WO2022042604A1 - 车辆的保电控制方法、装置及可读存储介质 - Google Patents

车辆的保电控制方法、装置及可读存储介质 Download PDF

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Publication number
WO2022042604A1
WO2022042604A1 PCT/CN2021/114536 CN2021114536W WO2022042604A1 WO 2022042604 A1 WO2022042604 A1 WO 2022042604A1 CN 2021114536 W CN2021114536 W CN 2021114536W WO 2022042604 A1 WO2022042604 A1 WO 2022042604A1
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WO
WIPO (PCT)
Prior art keywords
power
minimum
ambient temperature
vehicle
point
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
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PCT/CN2021/114536
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English (en)
French (fr)
Inventor
陈志乐
王吉全
许伯良
王春生
张磊
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BYD Co Ltd
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BYD Co Ltd
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Filing date
Publication date
Application filed by BYD Co Ltd filed Critical BYD Co Ltd
Priority to CA3190570A priority Critical patent/CA3190570A1/en
Priority to EP21860439.5A priority patent/EP4197853A4/en
Priority to NZ797785A priority patent/NZ797785B2/en
Priority to BR112023003662A priority patent/BR112023003662A2/pt
Priority to AU2021333953A priority patent/AU2021333953B2/en
Priority to JP2023513588A priority patent/JP7521114B2/ja
Publication of WO2022042604A1 publication Critical patent/WO2022042604A1/zh
Priority to US18/175,217 priority patent/US20230202454A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0097—Predicting future conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/14—Preventing excessive discharging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/06—Improving the dynamic response of the control system, e.g. improving the speed of regulation or avoiding hunting or overshoot
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/66—Ambient conditions
    • B60L2240/662—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/12—Driver interactions by confirmation, e.g. of the input
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/50—Control modes by future state prediction
    • B60L2260/56—Temperature prediction, e.g. for pre-cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
    • B60W2555/20—Ambient conditions, e.g. wind or rain
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the present disclosure relates to the technical field of engine startup optimization of vehicles, and in particular, to a method, device and readable storage medium for power conservation control of vehicles.
  • the vehicle When starting the vehicle engine, there are generally the following situations: First, the vehicle is equipped with a starter, which discharges the low-voltage battery to convert the electrical energy of the low-voltage battery into mechanical energy, thereby driving the engine to rotate to realize the start of the engine, which is a traditional fuel Commonly used methods for vehicles and other hybrid vehicles; the second, the vehicle is equipped with a P0 or P1 drive structure, and the engine is started by the discharge of the power battery; the third, the vehicle is equipped with a P2 or P3 or P4 drive structure, and the power battery is discharged to make the P2 , P3 or P4 drive structure drives the whole vehicle to drive. After the vehicle speed rises, it combines the clutch and uses inertia to drive the engine to run to start the engine.
  • Embodiments of the present disclosure provide a vehicle power protection control method, device, and readable storage medium, so as to solve the problems in the prior art that the success rate of engine startup is low and the risk of vehicle layover is high.
  • a method for controlling power protection of a vehicle including:
  • the minimum ambient temperature is less than or equal to the first preset temperature threshold, determining the minimum power storage point of the power battery of the vehicle according to the minimum ambient temperature;
  • the vehicle is forced to maintain power control, so that the remaining power of the power battery is not lower than the minimum power protection point.
  • the method includes:
  • the vehicle will be forced to power save control according to the minimum power saving point.
  • the vehicle is forced to maintain power control according to the minimum power protection point, including:
  • the torque distribution between the engine and the drive motor of the vehicle is controlled according to the difference between the minimum power retention point and the remaining power of the power battery.
  • the vehicle is forced to maintain power control according to the minimum power protection point, including:
  • the torque compensation of the generator is controlled according to the difference between the minimum power supply point and the remaining power of the power battery and the difference between the engine distribution target torque and the engine economic torque, wherein , the smaller the difference between the minimum power retention point and the remaining power of the power battery, the smaller the ratio of the torque compensation of the generator to the difference between the engine distribution target torque and the engine economic torque.
  • the vehicle is forced to maintain power control according to the minimum power protection point, including:
  • the vehicle is forced to maintain power control according to the minimum power protection point, including:
  • the output power of the engine of the vehicle is limited, and the generator of the engine-driven vehicle is controlled to generate electricity to charge the power battery.
  • the method further includes:
  • the starting power threshold and the shutdown power threshold of the engine are controlled. The smaller the power threshold and the shutdown power threshold.
  • the minimum ambient temperature is determined according to the predicted ambient temperature and the current ambient temperature, including:
  • the predicted ambient temperature is determined to be the minimum ambient temperature
  • the current ambient temperature is determined to be the minimum ambient temperature.
  • the method also includes:
  • the last state of forced power protection control is maintained.
  • the method further includes:
  • the preset calibration temperature value is a calibration temperature value corresponding to the current ambient temperature
  • a power protection control device for a vehicle including:
  • an acquisition module for acquiring the lowest predicted ambient temperature within a preset period
  • a first determining module configured to determine the lowest ambient temperature according to the lowest predicted ambient temperature and the current ambient temperature if the lowest predicted ambient temperature is obtained;
  • a second determining module configured to determine the minimum power storage point of the power battery of the vehicle according to the minimum ambient temperature if the minimum ambient temperature is less than or equal to the first preset temperature threshold
  • the control module is used to perform mandatory power protection control on the vehicle according to the minimum power protection point, so that the remaining power of the power battery is not lower than the minimum power protection point.
  • a vehicle power protection control device including a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor implements the above-mentioned vehicle power protection control when the computer program is executed. method.
  • a readable storage medium where a computer program is stored in the readable storage medium, and when the computer program is executed by a processor, the above-mentioned vehicle power conservation control method is implemented.
  • the minimum remaining power value that can enable the engine to start normally in the future is known, and the minimum power guarantee point can be obtained according to the future.
  • the forced power-saving control of the vehicle can make the remaining power of the power battery not lower than the minimum power-saving point, so as to ensure that the power battery has enough driving power to start the engine when the vehicle is powered on next time, increasing the power consumption.
  • FIG. 1 is a schematic flow chart of a method for controlling power preservation of a vehicle in an embodiment of the present disclosure
  • FIG. 2 is another schematic flow chart of a vehicle power-preserving control method in an embodiment of the present disclosure
  • FIG. 3 is a schematic flowchart of a specific implementation of step S102 in an embodiment of the present disclosure
  • FIG. 4 is another schematic flow chart of a method for controlling power preservation of a vehicle in an embodiment of the present disclosure
  • FIG. 5 is another schematic flowchart of a method for controlling power preservation of a vehicle in an embodiment of the present disclosure
  • FIG. 6 is a flowchart of an embodiment of the first aspect of step S105 in an embodiment of the present disclosure
  • FIG. 7 is a flowchart of an embodiment of the second aspect of step S105 in an embodiment of the present disclosure.
  • FIG. 8 is a flowchart of an embodiment of the third aspect of step S105 in an embodiment of the present disclosure.
  • FIG. 9 is a flowchart of an embodiment of the fourth aspect of step S105 in an embodiment of the present disclosure.
  • FIG. 10 is a flowchart of an embodiment of the fifth aspect of step S105 in an embodiment of the present disclosure.
  • FIG. 11 is a schematic structural diagram of a power protection control device for a vehicle in an embodiment of the present disclosure
  • FIG. 12 is another schematic structural diagram of a power protection control device for a vehicle in an embodiment of the present disclosure.
  • the present disclosure provides a method for controlling power preservation of a vehicle.
  • the vehicle may refer to a hybrid vehicle and a traditional fuel vehicle.
  • the vehicle may refer to a dual-mode electric vehicle (Dual Mode Electric Vehicle). , which is not specifically limited in the present disclosure.
  • a vehicle control method is provided to solve the problem in the prior art that the engine cannot be started directly, or the engine cannot be accelerated and dragged to start, resulting in a higher risk of the vehicle lying down.
  • the vehicle control method provided by the present disclosure will be described in detail below.
  • the minimum predicted ambient temperature T1 refers to the lowest predicted ambient temperature in the area to which the vehicle belongs within a preset time period in the future obtained by a preset method.
  • the preset time period refers to the next 24 hours
  • the lowest predicted ambient temperature T1 refers to the predicted lowest ambient temperature in the next 24 hours.
  • the lowest predicted ambient temperature T1 within a preset time period in the future can be obtained from a weather forecasting agency in the form of the Internet.
  • the area to which the vehicle belongs refers to the area where the vehicle is located, such as a certain city or a certain area.
  • a certain area can be selected as the future of the vehicle.
  • step S102 it is determined in real time whether the lowest predicted ambient temperature T1 in the future preset time period is obtained, and if the lowest predicted ambient temperature T1 in the future preset time period is obtained, step S102 is performed. It is also worth noting that obtaining the lowest predicted ambient temperature T1 through the Internet can enhance the interaction between the vehicle and the Internet and make it more intelligent.
  • S102 Determine the minimum ambient temperature T_min according to the minimum predicted ambient temperature T1 and the current ambient temperature T2.
  • the current ambient temperature T2 of the vehicle may also be acquired in real time. After the lowest predicted ambient temperature T1 and the current ambient temperature T2 are obtained, the lowest ambient temperature T_min is determined according to the lowest predicted ambient temperature T1 and the current ambient temperature T2. In some embodiments, the lowest predicted ambient temperature T1 and the current ambient temperature can be directly obtained from the The lowest temperature among the temperatures T2 is selected as the lowest ambient temperature T_min.
  • both the minimum predicted ambient temperature T1 and the current ambient temperature T2 may be changed values.
  • the minimum predicted ambient temperature T1 and the current ambient temperature T2 can be acquired in real time, and the minimum predicted ambient temperature T1 and the current ambient temperature T2 can be obtained in real time according to the minimum predicted ambient temperature T1 and T2.
  • the current ambient temperature T2 determines the minimum ambient temperature T_min.
  • S103 Determine the magnitude relationship between the minimum ambient temperature T_min and the first preset temperature threshold T4, and if the minimum ambient temperature T_min is less than or equal to the first preset temperature threshold T4, perform step S104.
  • S104 Determine the minimum power keeping point of the power battery according to the minimum ambient temperature T_min.
  • the first preset temperature threshold T4 is a preconfigured temperature threshold. Before this step is implemented, a real vehicle simulation test can be carried out through the real-time ambient temperature of the real vehicle to determine the temperature threshold for the risk of slumping in the real vehicle under the real-time ambient temperature.
  • the minimum ambient temperature T_min is determined according to the minimum predicted ambient temperature T1 and the current ambient temperature T2
  • the relationship between the minimum ambient temperature T_min and the first preset temperature threshold T4 will be determined. If the minimum ambient temperature T_min is less than or equal to the first preset temperature
  • the threshold value T4 indicates that the power battery of the vehicle will face a certain low temperature state that leads to the risk of lying down. At this time, it is necessary to control the vehicle to enter the forced power saving state to reduce or avoid the subsequent problem of insufficient remaining power of the power battery, so as to ensure the next time After power-on, the power battery has enough power to supply the engine, so that the engine has enough driving power to start the engine, avoiding or reducing the risk of the vehicle lying down.
  • the minimum power storage point is determined according to the minimum ambient temperature T_min.
  • a corresponding minimum power protection point is configured, and the minimum power protection point is at the current minimum ambient temperature T_min, so that the vehicle will not be prone to slumps under the minimum ambient temperature T_min The minimum remaining power to enable the engine to start normally.
  • S105 The vehicle is forced to maintain power control according to the minimum power protection point, so that the remaining power of the power battery is not lower than the minimum power protection point.
  • the embodiments of the present disclosure provide a method for controlling power preservation of a vehicle. After obtaining the minimum power preservation point, the minimum remaining amount of power battery that can make the engine start normally under the lowest ambient temperature T_min that the power battery will face in the future is known. Therefore, the vehicle can be forced to maintain power according to the minimum power protection point, so that the remaining power of the power battery is not lower than the minimum power protection point. In this way, it can be ensured that when the vehicle is powered on next time, the power battery has enough driving power to start the engine, thereby reducing or avoiding the risk of the vehicle lying down, increasing the probability of the engine starting successfully, and effectively ensuring that the engine can start normally. , to ensure the controllability of the vehicle.
  • the method before the compulsory power-saving control is performed on the vehicle according to the minimum power-saving point, the method further includes the following steps:
  • the remaining power of the power battery that is, the SOC value of the power battery
  • the preset interaction mode is not specifically limited in the embodiments of the present disclosure, and can be reminded through a sound and/or a display interface.
  • a reminder interface can be displayed on the central control screen and assisted by a reminder sound to remind the user Turn on the forced power save function.
  • the preset power level can be determined according to the test and is not limited in detail. , the preset power can be directly set as the minimum power protection point, or set to a value near the minimum power protection point, which is not specifically limited.
  • the user can choose whether to turn on the forced power saving function. For example, the user can trigger the corresponding position of the reminder interface to determine whether to select the forced power saving function. Therefore, when the user is reminded to turn on the forced power saving function through a preset interactive method, the type of confirmation command triggered by the user can be determined in real time. Forced power protection control; if it receives a confirmation command that the user does not choose to turn on the mandatory power protection function, it will carry out normal power protection control for the vehicle.
  • the above steps S101 to S105 may be executed after the user chooses to enable the forced power saving function.
  • the method It also includes the following steps:
  • step S106 Determine whether the remaining power of the power battery has dropped to the preset power level, and if the remaining power of the power battery has dropped to the preset power level, perform step S107.
  • S108 Determine the type of confirmation instruction fed back by the user, and trigger execution of steps S101 to S105 if a confirmation instruction that the user selects to enable the forced power saving function is received.
  • the minimum battery power protection point can also be determined in real time.
  • the forced power protection process is directly performed according to the minimum battery power protection point, as shown in FIG. 2 .
  • the shown sequence relationship of steps is merely illustrative, and does not limit the embodiments of the present disclosure.
  • step S102 that is, determining the minimum ambient temperature T_min according to the minimum predicted ambient temperature T1 and the current ambient temperature T2, it specifically includes the following steps:
  • S1021 Determine the magnitude relationship between the predicted ambient temperature T1 and the current ambient temperature T2;
  • the relationship between the predicted ambient temperature T1 and the current ambient temperature T2 will be judged in real time, and the power battery is selected from the predicted ambient temperature T1 and the current ambient temperature T2
  • an implementation of determining the minimum ambient temperature T_min according to the minimum predicted ambient temperature T1 and the current ambient temperature T2 is improved, and one of the two can be directly determined from the current ambient temperature T2 to determine the minimum ambient temperature T_min.
  • the minimum ambient temperature is taken as the minimum ambient temperature T_min, which improves the practicability and calculation convenience of the scheme.
  • step S103 that is, after judging the magnitude relationship between the minimum ambient temperature T_min and the first preset temperature threshold T4
  • the method further includes the following steps:
  • the minimum ambient temperature T_min is less than or equal to the first preset temperature threshold T4
  • the power battery of the vehicle will face a certain A low temperature state, at this time, the vehicle needs to be controlled to enter the forced power saving state.
  • the minimum power saving point will be determined according to the minimum ambient temperature T_min, and the power battery will be forcedly controlled according to the minimum power saving point, so as to reduce or avoid The remaining power of the subsequent power battery is insufficient, so as to ensure that there is enough discharge power to start the engine next time it is powered on.
  • the vehicle exits the forced power-saving control.
  • the relationship between the minimum ambient temperature T_min and the second preset temperature threshold T5 will continue to be determined, and if the minimum ambient temperature T_min is greater than or equal to the second preset temperature threshold value T5, then the normal power-saving control is performed on the vehicle.
  • the normal power protection control is different from the mandatory power protection control triggered by the mandatory power protection control function mentioned in the embodiments of the present disclosure.
  • the normal power protection control refers to the power protection control strategy originally configured for the vehicle, such as for Power protection control for other power protection needs.
  • the forced power-saving control mentioned in the embodiment of the present disclosure is a forced power-saving control to prevent the vehicle from lying down and the engine may not be able to start normally, such as the power-saving control triggered when the user selects the forced power saving function.
  • the minimum ambient temperature T_min is greater than or equal to the second preset temperature threshold T5, it means that the ambient temperature of the vehicle is high, which will not cause the remaining power of the power battery to be too low, and at this time, the power battery is normally controlled to maintain power That is, the running requirements of the vehicle are effectively guaranteed.
  • the minimum ambient temperature T_min is less than the second preset temperature threshold T5
  • the previous state of forced power protection control is maintained.
  • the state of the last mandatory power protection control may be the in-progress state of the mandatory power protection control, or the exit state of the mandatory power protection control, which mainly includes the following two aspects:
  • the minimum ambient temperature T_min after entering the mandatory power protection function, if the minimum ambient temperature T_min is less than or equal to the first preset temperature threshold T4, the minimum power protection point will be determined according to the minimum ambient temperature T_min and the power will be maintained according to the minimum power.
  • the power battery is forced to power-hold control, thus entering the forced power-hold state.
  • the minimum ambient temperature T_min will generally change.
  • the minimum ambient temperature T_min is less than the second preset temperature threshold T5
  • the previous forced power-hold control will be maintained. , that is, the in-progress state of the forced power protection control; when the minimum ambient temperature T_min is greater than or equal to the second preset temperature threshold T5, the forced power protection control is exited.
  • the corresponding state of the forced power protection control may be the in-progress state or the exit state, and then the minimum ambient temperature T_min will also change.
  • the ambient temperature T_min is less than the second preset temperature threshold value T5
  • the last state of the forced power protection control will be maintained. For example, if the original state of the forced power protection control is the in-progress state, the state of the forced power protection control will be maintained, and the forced power protection control will be maintained. If the original state of the electric control is the exit state, then the state of the forced power protection control is maintained.
  • the forced power protection control is exited. For example, if the original state of the forced power protection control is the ongoing state, the forced power protection control is exited, and the original state of the forced power protection control is exited. If the status is exit status, it will remain unchanged.
  • S112 Determine the difference between the current ambient temperature T2 and a preset calibration temperature value T3, where the preset calibration temperature value is a calibration temperature value corresponding to the current ambient temperature;
  • S113 Use the difference between the current ambient temperature T2 and the preset calibration temperature value T3 as the minimum ambient temperature T_min.
  • the minimum predicted ambient temperature T1 within the preset time period is not obtained, it means that the predicted ambient temperature cannot be used to obtain the minimum ambient temperature T_min that the vehicle may face in the future.
  • the current ambient temperature T2 and the preset calibration can be determined.
  • the difference (T2-T3) of the temperature value T3, and the difference (T2-T3) is taken as the minimum ambient temperature T_min.
  • the preset calibration temperature value T3 is a temperature value obtained through empirical calibration.
  • the preset calibration temperature value corresponding to the current ambient temperature can be obtained according to the calibration test, so as to obtain the best temperature value corresponding to the current ambient temperature as the preset calibration temperature value corresponding to the current ambient temperature.
  • a calibration test can be carried out to determine the actual ambient temperature at each moment under different operating conditions of the vehicle (such as different regions and/or time periods), and the current ambient temperature should be determined according to the actual or experimental power preservation effect.
  • t nm respectively represent the current ambient temperature corresponding to different times
  • t p1 , t p2 , t p3 , . . . , t pm correspond to t n1 , t n2 , t n3 , respectively. . . , t nm corresponding to the calibration temperature, and establish their corresponding relationship, and then query the corresponding preset calibration temperature value according to the actual current ambient temperature in the specific implementation.
  • the preset calibration temperature value T3 can be obtained according to the current ambient temperature T2, and the difference between the current ambient temperature T2 and the preset calibration temperature value T3 can be calculated.
  • the forced power-saving control logic can be executed subsequently according to the minimum ambient temperature T_min, which improves the implementability and practicability of the solution. At the same time, it also effectively ensures that the network is unavailable and cannot be obtained due to communication failures such as the Internet.
  • the forced power-saving control measures can be implemented to the lowest predicted ambient temperature T1 in the future preset period, which further avoids or reduces the risk of the vehicle lying down, greatly increases the probability of successful engine start, and effectively guarantees The engine can be started normally and the controllability of the vehicle is ensured.
  • step S104 that is, determining the minimum battery power preservation point according to the minimum ambient temperature T_min, which specifically refers to querying the preset temperature-power preservation point table according to the minimum ambient temperature T_min to find out the relationship with the power preservation point from the preset temperature-power preservation point table.
  • the power protection point corresponding to the minimum ambient temperature T_min is used as the minimum power protection point.
  • the preset temperature-power protection point table stores various minimum ambient temperatures T_min and the corresponding minimum power protection points, wherein each minimum ambient temperature T_min and the corresponding minimum power protection points in the table are stored in the table.
  • the corresponding relationship can be obtained through real vehicle test calibration.
  • the corresponding relationship between the minimum ambient temperature T_min and the corresponding minimum power-holding point in the temperature-power-holding point table is obtained by the following calibration method: In order to obtain the optimal forced power-holding effect of the actual vehicle during operation by experiment , in order to obtain the minimum power guarantee point corresponding to the minimum ambient temperature T_min, the calibration test of the minimum power guarantee point can be carried out through the real vehicle.
  • the present disclosure provides a variety of ways to force the vehicle to maintain power protection according to the minimum power protection point, including control of the engine, generator, drive motor, etc.
  • the optimization process to ensure the success rate of starting the engine will be described separately below.
  • the first aspect is optimized in terms of torque distribution of the vehicle drive motor.
  • step S105 that is, the forced power-saving control is performed on the vehicle according to the minimum power-holding point, which specifically includes:
  • S1051 Control the torque distribution between the engine and the driving motor of the vehicle according to the difference between the minimum power keeping point and the remaining power of the power battery, wherein, the smaller the difference between the minimum power keeping point and the remaining power of the power battery, the driving motor The smaller the torque distribution ratio.
  • the driving source includes the engine and the driving motor, and there is a torque distribution relationship at this time.
  • the torque distribution of the driving motor is related to the remaining power (SOC) of the power battery and the vehicle speed.
  • the torque distribution ratio determined by the vehicle speed-drive motor torque distribution relationship and the torque distribution ratio determined by the SOC-drive motor torque distribution relationship will be selected as the drive motor torque distribution ratio.
  • the difference between the minimum power-holding point and the remaining power of the power battery is determined, and the difference is associated with the torque distribution ratio of the drive motor (as shown in the table above). k1-k4), specifically, under the condition of satisfying the driving demand of the vehicle, the smaller the difference is, the stronger the demand for forced power protection will be, and the torque distribution of the drive motor will be reduced, that is, the smaller the difference is, the more power the engine has. The less torque is distributed, the power consumption of the drive motor is reduced, and the power consumption of the power battery is also reduced, so as to achieve the purpose of mandatory power conservation and effectively ensure the success rate of subsequent engine startups.
  • the torque distribution of the vehicle drive motor is optimized according to the minimum power supply point, which effectively reduces the power consumption of the drive motor and reduces the power consumption of the power battery.
  • the purpose of maintaining electricity makes it easier to start the engine and improves the success rate of starting the engine.
  • the second aspect is optimized in terms of torque compensation of the generator of the vehicle.
  • step S105 that is, the vehicle is forced to maintain power-saving control according to the minimum power-saving point, which specifically refers to the following steps:
  • S1052 when the generator of the vehicle performs torque compensation on the engine of the vehicle, control the torque compensation of the generator according to the difference between the minimum power keeping point and the remaining power of the power battery and the difference between the target torque for distribution of the engine and the economic torque of the engine , wherein, the smaller the difference between the minimum power retention point and the remaining power of the power battery, the smaller the ratio of the torque compensation of the generator to the difference between the engine distribution target torque and the engine economic torque.
  • the generator is generally allowed to work in the state of power generation or boosting, so as to compensate the engine torque through the generator, so that the engine always works in the economic zone.
  • the difference between the minimum power preservation point and the remaining power of the power battery is determined, and the difference is associated with the torque compensation of the generator.
  • the torque compensation of the generator is controlled according to the difference between the minimum power protection point and the remaining power of the power battery. The smaller the compensation is in the difference between the engine distribution target torque and the engine economic torque. It can be understood that when the difference between the minimum power protection point and the remaining power of the power battery is larger, it means that the remaining power of the power battery is relatively sufficient at this time.
  • the torque compensation of the engine reduces the compensation power consumption of the generator, which also reduces the power consumption of the power battery, achieves the purpose of mandatory power preservation, and improves the success rate of subsequent engine startups.
  • the torque compensation of the generator is optimized according to the minimum power supply point, which effectively reduces the power consumption of the generator torque compensation, reduces the power consumption of the power battery, and makes the engine easier Start, improve the engine start success rate.
  • the third aspect is optimized from the aspect of vehicle generator power generation.
  • step S105 that is, the vehicle is forced to maintain power-saving control according to the minimum power-saving point, which specifically refers to the following steps:
  • S1053 Set the minimum power generation point of the generator of the vehicle as the minimum power protection point, so that when the remaining power of the power battery is less than or equal to the minimum power generation point, trigger the generator to generate power to charge the power battery; or, Increase the power generation of the generator so that the power of the power battery is not lower than the minimum power guarantee point.
  • the generator has a minimum power generation point, and when the remaining power of the power battery is less than or equal to the minimum power generation point, the generator will start to generate electricity.
  • the minimum power generation point of the generator is set as the minimum power protection point, so that when the power battery is at the minimum power protection point, the generator is triggered to generate power to When the power battery is charged, the generator can generate electricity as far as possible to the minimum power protection point when the power generation conditions are met, effectively ensuring that the remaining power of the power battery is not lower than the minimum power protection point, thus ensuring the engine It has sufficient driving power, which greatly improves the success rate of engine start-up.
  • the power generated by the generator will be limited by vehicle economy, NVH characteristic requirements, and battery input power.
  • the restrictions on vehicle economy, NVH characteristic requirements, and battery input power restrictions are appropriately relaxed, and the power generation power is increased as much as possible, so that the power of the power battery can be reduced.
  • the generator power generation is optimized according to the minimum power protection point, which effectively ensures the power of the power battery, so that the engine has enough circuits, which makes the engine easier to start, and improves the engine's performance. Startup success rate.
  • the fourth aspect is optimized in terms of generator torque limitation.
  • step S105 that is, the vehicle is forced to maintain power-saving control according to the minimum power-saving point, which specifically refers to the following steps:
  • S1054 Determine the relationship between the remaining power of the power battery and the minimum power storage point.
  • the output power of the engine refers to the power of the engine to drive the vehicle.
  • the torque limit threshold will be set as the minimum power saving point. Therefore, if the remaining power of the power battery is less than the minimum power saving point, the output of the engine will be limited. Power, and control the engine to drive the generator to generate electricity to charge the power battery, improve the ability to maintain power, and achieve the purpose of mandatory power protection.
  • the torque limit of the generator is optimized according to the minimum power protection point, which effectively reduces the power consumption caused by the output power of the engine, and the power battery is charged through the power generation method, The power consumption of the power battery is reduced, the engine is easier to start, and the success rate of the engine startup is improved.
  • the fifth aspect is optimized from the aspect of engine start and stop.
  • step S105 that is, after the vehicle is forced to maintain power-saving control according to the minimum power-holding point, the following steps may also be included:
  • S1056 Set the minimum power starting point corresponding to the engine as the minimum power maintaining point, so that when the remaining power of the power battery is lower than the minimum power starting point, the engine is in a normal starting state.
  • S1057 Control the starting power threshold and the shutdown power threshold of the engine according to the difference between the minimum power keeping point and the remaining power of the power battery, wherein the smaller the difference between the minimum power keeping point and the remaining power of the power battery, the engine The smaller the startup power threshold and the shutdown power threshold are.
  • the engine of the vehicle has a minimum power starting point, and when the remaining power of the power battery is lower than the minimum power starting point, the engine will be in a constant start state.
  • the engine is in the normal start state refers to the state in which the engine is prohibited from being stopped. If the engine is stopped and then the engine is started, it will take a certain time. During this period, if the user still has a large driving demand, it is only possible to output electricity through the power battery. Therefore, if the engine is frequently stopped and started, the effect of maintaining power will not be achieved.
  • the engine In the always-on state, the engine can participate in driving or generating electricity at any time according to demand.
  • the minimum power starting point corresponding to the engine is set as the minimum power power-holding point, so that when the remaining power of the power battery is lower than the minimum power starting point, the engine can be controlled to be in the normal starting state, and the That is to keep the engine in a standby state at any time, avoiding the subsequent problem that the engine may fail to start due to the influence of temperature.
  • the engine will be started to participate in driving or discharging, and when the driving power of the engine is less than the stopping power threshold, the engine will stop and turn to the drive.
  • the motor is driven first.
  • the difference between the minimum power saving point and the remaining power of the power battery is determined, and the difference is associated with the starting power threshold and the stopping power threshold.
  • the difference is smaller, the starting power
  • the starting of the engine is optimized from the aspect of starting and stopping of the engine according to the minimum power supply point, which makes it easier to start the engine and improves the success rate of starting.
  • the various manners of performing mandatory power-saving control on the vehicle according to the minimum power-holding point described in the foregoing embodiments are merely exemplary descriptions herein.
  • the aforementioned various methods of performing mandatory power-saving control on the vehicle according to the minimum power-saving point can be used in combination according to actual application scenarios and needs, and are not specifically limited.
  • the optimization parameters involved in the various ways of forcibly maintaining the vehicle according to the minimum power supply point can be determined according to actual tests or simulations. For example, when torque compensation is performed, the minimum power supply point The smaller the difference with the remaining power of the power battery, the less torque compensation of the generator.
  • the specific parameters involved in the reduction of the torque compensation of the generator can be determined by actual tests or simulations, which are not limited here, nor will they be explained. .
  • a power protection control device for a vehicle is provided, and the power protection control device for a vehicle is in one-to-one correspondence with the vehicle power protection control method in the above embodiments.
  • the power protection control device of the vehicle includes an acquisition module 101 , a first determination module 102 , a second determination module 103 and a control module 104 .
  • the detailed description of each functional module is as follows:
  • an obtaining module 101 configured to obtain the lowest predicted ambient temperature within a preset time period
  • a first determination module 102 configured to determine the minimum ambient temperature according to the minimum predicted ambient temperature and the current ambient temperature
  • the second determination module 103 is configured to determine, according to the minimum ambient temperature, the minimum power storage point of the power battery of the vehicle if the minimum ambient temperature is less than or equal to the first preset temperature threshold;
  • the control module 104 is configured to perform mandatory power-holding control on the vehicle according to the minimum power-holding point, so that the remaining power of the power battery is not lower than the minimum power-holding point.
  • the power protection control device of the vehicle further includes a detection module and a reminder module, wherein:
  • the detection module is used to detect the remaining power of the power battery in real time before the forced power-saving control of the vehicle is performed according to the minimum power-saving point;
  • the reminder module is used to remind the user to turn on the forced power saving function through a preset interaction method if the remaining power of the power battery drops to the preset power level;
  • the control module 104 is configured to, if receiving a confirmation instruction that the user chooses to turn on the forced power saving function, perform forced power saving control on the vehicle according to the minimum battery power saving point.
  • control module 104 is specifically configured to:
  • the torque distribution between the engine and the drive motor of the vehicle is controlled according to the difference between the minimum power retention point and the remaining power of the power battery.
  • control module 104 is specifically configured to:
  • the torque compensation of the generator is controlled according to the difference between the minimum power supply point and the remaining power of the power battery and the difference between the engine distribution target torque and the engine economic torque, wherein , the smaller the difference between the minimum power retention point and the remaining power of the power battery, the smaller the ratio of the torque compensation of the generator to the difference between the engine distribution target torque and the engine economic torque.
  • control module 104 is specifically configured to:
  • control module 104 is specifically configured to:
  • the output power of the engine of the vehicle is limited, and the generator of the engine-driven vehicle is controlled to generate electricity to charge the power battery.
  • control module 104 is also used to:
  • the minimum power starting point corresponding to the engine of the vehicle is set as the minimum power storage point.
  • the engine is in always-on state;
  • the starting power threshold and the shutdown power threshold of the engine are controlled. The smaller the power threshold and the shutdown power threshold.
  • the first determining module 102 is specifically configured to:
  • the predicted ambient temperature is determined to be the minimum ambient temperature
  • the current ambient temperature is determined to be the minimum ambient temperature.
  • the second determining module 103 is further configured to: if the minimum ambient temperature is greater than the first preset temperature threshold, determine the magnitude relationship between the minimum ambient temperature and the second preset temperature threshold;
  • the control module 104 is further configured to: if the minimum ambient temperature is greater than or equal to the second preset temperature threshold, exit the forced power-saving control for the vehicle; if the minimum ambient temperature is less than the second preset temperature threshold, maintain the previous forced power-saving control state of control.
  • the second determining module 102 is specifically configured to:
  • the preset calibration temperature value is a calibration temperature value corresponding to the current ambient temperature
  • the embodiment of the present disclosure provides a power protection control device for a vehicle. After the minimum power protection point is obtained, it is known that the power battery will face the minimum ambient temperature T_min in the future, the minimum remaining amount that can make the engine start normally Therefore, the vehicle can be forced to maintain power according to the minimum power protection point, so that the remaining power of the power battery is not lower than the minimum power protection point. In this way, it can be ensured that when the vehicle is powered on next time, the power battery has enough driving power to start the engine, thereby reducing or avoiding the risk of the vehicle lying down, increasing the probability of the engine starting successfully, and effectively ensuring that the engine can start normally. , to ensure the controllability of the vehicle.
  • Each module in the above-mentioned vehicle power protection control device may be implemented in whole or in part by software, hardware and combinations thereof.
  • the above modules can be embedded in or independent of the processor in the computer device in the form of hardware, or stored in the memory in the computer device in the form of software, so that the processor can call and execute the operations corresponding to the above modules.
  • a power protection control device for a vehicle includes a processor and a memory connected through a system bus.
  • the processor of the power protection control device of the vehicle is used to provide calculation and control capabilities.
  • the memory of the power protection control device of the vehicle includes a non-volatile storage medium and an internal memory.
  • the nonvolatile storage medium stores an operating system and a computer program.
  • the internal memory provides an environment for the execution of the operating system and computer programs in the non-volatile storage medium.
  • a power protection control device for a vehicle including a memory, a processor, and a computer program stored in the memory and running on the processor, when the processor executes the computer program Implement the following steps:
  • the minimum ambient temperature is less than or equal to the first preset temperature threshold, determine the minimum power storage point of the power battery according to the minimum ambient temperature
  • the vehicle is forced to maintain power control, so that the remaining power of the power battery is not lower than the minimum power protection point.
  • a readable storage medium on which a computer program is stored, and when the computer program is executed by a processor, the following steps are implemented:
  • the minimum ambient temperature is less than or equal to the first preset temperature threshold, determine the minimum power storage point of the power battery according to the minimum ambient temperature
  • the vehicle is forced to maintain power control, so that the remaining power of the power battery is not lower than the minimum power protection point.
  • Nonvolatile memory may include read only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory.
  • Volatile memory may include random access memory (RAM) or external cache memory.
  • RAM is available in various forms such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous chain Road (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.
  • SRAM static RAM
  • DRAM dynamic RAM
  • SDRAM synchronous DRAM
  • DDRSDRAM double data rate SDRAM
  • ESDRAM enhanced SDRAM
  • SLDRAM synchronous chain Road (Synchlink) DRAM
  • SLDRAM synchronous chain Road (Synchlink) DRAM
  • Rambus direct RAM
  • DRAM direct memory bus dynamic RAM
  • RDRAM memory bus dynamic RAM

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Abstract

提供了一种车辆的保电控制方法、装置及可读存储介质，用于解决车辆发动机的启动成功率较低，导致趴窝风险较高的问题。保电控制方法包括：获取预设时段内的最低预测环境温度（S101）；根据最低预测环境温度和当前环境温度确定最低环境温度（S102）；若最低环境温度小于或等于第一预设温度阈值（S103），则根据最低环境温度确定动力电池的最低电量保电点（S104）；根据最低电量保电点对车辆进行强制保电控制，以使得动力电池的剩余电量不低于最低电量保电点（S105）。

Description

车辆的保电控制方法、装置及可读存储介质
相关申请的交叉引用
本公开基于申请号为202010876473.3，申请日为2020年08月27日的中国专利申请提出，并要求该中国专利申请的优先权，该中国专利申请的全部内容在此引入本公开作为参考。
技术领域
本公开涉及车辆的发动机启动优化技术领域，尤其涉及一种车辆的保电控制方法、装置及可读存储介质。
背景技术
在启动车辆发动机时，一般有如下几种情况：第一种，车辆上配置有起动机，通过低压蓄电池放电，将低压蓄电池的电能转化为机械能，从而驱动发动机旋转实现发动机的启动，是传统燃油车及其他混动车的常用方法；第二种，车辆配置P0或P1驱动结构，通过动力电池放电使发动机启动；第三种，车辆配置P2或P3或P4驱动结构，通过动力电池放电，使P2、P3或P4驱动结构带动整车驱动，在车速起来后，结合离合器，利用惯性拖动发动机运转以启动发动机。
现有技术中，在启动车辆发动机时，当环境温度较低时且SOC较低时，放电功率极低，将导致不能直接启动发动机，降低了发动机成功启动的概率，车辆趴窝风险较高。
公开内容
本公开实施例提供一种车辆的保电控制方法、装置及可读存储介质，以解决现有技术中，发动机启动成功率较低，车辆趴窝风险较高的问题。
第一方面，提供了一种车辆的保电控制方法，包括：
获取预设时段内的最低预测环境温度；
根据最低预测环境温度和当前环境温度确定最低环境温度；
若最低环境温度小于或等于第一预设温度阈值，则根据最低环境温度确定车辆的动力电池的最低电量保电点；
根据最低电量保电点对车辆进行强制保电控制，以使得动力电池的剩余电量不低于最低电量保电点。
进一步地，根据最低电量保电点对车辆进行强制保电控制之前，方法包括：
实时检测动力电池的剩余电量；
若动力电池的剩余电量降到预设电量时，通过预设交互方式提醒用户打开强制保电功能；
若接收到用户选择打开强制保电功能的确认指令，则根据最低电量保电点对车辆进行强制保电控制。
进一步地，根据最低电量保电点对车辆进行强制保电控制，包括：
根据最低电量保电点与动力电池的剩余电量的差值，控制车辆的发动机和驱动电机的扭矩分配，其中，最低电量保电点与动力电池的剩余电量的差值越小，驱动电机的扭矩分配比例越少。
进一步地，根据最低电量保电点对车辆进行强制保电控制，包括：
在车辆的发电机对车辆的发动机进行扭矩补偿时，根据最低电量保电点与动力电池的剩余电量的差值以及发动机分配目标扭矩与发动机经济扭矩的差值，控制发电机的扭矩补偿，其中，最低电量保电点与动力电池的剩余电量的差值越小，则发电机的扭矩补偿在发动机分配目标扭矩与发动机经济扭矩的差值中的占比越少。
进一步地，根据最低电量保电点对车辆进行强制保电控制，包括：
将车辆发电机的最低电量发电点设为最低电量保电点，当动力电池的剩余电量小于或等于最低电量发电点时，触发发电机进行发电以对动力电池进行充电；
或，
增大发电机的发电功率，以使动力电池的剩余电量不低于最低电量保电点。
进一步地，根据最低电量保电点对车辆进行强制保电控制，包括：
判断动力电池的剩余电量与最低电量保电点的大小关系；
若动力电池的剩余电量小于最低电量保电点，则限制车辆的发动机的输出功率，并控制发动机驱动车辆的发电机发电以对动力电池进行充电。
进一步地，根据最低环境温度确定动力电池的最低电量保电点之后，方法还包括：
将车辆的发动机对应的最低电量启动点设为最低电量保电点，当动力电池的剩余电量低于最低电量启动点时，发动机处于常起状态；
根据最低电量保电点与动力电池的剩余电量的差值，控制发动机的启动功率阈值和停机功率阈值，其中，最低电量保电点与动力电池的剩余电量的差值越小，则发动机的启动功率阈值和停机功率阈值越小。
进一步地，根据预测环境温度和当前环境温度确定最低环境温度，包括：
判断预测环境温度与当前环境温度的大小关系；
若预测环境温度小于当前环境温度，则确定预测环境温度为最低环境温度；
若预测环境温度大于或等于当前环境温度，则确定当前环境温度为最低环境温度。
进一步地，方法还包括：
若最低环境温度大于第一预设温度阈值，则判断最低环境温度与第二预设温度阈值的大小关系；
若最低环境温度大于或等于第二预设温度阈值，则控制车辆退出强制保电控制；
若最低环境温度小于第二预设温度阈值，则维持上一强制保电控制的状态。
进一步地，确定是否获取到未来预设时段内的最低预测环境温度之后，方法还包括：
若未获取到未来预设时段内的最低预测环境温度，则确定当前环境温度与预设标定温度值的差值，所述预设标定温度值为与所述当前环境温度对应的标定温度值；
将当前环境温度与预设标定温度值的差值作为最低环境温度。
第二方面，提供了一种车辆的保电控制装置，包括：
获取模块，用于获取预设时段内的最低预测环境温度；
第一确定模块，用于若获取到最低预测环境温度，则根据最低预测环境温度和当前环境温度确定最低环境温度；
第二确定模块，用于若最低环境温度小于或等于第一预设温度阈值，则根据最低环境温度确定车辆的动力电池的最低电量保电点；
控制模块，用于根据最低电量保电点对车辆进行强制保电控制，以使得动力电池的剩余电量不低于最低电量保电点。
第三方面，提供了一种车辆的保电控制装置，包括存储器、处理器以及存储在存储器中并可在处理器上运行的计算机程序，处理器执行计算机程序时实现上述的车辆的保电控制方法。
第四方面，提供了一种可读存储介质，可读存储介质存储有计算机程序，计算机程序被处理器执行时实现上述的车辆的保电控制方法。
可见，本公开所提供的方案中，在根据未来的低环境温度下获取到最低电量保电点之后，便知道了未来能够使得发动机正常启动的最低剩余电量值，便可根据最低电量保电点对车辆进行强制保电控制，可使得动力电池的剩余电量不低于该最低电量保电点，这样，便可以确保下次车辆上电时，动力电池有足够的驱动功率启动发动机，增大了发动机启动成功的概率，从而减少或避免了车辆的趴窝风险，有效地保证了发动机能够正常启动。
附图说明
为了更清楚地说明本公开实施例的技术方案，下面将对本公开实施例的描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本公开的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动性的前提下，还可以根据这些附图获得其他的附图。
图1是本公开实施例中车辆的保电控制方法的一流程示意图；
图2是本公开实施例中车辆的保电控制方法的另一流程示意图；
图3是本公开实施例中步骤S102的一个具体实施方式流程示意图；
图4是本公开实施例中车辆的保电控制方法的另一流程示意图；
图5是本公开实施例中车辆的保电控制方法的另一流程示意图；
图6是本公开实施例中步骤S105的第一方面实施例的流程图；
图7是本公开实施例中步骤S105的第二方面实施例的流程图；
图8是本公开实施例中步骤S105的第三方面实施例的流程图；
图9是本公开实施例中步骤S105的第四方面实施例的流程图；
图10是本公开实施例中步骤S105的第五方面实施例的流程图；
图11是本公开实施例中车辆的保电控制装置的一个结构示意图；
图12是本公开实施例中车辆的保电控制装置的另一结构示意图。
具体实施方式
下面将结合本公开实施例中的附图，对本公开实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本公开一部分实施例，而不是全部的实施例。基于本公开中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本公开保护的范围。
本公开提供了一种车辆的保电控制方法，该车辆可以是指混合动力车辆和传统的燃油车辆中，示例性的，例如，该车辆可以是指双模电动力车(Dual Mode Electric Vehicle)，具体本公开不做限定。本公开中，提供了一种车辆控制方法，以解决现有技术中不能够直接启动发动机，或加速拖动发动机启动，导致车辆趴窝风险较高的问题。下面对本公开提供的车辆控制方法进行详细的描述。
在一些实施例中，如图1所示，提供一种车辆的保电控制方法，包括如下步骤：
S101：获取到预设时段内的最低预测环境温度T1。
最低预测环境温度T1指的是，通过预设方式获取的未来的预设时段内，车辆所属区域最低的预测环境温度。示例性的，在一实施方式中，该预设时段指的是未来24小时内，则最低预测环境温度T1指的是未来24小时内预测的最低环境温度。在一实施方式中，可以通过互联网的形式，从天气预报机构获取未来预设时段内的最低预测环境温度T1。
需要说明的是，车辆所属区域是指车辆所在的区域，例如某个城市或某个地区，例如，在一应用场景中，当用户触发了强制保电功能，则可以选择某个区域作为车辆未来24小时所处的区域，以便获取到未来预设时段内的该区域的最低预测环境温度T1，或者通过定位手段确定车辆所在的区域，以定位手段确定未来某段时间内车辆所在的区域，从而获取到未来的预设时段内的该区域的最低预测环境温度T1，为后面的执行逻辑提供条件。
可见，本实施例中，会实时确定是否获取到未来的预设时段内的最低预测环境温度T1，若获取到未来的预设时段内的最低预测环境温度T1，则执行步骤S102。另外值得注意的是，通过互联网获取最低预测环境温度T1，可增强车辆与互联网的交互性，更加智能化。
S102：根据最低预测环境温度T1和当前环境温度T2确定最低环境温度T_min。
本实施例中，还可以实时获取车辆的当前环境温度T2。在获取到最低预测环境温度T1和当前环境温度T2之后，根据根据最低预测环境温度T1和当前环境温度T2确定最低环境温度T_min，在一些实施例中，可以直接从最低预测环境温度T1和当前环境温度T2中选出最低的温度作为该最低环境温度T_min。
可以理解的是，最低预测环境温度T1和当前环境温度T2均可能是变化的值，本公开实施例中可以实时获取最低预测环境温度T1和当前环境温度T2，并实时根据最低预测环境温度T1和当前环境温度T2确定最低环境温度T_min。
S103：判断最低环境温度T_min与第一预设温度阈值T4的大小关系，若最低环境温度T_min小于或等于第一预设温度阈值T4，则执行步骤S104。
S104：根据最低环境温度T_min确定动力电池的最低电量保电点。
第一预设温度阈值T4是预先配置的温度阈值。在实现本步骤之前，可以通过实车实时的环境温度 进行实车模拟试验，以确定实车在该实时的环境温度下，实车会出现趴窝风险的温度阈值。
在根据最低预测环境温度T1和当前环境温度T2确定最低环境温度T_min之后，会判断最低环境温度T_min与第一预设温度阈值T4的大小关系，若最低环境温度T_min小于或等于第一预设温度阈值T4，说明车辆的动力电池将面临某种导致趴窝风险的低温状态，此时需控制车辆进入强制保电状态，以减少或避免后续的动力电池的剩余电量不足的问题，从而确保下次上电后，动力电池有足够的电量提供给发动机，使得发动机具有足够的驱动功率启动发动机，避免或减少车辆存在趴窝风险。
具体地，若最低环境温度T_min小于或等于第一预设温度阈值T4，则根据最低环境温度T_min确定最低电量保电点。本实施例中，针对不同的最低环境温度T_min，对应配置有对应的最低电量保电点，该最低电量保电点是当前最低环境温度T_min下，使得车辆在最低环境温度T_min下不会存在趴窝风险，能使发动机正常启动的最低剩余电量。
S105：根据最低电量保电点对车辆进行强制保电控制，以使得动力电池的剩余电量不低于最低电量保电点。
可见，本公开实施例提供了一种车辆的保电控制方法，在获取到最低电量保电点之后，便知道了动力电池在未来面临的最低环境温度T_min下，能够使得发动机正常启动的最低剩余电量值，因此，可根据最低电量保电点对车辆进行强制保电控制，使得动力电池的剩余电量不低于该最低电量保电点。这样，便可以确保下次车辆上电时，动力电池有足够的驱动功率启动发动机，从而减少或避免了车辆的趴窝风险，增大了发动机启动成功的概率，有效地保证了发动机能够正常启动，保证了车辆的可控性。
在一些实施例中，根据最低电量保电点对车辆进行强制保电控制之前，方法还包括如下步骤：
实时检测动力电池的剩余电量；
若动力电池的剩余电量降到预设电量时，通过预设交互方式提醒用户打开强制保电功能；
若接收到用户选择打开强制保电功能的确认指令，则根据最低电量保电点对车辆进行强制保电控制；
若接收到用户未选择打开强制保电功能的确定指令，则对车辆进行正常保电控制。
可以理解，在该实施例中，可以实时检测动力电池的剩余电量，也即动力电池的SOC值，若动力电池的剩余电量降到预设电量时，通过预设交互方式提醒用户打开强制保电功能。其中，该预设交互方式在本公开实施例中不做具体限定，可通过声音和/或显示界面进行提醒，示例性的，可以通过中控屏幕显示一提醒界面并用提醒声音辅助，以提醒用户打开强制保电功能。当动力电池的剩余电量降到预设电量时，若不进行强制保电，车辆在下次上电时将有趴窝风险，该预设电量可根据试验确定，具体不做限定，在一应用场景中，可以将该预设电量直接设为最低电量保电点，或者设为最低电量保电点附近的值，具体不做限定。
在通过预设交互方式提醒用户打开强制保电功能之后，用户可以选择是否打开强制保电功能。例如，用户可以触发提醒界面的相应位置以确定是否选择强制保电功能。因此，在通过预设交互方式提醒用户打开强制保电功能，可以实时确定用户触发的确认指令类型，若接收到用户选择打开强制保电功能的确认指令，则根据最低电量保电点对车辆进行强制保电控制；若接收到用户未选择打开强制保电功能的确定指令，则对车辆进行正常保电控制。
需要说明的是，在一些实施例中，如图2所示，可以在用户选择打开强制保电功能后才执行上述步骤S101-S105，具体地，结合上述实施例，如图2所示，方法还包括如下步骤：
S106：判断动力电池的剩余电量是否降到预设电量，若动力电池的剩余电量降到预设电量时，则执行步骤S107。
S107：通过预设交互方式提醒用户打开强制保电功能。
S108：确定用户反馈的确认指令类型，若接收到用户选择打开强制保电功能的确认指令，则触发执行步骤S101-S105。
具体不做限定，在另一些实施例中，也可以实时先确定出最低电量保电点，最后依据用户打开强制保电功能后，直接根据该最低电量保电点进行强制保电处理，图2所示的步骤顺序关系在此仅为示例性说明，并不对本公开实施例造成限定。
在一些实施例中，如图3所示，步骤S102中，也即根据最低预测环境温度T1和当前环境温度T2 确定最低环境温度T_min，具体包括如下步骤：
S1021：判断预测环境温度T1与当前环境温度T2的大小关系；
S1022：若预测环境温度T1小于当前环境温度T2，则确定预测环境温度T1为最低环境温度T_min；
S1023：若预测环境温度T1大于或等于当前环境温度T2，则确定当前环境温度T2为最低环境温度T_min。
该实施例中，在实时获取到预测环境温度T1与当前环境温度T2之后，会实时判断预测环境温度T1与当前环境温度T2的大小关系，从预测环境温度T1与当前环境温度T2中选取动力电池后续会面临的最低环境温度T_min。也即：若T1<T2，则T_min＝T1，若T1≥T2，则T_min＝T2。
可见，该实施例中，提高了一种具体根据最低预测环境温度T1和当前环境温度T2确定最低环境温度T_min的实施方式，可直接从当前环境温度T2确定最低环境温度T_min这两者确定出一个最低环境温度作为最低环境温度T_min，提高了方案的可实施性和计算便利性。
在一些实施例中，如图4所示，步骤S103之后，也即判断最低环境温度T_min与第一预设温度阈值T4的大小关系之后，方法还包括如下步骤：
S109：若最低环境温度T_min大于第一预设温度阈值T4，则判断最低环境温度T_min与第二预设温度阈值T5的大小关系；
S110：若最低环境温度T_min大于或等于第二预设温度阈值T5，则对车辆退出强制保电控制。
在判断最低环境温度T_min与第一预设温度阈值T4的大小关系之后，由前述实施例描述可知，若最低环境温度T_min小于或等于第一预设温度阈值T4，说明车辆的动力电池将面临某种低温状态，此时需控制车辆进入强制保电状态，具体地，会根据最低环境温度T_min确定最低电量保电点并根据最低电量保电点对动力电池进行强制保电控制，以减少或避免后续的动力电池的剩余电量不足，从而确保下次上电有足够放电功率启动发动机。
该实施例中，若最低环境温度T_min大于或等于第一预设温度阈值T4，此时会继续判断最低环境温度T_min与第二预设温度阈值T5的大小关系，若最低环境温度T_min大于或等于第二预设温度阈值T5，则对车辆退出强制保电控制。
在另一些实施例中，若最低环境温度T_min大于或等于第一预设温度阈值T4，此时会继续判断最低环境温度T_min与第二预设温度阈值T5的大小关系，若最低环境温度T_min大于或等于第二预设温度阈值T5，则对车辆进行正常保电控制。
需要说明的是，正常保电控制有区别于本公开实施例中提到的强制保控制功能所触发的强制保电控制，正常保电控制指的是车辆原先配置的保电控制策略，例如针对于其他保电需求而设的保电控制。而本公开实施例中提到的强制保电控制是为防止车辆趴窝，防止发动机可能无法正常启动的强制保电，如当用户选择强制保电功能后触发的保电控制。该实施例中，若最低环境温度T_min大于或等于第二预设温度阈值T5，说明车辆的环境温度较高，不会导致动力电池的剩余电量过低，此时对动力电池进行正常保电控制即可，有效地保证了车辆的运行需求。
S111：若最低环境温度T_min小于第二预设温度阈值T5，则维持上一强制保电控制的状态。
该实施例中，若最低环境温度T_min小于第二预设温度阈值T5，则维持上一强制保电控制的状态。
其中，值得注意的是，该上一强制保电控制的状态可能是强制保电控制的进行中状态，也可能是强制保电控制的退出状态，主要包括以下两方面：
第一方面，如前述，在进入强制保电功能后，若最低环境温度T_min小于或等于第一预设温度阈值T4时，会根据最低环境温度T_min确定最低电量保电点并根据最低电量保电点对动力电池进行强制保电控制，从而进入强制保电状态，随后，最低环境温度T_min一般会产生变化，当最低环境温度T_min小于第二预设温度阈值T5，会维持上一强制保电控制的状态，也即强制保电控制的进行中状态；当最低环境温度T_min大于或等于第二预设温度阈值T5，则退出强制保电控制。
第二方面，最低环境温度T_min小于或等于第一预设温度阈值T4时，对应的强制保电控制的状态可能为进行中状态或者退出状态，随后，最低环境温度T_min也会产生变化，若最低环境温度T_min小于第二预设温度阈值T5时，会维持上一强制保电控制的状态，例如，强制保电控制的原状态为进行中状态，则维持该强制保电控制的状态，强制保电控制的原状态为退出状态，则维持该强制保电控制的 状态。当最低环境温度T_min大于或等于第二预设温度阈值T5，则退出强制保电控制，例如，强制保电控制的原状态为进行中状态，则退出强制保电控制，强制保电控制的原状态为退出状态，则保持不变。
在一些实施例中，如图5所示，S101之后，也即确定是否获取到未来的预设时段内的最低预测环境温度T1之后，若未获取到未来的预设时段内的最低预测环境温度T1，则执行如下步骤：
S112：确定当前环境温度T2与预设标定温度值T3的差值，所述预设标定温度值为与所述当前环境温度对应的标定温度值；
S113：将当前环境温度T2与预设标定温度值T3的差值作为最低环境温度T_min。
若未获取到预设时段内的最低预测环境温度T1，说明此时无法借助预测的环境温度得到车辆未来可能面临的最低环境温度T_min，本实施例中，可确定当前环境温度T2与预设标定温度值T3的差值(T2-T3)，并将差值(T2-T3)作为最低环境温度T_min。
需要说明的是，该预设标定温度值T3为根据经验标定得到的温度值。在实际应用中，当前环境温度对应的预设标定温度值可以根据标定试验获取，从而得到当前环境温度下对应的最佳的温度值作为当前环境温度下对应的预设标定温度值。例如，可进行标定试验，确定车辆在不同运行情况下(如区域不同和/或时段)，每个时刻的实际环境温度下，依据实际或实验的保电效果确定出当前环境温度应该对应的预设标定温度值，并对当前环境温度对应的预设标定温度值进行关联标定。比如，t n1、t n2、t n3、。。。、t nm，分别表示不同时刻对应的当前环境温度，则t p1、t p2、t p3、。。。、t pm分别对应t n1、t n2、t n3、。。。、t nm对应的标定温度，并建立各自的对应关系，便后具体实施时根据实际的当前环境温度查询出对应的预设标定温度值。
因此，当无法获取到未来的预设时段内的最低预测环境温度T1时，可根据当前环境温度T2获取预设标定温度值T3，并将当前环境温度T2与预设标定温度值T3的差值作为最低环境温度T_min，以便后续根据最低环境温度T_min执行强制保电控制逻辑，提高了方案的可实施性和实用性，同时，也有效地保证了在互联网等通信故障导致网络不可用，无法获取到未来的预设时段内的最低预测环境温度T1时的强制保电控制措施能得以实施，进一步地避免或减低了车辆趴窝的风险，极大地增大了发动机启动成功的概率，有效地保证了发动机能够正常启动，保证了车辆的可控性。
在一些实施例中，步骤S104中，也即根据最低环境温度T_min确定最低电量保电点，具体指的是根据该最低环境温度T_min，从预设的温度-保电点表中查询出与该最低环境温度T_min对应的电量保电点作为最低电量保电点。
需要说明的是，该预设的温度-保电点表中存储有各种最低环境温度T_min与对应的最低电量保电点，其中，表中各最低环境温度T_min与对应的最低电量保电点的对应关系可以通过实车试验标定获取得到。
在一些实施例中，该温度-保电点表中最低环境温度T_min与对应的最低电量保电点的对应关系通过如下标定方式获取：为了试验得到实际车辆在运行中最优的强制保电效果，以获取不同下最低环境温度T_min对应的最低电量保电点，可以先通过实车进行最低电量保电点的标定试验，具体地，可以模拟车辆在预设时段内可能面临的最低环境温度，并固定动力电池的剩余电量，根据模拟的最低环境温度和剩余电量进行试验，通过预设的强制保电措施进行试验，以获取当前的强制保电效果；改变动力电池的剩余电量并不断重复试验，以确定能满足预设强制保电效果(发动机能正常启动)的最低剩余电量作为该最低环境温度下对应的最低电量保电点，不断改变最低环境温度并重复试验以获取不同最低环境温度下对应的最低电量保电点，这样，利用试验得到的不同最低环境温度对应的最低电量保电点便可以得到上述温度-保电点表。
需要说明的是，为了提高方案的可实施性和实用性，本公开提供了多种根据最低电量保电点对车辆进行强制保电控制的方式，包括对发动机、发电机、驱动电机等方面的优化处理，以保障发动机的启动成功率，下面分别进行描述。
第一方面，如图6所示，从车辆驱动电机的扭矩分配方面优化。
在一些实施例中，步骤S105中，也即根据最低电量保电点对车辆进行强制保电控制，具体包括：
S1051：根据最低电量保电点与动力电池的剩余电量的差值，控制车辆的发动机和驱动电机的扭矩分配，其中，最低电量保电点与动力电池的剩余电量的差值越小，驱动电机的扭矩分配比例越少。
可以理解，发动机启动并进入并联驱动后，驱动源有发动机和驱动电机，此时存在扭矩分配关系，通常驱动电机的扭矩分配与动力电池的剩余电量(SOC)和车速相关。
如表1所示，为SOC-驱动电机扭矩分配比例：
表1
SOC％ sl s2
驱动电机扭矩分配比例％ kl k2
为便于理解SCO与驱动电机分配扭矩的关系，这里设两个扭矩分配点，驱动电机扭矩分配比例在两个SOC点之间线性变化，sl<s2，且kl<k2，也就是，SOC与驱动电机扭矩分配比例是呈线性正相关关系。
如表2所示，为车速-驱动电机扭矩分配比例：
表2
车速km/h s3 s4
驱动电机扭矩分配比例％ kl k2
为便于理解车速与驱动电机分配扭矩的关系，这里设两个扭矩分配点，驱动电机扭矩分配比例在两个车速点之间线性变化，s3<s4，且k3>k4，也就是，车速与驱动电机扭矩分配比例是呈线性负相关关系。
未强制保电处理时，会从车速-驱动电机扭矩分配关系确定的扭矩分配比例，以及SOC-驱动电机扭矩分配关系确定的扭矩分配比例选取最小的比例作为驱动电机的扭矩分配比例。而在本公开实施例中，在确定强制保电处理之后，会确定最低电量保电点与动力电池的剩余电量的差值，并将该差值与驱动电机的扭矩分配比例相关联(如上表中的k1-k4)，具体地，在满足车辆驱动需求下，该差值越小，则说明强制保电需求越强烈，则会减少驱动电机的扭矩分配，也即差值越小，发动机的扭矩分配越少，从而减少了驱动电机的电量消耗，也就降低了动力电池的电量消耗，达到强制保电的目的，有效地保证后续发动机的启动成功率。
可见，在该实施例中，根据最低电量保电点，从车辆驱动电机的扭矩分配方面进行了优化，有效地减少了驱动电机驱动电量的消耗，也就降低了动力电池的电量消耗，达到强制保电的目的，使得发动机更容易启动，提高了发动机的启动成功率。
第二方面，如图7所示，从车辆的发电机的扭矩补偿方面优化。
在一些实施例中，步骤S105中，也即根据最低电量保电点对车辆进行强制保电控制，具体指的是如下步骤：
S1052：在车辆的发电机对车辆的发动机进行扭矩补偿时，根据最低电量保电点与动力电池的剩余电量的差值以及发动机分配目标扭矩与发动机经济扭矩的差值，控制发电机的扭矩补偿，其中，最低电量保电点与动力电池的剩余电量的差值越小，则发电机的扭矩补偿在发动机分配目标扭矩与发动机经济扭矩的差值中的占比越少。
可以理解，出于经济性考虑，发动机启动并进入并联驱动后，发动机扭矩在已知分配扭矩时，会优先工作在经济扭矩，但整车的驱动需求是不断变化的，预先分配的经济扭矩可能多余，也有可能不足，因此，一般会允许发电机工作在发电或助力状态，从而通过发电机对发动机扭矩进行补偿，使得发动机始终工作在经济区。其中，发电机的助力部分扭矩＝(发动机分配目标扭矩-发动机经济扭矩)*k5，可见，k5越大时，则整车的动力响应会更快，相对耗电越快。而在本公开实施例中，在确定进行强制保电处理之后，会确定最低电量保电点与动力电池的剩余电量的差值，并将该差值与发电机的扭矩补偿相关联，在进行扭矩补偿时，根据最低电量保电点与动力电池的剩余电量的差值控制发电机的扭矩补偿，其中，最低电量保电点与动力电池的剩余电量的差值越小，则发电机的扭矩补偿在发动机分配目标扭矩与发动机经济扭矩的差值中的占比越少。可以理解，当最低电量保电点与动力电池的剩余电量的差值越大，说明此时动力电池的剩余电量还比较充足，此时会优先保障整车动力响应，发电机的扭矩补偿会较多，当最低电量保电点与动力电池的剩余电量的差值越小，说明此时动力电池的剩余电量可能不够，此时会减少发电机的扭矩补偿，如可以降低k5值，从而减少发电机的扭矩补偿，降低发电机的补偿电量消耗，也就降低了动力电池的电量消耗，达到强制保电的目的，提高了后续发动机的启动成功率。
可见，在该实施例中，根据最低电量保电点，从发电机的扭矩补偿方面进行了优化，有效地减少了发电机扭矩补偿的电量消耗，降低了动力电池的电量消耗，使得发动机更容易启动，提高了发动机的启动成功率。
第三方面，如图8所示，从车辆发电机发电方面进行优化。
在一些实施例中，步骤S105中，也即根据最低电量保电点对车辆进行强制保电控制，具体指的是如下步骤：
S1053：将车辆的发电机的最低电量发电点设为最低电量保电点，以使动力电池的剩余电量小于或等于最低电量发电点时，触发发电机进行发电以对动力电池进行充电；或，增大发电机的发电功率，以使动力电池的电量不低于最低电量保电点。
可以理解，发电机具有最低电量发电点，当动力电池的剩余电量小于或等于该最低电量发电点时，发电机会启动发电。本实施例中，在确定进行强制保电处理之后，会将发电机的最低电量发电点设为最低电量保电点，以使动力电池在最低电量保电点时，触发发电机进行发电以对动力电池进行充电，可以使得发电机在满足发电条件下时，尽可能的往该最低电量保电点发电，有效地保证动力电池的剩余电量不低于该最低电量保电点，从而保证了发动机具有足够的驱动功率，极大的提高了发动机的启动成功率。
另外，发电机的发电功率会整车经济性、NVH特性需求的限制、以及电池输入功率等限制。而在本公开实施例中，在确定进行强制保电处理之后，会适当放宽整车经济性、NVH特性需求的限制、以及电池输入功率等限制，尽可能增大发电功率，使得动力电池的电量尽可能的保持在最低电量保电点以上，有效地保证了发动机具有足够的驱动功率，极大的提高了发动机的启动成功率。
可见，在该实施例中，根据最低电量保电点，从发电机发电方面进行了优化，有效地保证了动力电池的电量，使得发动机具有足够的电路，使得发动机更容易启动，提高了发动机的启动成功率。
第四方面，如图9所示，从发电机扭矩限制方面优化。
在一些实施例中，步骤S105中，也即根据最低电量保电点对车辆进行强制保电控制，具体指的是如下步骤：
S1054：判断动力电池的剩余电量与最低电量保电点的大小关系。
S1055：若动力电池的剩余电量小于最低电量保电点，则限制车辆的发动机的输出功率，并控制发动机驱动车辆的发电机发电以对动力电池进行充电。其中，发动机的输出功率指的是发动机驱动车辆的功率。
可以理解，未进行强制保电处理时，当动力电池的剩余电量低于某个扭矩限制阈值时，会限制发动机的输出功率并通过控制发动机驱动发电机发电以对动力电池进行充电。而在该实施例中，在确定进行强制保电处理时，会将该扭矩限制阈值设为最低电量保电点，因此，若动力电池的剩余电量小于最低电量保电点，则限制发动机的输出功率，并控制发动机驱动发电机发电以对动力电池进行充电，提高保电能力，达到强制保电的目的。
可见，在该实施例中，根据最低电量保电点，从发电机的扭矩限制方面进行了优化，有效地减少了发动机的输出功率导致的电量消耗，且会通过发电途径对动力电池进行充电，降低了动力电池的电量消耗，使得发动机更容易启动，提高了发动机的启动成功率。
第五方面，如图10所示，从发动机启停方面优化。
在一些实施例中，步骤S105中，也即根据最低电量保电点对车辆进行强制保电控制之后，还可以包括如下步骤：
S1056：将发动机对应的最低电量启动点设为最低电量保电点，以使得动力电池的剩余电量低于最低电量启动点时，发动机处于常起状态。
S1057：根据最低电量保电点与动力电池的剩余电量的差值，控制发动机的启动功率阈值和停机功率阈值，其中，最低电量保电点与动力电池的剩余电量的差值越小，则发动机的启动功率阈值和停机功率阈值越小。
可以理解，车辆的发动机存在最低电量启动点，当动力电池的剩余电量低于该最低电量启动点，发动机将处于常起状态。其中，发动机处于常起状态是指处于禁止发动机停机的状态，若发动机停机后再让发动机启动需要一定的时间，在此期间若用户仍有较大的驱动需求时，只可能通过动力电池输出电能 满足，因此若发动机频繁停机和启动，则达不到保电效果。在常起状态下，发动机可随时根据需求参与驱动或发电。
该强制保电控制方式中，将发动机对应的最低电量启动点设为该最低电量保电点，这样，当动力电池的剩余电量低于最低电量启动点时，可控制发动机处于常起状态，也即保持发动机处于随时待命状态，避免了后续由于温度影响，可能会导致发动机启动不成功的问题。
另外，一般在一定的车速和剩余电量下，当发动机的驱动功率大于启动功率阈值时，则会启动发动机参与驱动或放电，当发动机的驱动功率小于停机功率阈值时，则发动机停机，转由驱动电机优先驱动。在该强制保电方式中，会确定最低电量保电点与动力电池的剩余电量的差值，并将该差值与启动功率阈值和停机功率阈值关联，当该差值越小，则启动功率阈值和停机功率阈值越小，从而使得发动机更容易启动，更难停机，有效地增大了发动机启动成功率和时间。
可见，在该实施例中，根据最低电量保电点，从发动机启停方面对发动机的启动进行了优化，使得发动机更容易启动，提高了启动成功率。
需要说明的是，前述实施例所描述的各种根据最低电量保电点对车辆进行强制保电控制的方式，在此仅为示例性说明。另外，前述各种根据最低电量保电点对车辆进行强制保电控制的方式，可根据实际应用场景和需求进行搭配使用，具体不做限定。还需要说明的是，各种根据最低电量保电点对车辆进行强制保电控制的方式中涉及的优化参数可根据实际试验或仿真进行确定，例如，在进行扭矩补偿时，最低电量保电点与动力电池的剩余电量的差值越小，则发电机的扭矩补偿越少，该发电机的扭矩补偿减少多少涉及的具体参数可由实际试验或仿真进行确定，这里不做限定，也不展开说明。
应理解，上述实施例中各步骤的序号的大小并不意味着执行顺序的先后，各过程的执行顺序应以其功能和内在逻辑确定，而不应对本公开实施例的实施过程构成任何限定。
在一些实施例中，提供一种车辆的保电控制装置，该车辆的保电控制装置与上述实施例中车辆的保电控制方法一一对应。如图11所示，该车辆的保电控制装置包括获取模块101、第一确定模块102、第二确定模块103和控制模块104。各功能模块详细说明如下：
获取模块101，用于获取预设时段内的最低预测环境温度；
第一确定模块102，用于根据最低预测环境温度和当前环境温度确定最低环境温度；
第二确定模块103，用于若最低环境温度小于或等于第一预设温度阈值，则根据最低环境温度确定车辆的动力电池的最低电量保电点；
控制模块104，用于根据最低电量保电点对车辆进行强制保电控制，以使得动力电池的剩余电量不低于最低电量保电点。
在一些实施例中，该车辆的保电控制装置还包括检测模块和提醒模块，其中：
检测模块，用于在根据最低电量保电点对车辆进行强制保电控制之前，实时检测动力电池的剩余电量；
提醒模块，用于若动力电池的剩余电量降到预设电量时，通过预设交互方式提醒用户打开强制保电功能；
控制模块104，用于若接收到用户选择打开强制保电功能的确认指令，则根据最低电量保电点对车辆进行强制保电控制。
在一些实施例中，控制模块104，具体用于：
根据最低电量保电点与动力电池的剩余电量的差值，控制车辆的发动机和驱动电机的扭矩分配，其中，最低电量保电点与动力电池的剩余电量的差值越小，驱动电机的扭矩分配比例越少。
在一些实施例中，控制模块104，具体用于：
在车辆的发电机对车辆的发动机进行扭矩补偿时，根据最低电量保电点与动力电池的剩余电量的差值以及发动机分配目标扭矩与发动机经济扭矩的差值，控制发电机的扭矩补偿，其中，最低电量保电点与动力电池的剩余电量的差值越小，则发电机的扭矩补偿在发动机分配目标扭矩与发动机经济扭矩的差值中的占比越少。
在一些实施例中，控制模块104，具体用于：
将车辆的发电机的最低电量发电点设为最低电量保电点，当动力电池的剩余电量小于或等于在最低 电量发电点时，触发发电机进行发电以对动力电池进行充电；或，增大发电机的发电功率，以使动力电池的剩余电量不低于最低电量保电点。
在一些实施例中，控制模块104，具体用于：
判断动力电池的剩余电量与最低电量保电点的大小关系；
若动力电池的剩余电量小于最低电量保电点，则限制车辆的发动机的输出功率，并控制发动机驱动车辆的发电机发电以对动力电池进行充电。
在一些实施例中，控制模块104，还用于：
根据最低环境温度T_min确定动力电池的最低电量保电点之后，将车辆的发动机对应的最低电量启动点设为最低电量保电点，当动力电池的剩余电量低于最低电量启动点时，发动机处于常起状态；
根据最低电量保电点与动力电池的剩余电量的差值，控制发动机的启动功率阈值和停机功率阈值，其中，最低电量保电点与动力电池的剩余电量的差值越小，则发动机的启动功率阈值和停机功率阈值越小。
在一些实施例中，第一确定模块102，具体用于：
判断预测环境温度与当前环境温度的大小关系；
若预测环境温度小于当前环境温度，则确定预测环境温度为最低环境温度；
若预测环境温度大于或等于当前环境温度，则确定当前环境温度为最低环境温度。
在一些实施例中，第二确定模块103还用于：若最低环境温度大于第一预设温度阈值，则判断最低环境温度与第二预设温度阈值的大小关系；
控制模块104，还用于：若最低环境温度大于或等于第二预设温度阈值，则对车辆退出强制保电控制；若最低环境温度小于第二预设温度阈值，则维持上一强制保电控制的状态。
在一些实施例中，第二确定模块102，具体用于：
若未获取到预设时段内的最低预测环境温度，则确定当前环境温度与预设标定温度值的差值，所述预设标定温度值为与所述当前环境温度对应的标定温度值；
将当前环境温度与预设标定温度值的差值作为最低环境温度。
可见，本公开实施例提供了一种车辆的保电控制装置，在获取到最低电量保电点之后，便知道了动力电池在未来面临的最低环境温度T_min下，能够使得发动机正常启动的最低剩余电量值，因此，可根据最低电量保电点对车辆进行强制保电控制，使得动力电池的剩余电量不低于该最低电量保电点。这样，便可以确保下次车辆上电时，动力电池有足够的驱动功率启动发动机，从而减少或避免了车辆的趴窝风险，增大了发动机启动成功的概率，有效地保证了发动机能够正常启动，保证了车辆的可控性。
关于车辆的保电控制装置的具体限定可以参见上文中对于车辆的保电控制方法的限定，在此不再赘述。上述车辆的保电控制装置中的各个模块可全部或部分通过软件、硬件及其组合来实现。上述各模块可以硬件形式内嵌于或独立于计算机设备中的处理器中，也可以以软件形式存储于计算机设备中的存储器中，以便于处理器调用执行以上各个模块对应的操作。
在一个实施例中，提供了一种车辆的保电控制装置，车辆的保电控制装置包括通过系统总线连接的处理器、存储器。其中，该车辆的保电控制装置的处理器用于提供计算和控制能力。该车辆的保电控制装置的存储器包括非易失性存储介质、内存储器。该非易失性存储介质存储有操作系统和计算机程序。该内存储器为非易失性存储介质中的操作系统和计算机程序的运行提供环境。该计算机程序被处理器执行时以实现一种车辆的保电控制方法。
在一个实施例中，如图12所示，提供了一种车辆的保电控制装置，包括存储器、处理器及存储在存储器上并可在处理器上运行的计算机程序，处理器执行计算机程序时实现以下步骤：
获取预设时段内的最低预测环境温度；
根据最低预测环境温度和当前环境温度确定最低环境温度；
若最低环境温度小于或等于第一预设温度阈值，则根据最低环境温度确定动力电池的最低电量保电点；
根据最低电量保电点对车辆进行强制保电控制，以使得动力电池的剩余电量不低于最低电量保电点。
在一个实施例中，提供了一种可读存储介质，其上存储有计算机程序，计算机程序被处理器执行时实现以下步骤：
获取预设时段内的最低预测环境温度；
根据最低预测环境温度和当前环境温度确定最低环境温度；
若最低环境温度小于或等于第一预设温度阈值，则根据最低环境温度确定动力电池的最低电量保电点；
根据最低电量保电点对车辆进行强制保电控制，以使得动力电池的剩余电量不低于最低电量保电点。
本领域普通技术人员可以理解实现上述实施例方法中的全部或部分流程，是可以通过计算机程序来指令相关的硬件来完成，所述的计算机程序可存储于一非易失性计算机可读取存储介质中，该计算机程序在执行时，可包括如上述各方法的实施例的流程。其中，本申请所提供的各实施例中所使用的对存储器、存储、数据库或其它介质的任何引用，均可包括非易失性和/或易失性存储器。非易失性存储器可包括只读存储器(ROM)、可编程ROM(PROM)、电可编程ROM(EPROM)、电可擦除可编程ROM(EEPROM)或闪存。易失性存储器可包括随机存取存储器(RAM)或者外部高速缓冲存储器。作为说明而非局限，RAM以多种形式可得，诸如静态RAM(SRAM)、动态RAM(DRAM)、同步DRAM(SDRAM)、双数据率SDRAM(DDRSDRAM)、增强型SDRAM(ESDRAM)、同步链路(Synchlink)DRAM(SLDRAM)、存储器总线(Rambus)直接RAM(RDRAM)、直接存储器总线动态RAM(DRDRAM)、以及存储器总线动态RAM(RDRAM)等。
所属领域的技术人员可以清楚地了解到，为了描述的方便和简洁，仅以上述各功能单元、模块的划分进行举例说明，实际应用中，可以根据需要而将上述功能分配由不同的功能单元、模块完成，即将所述装置的内部结构划分成不同的功能单元或模块，以完成以上描述的全部或者部分功能。
以上所述实施例仅用以说明本公开的技术方案，而非对其限制；尽管参照前述实施例对本公开进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本公开各实施例技术方案的精神和范围，均应包含在本公开的保护范围之内。

Claims (13)

  1. 一种车辆的保电控制方法，其特征在于，包括：
    获取预设时段内的最低预测环境温度；
    根据所述最低预测环境温度和当前环境温度确定最低环境温度；
    若所述最低环境温度小于或等于第一预设温度阈值，则根据所述最低环境温度确定所述车辆的动力电池的最低电量保电点；
    根据所述最低电量保电点对所述车辆进行强制保电控制，以使得所述动力电池的剩余电量不低于所述最低电量保电点。
  2. 根据权利要求1所述的车辆的保电控制方法，其特征在于，所述根据最低电量保电点对所述车辆进行强制保电控制之前，所述方法包括：
    实时检测所述动力电池的剩余电量；
    若所述动力电池的剩余电量降到预设电量时，通过预设交互方式提醒用户打开强制保电功能；
    若接收到所述用户选择打开所述强制保电功能的确认指令，则根据所述最低电量保电点对所述车辆进行强制保电控制。
  3. 根据权利要求2所述的车辆的保电控制方法，其特征在于，所述根据所述最低电量保电点对所述车辆进行强制保电控制，包括：
    根据所述最低电量保电点与所述动力电池的剩余电量的差值，控制所述车辆的发动机和驱动电机的扭矩分配，其中，所述最低电量保电点与所述动力电池的剩余电量的差值越小，所述驱动电机的扭矩分配比例越少。
  4. 根据权利要求2或3所述的车辆的保电控制方法，其特征在于，所述根据所述最低电量保电点对所述车辆进行强制保电控制，包括：
    在所述车辆的发电机对所述车辆的发动机进行扭矩补偿时，根据所述最低电量保电点与所述动力电池的剩余电量的差值以及发动机分配目标扭矩与发动机经济扭矩的差值，控制所述发电机的扭矩补偿，其中，所述最低电量保电点与所述动力电池的剩余电量的差值越小，则所述发电机的扭矩补偿在发动机分配目标扭矩与发动机经济扭矩的差值中的占比越少。
  5. 根据权利要求2-4中任一项所述的车辆的保电控制方法，其特征在于，所述根据所述最低电量保电点对所述车辆进行强制保电控制，包括：
    将所述车辆的发电机的最低电量发电点设为所述最低电量保电点，当所述动力电池的剩余电量小于或等于所述最低电量发电点时，触发所述发电机进行发电以对所述动力电池进行充电；
    或，
    增大所述发电机的发电功率，以使所述动力电池的剩余电量不低于所述最低电量保电点。
  6. 根据权利要求2-5中任一项所述的车辆的保电控制方法，其特征在于，所述根据所述最低电量保电点对所述车辆进行强制保电控制，包括：
    判断所述动力电池的剩余电量与所述最低电量保电点的大小关系；
    若所述动力电池的剩余电量小于所述最低电量保电点，则限制所述车辆的发动机的输出功率，并控制所述发动机驱动所述车辆的发电机发电以对所述动力电池进行充电。
  7. 根据权利要求2-6中任一项所述的车辆的保电控制方法，其特征在于，所述根据所述最低环境温度确定动力电池的最低电量保电点之后，所述方法还包括：
    将所述车辆的发动机对应的最低电量启动点设为所述最低电量保电点，当所述动力电池的剩余电量低于所述最低电量启动点时，所述发动机处于常起状态；
    根据所述最低电量保电点与动力电池的剩余电量的差值，控制所述发动机的启动功率阈值和停机功率阈值，其中，所述最低电量保电点与动力电池的剩余电量的差值越小，则所述发动机的启动功率阈值和停机功率阈值越小。
  8. 根据权利要求1-7任一项所述的车辆的保电控制方法，其特征在于，所述根据所述预测环境温度和当前环境温度确定最低环境温度，包括：
    判断所述预测环境温度与所述当前环境温度的大小关系；
    若所述预测环境温度小于所述当前环境温度，则确定所述预测环境温度为所述最低环境温度；
    若所述预测环境温度大于或等于所述当前环境温度，则确定所述当前环境温度为所述最低环境温度。
  9. 根据权利要求1-8任一项所述的车辆的保电控制方法，其特征在于，所述方法还包括：
    若所述最低环境温度大于所述第一预设温度阈值，则判断所述最低环境温度与第二预设温度阈值的大小关系；
    若所述最低环境温度大于或等于所述第二预设温度阈值，则控制所述车辆退出强制保电控制；
    若所述最低环境温度小于所述第二预设温度阈值，则维持上一强制保电控制的状态。
  10. 根据权利要求1-9任一项所述的车辆的保电控制方法，其特征在于，所述方法还包括：
    若未获取到所述预设时段内的最低预测环境温度，则确定所述当前环境温度与预设标定温度值的差值，所述预设标定温度值为与所述当前环境温度对应的标定温度值；
    将所述当前环境温度与预设标定温度值的差值作为所述最低环境温度。
  11. 一种车辆的保电控制装置，其特征在于，包括：
    获取模块，用于获取预设时段内的最低预测环境温度；
    第一确定模块，用于根据所述最低预测环境温度和当前环境温度确定最低环境温度；
    第二确定模块，用于若所述最低环境温度小于第一预设温度阈值，则根据所述最低环境温度确定所述车辆的动力电池的最低电量保电点；
    控制模块，用于根据所述最低电量保电点对所述车辆进行强制保电控制，以使得所述动力电池的剩余电量不低于所述最低电量保电点。
  12. 一种车辆的保电控制装置，包括存储器、处理器以及存储在所述存储器中并可在所述处理器上运行的计算机程序，其特征在于，所述处理器执行所述计算机程序时实现如权利要求1至10任一项所述的车辆的保电控制方法。
  13. 一种可读存储介质，所述可读存储介质存储有计算机程序，其特征在于，所述计算机程序被处理器执行时实现如权利要求1至10任一项所述的车辆的保电控制方法。
PCT/CN2021/114536 2020-08-27 2021-08-25 车辆的保电控制方法、装置及可读存储介质 Ceased WO2022042604A1 (zh)

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