An application scenario-based range extender control method, system and device

Abstract

This application relates to a range extender control method, system, and device based on an application scenario. The method includes: acquiring the current coolant temperature of the engine; determining the starting torque based on the current coolant temperature and controlling the engine to start according to the starting torque; acquiring the current gradient, current speed, and current altitude; determining the current road condition based on the current gradient and obtaining the power to be generated based on the current road condition and current speed; comparing the current altitude with a preset altitude threshold; if the current altitude is greater than the altitude threshold, adjusting the power to be generated according to an efficiency curve to obtain a target power generation, wherein the efficiency curve indicates the mapping relationship between the range extender's torque, speed, power, and efficiency, and the target power generation is located within the target efficiency range of the efficiency curve; and controlling the range extender to generate electricity according to the target power generation. This method improves the compatibility of existing range extender control methods.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of control of electric vehicles, and particularly relates to a range extender control method, system and device based on application scenarios. BACKGROUND

[0002] In recent years, with the rapid development of electric vehicles, and in response to the call of "green travel", more and more users choose electric vehicles, especially range-extended electric vehicles. This is because range-extended electric vehicles combine the advantages of pure electric vehicles and fuel vehicles, and can use electric motors for driving, and also improve the range anxiety of pure electric vehicles.

[0003] As an important part of range-extended electric vehicles, the control mode of the range extender affects various performance indicators of the vehicle, such as noise, vibration and harshness (NVH) and fuel consumption. However, the current control mode of the range extender is relatively single, which leads to that the vehicle cannot better adapt to various application scenarios, resulting in low working efficiency of the range extender and large noise and other problems.

[0004] Therefore, the compatibility of the control mode of the range extender in the prior art is low. SUMMARY

[0005] Therefore, the compatibility of the control mode of the range extender in the prior art is low.

[0006] In a first aspect, a range extender control method based on application scenarios is provided, and the method comprises the following steps:

[0007] collecting a current coolant temperature of an engine;

[0008] determining a starting torque of the engine according to the current coolant temperature, and controlling the engine to start according to the starting torque;

[0009] collecting a current slope, a current speed of a current vehicle and a current altitude;

[0010] determining a corresponding current road condition according to the current slope, and obtaining a corresponding to-be-generated power based on the determined current road condition and the current speed;

[0011] comparing the current altitude with a preset altitude threshold;

[0012] if the current altitude is greater than the altitude threshold, adjusting the to-be-generated power according to an efficiency curve to obtain a target generated power, wherein the efficiency curve is used to indicate a mapping relationship between torque, rotating speed, power and efficiency of the range extender, and the target generated power is located in a target efficiency interval of the efficiency curve;

[0013] controlling the range extender to generate power according to the target generated power.

[0014] With reference to the first aspect, in a first implementation form of the first aspect, the step of determining the starting torque of the engine according to the current coolant temperature comprises:

[0015] obtaining a first mapping relationship between coolant temperature and friction torque of the engine;

[0016] substituting the current coolant temperature into the first mapping relationship to obtain a current friction torque corresponding to the engine;

[0017] determining the starting torque according to the current friction torque, wherein the starting torque is greater than the current friction torque.

[0018] With reference to the first aspect, in a second implementation form of the first aspect, the step of determining a current road condition according to the current slope comprises:

[0019] obtaining a first slope threshold and a second slope threshold, wherein the first slope threshold is less than the second slope threshold;

[0020] comparing the current slope with the first slope threshold and the second slope threshold respectively;

[0021] if the current slope is less than or equal to the first slope threshold, determining that the current road condition is a downhill road condition;

[0022] if the current slope is greater than the first slope threshold and less than the second slope threshold, determining that the current road condition is a flat road condition;

[0023] if the current slope is greater than or equal to the second slope threshold, determining that the current road condition is an uphill road condition.

[0024] With reference to the second implementation form of the first aspect, in a third implementation form of the first aspect, the step of obtaining a corresponding to-be-generated power based on the determined current road condition and the current speed comprises:

[0025] when the current road condition is the downhill road condition, obtaining a mass of the current vehicle;

[0026] obtaining a first power generation of the current vehicle according to the mass of the current vehicle, the current slope and the current speed;

[0027] obtaining a second power generation of the current vehicle according to the mass of the current vehicle, the current slope and the current speed;

[0028] obtaining the to-be-generated power according to a difference between the second power generation and the first power generation.

[0029] In the fourth implementation manner of the first aspect, in a fifth implementation manner of the first aspect, the step of obtaining the to-be-generated power according to the determined current road condition and the current speed comprises:

[0030] obtaining a whole-vehicle coasting resistance coefficient of the current vehicle when the current road condition is the flat road condition;

[0031] obtaining the second power generation of the current vehicle according to the whole-vehicle coasting resistance coefficient and the current speed, and obtaining the to-be-generated power including the second power generation.

[0032] In the second implementation manner of the first aspect, in a fifth implementation manner of the first aspect, the step of obtaining the to-be-generated power according to the determined current road condition and the current speed comprises:

[0033] obtaining a mass of the current vehicle when the current road condition is the uphill road condition;

[0034] obtaining a first power generation of the current vehicle according to the mass of the current vehicle, the current slope and the current speed;

[0035] obtaining a second power generation of the current vehicle according to the mass of the current vehicle, the current slope and the current speed;

[0036] obtaining the to-be-generated power according to a sum of the second power generation and the first power generation.

[0037] In the first aspect, in a sixth implementation manner of the first aspect, before the step of adjusting the to-be-generated power according to the efficiency curve, the method further comprises:

[0038] obtaining a first characteristic curve of the engine and a second characteristic curve of the generator, wherein the first characteristic curve is used to indicate a mapping relationship between torque, speed, power and efficiency of the engine, and the second characteristic curve is used to indicate a mapping relationship between power and efficiency of the generator;

[0039] Superimposing the first characteristic curve and the second characteristic curve obtains an efficiency curve of the range extender, and a target efficiency interval is determined in the efficiency curve.

[0040] In a seventh implementable manner of the first aspect, in combination with the sixth implementable manner of the first aspect, the step of adjusting the to-be-generated power according to the efficiency curve to obtain a target generated power comprises:

[0041] According to a position of the to-be-generated power in the efficiency curve, a working efficiency corresponding to the to-be-generated power of the range extender is determined;

[0042] At least one target efficiency greater than the working efficiency is determined in the target efficiency interval, and a target generated power corresponding to each target efficiency is obtained.

[0043] In a second aspect, a range extender control system based on an application scenario is provided, and the system comprises:

[0044] A temperature sensor is configured to collect a current coolant temperature of an engine;

[0045] A vehicle control unit is electrically connected to the temperature sensor and configured to determine a starting torque of the engine according to the current coolant temperature and control the engine to start according to the starting torque;

[0046] A slope sensor is configured to collect a current slope;

[0047] A speed sensor is configured to collect a current speed of a vehicle;

[0048] An altitude sensor is configured to collect a current altitude;

[0049] The vehicle control unit is electrically connected to the slope sensor, the speed sensor and the altitude sensor respectively, and is further configured to determine a corresponding current road condition according to the current slope and obtain a to-be-generated power corresponding to the current road condition and the current speed;

[0050] The vehicle control unit is further configured to compare the current altitude with a preset altitude threshold;

[0051] If the current altitude is greater than the altitude threshold, the vehicle control unit is further configured to adjust the to-be-generated power according to an efficiency curve to obtain a target generated power, and control the range extender to generate power according to the target generated power, wherein the efficiency curve is used to indicate a mapping relationship among torque, speed, power and efficiency of the range extender, and the target generated power is located in a target efficiency interval of the efficiency curve;

[0052] The whole vehicle controller is further configured to control the range extender to generate electricity according to the target power generation.

[0053] In a third aspect, a computer device is provided, which includes a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor implements the steps of the application scenario-based range extender control method according to the first aspect or any of the implementation manners of the first aspect.

[0054] The application scenario-based range extender control method, system and device, wherein the range extender control method comprises: during the driving of the vehicle, collecting the current coolant temperature of the engine; determining the starting torque of the engine according to the current coolant temperature, and controlling the engine to start according to the starting torque; then collecting the current slope, the current speed of the vehicle and the current altitude; determining the corresponding current road condition according to the current slope, and obtaining the corresponding to-be-generated power based on the determined current road condition and the current speed; comparing the current altitude with the preset altitude threshold, and if the current altitude is greater than the altitude threshold, adjusting the to-be-generated power according to the efficiency curve to obtain the target power generation, and controlling the range extender to generate electricity according to the target power generation, wherein the efficiency curve is used to indicate the mapping relationship between the torque, the speed, the power and the efficiency of the range extender, and the target power generation is located in the target efficiency interval of the efficiency curve. It can be seen that the range extender control method of the application can start the engine according to the actual working condition of the engine, determine the to-be-generated power of the range extender according to the actual road condition and the vehicle speed, and adjust the to-be-generated power through the actual altitude, so that the working efficiency of the range extender is kept in the target efficiency interval, which improves the phenomenon that the control mode of the range extender in the prior art is single and cannot better adapt to various application scenarios, ensures the working efficiency of the range extender, and solves the problem of high noise. Therefore, compared with the prior art, the compatibility of the application scenario-based range extender control method of the application is improved. BRIEF DESCRIPTION OF DRAWINGS

[0055] Figure 1 An application environment diagram of the application scenario-based range extender control method in one embodiment;

[0056] Figure 2 A structural block diagram of the application scenario-based range extender control system in one embodiment;

[0057] Figure 3 An internal structural diagram of the computer device in one embodiment. DETAILED DESCRIPTION

[0058] In order to make the purposes, technical solutions and advantages of the present application clearer, the present application will be further described in detail below with reference to the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and not to limit the present application.

[0059] It should be noted that the diagrams provided in the embodiments only schematically illustrate the basic concepts of the present application, and only the components related to the present application are shown in the diagrams, not the number, shape and size of the components when actually implemented. The shapes, number and proportions of the components when actually implemented can be arbitrarily changed, and the layout of the components can be more complex.

[0060] The structures, proportions, sizes, etc. shown in the diagrams attached to the present specification are only used to cooperate with the content disclosed in the specification for understanding and reading by those skilled in the art, and do not define the limiting conditions for the implementation of the present application, so they do not have technical significance. Any modification of the structure, change of the proportional relationship or adjustment of the size, without affecting the effects and purposes that the present application can produce, should still fall within the scope of the technical content disclosed by the present application.

[0061] The orientations or positional relationships indicated by terms such as "upper", "lower", "left", "right", "intermediate", "longitudinal", "transverse", "horizontal", "inner", "outer", "radial", "circumferential", etc. in the present specification are based on the orientations or positional relationships shown in the drawings, and are only used to simplify the description, and cannot be understood as indicating or implying that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application. In addition, the terms "first", "second", etc. are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance.

[0062] At present, in response to the call of "green travel", electric vehicles, especially range extended electric vehicles, are increasingly favored by consumers. The range extender, as an important part of the range extended electric vehicle, determines the performance indicators of the vehicle through its control mode. However, the control mode of the range extender is relatively single at present, which leads to that the vehicle cannot better adapt to various application scenarios, for example, cannot balance the aspects of power maintenance, fuel consumption, noise, vibration and harshness (NVH), etc. Therefore, the compatibility of the control mode of the range extender in the prior art is relatively low, which leads to the problems of low working efficiency and large noise, etc.

[0063] To this end, the application provides an application scenario-based range extender control method, system and device, wherein the range extender control method comprises the following steps: first, determining a starting torque of a starting engine according to an actual coolant temperature of the engine; then, determining a standby power generation power of a range extender according to actual road conditions and a speed of the vehicle after the engine is started, so as to maintain the electric quantity of the vehicle; and finally, adjusting the standby power generation power according to an actual altitude, so that the working efficiency of the range extender is kept within a target efficiency range, and the phenomenon that the working efficiency of the range extender is reduced due to the decrease of atmospheric pressure caused by the increase of altitude under the same standby power generation power is improved. Therefore, the range extender control method of the application can control the working state of the range extender according to the actual conditions of the application scenario, so as to better adapt to the application scenario, improve the compatibility of the control mode of the range extender, ensure the working efficiency and reduce the generation of large noise. Next, the application scenario-based range extender control method of the application will be described in detail through the following embodiments.

[0064] In one embodiment, as shown in Figure 1 application scenario-based range extender control method is provided, which is described by taking the case that the method is applied to a range extender control system, and comprises the following steps:

[0065] S1: collecting a current coolant temperature of an engine;

[0066] S2: determining a starting torque of the engine according to the current coolant temperature, and controlling the engine to start according to the starting torque.

[0067] It should be noted that the internal oil viscosity of the engine and the internal resistance of the engine are different due to the different coolant temperatures of the engine, and the torque required to change the engine from a static state to a drag state is also different. Specifically, the lower the coolant temperature of the engine, the higher the internal oil viscosity of the engine, the greater the internal resistance of the engine, and the greater the torque required to change the engine from a static state to a drag state, i.e. the greater the corresponding starting torque of the engine. Therefore, the application collects the current coolant temperature of the engine, and then determines the corresponding starting torque according to the current coolant temperature, instead of starting the engine with a uniform starting torque. The current coolant temperature of the engine can be collected by a temperature sensor.

[0068] In addition, the lower the current coolant temperature of the engine, the worse the atomization effect of the fuel, resulting in poor stability of the fuel combustion, at which time the fuel injection amount needs to be increased and the drag torque needs to be increased to increase the engine start success rate. In the process of the engine running from the drag torque to the start torque and then outputting the torque after the start is successful, in order to avoid the phenomenon of a jump difference between the drag torque and the start torque, the corresponding correction parameter needs to be obtained according to the actual starting process to make the starting process of the engine relatively smooth; and after the start is successful, the engine is controlled to exit the state of running according to the start torque as soon as possible, thereby optimizing the NVH index of the engine.

[0069] In an implementable manner, the step of determining the start torque of the engine according to the current coolant temperature comprises: obtaining a first mapping relationship between the coolant temperature of the engine and the friction torque; substituting the current coolant temperature into the first mapping relationship to obtain the current friction torque corresponding to the engine; and determining the start torque according to the current friction torque, wherein the start torque is greater than the current friction torque.

[0070] It should be noted that the first mapping relationship is used to indicate the linear relationship between the coolant temperature of the engine and the friction torque, wherein the coolant temperature of the engine and the friction torque are in direct proportion, and the proportional coefficients of the friction torque and the coolant temperature of the engine are different between different types of engines and different coolant temperatures, so the proportional coefficients of the friction torque and the coolant temperature can be obtained through actual testing.

[0071] S3: acquiring the current slope, the current speed of the current vehicle, and the current altitude.

[0072] By way of example, the current slope can be acquired by a slope sensor, the current speed of the current vehicle can be acquired by a speed sensor, and the current altitude can be acquired by an altitude sensor. The slope sensor includes two types, one of which directly outputs the angle of the road compared to the horizontal plane, and the other of which outputs the tangent value of the angle of the road compared to the horizontal plane.

[0073] S4: determining the corresponding current road condition according to the current slope, and obtaining the corresponding to-be-generated power based on the determined current road condition and the current speed.

[0074] In an implementable mode, the step of determining the corresponding current road condition according to the current slope includes: obtaining a preset first slope threshold and a second slope threshold, wherein the first slope threshold is smaller than the second slope threshold; comparing the current slope with the first slope threshold and the second slope threshold respectively; if the current slope is smaller than or equal to the first slope threshold, determining that the current road condition is a downhill road condition; if the current slope is greater than the first slope threshold and smaller than the second slope threshold, determining that the current road condition is a flat road condition; if the current slope is greater than or equal to the second slope threshold, determining that the current road condition is an uphill road condition.

[0075] For example, if the slope sensor is of the type outputting tangent value, the first slope threshold can be set to -3%, and the second slope threshold can be set to 3%; then the current slope smaller than or equal to -3% is determined as corresponding to a downhill road condition; the current slope greater than -3% and smaller than 3% is determined as corresponding to a flat road condition, or a road with small slope fluctuation; and the current slope greater than or equal to 3% is determined as corresponding to an uphill road condition.

[0076] In an implementable mode, the step of obtaining the corresponding to-be-generated power based on the determined current road condition and the current speed includes: when the current road condition is the downhill road condition, obtaining the mass of the current vehicle; obtaining a first generated power of the current vehicle according to the mass of the current vehicle, the current slope and the current speed; obtaining a whole-vehicle coasting resistance coefficient of the current vehicle, and obtaining a second generated power of the current vehicle according to the whole-vehicle coasting resistance coefficient and the current speed; and obtaining the to-be-generated power according to the difference between the second generated power and the first generated power.

[0077] Specifically, the mathematical expression for obtaining the first generated power of the current vehicle includes: P1=mg(cosα)*v i wherein P1 is the first generated power, m is the mass of the current mass, g is the acceleration of gravity, α is the current slope, and v i is the current speed. The mathematical expression for obtaining the second generated power of the current vehicle includes: wherein P2 is the second generated power, a, b and c are respectively the whole-vehicle coasting resistance coefficient obtained according to real vehicle test, v iThe current speed is the current speed of the current vehicle. When the current vehicle is on a downhill road, the power to be generated by the range extender is the power required to overcome the running resistance minus the power required to overcome the gravity, i.e., the difference between the second power and the first power. The power to be generated by the range extender is the power required to overcome the running resistance minus the power required to overcome the gravity, i.e., the difference between the second power and the first power. The power to be generated by the range extender is the power required to overcome the running resistance minus the power required to overcome the gravity, i.e., the difference between the second power and the first power.

[0078] Further, in an implementable manner, the step of obtaining the corresponding power to be generated based on the determined current road condition and the current speed comprises: when the current road condition is the flat road condition, obtaining a whole-vehicle coasting resistance coefficient of the current vehicle; and obtaining the second power and the power to be generated including the second power of the current vehicle according to the whole-vehicle coasting resistance coefficient and the current speed.

[0079] In the embodiment, the calculation of the second power is similar to the above-mentioned calculation of the second power in the downhill road condition. Because the current vehicle only needs to overcome the running resistance to meet the demand of maintaining the electric quantity of the vehicle in the flat road condition or the road condition with small slope fluctuation.

[0080] Further, in an implementable manner, the step of obtaining the corresponding power to be generated based on the determined current road condition and the current speed comprises: when the current road condition is the flat road condition, obtaining a whole-vehicle coasting resistance coefficient of the current vehicle; and obtaining the second power and the power to be generated including the second power of the current vehicle according to the whole-vehicle coasting resistance coefficient and the current speed.

[0081] In the embodiment, in contrast to the case where the current road condition is the downhill road condition, because of the influence of gravity, in addition to the power required to overcome the running resistance, the power required to overcome the gravity is also needed, so the power to be generated is obtained by superimposing the power required to overcome the running resistance and the power required to overcome the gravity, i.e., the first power and the second power. The power to be generated by the range extender is the power required to overcome the running resistance minus the power required to overcome the gravity, i.e., the difference between the second power and the first power. The power to be generated by the range extender is the power required to overcome the running resistance minus the power required to overcome the gravity, i.e., the difference between the second power and the first power. The power to be generated by the range extender is the power required to overcome the running resistance minus the power required to overcome the gravity, i.e., the difference between the second power and the first power.

[0082] S5: comparing the current altitude with a preset altitude threshold value;

[0083] S6: if the current altitude is greater than the altitude threshold value, adjusting the power to be generated according to an efficiency curve to obtain a target power, wherein the efficiency curve is used to indicate a mapping relationship among torque, speed, power and efficiency of the range extender, and the target power is located in a target efficiency interval of the efficiency curve.

[0084] S7: controlling the range extender to generate electricity according to the target power generation.

[0085] Different altitudes result in different atmospheric pressures, which in turn have different effects on the combustion of the engine. Specifically, as the altitude increases, the atmospheric pressure gradually decreases, which has the following effects on the engine: at the same speed, the maximum output torque of the engine decreases, as can be seen from the mathematical expression P = n * T / 9550 (P is the output power of the engine, n is the speed of the engine, and T is the output torque of the engine). Therefore, if the current altitude exceeds the altitude threshold, the engine will have reduced performance when generating electricity at the standby power generation at the current altitude that does not exceed the altitude threshold. At this time, the standby power generation of the generator needs to be adjusted to adjust the engine speed to ensure that the engine speed meets the power demand of the generator.

[0086] Before adjusting the standby power generation of the engine, the method further comprises: obtaining a first characteristic curve of the engine and a second characteristic curve of the generator, wherein the first characteristic curve is used to indicate the mapping relationship between the torque, speed, power and efficiency of the engine, and the second characteristic curve is used to indicate the mapping relationship between the power and efficiency of the generator; superimposing the first characteristic curve and the second characteristic curve to obtain an efficiency curve of the range extender, and determining the target efficiency interval in the efficiency curve. The first characteristic curve is the universal characteristic curve of the engine, in which the horizontal axis is the engine speed and the vertical axis is the engine torque; the solid line part is the specific fuel consumption, which can also be called the fuel consumption rate, indicating the mass of fuel consumed by the engine per 1 KW of effective power in 1 hour; the dashed line part is the engine power curve; by superimposing the solid line part and the dashed line part, the best efficiency interval with lower specific fuel consumption and higher engine power can be obtained. The second characteristic curve is the power-efficiency curve of the generator. By superimposing the first characteristic curve and the second characteristic curve, the efficiency curve of the range extender can be obtained, and the target efficiency interval, i.e. the interval with higher working efficiency of the range extender, can be determined in the first efficiency curve.

[0087] Based on the efficiency curve, the to-be-generated power can be adjusted to obtain a target generated power in the target efficiency interval, so that the range extender can be kept in the target efficiency interval and fuel consumption is reduced. Specifically, the step of adjusting the to-be-generated power according to the efficiency curve to obtain the target generated power includes: determining a working efficiency corresponding to the to-be-generated power of the range extender according to the position of the to-be-generated power in the efficiency curve; determining at least one target efficiency greater than the working efficiency in the target efficiency interval, and obtaining a target generated power corresponding to each target efficiency.

[0088] In summary, the above-mentioned range extender control method based on application scenarios can start the engine according to the actual working condition of the engine, determine the to-be-generated power of the range extender according to the actual road condition and vehicle speed, maintain the power of the vehicle, and adjust the to-be-generated power according to the actual altitude, so that the working efficiency of the range extender is kept in the target efficiency interval, thereby improving the phenomenon that the control mode of the range extender in the prior art is single and cannot better adapt to various application scenarios, ensuring the working efficiency of the range extender and solving the problem of high noise. Therefore, compared with the prior art, the compatibility of the range extender control mode based on application scenarios is improved.

[0089] It should be understood that, although Figure 1 Each step in the flowchart is displayed in sequence according to the arrow, but these steps are not necessarily executed in sequence according to the arrow. Unless otherwise specified herein, the execution of these steps is not strictly limited in sequence, and these steps can be executed in other sequences. Moreover, Figure 1 At least part of the steps in the flowchart can include multiple sub-steps or multiple stages, which are not necessarily executed at the same time, but can be executed at different times, and the execution sequence of these sub-steps or stages is not necessarily sequential, but can be executed in rotation or alternation with at least part of other steps or sub-steps or stages of other steps.

[0090] In one embodiment, as Figure 2 shown, a range extender control system based on application scenarios is provided, comprising: a temperature sensor, a vehicle control unit, a slope sensor, a speed sensor, and an altitude sensor, wherein:

[0091] The temperature sensor is configured to collect a current coolant temperature of the engine.

[0092] The vehicle control unit is electrically connected with the temperature sensor, configured to determine a starting torque of the engine according to the current coolant temperature, and control the engine to start according to the starting torque.

[0093] a slope sensor configured to collect a current slope;

[0094] a speed sensor configured to collect a current speed of the vehicle;

[0095] an altitude sensor configured to collect a current altitude;

[0096] the vehicle controller is electrically connected with the slope sensor, the speed sensor and the altitude sensor, and is configured to determine a corresponding current road condition according to the current slope, and obtain a corresponding to-be-generated power based on the determined current road condition and the current speed;

[0097] the vehicle controller is further configured to compare the current altitude with a preset altitude threshold;

[0098] if the current altitude is greater than the altitude threshold, the vehicle controller is further configured to adjust the to-be-generated power according to an efficiency curve to obtain a target generated power, and control the range extender to generate power according to the target generated power, wherein the efficiency curve is used to indicate a mapping relationship between torque, speed, power and efficiency of the range extender, and the target generated power is located in a target efficiency interval of the efficiency curve;

[0099] the vehicle controller is further configured to control the range extender to generate power according to the target generated power.

[0100] Specifically, in an embodiment, the vehicle controller is further configured to: obtain a first mapping relationship between a coolant temperature of the engine and a friction torque; substitute the current coolant temperature into the first mapping relationship to obtain a current friction torque corresponding to the engine; and determine the starting torque according to the current friction torque, wherein the starting torque is greater than the current friction torque.

[0101] Specifically, in an embodiment, the vehicle controller is further configured to: obtain a first slope threshold and a second slope threshold, wherein the first slope threshold is less than the second slope threshold; compare the current slope with the first slope threshold and the second slope threshold respectively; if the current slope is less than or equal to the first slope threshold, determine that the current road condition is a downhill road condition; if the current slope is greater than the first slope threshold and less than the second slope threshold, determine that the current road condition is a flat road condition; and if the current slope is greater than or equal to the second slope threshold, determine that the current road condition is an uphill road condition.

[0102] Specifically, in an embodiment, the vehicle controller is further configured to: when the current road condition is the downhill road condition, obtain a mass of the current vehicle; obtain a first power generation of the current vehicle according to the mass of the current vehicle, the current slope and a current speed; obtain a second power generation of the current vehicle according to a vehicle coasting resistance coefficient of the current vehicle and the current speed; and obtain the to-be-generated power according to a difference between the second power generation and the first power generation.

[0103] Specifically, in an embodiment, the vehicle controller is further configured to: when the current road condition is the flat road condition, obtain a vehicle coasting resistance coefficient of the current vehicle; obtain a second power generation of the current vehicle according to the vehicle coasting resistance coefficient and a current speed, and obtain the to-be-generated power including the second power generation.

[0104] Specifically, in an embodiment, the vehicle controller is further configured to: when the current road condition is the uphill road condition, obtain a mass of the current vehicle; obtain a first power generation of the current vehicle according to the mass of the current vehicle, the current slope and a current speed; obtain a second power generation of the current vehicle according to a vehicle coasting resistance coefficient of the current vehicle and the current speed; and obtain the to-be-generated power according to a sum of the second power generation and the first power generation.

[0105] Specifically, in an embodiment, the vehicle controller is further configured to: obtain a first characteristic curve of the engine and a second characteristic curve of the generator, wherein the first characteristic curve is used to indicate a mapping relationship between torque, speed, power and efficiency of the engine, and the second characteristic curve is used to indicate a mapping relationship between power and efficiency of the generator; superimpose the first characteristic curve and the second characteristic curve to obtain an efficiency curve of the range extender, and determine the target efficiency interval in the efficiency curve.

[0106] Specifically, in an embodiment, the vehicle controller is further configured to: determine a working efficiency corresponding to the to-be-generated power generated by the range extender according to a position of the to-be-generated power in the efficiency curve; determine at least one target efficiency greater than the working efficiency in the target efficiency interval, and obtain a target power generation corresponding to each target efficiency.

[0107] The specific limitations of the application scenario-based range extender control system can refer to the limitations of the application scenario-based range extender control method described above, which will not be repeated here. Each component in the above application scenario-based range extender control system can be implemented by software, hardware, and combinations thereof, in whole or in part. The above-mentioned components can be embedded in or independent of the processor in the computer device in hardware form, or can be stored in the memory of the computer device in software form, so that the processor can call and execute the operations corresponding to each component.

[0108] In one embodiment, a computer device, which can be a terminal, has an internal structure diagram as shown in Figure 3 The computer device includes a processor, a memory, a network interface, a display screen, and an input device connected by a system bus. The processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operating system and the computer program in the non-volatile storage medium to run. The network interface of the computer device is used to communicate with external terminals through network connections. The computer program is executed by the processor to implement an application scenario-based range extender control method. The display screen of the computer device can be a liquid crystal display screen or an electronic ink display screen. The input device of the computer device can be a touch layer overlaid on the display screen, or a key, trackball, or touchpad provided on the computer device housing, or an external keyboard, touchpad, or mouse, etc.

[0109] Those skilled in the art can understand that Figure 3 The structure shown in the above figure is only a block diagram of part of the structure related to the scheme of the present application, and does not constitute a limitation on the computer device to which the scheme of the present application is applied. The specific computer device can include more or fewer components than those shown in the figure, or combine certain components, or have a different component arrangement.

[0110] In one embodiment, a computer device is provided, which includes a memory, a processor, and a computer program stored on the memory and executable on the processor. The processor implements the following steps when executing the computer program:

[0111] Collecting a current coolant temperature of the engine;

[0112] Determining a startup torque of the engine according to the current coolant temperature, and controlling the engine to start up according to the startup torque;

[0113] Collecting a current slope, a current speed of the vehicle, and a current altitude;

[0114] determining a current road condition according to the current slope, and obtaining a target power generation according to the determined current road condition and the current speed;

[0115] comparing the current altitude with a preset altitude threshold;

[0116] if the current altitude is greater than the altitude threshold, adjusting the target power generation according to an efficiency curve to obtain a target power generation, wherein the efficiency curve is used to indicate a mapping relationship between torque, speed, power and efficiency of the range extender, and the target power generation is located in a target efficiency interval of the efficiency curve;

[0117] controlling the range extender to generate power according to the target power generation.

[0118] In one embodiment, the processor, when executing the computer program, further implements the following steps:

[0119] obtaining a first mapping relationship between a coolant temperature of the engine and a friction torque;

[0120] substituting the current coolant temperature into the first mapping relationship to obtain a current friction torque corresponding to the engine;

[0121] determining the starting torque according to the current friction torque, wherein the starting torque is greater than the current friction torque.

[0122] In one embodiment, the processor, when executing the computer program, further implements the following steps:

[0123] obtaining a first slope threshold and a second slope threshold, wherein the first slope threshold is less than the second slope threshold;

[0124] comparing the current slope with the first slope threshold and the second slope threshold respectively;

[0125] if the current slope is less than or equal to the first slope threshold, determining that the current road condition is a downhill road condition;

[0126] if the current slope is greater than the first slope threshold and less than the second slope threshold, determining that the current road condition is a flat road condition;

[0127] if the current slope is greater than or equal to the second slope threshold, determining that the current road condition is an uphill road condition.

[0128] In one embodiment, the processor, when executing the computer program, further implements the following steps:

[0129] when the current road condition is the downhill road condition, obtaining a mass of the current vehicle;

[0130] obtaining a first power generation of the current vehicle according to the mass of the current vehicle, the current slope and a current speed;

[0131] obtaining a second power generation of the current vehicle according to a whole vehicle coasting resistance coefficient of the current vehicle and the current speed;

[0132] obtaining the to-be-generated power according to a difference between the second power generation and the first power generation.

[0133] In one embodiment, the processor, when executing the computer program, further implements the following steps:

[0134] obtaining a whole vehicle coasting resistance coefficient of the current vehicle when the current road condition is the flat road condition;

[0135] obtaining a second power generation of the current vehicle according to the whole vehicle coasting resistance coefficient and the current speed, and obtaining the to-be-generated power including the second power generation.

[0136] In one embodiment, the processor, when executing the computer program, further implements the following steps:

[0137] obtaining a mass of the current vehicle when the current road condition is the uphill road condition;

[0138] obtaining a first power generation of the current vehicle according to the mass of the current vehicle, the current slope and a current speed;

[0139] obtaining a second power generation of the current vehicle according to a whole vehicle coasting resistance coefficient of the current vehicle and the current speed;

[0140] obtaining the to-be-generated power according to a sum of the second power generation and the first power generation.

[0141] In one embodiment, the processor, when executing the computer program, further implements the following steps:

[0142] obtaining a first characteristic curve of the engine and a second characteristic curve of the generator, wherein the first characteristic curve is used to indicate a mapping relationship between torque, speed, power and efficiency of the engine, and the second characteristic curve is used to indicate a mapping relationship between power and efficiency of the generator;

[0143] superimposing the first characteristic curve and the second characteristic curve to obtain an efficiency curve of the range extender, and determining the target efficiency interval in the efficiency curve.

[0144] In one embodiment, the processor also implements the following steps when executing the computer program:

[0145] According to the position of the to-be-generated power in the efficiency curve, a working efficiency corresponding to the to-be-generated power generated by the range extender is determined;

[0146] At least one target efficiency greater than the working efficiency is determined in the target efficiency interval, and a target generated power corresponding to each target efficiency is obtained.

[0147] A person of ordinary skill in the art can understand that all or part of the processes in the above-mentioned embodiments can be completed by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer readable storage medium. When the computer program is executed, the processes of the above-mentioned embodiments can be included. Any reference to memory, storage, database or other medium used in each embodiment provided by the present application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. As an illustration but not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDR SDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM) and memory bus dynamic RAM (RDRAM) and the like.

[0148] Each technical feature of the above embodiments can be combined arbitrarily. In order to make the description simple, all possible combinations of each technical feature in the above embodiments are not described, however, as long as the combination of technical features does not exist contradictory, it should be considered as the scope of the present application.

[0149] The above embodiments only express several implementation manners of the present application, and the description is more specific and detailed, but it should not be understood as a limitation on the scope of the patent. It should be pointed out that for ordinary skilled in the art, without departing from the concept of the present application, several modifications and improvements can be made, which are within the scope of the present application. Therefore, the scope of the patent of the present application should be subject to the appended claims.

Claims

1. An application scenario-based range extender control method, characterized in that, The method comprises: collecting a current coolant temperature of an engine; determining a start-up torque of the engine according to the current coolant temperature, and controlling the engine to start up at the start-up torque; collecting a current slope, a current speed of a current vehicle, and a current altitude; determining a corresponding current road condition according to the current slope, and obtaining a corresponding to-be-generated power based on the determined current road condition and the current speed; comparing the current altitude with a preset altitude threshold; if the current altitude is greater than the altitude threshold, determining a working efficiency of the range extender for generating power at the to-be-generated power according to a position of the to-be-generated power in an efficiency curve, determining at least one target efficiency greater than the working efficiency within a target efficiency interval, and obtaining a target generated power corresponding to each target efficiency, wherein the efficiency curve is used to indicate a mapping relationship among torque, rotating speed, power and efficiency of the range extender, the efficiency curve is obtained by superimposing a universal characteristic curve of the engine and a power-efficiency curve of a generator, and the target efficiency interval is an interval in which the working efficiency of the range extender is relatively high and is determined in advance; controlling the range extender to generate power at the target generated power.

2. The application scenario-based range extender control method of claim 1, wherein, The step of determining the start-up torque of the engine according to the current coolant temperature comprises: obtaining a first mapping relationship between coolant temperature and friction torque of the engine; substituting the current coolant temperature into the first mapping relationship to obtain a current friction torque corresponding to the engine; determining the start-up torque according to the current friction torque, wherein the start-up torque is greater than the current friction torque.

3. The application scenario-based range extender control method of claim 1, wherein, The step of determining a corresponding current road condition according to the current slope comprises: obtaining a preset first slope threshold and a second slope threshold, wherein the first slope threshold is less than the second slope threshold; comparing the current slope with the first slope threshold and the second slope threshold respectively; if the current slope is less than or equal to the first slope threshold, determining that the current road condition is a downhill road condition; if the current slope is greater than the first slope threshold and less than the second slope threshold, determining that the current road condition is a flat road condition; if the current slope is greater than or equal to the second slope threshold, determining that the current road condition is an uphill road condition.

4. The application scenario-based range extender control method of claim 3, wherein, The step of obtaining a corresponding to-be-generated power based on the determined current road condition and the current speed comprises: when the current road condition is the downhill road condition, obtaining a mass of the current vehicle; obtaining a first generated power of the current vehicle according to the mass of the current vehicle, the current slope and the current speed; obtaining a whole-vehicle coasting resistance coefficient of the current vehicle, and obtaining a second generated power of the current vehicle according to the whole-vehicle coasting resistance coefficient and the current speed; obtaining the to-be-generated power according to a difference between the second generated power and the first generated power.

5. The application scenario-based range extender control method according to claim 3, characterized in that, The step of obtaining a corresponding to-be-generated power based on the determined current road condition and the current speed comprises: When the current road condition is the flat road condition, an overall vehicle sliding resistance coefficient of the current vehicle is obtained; According to the overall vehicle sliding resistance coefficient and the current speed, a second power generation of the current vehicle and a to-be-generated power including the second power generation are obtained.

6. The application scenario-based range extender control method according to claim 3, characterized in that, The step of obtaining the to-be-generated power corresponding to the determined current road condition and the current speed comprises: When the current road condition is the uphill road condition, a mass of the current vehicle is obtained; According to the mass of the current vehicle, the current slope and the current speed, a first power generation of the current vehicle is obtained; An overall vehicle sliding resistance coefficient of the current vehicle is obtained, and according to the overall vehicle sliding resistance coefficient and the current speed, a second power generation of the current vehicle is obtained; The to-be-generated power is obtained according to a sum of the second power generation and the first power generation.

7. An application scenario-based range extender control system, characterized in that, The system comprises: a temperature sensor configured to collect a current coolant temperature of the engine; a vehicle controller electrically connected to the temperature sensor, configured to determine a starting torque of the engine according to the current coolant temperature, and control the engine to start according to the starting torque; a slope sensor configured to collect a current slope; a speed sensor configured to collect a current speed of the current vehicle; an altitude sensor configured to collect a current altitude; the vehicle controller is electrically connected to the slope sensor, the speed sensor and the altitude sensor, and is further configured to determine a corresponding current road condition according to the current slope, and obtain a to-be-generated power corresponding to the determined current road condition and the current speed; the vehicle controller is further configured to compare the current altitude with a preset altitude threshold; if the current altitude is greater than the altitude threshold, the vehicle controller is further configured to: determine a working efficiency of the range extender according to a position of the to-be-generated power in an efficiency curve, the efficiency curve being used to indicate a mapping relationship among torque, speed, power and efficiency of the range extender, and the efficiency curve being obtained by superimposing a universal characteristic curve of the engine and a power-efficiency curve of the generator, and determine at least one target efficiency greater than the working efficiency in a target efficiency interval, and obtain a target power generation corresponding to each target efficiency, the target efficiency interval being an interval in which the working efficiency of the range extender is higher and being determined in advance; the vehicle controller is further configured to control the range extender to generate power according to the target power generation.

8. A computer device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, The processor executes the computer program to implement the steps of the application scenario-based range extender control method in any one of claims 1 to 6. The processor executes the computer program to implement the steps of the application scenario-based range extender control method in any one of claims 1 to 6.

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