the vehicle during driving.

[0152] According to the embodiments of the present disclosure, a control device of a power system of a vehicle is also provided. It should be noted that the control device of the power system of the vehicle can be used to execute the control method of the power system of the vehicle in embodiment 1.

[0153] FIG. 4 is a schematic diagram of a control device of a power system of a vehicle according to an embodiment of the present disclosure. As shown in FIG. 4, the control device 400 of the power system of the vehicle can include an obtaining component 401, a first determining component 402, a second determining component 403, and a control component 404.

[0154] The obtaining component 401 is configured to obtain a demand power of the vehicle, where the demand power is used to indicate a power that the vehicle needs to reach.

[0155] The first determining component 402 is configured to determine a working mode of the battery of the vehicle in response to the demand power being greater than the power threshold, where the working mode includes a charging mode or a discharging mode.

[0156] The second determining component 403 is configured to determine a target control strategy of the vehicle based on the working mode, where the target control strategy is used to indicate a rule for controlling the vehicle.

[0157] The control component 404 is configured to control the power system of the vehicle according to the target control strategy.

[0158] Optionally, the first determining component 402 can include a first obtaining component configured to obtain a state of charge of the battery of the vehicle in response to the demand power being greater than the power threshold, and a first determining sub-component configured to determine that the working mode of the battery of the vehicle is the charging mode in response to the state of charge being in an increasing state.

[0159] Optionally, the control device 400 of the power system of the vehicle can further include a third determining component configured to determine that the working mode of the battery of the vehicle is the discharging mode in response to the state of charge being in a decreasing state.

[0160] Optionally, the second determining component 403 can include a second obtaining component configured to obtain a peak power of the power system of the vehicle in response to the working mode being the discharging mode, where the peak power is used to indicate a maximum power output that the power system can withstand, a second determining sub-component configured to determine a first comprehensive power and a second comprehensive power of the vehicle based on the peak power, where the first comprehensive power is used to indicate a comprehensive power for which the motor power of the vehicle is prohibited to be controlled, and the second comprehensive power is used to indicate a comprehensive power for which the motor power of the vehicle is allowed to be controlled, and a third determining sub-component configured to determine the target control strategy of the vehicle based on the first comprehensive power and the second comprehensive power.

[0161] Optionally, the second determining sub-component can include a first obtaining sub-component configured to obtain a continuous discharging time of the battery and a battery state, a discretization processing sub-component configured to discretize the continuous discharging time to obtain a processed continuous discharging time, and a fourth determining sub-component configured to determine the first comprehensive power and the second comprehensive power of the vehicle based on the processed continuous discharging time, the battery state and the peak power.

[0162] Optionally, the first determining subcomponent can be further configured to input the processed continuous discharge time and the battery state into a learning algorithm to predict a plurality of first initial powers and a plurality of second initial powers corresponding to the continuous discharge time, wherein the first initial power is used to indicate an initial power at which the motor power of the vehicle is prohibited to be controlled, and the second initial power is used to indicate an initial power at which the motor power of the vehicle is allowed to be controlled; and perform an average operation on the plurality of first initial powers and the plurality of second initial powers respectively to obtain a first comprehensive power and a second comprehensive power.

[0163] Optionally, the third determining subcomponent can further include a fifth determining subcomponent configured to determine the target control strategy as the first control strategy in response to the first comprehensive power being less than the second comprehensive power, and a sixth determining subcomponent configured to determine the target control strategy as the second control strategy in response to the first comprehensive power being greater than or equal to the second comprehensive power, wherein the first control strategy and the second control strategy are used to represent rules for controlling the power of the power system, and the power of the power system under the first control strategy is less than the power of the power system under the second control strategy.

[0164] Optionally, the second determining subcomponent 403 can further include a seventh determining subcomponent configured to determine the target control strategy of the vehicle as a third control strategy in response to the working mode being the charging mode, wherein the third control strategy is used to control the energy recovery intensity of the power system, and the energy recovery intensity is used to indicate the efficiency of the power system of the vehicle in recovering the battery energy.

[0165] Optionally, the control device 400 of the power system of the vehicle can further include a first control component configured to control the power system of the vehicle according to the demand power in response to the demand power being less than or equal to the power threshold.

[0166] In this embodiment, the demand power of the vehicle is obtained, wherein the demand power is used to indicate the power that the vehicle needs to reach; the working mode in which the battery of the vehicle enters is determined in response to the demand power being greater than the power threshold, wherein the working mode includes a charging mode or a discharging mode; the target control strategy of the vehicle is determined based on the working mode, wherein the target control strategy is used to indicate the rules for controlling the vehicle; and the power system of the vehicle is controlled according to the target control strategy. That is, in the embodiment of the present disclosure, when the demand power of the vehicle is greater than the power threshold, the target control strategy of the vehicle is determined according to the working mode of the battery of the vehicle, so that the power system of the vehicle is controlled according to the target control strategy, thereby achieving the purpose of controlling the power of the power system of the vehicle from multiple angles, solving the technical problem that the performance of the power system of the vehicle cannot be balanced, and achieving the technical effect of balancing the performance of the power system of the vehicle.

[0167] According to the embodiments of the present disclosure, a computer readable storage medium is also provided, which includes a stored program. The program performs the control method of the power system of the vehicle.

[0168] According to the embodiments of the present disclosure, a processor is also provided, which is used to run a program. The program performs the control method of the power system of the vehicle when running.

[0169] According to the embodiments of the present disclosure, a vehicle is also provided, which is used to perform the control method of the power system of the vehicle.

[0170] In the above embodiments of the present disclosure, the description of each embodiment is focused on different aspects. The parts not described in detail in a certain embodiment can be referred to the relevant description of other embodiments.

[0171] In the several embodiments provided in the present disclosure, it should be understood that the disclosed technology can be implemented in other ways. The embodiment described above is only illustrative. For example, the division of components can be a logical function division, and actual implementation can have another division manner, for example, a plurality of components or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the shown or discussed components can be through some interface, indirect coupling or communication connection between components or components, which can be electrical or other forms.

[0172] The components described as separate components can or can not be physically separate, and the components shown as components can or can not be physical components, that is, they can be located in one place or distributed to multiple components. Part or all of the components can be selected according to actual needs to achieve the purpose of the present embodiment.

[0173] In addition, each functional component in each embodiment of the present disclosure can be integrated into a processing component, or each component can exist physically, or two or more components can be integrated into one component. The above integrated component can be realized in the form of hardware or software functional component.

[0174] The integrated components, if implemented in the form of software function components and sold or used as independent function components, can be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the present disclosure, essentially or in the part that contributes to the prior art, or all or part of the technical solutions can be embodied in the form of a software function component stored in a storage medium, including a number of instructions to make a computer device (which can be a personal computer, a server, or a network device, etc.) execute all or part of the steps of the methods in the various embodiments of the present disclosure. The aforementioned storage medium includes various media that can store program codes, such as a U disk, a read-only memory (ROM), a random access memory (RAM), a mobile hard disk, a magnetic disk or an optical disk, etc.

[0175] The above is only the preferred embodiment of the present disclosure, and it should be pointed out that for those skilled in the art, without departing from the principles of the present disclosure, a number of improvements and refinements can be made, and these improvements and refinements should be considered as the protection scope of the present disclosure. Industrial applicability

[0176] The scheme provided by the embodiments of the present disclosure can be applied to a vehicle power system, and the demand power of the vehicle can be obtained, wherein the demand power is used to indicate the power that the vehicle needs to reach; in response to the demand power being greater than a power threshold, the working mode of the battery of the vehicle is determined, wherein the working mode includes a charging mode or a discharging mode; based on the working mode, the target control strategy of the vehicle is determined, wherein the target control strategy is used to indicate the rule of controlling the vehicle; and the power system of the vehicle is controlled according to the target control strategy. That is, in the embodiments of the present disclosure, when the demand power of the vehicle is greater than the power threshold, the target control strategy of the vehicle is determined according to the working mode of the battery of the vehicle, so that the power system of the vehicle is controlled according to the target control strategy, thereby achieving the purpose of controlling the power of the power system of the vehicle from multiple angles, solving the technical problem of being unable to balance the performance of the power system of the vehicle, and achieving the technical effect of balancing the performance of the power system of the vehicle.

Claims

1. A control method of a power system of a vehicle, comprising: obtaining a demand power of the vehicle, wherein the demand power is used to indicate a power that the vehicle needs to reach; determining a working mode that a battery of the vehicle enters in response to the demand power being greater than a power threshold, wherein the working mode comprises a charging mode or a discharging mode; determining a target control strategy of the vehicle based on the working mode, wherein the target control strategy is used to indicate a rule of controlling the vehicle; controlling the power system of the vehicle according to the target control strategy.

2. The method of claim 1, wherein, The determining the working mode that the battery of the vehicle enters in response to the demand power being greater than a power threshold comprises: obtaining a state of charge of the battery of the vehicle in response to the demand power being greater than a power threshold; determining that the working mode that the battery of the vehicle enters is the charging mode in response to the state of charge being in an increasing state.

3. The method of claim 2, wherein, The method further comprises: determining that the working mode that the battery enters is the discharging mode in response to the state of charge being in a decreasing state.

4. The method of claim 1, wherein, The determining a target control strategy of the vehicle based on the working mode comprises: obtaining a peak power of the power system of the vehicle in response to the working mode being the discharging mode, wherein the peak power is used to indicate a maximum power output that the power system can withstand; determining a first comprehensive power and a second comprehensive power of the vehicle based on the peak power, wherein the first comprehensive power is used to indicate a comprehensive power that prohibits controlling motor power of the vehicle, and the second comprehensive power is used to indicate a comprehensive power that allows controlling motor power of the vehicle; determining the target control strategy of the vehicle based on the first comprehensive power and the second comprehensive power.

5. The method of claim 4, wherein, The determining the first comprehensive power and the second comprehensive power of the vehicle based on the peak power comprises: obtaining a continuous discharging time and a battery state of the battery; discretizing the continuous discharging time to obtain a processed continuous discharging time; determining the first comprehensive power and the second comprehensive power of the vehicle based on the processed continuous discharging time, the battery state and the peak power.

6. The method of claim 5, wherein, The determining the first comprehensive power and the second comprehensive power of the vehicle based on the processed continuous discharging time, the battery state and the peak power comprises: inputting the processed continuous discharging time, the battery state and the peak power into a learning algorithm to predict a plurality of first initial powers and a plurality of second initial powers corresponding to the continuous discharging time, wherein the first initial power is used to indicate an initial power that prohibits controlling motor power of the vehicle, and the second initial power is used to indicate an initial power that allows controlling motor power of the vehicle; respectively performing average operations on the plurality of first initial powers and the plurality of second initial powers to obtain the first comprehensive power and the second comprehensive power.

7. The method of claim 4, wherein, determining the target control strategy of the vehicle based on the first comprehensive power and the second comprehensive power, comprising: determining the target control strategy as a first control strategy in response to the first comprehensive power being less than the second comprehensive power; determining the target control strategy as a second control strategy in response to the first comprehensive power being greater than or equal to the second comprehensive power, wherein the first control strategy and the second control strategy are used to represent rules for controlling the power of the power system, and the power of the power system under the first control strategy is less than the power of the power system under the second control strategy.

8. The method of claim 1, wherein, determining the target control strategy of the vehicle based on the working mode, comprising: determining the target control strategy of the vehicle as a third control strategy in response to the working mode being the charging mode, wherein the third control strategy is used to control the energy recovery intensity of the power system, and the energy recovery intensity is used to indicate the efficiency of the power system of the vehicle recovering the battery energy.

9. The method of claim 1, wherein, The method further comprises: controlling the power system of the vehicle according to the demand power in response to the demand power being less than or equal to the power threshold.

10. A control device of a power system of a vehicle, comprising: an obtaining component configured to obtain a demand power of a vehicle, wherein the demand power is used to indicate a power that the vehicle needs to reach; a first determining component configured to determine a working mode of a battery of the vehicle in response to the demand power being greater than a power threshold, wherein the working mode comprises a charging mode or a discharging mode; a second determining component configured to determine a target control strategy of the vehicle based on the working mode, wherein the target control strategy is used to indicate rules for controlling the vehicle; a control component configured to control a power system of the vehicle according to the target control strategy.

11. A computer readable storage medium, the computer readable storage medium comprising a stored program, wherein, The program controls a device where the storage medium is located to perform the method of any one of claims 1 to 9 when the program is run by a processor.

12. A processor for running a program, wherein, The program performs the method of any one of claims 1 to 9 when the program is run.

13. A vehicle configured to perform the method of any one of claims 1 to 9.

14. A computer program product, comprising: A computer program that, when executed by a processor, performs the method of any one of claims 1 to 9.

15. A computer program product, comprising: A non-volatile computer-readable storage medium storing a computer program that, when executed by a processor, performs the method of any one of claims 1 to 9.

16. A computer program that, when executed by a processor, performs the method of any one of claims 1 to 9.

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