A method and system for power control of a range extender based on trip energy planning

Abstract

The application discloses a kind of range extender power control methods based on trip energy planning, comprising: the total energy required for the corresponding remaining trip of this trip is calculated;First remaining trip time, second remaining trip time are calculated based on vehicle speed and power respectively;Comprehensive remaining trip time is calculated based on first remaining trip time, second remaining trip time;Range extender target output power is calculated based on comprehensive remaining trip time and remaining energy requirement, and range extender is controlled by target output power.The application realizes the control of range extender power by comprehensively considering remaining driving range, energy consumption level and trip time, improves the rationality of vehicle energy management and energy utilization efficiency, and enhances the endurance guarantee capability of vehicle under complex working conditions.

Description

Technical Field

[0001] This invention relates to the field of vehicle energy management and control, and particularly to a range extender power control method and system based on trip energy planning. It also relates to a vehicle control method that determines the range extender power by predicting trip energy consumption and remaining power. This technology is also applicable to the field of fuel cell energy management and power control. Background Technology

[0002] In existing technologies, range extenders are typically used as auxiliary power supply devices, and are scheduled and controlled by the vehicle controller according to the vehicle's operating status. Existing range extender control methods mainly include start-stop control based on the battery's state of charge (SOC) and power-following control based on the vehicle's real-time power demand.

[0003] However, with the continuous expansion of electric vehicle application scenarios, especially in situations with long driving distances, high energy consumption levels, or frequent changes in operating conditions, existing range extender control strategies are gradually revealing certain limitations. For example, starting-stop control based solely on the battery's state of charge (SOC) makes it difficult to balance the energy demand for the remaining range with the uncertainty of driving time; while follow-up control based on real-time power demand can easily lead to frequent adjustments by the range extender or low energy utilization efficiency. Summary of the Invention

[0004] The purpose of this invention is to overcome the shortcomings of the prior art and provide a range extender power control method and system based on travel energy planning. By comprehensively considering the remaining driving range, energy consumption level and travel time, the range extender power is controlled to improve the rationality of vehicle energy management and energy utilization efficiency, and enhance the vehicle's range guarantee capability under complex working conditions.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0006] A range extender power control method based on travel energy planning, comprising:

[0007] Calculate the total energy required for the remaining journey corresponding to this trip;

[0008] The first remaining travel time and the second remaining travel time are calculated based on vehicle speed and power, respectively.

[0009] The combined remaining travel time is calculated based on the first remaining travel time and the second remaining travel time.

[0010] The target output power of the range extender is calculated based on the combined remaining travel time and remaining energy demand, and the range extender is controlled based on the target output power.

[0011] Obtain the predicted energy consumption per unit mileage and the remaining driving range for this trip. Calculate the total energy required for the remaining journey based on the predicted energy consumption per unit mileage and the remaining driving range. ;

[0012] The total energy E2 required for the remaining journey is calculated and predicted based on the vehicle's battery power data after the journey begins.

[0013] Based on the predicted total energy required for the remaining journey The total energy required for the remaining journey, E2, is calculated to obtain the total energy required for the remaining journey, E. total .

[0014] The method for calculating the total energy E1 required to predict the remaining journey is as follows:

[0015]

[0016] in This is the predicted energy consumption per unit distance. This represents the remaining driving distance.

[0017] The method for calculating the total energy E2 required to predict the remaining journey is as follows:

[0018] The remaining energy demand is calculated based on the vehicle's initial total energy demand and the energy consumed during driving. The formula is as follows:

[0019]

[0020] in This represents the total electricity demand at the start of the vehicle's journey. This represents the current amount of electricity consumed.

[0021] Total energy E required for the remaining journey total The calculation method includes: taking a weighted average of the total energy required for the remaining journey E1 and the total energy required for the remaining journey E2 to obtain the final total energy required for the remaining journey E. total The calculation method is as follows: ;

[0022] in These are weighting coefficients. and The values ​​are all between 0 and 1.

[0023] The first remaining travel time and the second remaining travel time are calculated based on vehicle speed and power, respectively, and include:

[0024] Calculate the first remaining travel time based on the remaining mileage and the vehicle's historical average speed. ,in

[0025]

[0026] in Remaining mileage; The vehicle's historical average speed during the initial stage of the journey;

[0027] The remaining travel time is predicted based on the energy dimension. The second remaining travel time is calculated based on the remaining total energy demand and the vehicle's historical average power consumption. ,in:

[0028]

[0029] This represents the total energy requirement for the remaining journey. This represents the vehicle's historical average power consumption during the initial stage of the journey.

[0030] The comprehensive remaining travel time calculated based on the first remaining travel time and the second remaining travel time includes: the remaining travel time... and The weighted fusion is performed to obtain the total remaining travel time.

[0031] ;

[0032] in , These are weighting coefficients.

[0033] And the values ​​are all between 0 and 1.

[0034] The method for calculating the target output power of a range extender is as follows:

[0035] ;

[0036] Where P is the target output power of the range extender; The remaining energy in the battery; To take into account the remaining travel time, This represents the total energy requirement for the remaining journey.

[0037] During vehicle operation, the range extender is controlled to operate at or slightly above the target power, and the state of charge (SOC) of the power battery is monitored in real time. When the actual SOC deviates from the target SOC trend, the output power of the range extender is dynamically corrected: when the SOC decreases too quickly, the output power of the range extender is increased; when the SOC decreases too slowly or the SOC is higher than expected, the output power of the range extender is reduced.

[0038] A range extender power control system based on travel energy planning includes a travel energy planning module, a remaining travel time determination module, and a range extender target power calculation module.

[0039] The trip energy planning module is used to calculate the total energy required for the remaining trip corresponding to the current trip.

[0040] The remaining travel time determination module is used to calculate the first remaining travel time and the second remaining travel time based on vehicle speed and power respectively, and to calculate the comprehensive remaining travel time based on the first remaining travel time and the second remaining travel time.

[0041] The range extender target power calculation module is used to calculate the target output power of the range extender based on the comprehensive remaining travel time and remaining energy demand, and to control the range extender based on the target output power.

[0042] The advantages of this invention are: by comprehensively considering remaining driving range, energy consumption level, and travel time to control the power of the range extender, the rationality of vehicle energy management and energy utilization efficiency are improved, enhancing the vehicle's range assurance capability under complex operating conditions. Compared with the prior art, this application has at least the following beneficial effects:

[0043] (1) Realize power planning for stroke-level range extenders

[0044] This application performs range-level energy planning based on the expected driving range and energy consumption per unit mileage, so that the determination of the range extender power no longer depends solely on instantaneous operating conditions or a fixed power battery SOC threshold, thereby improving the foresight and overall stability of the range extender control and facilitating the rational allocation of vehicle energy.

[0045] (2) Improve the power matching capability and operational adaptability of the range extender

[0046] By comprehensively analyzing energy demand and remaining driving time at the travel level, the target output power of the range extender can be reasonably determined, enabling the range extender to maintain a more stable and continuous operating state during driving. This avoids insufficient energy compensation due to power decision lag, thereby improving the operational reliability of the vehicle under different configurations and operating conditions.

[0047] (3) The remaining power of the power battery at the end of the trip is controllable.

[0048] This application uses the target remaining state of charge as an energy management constraint, so that the power battery SOC can be maintained within a preset range after the vehicle completes a predetermined journey, avoiding the problem of excessively high or low remaining charge at the destination, and improving the safety and service life of the power battery.

[0049] (4) Improve vehicle energy management efficiency and system stability

[0050] By rationally planning the output power and operating timing of the range extender, reducing frequent start-stop and inefficient operation of the range extender, it is helpful to reduce the energy consumption of the whole vehicle, improve the energy utilization efficiency of the whole vehicle, and enhance the stability and adaptability of the vehicle energy management system under complex operating conditions. Attached Figure Description

[0051] The following is a brief explanation of the contents of each of the accompanying drawings and the markings in the drawings:

[0052] Fig. 1 This is a schematic diagram of the power control system structure of the range extender of the present invention;

[0053] Fig. 2 This is a flowchart of the range extender power control method of the present invention;

[0054] Fig. 3 This is a flowchart of the range extender power calculation method of the present invention. Detailed Implementation

[0055] The specific embodiments of the present invention will be further described in detail below with reference to the accompanying drawings and the description of the preferred embodiments.

[0056] This embodiment addresses the problems existing in the prior art by making technical improvements, thereby achieving control of the range extender power by comprehensively considering remaining driving range, energy consumption level, and travel time. This improves the rationality of vehicle energy management and energy utilization efficiency, and enhances the vehicle's range assurance capability under complex operating conditions. The defects and shortcomings of the prior art generally include the following aspects:

[0057] 1. Lack of range-extended energy planning, resulting in delayed power decisions for the range extender.

[0058] Existing range extender control methods typically rely on the battery's state of charge (SOC) or short-term power demand as the primary control basis, lacking forward-looking prediction of the vehicle's remaining range and overall energy consumption. During driving, the range extender's start-stop and power adjustment are mostly passive response controls, which can easily lead to problems such as premature or frequent start-ups or lagging power adjustment, making it difficult to achieve overall optimization of the vehicle's energy.

[0059] 2. Difficult to adapt to the continuous power replenishment needs under the condition of limited range extender power.

[0060] In some range-extended electric vehicles, the rated power of the range extender is relatively limited, mainly used to provide continuous replenishment rather than fully covering the vehicle's driving power requirements. If the range extender is only activated when the battery's state of charge (SOC) is low, it may not be able to compensate for the vehicle's energy consumption in time, causing the battery to remain in a deep discharge state for an extended period, thereby affecting the battery's safety, reliability, and lifespan.

[0061] 3. Failure to fully utilize the established route and driver experience information.

[0062] In real-world applications, range-extended electric vehicles often operate on relatively fixed routes or in repetitive usage scenarios, allowing drivers to make relatively accurate predictions of mileage and energy consumption per unit distance based on past experience. However, existing range extender control strategies largely rely on real-time vehicle status parameters and do not fully incorporate driver-inputted mileage and energy consumption prediction information. This prevents the vehicle controller from performing effective energy pre-planning at the beginning of the journey, resulting in a lack of foresight and holistic approach to range extender power control.

[0063] 4. The remaining battery power at the endpoint is uncontrollable, and energy utilization efficiency needs to be improved.

[0064] Traditional range extender control strategies typically focus on ensuring the vehicle's power needs during driving, while paying less attention to the remaining battery charge level at the end of the trip. This makes it difficult to ensure that the state of charge (SOC) is within a reasonable range at the end of the trip. As a result, there may be issues such as excessively high remaining charge after the trip, leading to insufficient energy utilization, or excessively low remaining charge, affecting battery safety and subsequent use. The overall energy management effect needs further improvement.

[0065] In view of the technical problems existing in the prior art, this application solves at least one of the above-mentioned technical problems, and the specific technical solution to solve at least one of the above-mentioned technical problems includes:

[0066] like Figs. 1-3 As shown, this embodiment of a range extender power control method based on travel energy planning includes:

[0067] S1. Calculate the total energy required for the remaining journey corresponding to this journey;

[0068] S2. Calculate the first remaining travel time and the second remaining travel time based on vehicle speed and power respectively;

[0069] S3. Calculate the combined remaining travel time based on the first remaining travel time and the second remaining travel time;

[0070] S4. Calculate the target output power of the range extender based on the comprehensive remaining travel time and remaining energy demand, and control the range extender with the target output power.

[0071] In step S1, the total energy required for the remaining journey is obtained in real time after the journey begins. This energy is represented by electricity, thereby obtaining the total energy required for the remaining journey.

[0072] Steps S2 and S3 are used to calculate the first remaining travel time T1 and the second remaining travel time T2, respectively, and then combined to obtain a comprehensive remaining travel time. After obtaining the total remaining energy demand and the total predicted remaining time, the required minimum power value of the range extender can be calculated, and the range extender can be controlled based on this value to meet the energy replenishment requirements. The acquisition of range extender power includes indicators such as remaining time and remaining energy demand. Generally, the acquisition and design of remaining time and remaining energy demand are crucial. Only with accurate prediction of these two parameters can the power of the range extender be effectively controlled. Therefore, in order to meet the requirements for calculating and controlling range extender power, this embodiment of the application solves for the remaining travel time and the total remaining travel energy demand to meet the requirements.

[0073] In this embodiment, the total energy demand E for the remaining journey total The calculation method is as follows:

[0074] Obtain the predicted energy consumption per unit mileage and the remaining driving mileage for this trip. Calculate the total energy E1 required for the remaining trip based on the predicted energy consumption per unit mileage and the remaining driving mileage.

[0075] The total energy E2 required for the remaining journey is calculated and predicted based on the vehicle's battery power data after the journey begins.

[0076] The total energy required for the remaining journey is calculated based on the predicted total energy E1 and predicted total energy E2. total .

[0077] The method for calculating the total energy E1 required to predict the remaining journey is as follows:

[0078]

[0079] in This is the predicted energy consumption per unit distance. The remaining driving range is the predicted energy consumption per unit mileage and the remaining driving range. These are crucial for calculating the total energy E1. In this embodiment, at least two methods are used to obtain the predicted energy consumption per unit mileage and the remaining driving range: Method 1: The driver manually inputs the predicted energy consumption per unit mileage and the remaining driving range for this trip. Since this method requires manual input by the driver, the accuracy of the manually input parameters is crucial for calculating E1. This requires the driver to have strong driving judgment.

[0080] After the trip starts, the system obtains the predicted energy consumption per unit mileage and the remaining driving mileage input by the driver. If the driver does not input any data, the system obtains the navigation data from the vehicle system after the trip starts. The remaining driving mileage is obtained based on the distance between the navigation start point and the destination point, and the initial energy consumption per unit mileage is obtained using the navigation road type. Then the trip starts and the energy E1 is updated and calculated in real time.

[0081] If the driver manually inputs the predicted energy consumption per unit of travel and the remaining mileage for this trip, the energy required for the remaining journey, E1, is calculated based on these values. Then, the remaining mileage is updated based on real-time mileage traveled (the remaining mileage at the previous moment minus the mileage traveled between the current and previous moments). Mileage traveled is calculated in real-time from the start of the trip. If the mileage traveled is less than a mileage threshold, the predicted energy consumption per unit of travel is based on the driver's manually input value and is used to calculate the real-time energy requirement E1 along with the updated remaining mileage. Otherwise, if the mileage traveled is greater than or equal to the mileage threshold, it indicates that some time has passed. To more accurately calculate energy consumption per unit of travel, after exceeding the mileage threshold, the average energy consumption over a period of time or a certain distance is calculated to determine the energy consumption per unit of travel, thus better reflecting the real-time driving conditions. Calculating E1 based on the initial driver input when the mileage is less than the threshold and calculating the average energy consumption based on the actual energy consumed over the mileage traveled after exceeding the threshold effectively reflects actual driving conditions and improves the accuracy of E1. If it is detected that the driver has not manually entered the predicted unit energy consumption and remaining mileage for this trip, the system will first acquire the navigation data from the vehicle's infotainment system at the start. Based on the navigation data, the current and destination locations will be determined, and the initial remaining mileage for this trip will be calculated. Then, the default unit energy consumption will be used as the initial unit energy consumption value. E1 will be calculated based on the real-time remaining mileage and the default initial unit energy consumption value. The default initial unit energy consumption value can be based on the vehicle's factory test standard. The vehicle manufacturer will conduct simulation experiments to test the energy consumption of each model and provide basic parameters. Therefore, this parameter can be stored as the default value and used when the driver does not enter the relevant parameters. When the mileage already driven is less than the set mileage threshold, the initially set default unit energy consumption prediction value will be used, and the real-time energy demand E1 will be calculated together with the real-time updated remaining mileage. Otherwise, when the mileage traveled is greater than or equal to the mileage threshold, it means that a period of time has passed. In order to calculate the unit driving energy consumption more accurately, after the mileage threshold is exceeded, the unit driving energy consumption value is calculated by calculating the average energy consumption over a period of time or a certain distance, so as to better reflect the real-time driving status.

[0082] When the driver does not manually input data and no navigation data is detected, a reminder signal is sent to the driver through the in-vehicle voice interaction system, reminding the driver to input the unit energy consumption or remaining mileage or turn on the navigation. The energy consumption E1 is then calculated based on the driver's input data or navigation data. If the driver's input of unit energy consumption or remaining mileage or the turning on of the navigation cannot be detected, then E1 is determined to be unsolvable.

[0083] The method for calculating the total energy E2 required to predict the remaining journey is as follows:

[0084] The remaining energy demand is calculated based on the vehicle's initial total energy demand and the energy consumed during driving. The formula is as follows:

[0085]

[0086] in This represents the total electricity demand at the start of the vehicle's journey. The current energy consumption is the amount of electricity consumed by the vehicle from the start of driving to the current moment. By subtracting the consumed energy consumption from the initial energy demand, the current remaining energy demand can be obtained. This data can effectively represent the vehicle's true driving status.

[0087] Total energy E required for the remaining journey total The calculation method includes: taking a weighted average of the total energy required for the predicted remaining journey E1 and the total energy required for the predicted remaining journey E2 to obtain the final total energy required for the remaining journey E. total The calculation method is as follows: ;

[0088] in These are weighting coefficients. and The values ​​are all between 0 and 1. When E1 is determined to be unsolvable, then... Assign a value of 0, Assign a value of 1; when both E1 and E2 can be solved to obtain data, then Calculating total energy demand by assigning values ​​based on pre-calibrated values ​​allows for more accurate energy consumption calculations. Single energy prediction models often have inherent limitations. Combining two different calculation methods can compensate for each other's shortcomings. E1 and E2 represent energy demands calculated using two different principles. The weighting coefficients β1 and β2 in the formula allow the control strategy to dynamically adjust according to current operating conditions, achieving a smooth transition. Weighted averaging is not a simple compromise, but a robust data fusion strategy. By integrating information from different dimensions (such as historical and future, short-term and long-term), it makes the system less sensitive to errors from a single prediction source, thereby achieving more precise and stable range extender power control in complex real-world road environments.

[0089] Calculating power requires obtaining both energy demand and time. The power demand can be calculated together. Therefore, this embodiment provides two methods for calculating the remaining travel time, respectively calculating the first remaining travel time and the second remaining travel time based on vehicle speed and power.

[0090] Calculate the first remaining travel time based on the remaining mileage and the vehicle's historical average speed. ,in

[0091]

[0092] in Remaining mileage; The vehicle's historical average speed during the initial stage of the journey;

[0093] The remaining travel time is predicted based on the energy dimension. The second remaining travel time is calculated based on the remaining total energy demand and the vehicle's historical average power consumption. ,in:

[0094]

[0095] This represents the total energy requirement for the remaining journey. This represents the vehicle's historical average power consumption during the initial stage of the journey.

[0096] The comprehensive remaining travel time calculated based on the first remaining travel time and the second remaining travel time includes: the remaining travel time... and The weighted fusion is performed to obtain the total remaining travel time.

[0097] ;

[0098] in These are weighting coefficients. The values ​​are all between 0 and 1. In this embodiment, two methods are used to weight the power consumption time, resulting in a more accurate and reliable comprehensive remaining travel time, avoiding errors in subsequent power consumption time caused by time fluctuations.

[0099] The total energy demand for the remaining journey is calculated. and remaining travel time Then, the target output power of the range extender can be calculated. The target output power is determined so that the power generation is at least equal to the energy demand, thus fulfilling the purpose of range extension and vehicle operation. In this embodiment, the method for calculating the target output power of the range extender is as follows:

[0100] ;

[0101] Where P is the target output power of the range extender; The energy that the battery can provide; To take into account the remaining travel time, This represents the total energy demand for the remaining range. The range extender is controlled according to the target output power P to meet the vehicle's energy needs during operation. The energy a battery can provide refers to the energy remaining after the battery's current remaining energy meets the set minimum energy requirement. Because the amount of energy a battery can provide varies depending on its remaining charge, and may even be negative, the target power of the range extender can be calculated by combining the current battery's available energy with the energy requirement. The current remaining energy of the battery can be obtained by converting the current remaining SOC (State of Charge) to the current remaining energy E. 剩余 The minimum remaining battery energy refers to the minimum charge that the battery should retain, as set by the driver or by default. For example, if the battery is required to retain at least 50% charge, it means that the battery should have at least 50% charge upon reaching the destination. Therefore, the battery energy corresponding to a SOC of 50% is the minimum remaining battery energy E. 最低 . The current remaining energy E 剩余 - Minimum remaining battery energy E 最低 Current remaining energy E 剩余 Greater than the minimum remaining energy of the battery E 最低 At this time If the result is positive, it is negative; otherwise, it is negative. Substituting this into the formula for calculating the target power P, we can calculate the corresponding target power, which is sufficient to ensure that the battery still has E charge after reaching the destination. 最低 This allows us to meet the needs of users while the vehicle is in motion.

[0102] During vehicle operation, the range extender operates at or slightly above its target power, while the battery's State of Charge (SOC) is monitored in real time. When the actual SOC deviates from the target SOC trend, the range extender's output power is dynamically corrected: if the SOC decreases too quickly, the range extender's output power is increased; if the SOC decreases too slowly or is higher than expected, the range extender's output power is decreased. By monitoring the SOC's changing trend (i.e., the differential term) in real time, the system possesses predictive capabilities. It can not only handle current SOC deviations but also predict future battery status. This allows the SOC to be precisely controlled near the target value, avoiding large fluctuations (sudden highs and lows) and ensuring the battery is always in its optimal operating window. In traditional range-extended vehicles, if the control logic is too simple (generating electricity solely based on the accelerator pedal), when the battery is low and the vehicle needs to accelerate rapidly for overtaking, the limited battery discharge power can lead to weak acceleration. The "increasing the range extender's output power when the SOC decreases too quickly" mentioned in this solution essentially pre-emptively draws energy. When the system detects rapid battery depletion (typically corresponding to rapid acceleration or hill climbing), the range extender immediately increases its power output, directly supplying power to the motor or replenishing the battery. This prevents excessive battery consumption, maintaining sufficient discharge power reserves to ensure the vehicle can still deliver strong power when rapid acceleration is needed. Energy losses occur during battery charging and discharging (charging losses, internal resistance losses). Frequent high-power discharges followed by high-power charges reduce overall vehicle energy efficiency. By adjusting the range extender's power, energy flow can be made more inclined towards "direct drive" or "shallow charging and discharging." When the State of Charge (SOC) drops slowly (meaning good road conditions and light load), the system reduces the range extender's power, or even shuts it down, allowing the motor to operate on pure electric power, avoiding the secondary conversion losses of "excess electricity being charged into the battery and then discharged again." When the SOC drops rapidly (heavy load), the range extender increases its power to directly participate in driving, reducing the high-current discharge losses of the battery. This adjustment based on the SOC trend is a flexible regulation. The range extender's power changes continuously with the SOC trend, rather than "aggressively intervening" when the SOC falls below the lower limit. This smooth power adjustment avoids abrupt changes in the range extender's power, resulting in gentler changes in engine speed and load, significantly improving the overall driving smoothness and quietness of the vehicle. This strategy, through dynamic correction, strives to maintain the State of Charge (SOC) within a narrow, ideal range (e.g., 60%-65%) and minimizes the charge / discharge rate (current). This "shallow charge / discharge" operating mode is most beneficial to lithium batteries, effectively extending their lifespan.

[0103] When the following abnormal conditions occur, the vehicle controller may enter a protection or correction strategy:

[0104] (1) Abnormal range extender output; the actual output power of the range extender (engine + generator) is significantly inconsistent with the target command, or it may experience shutdown, overheating, or communication failure. Excessive output: may lead to battery overcharging or high-voltage system overvoltage. Insufficient output / no output will cause continuous battery drain, resulting in a breakdown due to low charge. Severe fluctuations affect driving smoothness and may damage the generator or battery. VCU protection / correction strategies are as follows:

[0105] If the range extender output is too high: immediately limit the range extender power or shut it down. Simultaneously, the battery management system (BMS) will strengthen monitoring and, if necessary, disconnect the high voltage. If the output is too low, if the battery SOC is sufficient, the vehicle can temporarily operate on pure electric power with an alarm; if the SOC is insufficient, try restarting the range extender or operating it at reduced power (limp-drive mode). Fault codes can also be recorded to prompt the driver for repair.

[0106] (2) The SOC of the power battery is below the safety threshold; when the SOC drops to a preset extremely low limit (e.g., 5%~10%), the battery is about to enter the over-discharge zone. This can affect battery life and even lead to breakdowns or thermal runaway. At this time, the VCU forces the range extender to generate electricity at the maximum safe power to replenish the battery as much as possible, limit the power output of the entire vehicle (e.g., limit the maximum speed and acceleration performance), reduce power demand, and shut down unnecessary comfort loads (e.g., air conditioning, seat heating) to prioritize driving. If the SOC continues to drop to the limit threshold, the high voltage is cut off and the user is reminded to charge.

[0107] (2) Actual energy consumption deviates significantly from the predicted value. VCU protection / correction strategy: Recalibrate the energy prediction model and dynamically adjust the energy demand for future trips. If the actual energy consumption remains high, the range extender's power generation can be proactively increased to reserve energy in advance. If the deviation is caused by sensor failure, switch to redundant signals or enable safety mode.

[0108] In the above situations, the vehicle controller can ensure the vehicle safely completes its journey by increasing the range extender's output ratio or alerting the driver. The vehicle controller can then activate protection or correction strategies.

[0109] This embodiment also provides a range extender power control system based on travel energy planning. The system is used to run the control method in the above embodiment. The control system includes a travel energy planning module, a remaining travel time determination module, and a range extender target power calculation module.

[0110] The trip energy planning module is used to calculate the total energy required for the remaining trip corresponding to the current trip.

[0111] The remaining travel time determination module is used to calculate the first remaining travel time and the second remaining travel time based on vehicle speed and power respectively, and to calculate the comprehensive remaining travel time based on the first remaining travel time and the second remaining travel time.

[0112] The range extender target power calculation module is used to calculate the target output power of the range extender based on the comprehensive remaining travel time and remaining energy demand, and to control the range extender based on the target output power.

[0113] This embodiment applies to range-extended electric vehicles. The vehicle mainly includes a power battery, a range extender, a driver input interface, and a vehicle controller. The vehicle controller executes the range extender power determination method described in this application and achieves optimized energy management of the vehicle by collecting vehicle status, driver input, and environmental information. In this embodiment, the vehicle controller may integrate an energy management module, a time prediction module, and a power calculation module.

[0114] 1. Driver input and initial data acquisition

[0115] Before the trip begins, the driver can input basic parameters related to the trip through the driver input interface, including but not limited to: estimated mileage; and predicted energy consumption per unit mileage. The predicted energy consumption per unit mileage can be input by the driver based on experience, or automatically generated by the vehicle controller based on historical driving data, vehicle parameters, or preset calibration values. Simultaneously, during vehicle startup or the start of the trip, the vehicle controller acquires real-time vehicle status information, including: current SOC of the power battery; rated capacity of the power battery; currently available energy of the power battery; current vehicle load information; and historical driving condition statistics. This information can be obtained through the BMS, motor controller, and onboard sensors, and serves as the basis for subsequent energy prediction and power calculation.

[0116] 2. Total Energy Demand Calculation

[0117] After acquiring the driver's input parameters and the vehicle's initial state, the total energy required for the remaining journey is estimated based on multi-source information. To improve the accuracy and robustness of energy demand prediction, this application employs a weighted fusion of energy calculation methods based on journey prediction and energy calculation methods based on remaining battery power estimation to obtain the total energy demand for the remaining journey.

[0118] (1) Energy calculation based on travel prediction

[0119] After acquiring the driver's input parameters and the vehicle's initial state, the vehicle controller calculates the total energy demand for the remaining journey based on the predicted energy consumption per unit mileage and the remaining mileage. The calculation formula is as follows:

[0120]

[0121] in This is the predicted energy consumption per unit distance. This represents the remaining driving distance. This method can reflect the total energy required to complete the remaining journey from a trip planning perspective.

[0122] (2) Energy calculation based on remaining power estimation

[0123] Based on the vehicle's initial total energy demand and the energy already consumed, the currently available energy demand is calculated using the following formula:

[0124]

[0125] in This represents the total electricity demand at the start of the vehicle's journey. This method reflects the energy consumption of a vehicle during actual operation, based on the amount of electricity currently consumed.

[0126] (3) Weighted fusion calculation of total energy demand

[0127] To comprehensively consider both trip forecast information and real-time energy consumption information, this application performs a weighted fusion of the two energy calculation results to obtain the total energy requirement for the remaining trip:

[0128] ;

[0129] The above calculations yield the theoretical total energy required to complete the remaining journey, providing energy constraints for subsequent range extender power allocation. , These are weighting coefficients. and , The values ​​are all between 0 and 1. When E1 is determined to be unsolvable, then... Assign a value of 0, Assign a value of 1; when both E1 and E2 can be solved to obtain data, then , Calculating total energy demand by assigning values ​​to pre-defined values ​​allows for more accurate energy consumption calculations. Single energy prediction models often have inherent limitations. Combining two different calculation methods can compensate for each other's shortcomings. E1 and E2 represent energy demands calculated using two different principles, weighted by coefficients in the formula. , This allows the control strategy to be dynamically adjusted according to the current operating conditions, achieving a smooth transition. Weighted averaging is not a simple compromise, but a robust data fusion strategy. By integrating information from different dimensions (such as historical and future, short-term and long-term), it makes the system less sensitive to errors from a single prediction source, thereby achieving more accurate and stable range extender power control in complex real-world road environments.

[0130] 3. Multi-source remaining travel time prediction

[0131] To improve the accuracy of remaining travel time prediction and avoid biases caused by relying on a single parameter, the vehicle controller in this embodiment adopts a multi-source remaining travel time prediction mechanism:

[0132] (1) Time prediction based on velocity

[0133] Calculate the first remaining travel time based on the remaining mileage and the vehicle's historical average speed.

[0134]

[0135] in Ten mileage segments were statistically analyzed, with each segment consisting of X km. This prediction method can reflect the impact of driver habits and road traffic efficiency on travel time.

[0136] (2) Time-based prediction of energy consumption

[0137] The remaining travel time is predicted based on the energy dimension. The second remaining travel time is calculated based on the remaining total energy demand and the vehicle's historical average power consumption. :

[0138]

[0139] in Ten power values ​​are calculated, with each segment representing a Y-minute interval. This prediction method can reflect the impact of factors such as vehicle load variations and operating condition complexity on travel time.

[0140] 4. Integration of remaining travel time

[0141] To combine the advantages of different prediction methods and reduce the error caused by a single prediction method, the remaining travel time is... and Perform weighted fusion to obtain the remaining travel time.

[0142] ;

[0143] in These are weighting coefficients. The values ​​are all between 0 and 1. In this embodiment, two methods are used to weight the power consumption time, resulting in a more accurate and reliable comprehensive remaining travel time, avoiding errors in subsequent power consumption time caused by time fluctuations.

[0144] 5. Determining the target power of the range extender

[0145] After obtaining the total remaining travel time After factoring in the remaining required energy, the target output power of the range extender is calculated based on the energy balance principle. The basic calculation method is as follows:

[0146]

[0147] 6. Range extender control and SOC closed-loop regulation

[0148] During vehicle operation, the vehicle controller operates the range extender according to the predetermined target power and monitors the state of charge (SOC) of the power battery in real time. When the actual SOC deviates from the target SOC trend, the vehicle controller dynamically corrects the range extender's output power: if the SOC decreases too quickly, the range extender's output power is appropriately increased; if the SOC decreases too slowly or the SOC is higher than expected, the range extender's output power is appropriately decreased. Through this closed-loop control method, the power battery SOC is maintained within the target SOC range at the end of the trip, thereby avoiding over-discharge or energy waste.

[0149] 7. Handling Abnormal Operating Conditions

[0150] The vehicle controller may activate protection or correction measures when the following abnormal conditions occur:

[0151] (1) Abnormal output of the range extender;

[0152] (2) The SOC of the power battery is lower than the safety threshold;

[0153] (3) Actual energy consumption deviates significantly from the predicted value.

[0154] In the above situations, the vehicle controller can ensure the vehicle safely completes its journey by increasing the output ratio of the range extender or by prompting the driver.

[0155] Compared with the existing range extender control schemes, the solutions in the above embodiments have at least the following advantages after implementation:

[0156] (1) Realize power planning for stroke-level range extenders

[0157] This application performs range-level energy planning based on the expected driving range and energy consumption per unit mileage, so that the determination of the range extender power no longer depends solely on instantaneous operating conditions or a fixed power battery SOC threshold, thereby improving the foresight and overall stability of the range extender control and facilitating the rational allocation of vehicle energy.

[0158] (2) Improve the power matching capability and operational adaptability of the range extender

[0159] By comprehensively analyzing energy demand and remaining driving time at the travel level, the target output power of the range extender can be reasonably determined, enabling the range extender to maintain a more stable and continuous operating state during driving. This avoids insufficient energy compensation due to power decision lag, thereby improving the operational reliability of the vehicle under different configurations and operating conditions.

[0160] (3) The remaining power of the power battery at the end of the trip is controllable.

[0161] This application uses the target remaining state of charge as an energy management constraint, so that the power battery SOC can be maintained within a preset range after the vehicle completes a predetermined journey, avoiding the problem of excessively high or low remaining charge at the destination, and improving the safety and service life of the power battery.

[0162] (4) Improve vehicle energy management efficiency and system stability

[0163] By rationally planning the output power and operating timing of the range extender, reducing frequent start-stop and inefficient operation of the range extender, it is helpful to reduce the energy consumption of the whole vehicle, improve the energy utilization efficiency of the whole vehicle, and enhance the stability and adaptability of the vehicle energy management system under complex operating conditions.

[0164] Obviously, the specific implementation of this invention is not limited to the above-described methods. Any non-substantial improvements made using the inventive concept and technical solution of this invention are within the protection scope of this invention.

Claims

1. A power control method for a range extender based on travel energy planning, characterized in that: include: Calculate the total energy required for the remaining journey corresponding to this trip; The first remaining travel time and the second remaining travel time are calculated based on vehicle speed and power, respectively. The combined remaining travel time is calculated based on the first remaining travel time and the second remaining travel time. The target output power of the range extender is calculated based on the combined remaining travel time and remaining energy demand, and the range extender is controlled based on the target output power.

2. The range extender power control method based on travel energy planning as described in claim 1, characterized in that: Obtain the predicted energy consumption per unit mileage and the remaining driving mileage for this trip. Calculate the total energy E1 required for the remaining trip based on the predicted energy consumption per unit mileage and the remaining driving mileage. The total energy E2 required for the remaining journey is calculated and predicted based on the vehicle's battery power data after the journey begins. The total energy required for the remaining journey is calculated based on the predicted total energy E1 and predicted total energy E2. total .

3. The range extender power control method based on travel energy planning as described in claim 2, characterized in that: The method for calculating the total energy E1 required to predict the remaining journey is as follows: ； in This is the predicted energy consumption per unit distance. This represents the remaining driving distance.

4. The range extender power control method based on travel energy planning as described in claim 2, characterized in that: Predict the total energy required for the remaining journey. The calculation method is as follows: The remaining energy demand is calculated based on the vehicle's initial total energy demand and the energy consumed during driving. The formula is as follows: ； in This represents the total electricity demand at the start of the vehicle's journey. This represents the current amount of electricity consumed.

5. A range extender power control method based on travel energy planning as described in any one of claims 2-4, characterized in that: Total energy E required for the remaining journey total The calculation method includes: taking a weighted average of the total energy required for the remaining journey E1 and the total energy required for the remaining journey E2 to obtain the final total energy required for the remaining journey E. total The calculation method is as follows: ; Where β1 and β2 are weighting coefficients, β1+β2=1 and the values ​​of β1 and β2 are both between 0 and 1.

6. The range extender power control method based on travel energy planning as described in claim 1, characterized in that: The first remaining travel time and the second remaining travel time are calculated based on vehicle speed and power, respectively, and include: Calculate the first remaining travel time based on the remaining mileage and the vehicle's historical average speed. ,in ； in Remaining mileage; The vehicle's historical average speed during the initial stage of the journey; The remaining travel time is predicted based on the energy dimension. The second remaining travel time is calculated based on the remaining total energy demand and the vehicle's historical average power consumption. ,in: ； This represents the total energy requirement for the remaining journey. This represents the vehicle's historical average power consumption during the initial stage of the journey.

7. A range extender power control method based on travel energy planning as described in claim 1 or 6, characterized in that: The comprehensive remaining travel time calculated based on the first remaining travel time and the second remaining travel time includes: the remaining travel time... and The weighted fusion is performed to obtain the total remaining travel time. ； in , These are weighting coefficients. + =1 and all values ​​are between 0 and 1.

8. The range extender power control method based on travel energy planning as described in claim 1, characterized in that: The method for calculating the target output power of a range extender is as follows: ； Where P is the target output power of the range extender; The remaining energy in the battery; To take into account the remaining travel time, This represents the total energy requirement for the remaining journey.

9. A range extender power control method based on travel energy planning as described in any one of claims 1-8, characterized in that: During vehicle operation, the range extender is controlled to operate at or slightly above the target power, and the change in the SOC of the power battery is monitored in real time. When the actual SOC is detected to deviate from the target SOC trend, the output power of the range extender is dynamically corrected: when the SOC decreases too quickly, the output power of the range extender is increased. Reduce the range extender output power when the SOC decreases too slowly or when the SOC is higher than expected.

10. A range extender power control system based on travel energy planning, characterized in that: This includes a range extender energy planning module, a remaining range time determination module, and a range extender target power calculation module; The trip energy planning module is used to calculate the total energy required for the remaining trip corresponding to the current trip. The remaining travel time determination module is used to calculate the first remaining travel time and the second remaining travel time based on vehicle speed and power respectively, and to calculate the comprehensive remaining travel time based on the first remaining travel time and the second remaining travel time. The range extender target power calculation module is used to calculate the target output power of the range extender based on the comprehensive remaining travel time and remaining energy demand, and to control the range extender based on the target output power.

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