A power-follow compensation correction control method and device for extended-range electric vehicles

Abstract

The application discloses a power following compensation correction control method for a range extended electric vehicle, and steps are as follows: S1, power correction: initial demand power generation is calculated, and final power generation is obtained by correction according to current atmospheric pressure, SOC and load compensation; S2, speed correction: first correction power generation speed and power generation torque between maximum and minimum values are calculated, second correction power generation speed and simulation speed are calculated and accumulated, and final power generation speed is obtained together with preset maximum power generation speed; S3, torque correction: initial power generation torque is calculated according to final power generation and final power generation speed, feedforward correction torque is calculated according to feedforward compensation control, and finally, final power generation torque is obtained. The application also discloses a power following compensation correction control device and a computer system for the range extended electric vehicle. The application can ensure good driving following property under the premise of optimal fuel consumption and NVH performance, and can be widely applied in the field of the range extended electric vehicle.

Description

Technical Field

[0001] This invention relates to range-extended electric vehicle control technology, and in particular to a power following compensation and correction control method and device for range-extended electric vehicles. Background Technology

[0002] The current scarcity of oil resources and escalating environmental pollution have made pure electric vehicles the most favored development model. However, due to the lack of breakthroughs in power battery technology, the driving range of electric vehicles is limited. Range-extended electric vehicles (REEVs), as a new type of vehicle, combine the driving range of traditional cars with the advantages of electric drive in pure electric vehicles, and are considered the most ideal transitional model. Current range-extending control mainly uses thermostats and power-following control. While thermostat control allows the engine to operate at certain points within its efficient operating range, it cannot accurately follow the driver's driving intentions, and NVH performance is not well reflected. Power-following strategies keep the engine operating across the entire load range. Although it can operate along the set optimal fuel consumption curve, in high-altitude areas, low SOC conditions, under limited engine capacity, and with varying loads, the current curve cannot meet the driver's needs.

[0003] This invention addresses the power following control strategy by compensating and correcting the power generation demand, speed, and torque demand, ensuring good driving follow-up performance while maintaining optimal fuel consumption and NVH performance. Furthermore, the battery's involvement is relatively lower in this mode compared to the thermostat mode, resulting in a longer battery life. Summary of the Invention

[0004] The purpose of this invention is to overcome the shortcomings of the above-mentioned background technology and provide a power following compensation correction control method and device for range-extended electric vehicles, so as to ensure good driving following performance under the premise of optimal fuel consumption and NVH performance. Moreover, compared with the thermostat mode, the battery participation is low and the battery life is long in the mode of this invention.

[0005] This invention provides a power following compensation correction control method for range-extended electric vehicles, comprising the following steps: S1, Power correction: Calculate the driver's required torque based on the current throttle opening and vehicle speed, and calculate the driver's initial required power generation based on this required torque. Correct the required power generation based on the current atmospheric pressure, current state of charge (SOC), and current load compensation to obtain the final power generation at the current speed; S2, Speed ​​correction: Calculate the first corrected power generation speed based on the difference between the driver's initial required power generation and the current SOC and target SOC. This is achieved by first taking the minimum value between the current output power generation and the maximum allowable power generation torque, and then comparing this minimum value with the maximum allowable maximum value. The maximum value among the minimum values ​​of the generated torque is taken, and the difference between the current output generated torque and the maximum value is obtained by summing the difference to obtain the second corrected generated speed. At the same time, the simulated speed in N or P gear is simulated. The maximum value between the sum of the first corrected generated speed and the second corrected generated speed and the simulated speed is taken, and then the minimum value between the maximum value and the preset maximum generated speed is taken to obtain the final generated speed; S3, Torque Correction: The initial generated torque is calculated based on the final generated power and the final generated speed. Then, the feedforward total torque is calculated based on the feedforward compensation control. The feedforward corrected torque is obtained by multiplying the feedforward total torque and the feedforward correction coefficient, and finally the final generated torque is obtained.

[0006] In the above technical solution, the specific process of step S1 is as follows: S11, calculate the driver's required torque T based on the current throttle opening and vehicle speed. D_req =F(α,V), where α is the throttle opening, V is the vehicle speed, and T is the torque required by the driver. D_req Calculate the driver's required power P D_req =F(α,V)×V / (3600×r); Calculate the difference ΔSOC based on the current SOC and the set target SOC, ΔSOC = SOC cur -SOC tar Among them, SOC cur Indicates the current SOC, SOC tar This represents the set target SOC; based on the difference ΔSOC and the driver's power demand, the initial power demand P for current power generation is calculated. raw S12, Based on atmospheric pressure, the initial demand for power generation P needs to be adjusted. raw With power compensation correction and a correction factor of k, the power corrected by the adjusted atmospheric pressure is as follows: Where p is atmospheric pressure and b is the preset pressure value; S13, then based on the difference between the current SOC and the set minimum target SOC, ΔSOC min =SOC cur -SOC min Among them, SOC minThis represents the preset minimum target SOC; if the current SOC is less than the minimum target SOC, the forced generation correction power P is calculated. FC S14. Based on the current high-voltage load power consumption and the difference between the current SOC and the set target SOC ΔSOC, the load compensation power P is calculated. Load S15. Based on the above atmospheric pressure correction power and forced generation correction power P FC and load compensation power P Load The final power output at the current rotational speed is obtained as: P calc =P req_a +P FC +P Load .

[0007] In the above technical solution, the specific process of step S2 is as follows: S21, take the maximum value of the absolute value of the final power generation and the absolute value of the demand wheel-side power to obtain the arbitration demand power P. arb =Max(|P calc |,|P D_req |), and combining the difference between the current SOC and the target SOC ΔSOC, the first corrected generator speed n is calculated. r S22. The difference is obtained by first taking the minimum value between the current output torque and the maximum allowable output torque, then taking the maximum value between the minimum value and the minimum allowable output torque, and finally subtracting the maximum value from the current output torque. ΔT = T raw -Max(Min(T raw ,T allow_max ),T allow_min ), where T raw The initial generating torque, T, is obtained based on the calculated generating power and generating speed. allow_max It is the maximum power generation capacity calculated from the current battery SOC, motor capacity, and engine capacity, T allow_min This is the minimum power generation capacity calculated from the current battery SOC, motor capacity, and engine capacity; and the corresponding power generation speed gain k for each calculation cycle is obtained. When ΔT is negative, k is calibrated as positive, and when ΔT is positive, k is calibrated as less than or equal to 0; S23, based on the power generation speed gain k calculated above, further summation is performed to output the second corrected power generation speed n. c S24. If in N or P gear, simulate the engine speed as the driver presses the accelerator, and find the corresponding simulated engine speed n by using the accelerator opening A. s And according to the aforementioned first corrected generator speed n r Second corrected generator speed n c The final power generation speed, n, is calculated. g =Min(Max(n)r +n c ,n s ),n max ), where n max It is the preset maximum power generation speed.

[0008] In the above technical solution, the specific process of step S23 is as follows: S231, during the process of accumulating the generator speed gain k, find the lowest upper limit n of the speed that can be accumulated and corrected. lim S232. Calculate the preset maximum power generation speed and the first corrected power generation speed n. r The difference, then the upper limit n of the corrected rotational speed. lim The second corrected generator speed n is obtained by taking the minimum value of this difference. c For n c =Max(Min(∑k,Min(n)) lim ,n max -n r ),0), where n max It is the preset maximum power generation speed.

[0009] In the above technical solution, the specific process of step S3 is as follows: S31, the power generation torque is calculated based on the final power generation power P. calc and final power generation speed n g The initial power generation torque T was calculated. raw T raw =P calc ×n g / 9550; S32. Combining feedforward compensation control, calculate the feedforward correction torque based on speed changes. First, calculate the total feedforward torque T of the engine-generator system when the speed changes. a , Where J1 is the moment of inertia of the engine and generator; secondly, based on the feedforward correction coefficient λ and the total feedforward torque T... a Multiply to obtain the feedforward corrected torque T u , S33, based on the initial power generation torque T raw Feedforward correction torque T u Maximum power generation capacity T allow_max and the minimum power generation capacity T allow_min The final generated torque is obtained:

[0010] T = Max(Min(T) raw +T u ,T allow_max ),T allow_min ).

[0011] The present invention also provides a power follow compensation correction control device for range-extended electric vehicles, which has a computer program that can execute the power follow compensation correction control method for range-extended electric vehicles.

[0012] The present invention also provides a computer system, the computer system including a power following compensation correction control device for range-extended electric vehicles.

[0013] The present invention provides a power following compensation and correction control method and device for range-extended electric vehicles, which has the following beneficial effects:

[0014] 1. Based on the power generation demand under atmospheric pressure, SOC and load correction power following strategy, it solves the power generation demand in high-voltage areas with limited engine capacity, low SOC conditions and load changes, that is, it can meet the driver's needs while also meeting the battery SOC balance.

[0015] 2. The target speed for power generation is adjusted according to the actual power generation capacity, which achieves the purpose of increasing the power generation speed to increase the power generation power when the power generation capacity is limited; the target speed for power generation is adjusted according to the gear, which successfully simulates the working condition of the engine speed increasing when the accelerator is pressed in N / P gear in a traditional car while stationary.

[0016] 3. By using the change in generator speed to perform feedforward compensation correction on the generator torque demand, the impact of generator speed fluctuations on generator torque is reduced, deviations are eliminated in advance, and the stability of generator torque control is improved. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the drive system of a range-extended electric vehicle.

[0018] Figure 2 This is a theoretical calculation diagram of the engine-generator-optimal power generation curve;

[0019] Figure 3 This is a schematic diagram of the overall process of the power following compensation and correction control method for range-extended electric vehicles of the present invention;

[0020] Figure 4 This is a flowchart illustrating the power correction step in the power following compensation correction control method for range-extended electric vehicles of the present invention.

[0021] Figure 5 This is a flowchart illustrating the speed correction step in the power following compensation correction control method for range-extended electric vehicles of the present invention.

[0022] Figure 6 This is a flowchart illustrating the torque correction step in the power following compensation correction control method for range-extended electric vehicles of the present invention.

[0023] Figure 7This is a schematic diagram of the power following compensation and correction control device for range-extended electric vehicles of the present invention.

[0024] Figure 8 This is a schematic diagram of the computer system of the present invention. Detailed Implementation

[0025] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments, but these embodiments should not be construed as limiting the present invention.

[0026] See Figure 1 The structure of the range-extended electric vehicle drive system is shown in the figure.

[0027] See Figure 2 The optimal power generation curve is calculated offline based on the engine fuel consumption rate characteristic curve and the generator equal power generation curve. The point of tangency between each power generation and fuel consumption rate curve represents the point with the lowest fuel consumption rate under the current power generation. Connecting these points forms the optimal power generation curve, which is the power-following power generation curve, as shown by the dotted line changing from the lower left to the upper right in the figure.

[0028] However, the power-following generation curve described above is only an initial generation curve calculated theoretically. In actual operation, it is necessary to dynamically correct and compensate for the power generation demand, generation speed, and power generation torque demand by combining vehicle status and driver needs, thus forming an optimized power-following control. See [link to relevant documentation]. Figure 3 The specific steps are as follows:

[0029] Step 1, Power Correction

[0030] The driver's required torque is calculated based on the current throttle opening and vehicle speed. The driver's initial required power generation is then calculated based on this required torque. The required power generation is then adjusted based on the current atmospheric pressure, current state of charge (SOC), and current load compensation to obtain the final power generation at the current engine speed. (See [link to relevant documentation]). Figure 4 The specific process is as follows:

[0031] Step 11: Calculate the driver's required torque T based on the current throttle opening and vehicle speed. D_req =F(α,V), where α is the throttle opening, V is the vehicle speed, and the torque T is determined based on the driver's required torque. D_req Calculate the driver's required power P D_req =F(α,V)×V / (3600×r), and then based on the difference ΔSOC between the current SOC and the set target SOC and the driver's power demand, the initial power demand P for current power generation is obtained by looking up the power following table. raw See Table 1 below for details:

[0032]

[0033] Where, ΔSOC=SOC cur -SOC tar SOC cur Indicates the current actual SOC, SOC tar This indicates the preset target SOC.

[0034] Step 12: Based on the initial power demand P output from the above MAP table. raw Due to changes in atmospheric pressure, the engine cannot fully respond to the power generation request, requiring compensation and correction of the power generation. Let the correction factor be k. The power generation correction based on atmospheric pressure is as follows:

[0035] Where p is atmospheric pressure and b is the preset pressure value.

[0036] Step 13: Based on the difference between the current SOC and the set minimum target SOC, if the current SOC is lower than the minimum target SOC, a forced power correction P needs to be added. FC To ensure that the battery SOC does not continue to decline and to raise the SOC, the forced power generation correction P FC This is achieved through a table lookup, as detailed in Table 2 below:

[0037] <![CDATA[ΔSOC min ]]> -5 -2 0 3 4 10 <![CDATA[P FC ]]> -13 -10 -5 -3 0 0

[0038] Wherein, ΔSOC min =SOC cur -SOC min SOC min This indicates the preset minimum target SOC.

[0039] Step 14: Based on the current power consumption of the high-voltage load, such as the total power consumed by high-voltage DC-DC converters, electric PTC converters, electric compressors, etc., and combined with the difference between the current SOC and the set target SOC ΔSOC, look up the table to obtain the load compensation power P. Load See below for details.

[0040] Table 3:

[0041]

[0042] Step 15: Based on the above atmospheric pressure correction power and forced generation correction power P FC and load compensation power P Load The final power generation (negative value) at the current speed is obtained as follows:

[0043] P calc =P req_a +P FC+P Load .

[0044] Step 2, Speed ​​Correction

[0045] The first corrected generator speed is calculated based on the difference between the driver's initial demand for generator power and the current SOC and target SOC. This is achieved by first minimizing the current output generator torque and the maximum allowable generator torque, then maximizing the difference between this minimum and the minimum allowable generator torque, and finally subtracting this maximum from the current output generator torque. The difference is then accumulated and calculated to obtain the generator speed gain k, resulting in the second corrected generator speed. Simultaneously, the simulated speed in N or P gear is compared. The sum of the first and second corrected generator speeds is multiplied by the simulated speed, and then the maximum value is multiplied by the minimum value between this maximum and the preset maximum generator speed to obtain the final generator speed. (See [link to documentation]). Figure 5 The specific process is as follows:

[0046] Step 21: Based on the maximum absolute value of the driver's demand for final power generation and wheel-side power, obtain the arbitrated demand power P. arb =Max(|P calc |,|P D_req |), combining the difference between the current SOC and the target SOC ΔSOC, the first corrected generator speed n is obtained by looking up a table. r See Table 4 below for details:

[0047]

[0048] Step 22: First, take the minimum value between the current output generator torque (negative value) and the maximum allowable generator torque. Then, take the maximum value between this minimum value and the minimum allowable generator torque. Subtract this maximum value from the current output generator torque (negative value) to obtain the difference (negative value). If this difference is less than 0, it indicates that the engine's generator torque is limited. Combined with the power following strategy, the engine speed needs to be increased to increase generator power and ensure that generator power can meet the driver's needs. If this difference is greater than or equal to 0, it indicates that the vehicle's generator torque is within its capacity. Based on the torque difference, look up the corresponding generator speed gain k for each calculation cycle. When ΔT is negative, k is calibrated as positive; when ΔT is positive, k is calibrated as less than or equal to 0. See Table 5 below for details.

[0049] ΔT -3 0 5 k 1.3 0 -1.5

[0050] Where, ΔT=T raw -Max(Min(T raw ,T allow_max ),T allow_min ), T raw The initial generating torque, T, is obtained based on the calculated generating power and generating speed.allow_max T allow_min It is the maximum and minimum power generation capacity limit calculated from the current battery SOC, motor capacity, and engine capacity.

[0051] Step 23: Based on the calculated generator speed gain k, perform cumulative calculations to output the second corrected generator speed n. c .

[0052] Step 231: Based on the generator speed gain k calculated from the table above, perform cumulative calculation and output the corrected generator speed. During the cumulative gain speed calculation, in order to ensure that the correction can be calibrated at different vehicle speeds, the lowest upper limit n of the cumulative corrected speed can be obtained by looking up the table by vehicle speed. lim ;

[0053] Step 232: Calculate the preset maximum power generation speed and the first corrected power generation speed n. r The difference is then used to adjust the upper limit n of the rotational speed. lim The minimum value of this difference is taken to ensure that the sum of the corrected speeds does not exceed the maximum generating speed. The upper limit of the accumulated corrected speeds, n, is... lim The details can be found by referring to the table below, see Table 6:

[0054] V 6 20 40 <![CDATA[n lim ]]> 2600 3800 4500

[0055] From the above, we can see that the second corrected generator speed 11c is as follows:

[0056] n c =Max(Min(∑k,Min(n)) lim n max -n r )), 0), where n max It is the preset maximum power generation speed.

[0057] Step 24: If in N or P gear, to simulate the engine speed increase when the driver presses the accelerator, adjust the throttle opening A and the simulated engine speed n. s The table of correspondences was used to find the simulated speed n corresponding to the throttle opening A. s See Table 7 below for details:

[0058] Acc 0 10 50 100 --s 0 1000 1500 3000

[0059] Based on the aforementioned first corrected generator speed n r Second corrected generator speed n c The final power generation speed, n, is calculated. g =Min(Max(n) r +n c n s ), n max), where n max It is the preset maximum power generation speed.

[0060] Step 3, Torque Correction

[0061] The initial generating torque is calculated based on the final generating power and final generating speed. Then, the total feedforward torque is calculated using feedforward compensation control. The feedforward corrected torque is obtained by multiplying the total feedforward torque by the feedforward correction coefficient, and finally, the final generating torque is obtained. (See [link to relevant documentation]). Figure 6 The specific process is as follows:

[0062] Step 31: The power generation torque is calculated based on the final power generation P. calc and final power generation speed n g The initial power generation torque T was calculated. raw The specific formula is as follows:

[0063] T raw =P calc ×n g / 9550.

[0064] Step 32: Next, combining feedforward compensation control, calculate the feedforward correction torque based on speed changes. If the speed is increasing, perform feedforward compensation on the torque in advance to ensure a rapid response in the generator torque; if the speed is decreasing, reduce the generator torque in advance. The feedforward correction torque is calculated through the following steps:

[0065] First, the total feedforward torque of the engine-generator system when the engine speed changes is T. a ,

[0066] J1 is the moment of inertia of the engine and generator.

[0067] Secondly, the feedforward correction coefficient λ is output from the table based on the total feedforward torque. Then, the feedforward correction coefficient λ is compared with the total feedforward torque T. a Multiply to obtain the feedforward corrected torque T u See Table 8 below for details:

[0068] Ta -5 0 5 λ 0.3 0 -0.05

[0069]

[0070] Step 33: Based on the initial power generation torque T raw Feedforward correction torque T u Maximum power generation capacity T allow_max and the minimum power generation capacity T allow_min The final generated torque can be obtained:

[0071] T = Max(Min(T) raw+T u ,T allow_max ),T allow_min ).

[0072] See Figure 7 The present invention provides a power following compensation and correction control device for range-extended electric vehicles, comprising the following steps:

[0073] Power correction module: Calculates the driver's required torque based on the current throttle opening and vehicle speed, calculates the driver's initial required power generation based on the required torque, and corrects the required power generation based on the current atmospheric pressure, current SOC and current load compensation to obtain the final power generation at the current speed.

[0074] Speed ​​correction module: Calculates the first corrected power generation speed based on the difference between the required power and the current SOC and the target SOC. Then, calculates the power generation torque between the maximum and minimum values ​​by subtracting the current battery SOC, motor capacity, and engine capacity from the current output power generation torque. The second corrected power generation speed is obtained by accumulating these values. Simultaneously, it simulates the speed in N or P gear. The maximum value between the sum of the first and second corrected power generation speeds and the simulated speed is taken. Then, the minimum value between this maximum value and the preset maximum power generation speed is taken to obtain the final power generation speed.

[0075] Torque correction module: The initial generating torque is calculated based on the final generating power and the final generating speed. Then, the total feedforward torque is calculated based on the feedforward compensation control. The feedforward correction torque is obtained by multiplying the total feedforward torque and the feedforward correction coefficient, and finally, the final generating torque is obtained.

[0076] See Figure 8 The computer system of the present invention includes a power following compensation and correction control device for range-extended electric vehicles.

[0077] The main technical features of this invention are as follows:

[0078] 1. Based on the power generation demand under atmospheric pressure, SOC and load correction power following strategy, it solves the power generation demand in high-voltage areas with limited engine capacity, low SOC conditions and load changes, that is, it can meet the driver's needs while also meeting the battery SOC balance.

[0079] 2. The target speed for power generation is adjusted according to the actual power generation capacity, which achieves the purpose of increasing the power generation speed to increase the power generation power when the power generation capacity is limited; the target speed for power generation is adjusted according to the gear, which successfully simulates the working condition of the engine speed increasing when the accelerator is pressed in N / P gear in a traditional car while stationary.

[0080] 3. By using the change in generator speed to perform feedforward compensation correction on the generator torque demand, the impact of generator speed fluctuations on generator torque is reduced, deviations are eliminated in advance, and the stability of generator torque control is improved.

[0081] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

[0082] The contents not described in detail in this specification are existing technologies known to those skilled in the art.

Claims

1. A power following compensation and correction control method for range-extended electric vehicles, characterized in that: Includes the following steps: S1, Power Correction: Calculate the driver's required torque based on the current throttle opening and vehicle speed, calculate the driver's initial required power generation based on the required torque, and correct the required power generation based on the current atmospheric pressure, current SOC and current load compensation to obtain the final power generation at the current speed. S2, Speed ​​Correction: The first corrected power generation speed is calculated based on the difference between the driver's final demand for power generation and the current SOC and the target SOC. This is achieved by first taking the minimum value between the current output power generation torque and the maximum allowable power generation torque, then taking the maximum value between the minimum value and the minimum allowable power generation torque, and finally subtracting the maximum value from the current output power generation torque. The difference is then used to look up the difference in a table and accumulate the power generation speed gain k to obtain the second corrected power generation speed. Simultaneously, the simulated speed in N or P gear is simulated. The maximum value between the sum of the first and second corrected power generation speeds and the simulated speed is taken, and then the minimum value between the maximum value and the preset maximum power generation speed is taken to obtain the final power generation speed. S3. Torque Correction: The initial generating torque is calculated based on the final generating power and the final generating speed. Then, the total feedforward torque is calculated based on the feedforward compensation control. The feedforward correction torque is obtained by multiplying the total feedforward torque and the feedforward correction coefficient, and finally, the final generating torque is obtained.

2. The power following compensation and correction control method for range-extended electric vehicles according to claim 1, characterized in that: The specific process of step S1 is as follows: S11. Calculate the driver's required torque based on the current throttle opening and vehicle speed. Where α is the throttle opening, V is the vehicle speed, and the torque is determined according to the driver's needs. Calculate the driver's power requirement ; Calculate the difference ΔSOC based on the current SOC and the set target SOC. ,in, Indicates the current SOC. This represents the set target SOC; based on the difference ΔSOC and the driver's power demand, the initial power demand for current generation is calculated. ; S12, Based on atmospheric pressure, the initial demand for power generation needs to be determined. With power compensation correction and a correction factor of k, the power corrected by the adjusted atmospheric pressure is as follows: Where p is atmospheric pressure and b is the preset pressure value; S13. Then, based on the difference between the current SOC and the set minimum target SOC, ,in, This represents the preset minimum target SOC; if the current SOC is less than the minimum target SOC, the forced generation correction power is calculated. ; S14. Based on the current high-voltage load power consumption and the difference between the current SOC and the set target SOC ΔSOC, the load compensation power is calculated. ; S15. Based on the above atmospheric pressure correction power and forced generation correction power... and load compensation power To obtain the final power generation at the current rotational speed: 。 3. The power following compensation and correction control method for range-extended electric vehicles according to claim 2, characterized in that: The specific process of step S2 is as follows: S21. Take the maximum value of the absolute value of the final generated power and the absolute value of the required wheel-side power to obtain the arbitration-adjusted required power. By combining the difference ΔSOC between the current SOC and the target SOC, the first corrected generator speed is calculated. ; S22. The difference is obtained by first taking the minimum value between the current output torque and the maximum allowable output torque, then taking the maximum value between the minimum value and the minimum allowable output torque, and finally subtracting the maximum value from the current output torque. ,in, The initial generating torque is obtained based on the calculated generating power and generating speed. This is the maximum power generation capacity calculated from the current battery SOC, motor capacity, and engine capacity. It is the minimum power generation capacity calculated from the current battery SOC, motor capacity, and engine capacity; based on the difference, a table is looked up to obtain the corresponding power generation speed gain k for each calculation cycle. When ΔT is negative, k is calibrated as positive, and when ΔT is positive, k is calibrated as less than or equal to 0. S23. Based on the calculated generator speed gain k, perform cumulative calculations to output the second corrected generator speed. ; S24. If the vehicle is in N or P gear, simulate the engine speed as the driver presses the accelerator, and find the corresponding simulated engine speed by using the accelerator opening A. And based on the aforementioned first corrected generator speed Second Corrected Generating Speed The final power generation speed was calculated. ,in, It is the preset maximum power generation speed.

4. The power following compensation and correction control method for range-extended electric vehicles according to claim 3, characterized in that: The specific process of step S23 is as follows: S231. During the process of accumulating the generator speed gain k, find the lowest upper limit of the speed that can be accumulated and corrected. ; S232, Calculate the preset maximum power generation speed and the first corrected power generation speed. The difference will then be used to adjust the upper limit of the rotational speed. The second corrected generator speed is determined by taking the minimum value of this difference. for ,in, It is the preset maximum power generation speed.

5. The power following compensation and correction control method for range-extended electric vehicles according to claim 4, characterized in that: The specific process of step S3 is as follows: S31, Generating torque is based on the final generating power calculated above. and final power generation speed The initial power generation torque was calculated. , ; S32. Combined with feedforward compensation control, calculate the feedforward correction torque based on the speed change. First, calculate the total feedforward torque of the engine-generator system when the engine speed changes. , ,in, It is the moment of inertia of the engine and generator; Secondly, based on the feedforward correction coefficient With feedforward total torque Multiply to obtain the feedforward corrected torque , ; S33, Based on the initial power generation torque Feedforward correction torque Maximum power generation capacity and minimum power generation capacity The final generated torque is obtained: 。 6. A power follow compensation and correction control device for a range-extended electric vehicle, comprising a computer program capable of executing the power follow compensation and correction control method for a range-extended electric vehicle as described in any one of claims 1 to 5.

7. A computer system comprising the power follow compensation correction control device for a range-extended electric vehicle as described in claim 6.

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