An energy monitoring method and device for a range-extended vehicle

Abstract

The present application relates to the technical field of electric vehicles, and provides an energy monitoring method and device for a range-extended vehicle. The method includes: continuously obtaining the energy state and the traveled mileage of a target vehicle; if the current SOC value is less than the range-extended charging SOC value and shows a downward trend and the current fuel system is in an unoperated state, determining that the current driving power source is the power battery; if the current SOC value is less than the range-extended charging SOC value and shows a downward trend and the current fuel system is in an operating state, determining that the current driving power source includes the power battery and the fuel system; if the current SOC value is not less than the range-extended charging SOC value or the change trend is not downward, determining that the current driving power source is the fuel system; based on the current driving power source, determining the pure-electric driving mileage corresponding to the power battery and the fuel driving mileage corresponding to the fuel system according to the traveled mileage. The present application accurately distinguishes the contribution degrees of different power energy sources, thereby improving the economy and endurance of the vehicle.

Description

Technical Field

[0001] This application relates to the technical field of electric vehicles, and in particular, to an energy monitoring method and device for a range-extended vehicle. Background Art

[0002] With the continuous development of automotive technology, range-extended vehicles that can run purely on electricity or consume fuel have emerged. Such vehicles can achieve longer driving ranges and better fuel economy, and have become popular products in the automotive market.

[0003] However, the current driving information of range-extended vehicles is not accurately and effectively displayed to users. Due to the non-singularity of the power energy of range-extended vehicles, it is difficult to distinguish the real-time output. The driving range displayed by range-extended vehicles usually mixes the pure-electric driving range and the fuel-consuming driving range. It is difficult for users to accurately understand the output ratio of the power energy, so they cannot evaluate the economic situation of driving behavior, nor can they increase the vehicle's endurance through driving strategies.

[0004] Therefore, how to provide a solution to the above technical problems is an issue that those skilled in the art need to solve currently. Summary of the Invention

[0005] In view of this, embodiments of this application provide an energy monitoring method and device for a range-extended vehicle to solve the problem in the prior art that it is difficult to distinguish the power energy in a range-extended vehicle.

[0006] In the first aspect of the embodiments of this application, an energy monitoring method for a range-extended vehicle is provided, including:

[0007] Continuously obtaining the energy state and the traveled mileage of a target vehicle; the energy state includes the SOC value of the power battery and the working state of the fuel system, and the working state includes the working state and the non-working state;

[0008] If the current SOC value is less than the range-extended charging SOC value, the current SOC change trend of the current SOC value is downward, and the current fuel system is in the non-working state, it is determined that the current driving power source of the target vehicle is the power battery; the range-extended charging SOC value is used to represent the part of the electric quantity in the power battery that comes from the charging pile;

[0009] If the current SOC value is less than the range-extended charging SOC value, the current SOC change trend is downward, and the current fuel system is in the working state, it is determined that the current driving power source includes the power battery and the fuel system;

[0010] If the current SOC value is not less than the range-extended charging SOC value or the current SOC change trend is not downward, it is determined that the current driving power source is the fuel system;

[0011] Based on the current driving power source, determine the pure electric driving range corresponding to the power battery and the fuel driving range corresponding to the fuel system according to the traveled mileage.

[0012] In the second aspect of the embodiments of the present application, an energy monitoring device for a range-extended electric vehicle is provided, including:

[0013] An acquisition module, configured to continuously acquire the energy state and the traveled mileage of a target vehicle; the energy state includes the SOC value of the power battery and the working state of the fuel system, and the working state includes a working state and a non-working state;

[0014] A power source determination module, configured to determine that the current driving power source of the target vehicle is the power battery if the current SOC value is less than the range-extended charging SOC value and the current SOC change trend of the current SOC value is decreasing and the current fuel system is in the non-working state, and is further configured to determine that the current driving power source includes the power battery and the fuel system if the current SOC value is less than the range-extended charging SOC value and the current SOC change trend is decreasing and the current fuel system is in the working state, and is further configured to determine that the current driving power source is the fuel system if the current SOC value is not less than the range-extended charging SOC value or the current SOC change trend is not decreasing;

[0015] A mileage determination module, configured to determine the pure electric driving range corresponding to the power battery and the fuel driving range corresponding to the fuel system according to the traveled mileage based on the current driving power source.

[0016] The beneficial effects of the embodiments of the present application compared with the prior art at least include: By monitoring the SOC value of the power battery and the working state of the fuel system, the embodiments of the present application determine whether the current driving power source of the target vehicle is the power battery or the fuel system, and then determine whether the corresponding mileage is the pure electric driving range or the fuel driving range, accurately distinguishing the contribution degree of different power sources to the vehicle driving range, avoiding mixing different types of mileage, and providing an accurate reference for energy management, thereby improving the economy and endurance of the vehicle driving strategy. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for use in the embodiments or the description of the prior art. Obviously, the following drawings are only some embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0018] Figure 1 is a flowchart of an energy monitoring method for a range-extended electric vehicle according to an embodiment of the present application;

[0019] Figure 2It is a schematic structural diagram of an energy monitoring device for a range-extended electric vehicle provided by an embodiment of the present application;

[0020] Figure 3 It is a schematic structural diagram of an electronic device provided by an embodiment of the present application. Detailed implementation manners

[0021] In the following description, specific details such as specific system structures and technologies are presented for the purpose of illustration rather than limitation, so as to thoroughly understand the embodiments of the present application. However, those skilled in the art should clearly understand that the present application can also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to avoid unnecessary details from interfering with the description of the present application.

[0022] Next, a method and device for energy monitoring of a range-extended electric vehicle according to an embodiment of the present application will be described in detail with reference to the accompanying drawings.

[0023] Figure 1 It is a schematic flowchart of a method for energy monitoring of a range-extended electric vehicle provided by an embodiment of the present application. Figure 1 The energy monitoring method can be executed by the control system of the range-extended electric vehicle. As Figure 1 shown, the energy monitoring method includes:

[0024] S101: Continuously obtain the energy state and the traveled mileage of the target vehicle; the energy state includes the SOC (State of Charge) value of the power battery and the working state of the fuel system, and the working state includes the working state and the non-working state;

[0025] S102: If the current SOC value is less than the range-extended charging SOC value, the current SOC change trend of the current SOC value is downward, and the current fuel system is in the non-working state, determine that the current driving power source of the target vehicle is the power battery; the range-extended charging SOC value is used to represent the part of the electric quantity in the power battery that comes from the charging pile;

[0026] S103: If the current SOC value is less than the range-extended charging SOC value, the current SOC change trend is downward, and the current fuel system is in the working state, determine that the current driving power source includes the power battery and the fuel system;

[0027] S104: If the current SOC value is not less than the range-extended charging SOC value or the current SOC change trend is not downward, determine that the current driving power source is the fuel system;

[0028] S105: Based on the current driving power source, determine the pure electric driving mileage corresponding to the power battery and the fuel driving mileage corresponding to the fuel system according to the traveled mileage.

[0029] In this energy monitoring method, the target vehicle refers to an extended-range electric vehicle. An extended-range electric vehicle has two power sources, one is a power battery, and the other is a fuel system. The fuel system generates electricity by turning on the range extender using gasoline in the fuel tank, and the electric energy will be transmitted to the power battery. The power sources of the power battery include the electricity generated by the fuel system and the direct charging of the power battery by an external charging pile. The power battery then outputs energy to the drive system to drive the target vehicle. Therefore, an extended-range electric vehicle has the following driving modes: being driven solely by the power battery, having the fuel system charge the power battery and then the power battery supply power for driving.

[0030] When the fuel system charges the power battery and then the power battery supplies power for driving, the conversion power input to the power battery is determined according to the fuel-to-electricity conversion rate of the fuel system, and the magnitudes of the conversion power and the vehicle driving power are compared. There are the following two situations: when the conversion power is less than the vehicle driving power, the power of the fuel system cannot support the vehicle driving power alone, and the original power in the power battery will also be consumed to support the vehicle driving power; when the conversion power is greater than or equal to the vehicle driving power, the power of the fuel system can support the vehicle driving power alone, without consuming the original power in the power battery. When the power of the fuel system is sufficient and exceeds the vehicle driving power, it can also charge the power battery.

[0031] Therefore, when being driven solely by the power battery, the power in the power battery includes two parts. One part is provided by the external charging pile, and the other part is the power stored in the power battery when the fuel system generates electricity. It can be considered that the latter is preferentially provided for the vehicle driving power, and when the latter is output, it can be regarded as the energy conversion and output of the fuel system under asynchronous time conditions.

[0032] Based on the above analysis, according to the change in the energy state of the target vehicle, it can be determined that the driving power source corresponding to the current traveled mileage is the power battery, or the fuel system, or the power battery and the fuel system. Then, according to the driving power source, the traveled mileage is divided into the pure-electric driving mileage corresponding to the power battery, or the fuel driving mileage corresponding to the fuel system, or the pure-electric driving mileage and the fuel driving mileage.

[0033] In the energy monitoring method of this application embodiment, step S101 is cyclically executed according to a certain acquisition period, and steps S102 - S105 are cyclically executed according to a certain calculation period. One calculation period includes multiple acquisition periods, the acquisition frequency is higher than the calculation frequency, and all data is processed with time as the reference axis for information.

[0034] The changes in the energy state of the specific target vehicle include the changes in the SOC value of the power battery and the operating state of the fuel system. The operating state of the fuel system can be directly determined as the working state or the non-working state according to whether the range extender is turned on or off. The operating state of the fuel system can also be determined according to the change in the fuel tank level. When the fuel tank level decreases, it is in the working state; when the fuel tank level remains unchanged, it is in the non-working state; when the fuel tank level increases, it is in the external refueling state, which also belongs to a kind of non-working state. After the increase in the fuel tank level ends, the subsequent judgment of whether the fuel tank level decreases will be based on resetting the initial value of the fuel tank level to the end point of the increase.

[0035] It can be understood that if the fuel system is in the working state, the current driving power source must include the fuel system; at this time, it can be determined whether the current driving power source includes the power of the power battery according to whether the current SOC change trend of the SOC value decreases. If not, the fuel system not only outputs power to the driving system but also charges the power battery. If so, the power of the power battery outputs power to the driving system at the same time.

[0036] If the fuel system is in the non-working state, only the power battery outputs power to the driving system.

[0037] However, it should be noted that in this embodiment, the situation where the fuel system charges the power battery and then the power battery outputs power to the driving system belongs to the energy conversion and output of the fuel system in the case of time asynchrony. The output of this part of the electric energy in the power battery is still regarded as the current driving power source being the fuel system.

[0038] Therefore, for the electric energy output of the power battery, it is necessary to distinguish two different sources of electric energy for the power battery: the charging electric energy from the external charging pile and the charging electric energy from the fuel system, and mark the demarcation line of the two kinds of electric energy through the extended-range charging SOC value. The electric energy above the demarcation line comes from the fuel system, and the electric energy below the demarcation line comes from the external charging pile. If the current SOC value is greater than the extended-range charging SOC value, even if the current SOC change trend is decreasing, the current driving power source cannot be regarded as the power battery, but the fuel system that previously charged the power battery; if the current SOC value is less than the extended-range charging SOC value and the current SOC change trend is decreasing, the current driving power source includes the power battery.

[0039] According to the above description, the determination conditions for the driving power source in steps S102 - S104 can be obtained, as shown in Table 1 below:

[0040] Table 1 Determination conditions for the current driving power source

[0041]

[0042] Among them, the SOC change trend specifically refers to the change trend of all SOC values within a time window with a fixed length and the current SOC value as the end point. The length of the time window can be determined according to the acquisition frequency and data acquisition accuracy.

[0043] It can be understood that since the extended-range charging SOC value is used to represent the part of the electric quantity in the power battery that comes from an external charging pile, so as to exclude the charging electric quantity of the fuel system to the power battery.

[0044] The extended-range charging SOC value can change in real time following the change of the electric quantity part of the external charging pile. For example, in the initial state of the power battery, there is no charging electric quantity of the fuel system transferred to the power battery, and all the charging electric quantity of the power battery comes from the charging pile. Denote the actual SOC value of the power battery as S1 and the extended-range charging SOC value as S2. At this time, the SOC value is the initial value of the extended-range charging SOC value. As the power battery outputs power, the actual SOC value S1 of the power battery decreases, and at the same time, the extended-range charging SOC value S2 also decreases; when the fuel system charges the power battery, the actual SOC value S1 of the power battery starts to rise from the starting point s-cho, and the extended-range charging SOC value S2 stays at the starting point s-cho and remains unchanged until the actual SOC value S1 of the power battery drops to s-cho again or the power battery receives the charging electric quantity from the external charging pile. The former means that the power battery is one of the driving power sources, and the latter means that the power battery receives the charging electric quantity from the charging pile. In both cases, the extended-range charging SOC value S2 will change again following the actual SOC value S1 at the same time. In the former case, S2 decreases with S1 at the same time, and in the latter case, S2 changes with the change amount △S1 of the actual SOC value S1. At this time, the extended-range charging SOC value S2 is s-cho + △S1. However, during the process of S2 changing with S1 at the same time, once the fuel system charges the power battery, the extended-range charging SOC value will stop at the charging starting point SOC value of the fuel system, so as to ensure the characterization purpose of the extended-range charging SOC value for the electric quantity part of the charging pile. Further, there may be a situation on the target vehicle where the actual SOC value S1 has not dropped to s-cho and the fuel system charges the power battery again. This is caused by the repeated start and stop of the range extender. At this time, the extended-range charging SOC value S2 still remains at s-cho and does not change. When there is no external charging pile charging and before the actual SOC value S1 drops to s-cho, the driving power source during the entire energy consumption change process is the fuel system.

[0045] Considering that it is not necessarily required for the extended-range charging SOC value S2 to follow the actual SOC value S1, it is only necessary to determine the starting point s-cho of the actual SOC value S1 of the power battery when the fuel system charges the power battery. Therefore, by paying attention to the change trend of the actual SOC value S1 of the power battery, when the change trend is not decreasing, record s-cho at the starting point as the extended-range charging SOC value S2. When determining the stage of the non-fuel system, directly record the extended-range charging SOC value as X, where X is a value that determines the pure electric driving range. Since the actual value of the SOC is in the range of (0, 100], when the value of the extended-range charging SOC is not less than 100, it can be directly deduced that the current driving power source is only the power battery. Considering that there may be a wider allowable range for the SOC value in the vehicle control strategy, that is, the actual value of the SOC may be greater than 100. Therefore, in order to ensure that the value of the extended-range charging SOC can reflect that the current driving power source is only the power battery, X can be set to a value significantly greater than 100, such as 200 or 300. The implementation process of this value selection scheme is as follows:

[0046] Before continuously obtaining the energy state and the mileage traveled of the target vehicle, it also includes:

[0047] Initialize the extended-range charging SOC value to the first SOC value; the first SOC value is not less than 100;

[0048] After continuously obtaining the energy state and the mileage traveled of the target vehicle, it also includes:

[0049] Determine whether the current SOC change trend is decreasing;

[0050] If not, determine the second SOC value, where the second SOC value is the SOC value corresponding to the starting point of the current non-decreasing SOC change trend; when the second SOC value is less than the current extended-range charging SOC value, update the current extended-range charging SOC value to the second SOC value.

[0051] If so, wait until the current SOC value is less than the current extended-range charging SOC value, and update the current extended-range charging SOC value to the first SOC value.

[0052] Among them, the first SOC value is X, that is, the initialization S2 = X. If the fuel system does not charge the power battery, the range-extended charging SOC value always remains the first SOC value; if the fuel system charges the power battery, that is, the current SOC change trend is not decreasing, it is necessary to mark the charging starting point through the range-extended charging SOC value, and determine the SOC value at the starting point of the current SOC change trend that is not decreasing as the second SOC value; when the second SOC value is less than the current range-extended charging SOC value, it is considered that the fuel system starts to charge the power battery, so the value of the range-extended charging SOC value is updated to the second SOC value. When the second SOC value is not less than the current range-extended charging SOC value, it is considered that at the current second SOC value, there is not only the power part of the external charging pile in the power battery, but also the power part of the previous fuel system charging the power battery. Therefore, the charging starting point is still the previous SOC value at this time, that is, the current range-extended charging SOC value is not updated.

[0053] If the current SOC change trend is decreasing, that is, the power battery outputs electric energy as one of the driving power sources, but before the current SOC value drops to the current range-extended charging SOC value, the electric energy output by the power battery belongs to the charging energy of the fuel system to the power battery. When the current SOC value is less than the current range-extended charging SOC value, it means that the charging energy of the fuel system to the power battery has been completely output, and the electric energy output by the power battery after that is the power part of the external charging pile. Therefore, when the current SOC value is less than the current range-extended charging SOC value, the current range-extended charging SOC value can be directly updated to the first SOC value X.

[0054] Further, step S105 determines the pure-electric driving range corresponding to the power battery and the fuel driving range corresponding to the fuel system according to the current driving power source and the traveled mileage, including:

[0055] If the current driving power source is the fuel system, determine the traveled mileage corresponding to the current driving power source as the fuel driving range corresponding to the fuel system;

[0056] If the current driving power source includes the power battery and the fuel system, split the traveled mileage corresponding to the current driving power source into a pure-electric driving range and a fuel driving range according to the power output ratio coefficient of the power battery and the fuel system;

[0057] If the current driving power source is the power battery, determine the traveled mileage corresponding to the current driving power source as the pure-electric driving range corresponding to the power battery.

[0058] It is understandable that steps S102 - S105 belong to the same calculation cycle. The complete traveled mileage can be segmented according to different types of driving power sources, or the complete traveled mileage can be segmented into the traveled mileage of each calculation cycle. Further, for each segment of the traveled mileage, it can be divided into fuel - traveled mileage, or pure - electric traveled mileage, or fuel - traveled mileage and pure - electric traveled mileage according to the corresponding driving power source. For the traveled mileage with a single driving power source, its traveled mileage can be directly determined as the specific traveled mileage of the corresponding driving power source. For the traveled mileage with a non - single driving power source, it is necessary to split the traveled mileage according to the power output ratio coefficient. Specifically, if the current driving power source includes a power battery and a fuel system, the process of splitting the traveled mileage corresponding to the current driving power source into pure - electric traveled mileage and fuel - traveled mileage includes:

[0059] If the current driving power source includes a power battery and a fuel system, determine the power consumption of the power battery according to the actual decrease range of the SOC value of the power battery, and determine the equivalent power consumption of the fuel system according to the fuel consumption of the fuel tank and the fuel - electricity conversion rate of the fuel system;

[0060] Take the ratio of the power consumption and the equivalent power consumption as the power output ratio coefficient;

[0061] According to the power output ratio coefficient, split the traveled mileage corresponding to the current driving power source into pure - electric traveled mileage and fuel - traveled mileage.

[0062] Assume that the actual decrease range of the SOC value of the power battery is from SOC_0 to SOC_1. Determine the remaining battery power E_SOC_0 when the SOC value is SOC_0 according to the total battery capacity, battery voltage, battery current, etc. of the power battery. Correspondingly, determine the remaining battery power E_SOC_1 when the SOC value is SOC_1. Then, the power consumption of the power battery corresponding to the actual decrease range can be determined as E1 = E_SOC_0 - E_SOC_1. Correspondingly, the equivalent power consumption E2 of the fuel system = fuel consumption of the fuel tank × fuel - electricity conversion rate. It should be noted that the actual decrease range of the SOC value and the fuel consumption of the fuel tank correspond to the same time period.

[0063] Further obtain the power ratio coefficient r = E1 / E2, and use this to split the traveled mileage within this time period into pure - electric traveled mileage and fuel - traveled mileage, where the pure - electric traveled mileage = traveled mileage × r / (1 + r), and the fuel - traveled mileage = traveled mileage × 1 / (1 + r).

[0064] Furthermore, compared with the output of the power battery, the output of the fuel system is more complete, and the recording and analysis are simpler. Therefore, the driving mileage L1 with the fuel system as the driving power source and the driving mileage L2 with the fuel system and the power battery as the driving power sources can be determined first. Subtracting L1 and L2 from the total driving mileage sum-L, the remaining is the driving mileage L3 corresponding to the power battery only, and there is no need to make detailed records and calculations for the part with the power battery as the driving power source. Therefore, if the current driving power source is the power battery, the process of determining the driving mileage corresponding to the current driving power source as the pure electric driving mileage of the power battery includes: if the current driving power source is the power battery, subtracting the driving mileage corresponding to the case where the driving power source includes the fuel system from the current total driving mileage, to obtain the pure electric driving mileage of the power battery when the current driving power source is the power battery.

[0065] It should be noted that both the values used for calculation and the finally calculated values are the complete driving mileage under specific energy states, rather than the pure electric driving mileage or fuel driving mileage corresponding to a certain driving power source. The driving mileage L3 obtained here is the driving mileage when the energy state is that the driving power source is only the power battery, and the driving mileage L1 used for calculation is the driving mileage when the energy state is that the driving power source is only the fuel system, and the complete driving mileage L2 when the energy state is that the driving power source is the fuel system and the power battery. There is no need to split the driving mileage L2 into the pure electric driving mileage part L2-E and the fuel driving mileage part L2-G. After the calculation is completed, the total current pure electric driving mileage and the total fuel driving mileage can be further obtained by summing and accumulating the pure electric driving mileage and the fuel driving mileage under each energy state respectively.

[0066] By monitoring the SOC value of the power battery and the working state of the fuel system in the embodiments of the present application, it is determined whether the current driving power source of the target vehicle is the power battery or the fuel system, and then the corresponding mileage is determined as the pure electric driving mileage or the fuel driving mileage, accurately distinguishing the contribution degree of different power energy sources to the vehicle driving mileage, avoiding mixing different types of mileage together, and providing an accurate reference for energy management, thereby improving the economy and endurance of the vehicle driving strategy.

[0067] The embodiments of the present invention disclose a specific energy monitoring method. Compared with the previous embodiment, this embodiment further explains and optimizes the technical solution.

[0068] After determining the pure electric driving mileage corresponding to the power battery and the fuel driving mileage corresponding to the fuel system based on the current driving power source according to the driving mileage, it further includes:

[0069] Determining the power consumption of the power battery corresponding to the pure electric driving mileage, and determining the average power consumption of the power battery according to the pure electric driving mileage and the power consumption.

[0070] Determine the fuel consumption of the fuel system corresponding to the fuel driving range, and determine the average fuel consumption of the fuel system based on the fuel driving range and the fuel consumption.

[0071] It can be understood that the average power consumption and the average fuel consumption here actually refer to the power consumption or fuel consumption corresponding to per unit mileage. Specifically, the driving range corresponding to calculating the average power consumption or the average fuel consumption here is selected according to preset conditions. For example, the preset condition is the pure-electric driving range and the fuel driving range among all the driven mileage in the recent 100 km, or, the preset condition can also be the pure-electric driving range in the recent 100 km and the fuel driving range in the recent 100 km. The data range of the preset condition can be set according to user selection or actual working condition requirements, and is not limited here.

[0072] Furthermore, on the basis of knowing the accurate power consumption and fuel consumption, the cruising ranges of the current power battery and the fuel system can be further determined. The method of the embodiment of the present application further includes:

[0073] Determine the pure-electric cruising range of the power battery according to the average power consumption and the current SOC value;

[0074] Determine the fuel cruising range of the fuel system according to the average fuel consumption and the remaining fuel quantity of the current fuel system.

[0075] It can be understood that the pure-electric driving range, the fuel driving range, the average power consumption, the average fuel consumption, the pure-electric cruising range, and the fuel cruising range mentioned in the method of the embodiment of the present application can all be displayed on the display screen or the display instrument in the cockpit to provide reference for the user for driving and energy management. Among them, when the pure-electric driving range and the fuel driving range are displayed, they are displayed as the sum of all pure-electric driving ranges and the sum of all fuel driving ranges. The specific display content can be selected from the data calculated and analyzed above according to user requirements or actual working conditions, and will not be elaborated here.

[0076] Furthermore, on the basis of knowing the accurate power consumption and fuel consumption, the energy management strategy can be further optimized and adjusted according to the power consumption and the fuel consumption. The method of the embodiment of the present application further includes:

[0077] Determine the proportion of the pure-electric driving range in the driven mileage with a preset length before the current moment as the pure-electric mileage ratio;

[0078] Determine the comprehensive energy consumption according to the pure-electric mileage ratio, the average power consumption, and the average fuel consumption;

[0079] Adjust the start threshold of the fuel system and the power generation control threshold of the power battery according to the size relationship between the pure-electric mileage ratio and the preset ratio and the size relationship between the comprehensive energy consumption and the preset comprehensive energy consumption;

[0080] The starting threshold is the SOC value used to trigger the fuel system to switch from the non-operating state to the operating state;

[0081] The power generation control threshold is the lowest allowable value of the SOC value when performing optimal power generation control on the power battery.

[0082] Specifically, taking a preset length of 100 km as an example, determine the proportion of the pure electric driving mileage in the total driving mileage in the last 100 km before the current moment as the pure electric mileage ratio y. The pure electric mileage ratio can reflect the charging conditions of the target vehicle. The higher the pure electric mileage ratio, the better the charging conditions, and the easier it is for the target vehicle to be charged. Compare the pure electric mileage ratio with the preset ratio to determine whether the charging conditions are good or bad. Here, the preset ratio can be selected as 70%.

[0083] Furthermore, the comprehensive energy consumption refers to the comprehensive fuel and electricity energy consumption in the last 100 km of the driving mileage before the current moment. Since fuel is ultimately converted into electrical energy output, the average fuel consumption is converted into equivalent power consumption through the fuel-electricity conversion rate during calculation. Therefore, the comprehensive energy consumption = average power consumption × y + average fuel consumption × (1 - y) × fuel-electricity conversion rate. The comprehensive energy consumption can reflect the driving environment and driving behavior of the target vehicle. When the comprehensive energy consumption is high, it means that the driving environment is relatively harsh or the driving behavior is relatively intense. When the comprehensive energy consumption is low, it means that the driving environment is relatively good or the driving behavior is relatively gentle. Compare the comprehensive energy consumption with the preset comprehensive energy consumption to determine whether the comprehensive energy consumption is low or high. Here, the preset comprehensive energy consumption can be obtained according to the average energy consumption of the same type of target vehicle statistically analyzed by big data.

[0084] After determining the actual values of the pure electric mileage ratio and the comprehensive energy consumption, the energy management strategy can be further adjusted, namely the starting threshold of the fuel system and the power generation control threshold of the power battery. Among them, the starting threshold of the fuel system is the SOC value of the power battery that triggers the start of the fuel system, that is, when the SOC value drops to the starting threshold, the fuel system is started. The power generation control threshold of the power battery is required to be slightly lower than the starting threshold, which is used to perform optimal power generation control on the power battery to keep the power battery in a plateau period, which is better for the life of the power battery.

[0085] Furthermore, the process of adjusting the starting threshold of the fuel system and the power generation control threshold of the power battery according to the magnitude relationship between the pure electric mileage ratio and the preset ratio, and the magnitude relationship between the comprehensive energy consumption and the preset comprehensive energy consumption includes:

[0086] When the pure electric mileage ratio is less than the preset ratio and the comprehensive energy consumption is not less than the preset comprehensive energy consumption, adjust the starting threshold of the fuel system to the first starting threshold and adjust the power generation control threshold of the power battery to the first control threshold;

[0087] When the pure electric mileage ratio is less than the preset ratio and the comprehensive energy consumption is less than the preset comprehensive energy consumption, adjust the starting threshold to the second starting threshold and adjust the power generation control threshold to the second control threshold;

[0088] When the pure electric mileage ratio is not less than the preset ratio and the comprehensive energy consumption is not less than the preset comprehensive energy consumption, adjust the starting threshold to the third starting threshold and adjust the power generation control threshold to the third control threshold;

[0089] When the pure electric mileage ratio is not less than the preset ratio and the comprehensive energy consumption is less than the preset comprehensive energy consumption, adjust the starting threshold to the fourth starting threshold and adjust the power generation control threshold to the fourth control threshold;

[0090] The first starting threshold is greater than the second starting threshold which is greater than the third starting threshold which is greater than the fourth starting threshold and all are greater than 0; the first control threshold is greater than the second control threshold which is greater than the third control threshold which is greater than the fourth control threshold and all are greater than 0; the first starting threshold is greater than the first control threshold, the second starting threshold is greater than the second control threshold, the third starting threshold is greater than the third control threshold, and the fourth starting threshold is greater than the fourth control threshold.

[0091] For example, the first starting threshold, the second starting threshold, the third starting threshold and the fourth starting threshold can be set to 60%, 40%, 20% and 10% respectively, and the first control threshold, the second control threshold, the third control threshold and the fourth control threshold can be set to 55%, 35%, 15% and 7% respectively.

[0092] It can be understood that when the comprehensive energy consumption is not less than the preset comprehensive energy consumption, the driving environment is relatively harsh or the driving behavior is relatively intense, and the charging condition is good, set the starting threshold to the third starting threshold of 20%. After the fuel system, i.e., the range extender, starts, perform optimal power generation control with the goal of maintaining the SOC value not less than the third control threshold of 15%, so as to maintain the SOC value of the power battery, provide strong power to cooperate with the user's driving, and minimize fuel consumption to improve the economic efficiency of the user's vehicle use; when the charging condition is poor, set the starting threshold to the first starting threshold of 60%, and perform optimal power generation control with the goal of maintaining the SOC value not less than the first control threshold of 55% to provide the best power performance.

[0093] Similarly, when the comprehensive energy consumption is less than the preset comprehensive energy consumption, the driving environment is relatively good or the driving behavior is relatively gentle, and the charging condition is good, set the starting threshold to the fourth starting threshold. After the range extender starts, perform optimal power generation control with the goal of maintaining the SOC value not lower than the fourth control threshold of 7%. On the premise of ensuring that the power battery is within the safe threshold, use as much pure electric mileage as possible to improve the economic efficiency of vehicle use; when the charging condition is poor, set the starting threshold to the second starting threshold of 40%, and perform power generation control with the goal of maintaining the SOC value not less than 35%. The fuel system generates electricity and charges the excess electricity into the power battery. The battery is in a plateau period and will not damage the battery life.

[0094] All of the above alternative technical solutions can be combined arbitrarily to form alternative embodiments of the present application, which will not be elaborated one by one here. It should be understood that the magnitudes of the sequence numbers of the steps in the above embodiments do not mean the order of execution is prior or posterior, and the execution order of each process should be determined by its function and internal logic, and should not constitute any limitation to the implementation process of the embodiments of the present application.

[0095] The following is an embodiment of the device of the present application, which can be used to execute the method embodiment of the present application. For details not disclosed in the device embodiment of the present application, please refer to the method embodiment of the present application.

[0096] Figure 2 It is a structural distribution diagram of an energy monitoring device for a range-extended electric vehicle provided by an embodiment of the present application. As Figure 2 shown, the device includes:

[0097] An acquisition module 201, configured to continuously acquire the energy state and the traveled mileage of the target vehicle; the energy state includes the SOC value of the power battery and the working state of the fuel system, and the working state includes the working state and the non-working state;

[0098] A power source determination module 202, configured to determine that the current driving power source of the target vehicle is the power battery if the current SOC value is less than the range-extended charging SOC value and the current SOC change trend of the current SOC value is decreasing and the current fuel system is in the non-working state. The range-extended charging SOC value is used to represent the part of the electric quantity in the power battery from the charging pile. It is also configured to determine that the current driving power source includes the power battery and the fuel system if the current SOC value is less than the range-extended charging SOC value and the current SOC change trend is decreasing and the current fuel system is in the working state. It is further configured to determine that the current driving power source is the fuel system if the current SOC value is not less than the range-extended charging SOC value or the current SOC change trend is not decreasing;

[0099] A mileage determination module 203, configured to determine the pure electric driving mileage corresponding to the power battery and the fuel driving mileage corresponding to the fuel system based on the current driving power source according to the traveled mileage.

[0100] By monitoring the SOC value of the power battery and the working state of the fuel system in the embodiment of the present application, it is determined whether the current driving power source of the target vehicle is the power battery or the fuel system, and then the corresponding mileage is determined as the pure electric driving mileage or the fuel driving mileage, accurately distinguishing the contribution degree of different power sources to the vehicle driving mileage, avoiding mixing different types of mileage together, and providing an accurate reference for energy management, thereby improving the economy and endurance of the vehicle driving strategy.

[0101] In some specific embodiments, before the acquisition module 201 continuously acquires the energy state and the traveled mileage of the target vehicle, it is further configured to:

[0102] Initialize the extended-range charging SOC value to the first SOC value; the first SOC value is not less than 100;

[0103] After continuously acquiring the energy state and the traveled mileage of the target vehicle, it further includes:

[0104] Determine whether the current SOC change trend is decreasing;

[0105] If not, determine the second SOC value, where the second SOC value is the SOC value corresponding to the starting point of the current SOC change trend that has not decreased; when the second SOC value is less than the current extended-range charging SOC value, update the current extended-range charging SOC value to the second SOC value.

[0106] If so, wait until the current SOC value is less than the current extended-range charging SOC value, and update the current extended-range charging SOC value to the first SOC value.

[0107] In some specific embodiments, based on the current driving power source, determining the pure-electric driving mileage corresponding to the power battery and the fuel driving mileage corresponding to the fuel system according to the traveled mileage includes:

[0108] If the current driving power source is the fuel system, determine the traveled mileage corresponding to the current driving power source as the fuel driving mileage corresponding to the fuel system;

[0109] If the current driving power source includes a power battery and a fuel system, split the traveled mileage corresponding to the current driving power source into a pure-electric driving mileage and a fuel driving mileage according to the power output ratio coefficient of the power battery and the fuel system;

[0110] If the current driving power source is the power battery, determine the traveled mileage corresponding to the current driving power source as the pure-electric driving mileage corresponding to the power battery.

[0111] In some specific embodiments, when the current driving power source includes a power battery and a fuel system, the process of splitting the traveled mileage corresponding to the current driving power source into a pure-electric driving mileage and a fuel driving mileage according to the power output ratio coefficient of the power battery and the fuel system includes:

[0112] If the current driving power source includes a power battery and a fuel system, determine the power consumption of the power battery according to the actual decrease range of the SOC value of the power battery, and determine the equivalent power consumption of the fuel system according to the fuel consumption of the fuel tank of the fuel system and the fuel-electric conversion rate;

[0113] Take the ratio of the power consumption and the equivalent power consumption as the power output ratio coefficient;

[0114] Split the mileage traveled corresponding to the current driving power source into the pure - electric driving mileage and the fuel - driving mileage according to the power output ratio coefficient.

[0115] In some specific embodiments, when the current driving power source is a power battery, the process of determining the mileage traveled corresponding to the current driving power source as the pure - electric driving mileage of the power battery includes:

[0116] When the current driving power source is a power battery, subtract the mileage traveled when the driving power source includes a fuel system from all the currently traveled mileage to obtain the pure - electric driving mileage of the power battery when the current driving power source is the power battery.

[0117] In some specific embodiments, the device further includes an energy consumption determination unit for:

[0118] Determine the power consumption of the power battery corresponding to the pure - electric driving mileage, and determine the average power consumption of the power battery according to the pure - electric driving mileage and the power consumption;

[0119] Determine the fuel consumption of the fuel system corresponding to the fuel - driving mileage, and determine the average fuel consumption of the fuel system according to the fuel - driving mileage and the fuel consumption.

[0120] In some specific embodiments, the device further includes a cruising range determination unit for:

[0121] Determine the pure - electric cruising range of the power battery according to the average power consumption and the current SOC value;

[0122] Determine the fuel - driving cruising range of the fuel system according to the average fuel consumption and the remaining fuel volume of the current fuel system.

[0123] In some specific embodiments, the device further includes a strategy adjustment unit for:

[0124] Determine the proportion of the pure - electric driving mileage in the mileage traveled within a preset length before the current moment as the pure - electric mileage ratio;

[0125] Determine the comprehensive energy consumption according to the pure - electric mileage ratio, the average power consumption and the average fuel consumption;

[0126] Adjust the start threshold of the fuel system and the power generation control threshold of the power battery according to the size relationship between the pure - electric mileage ratio and the preset ratio, and the size relationship between the comprehensive energy consumption and the preset comprehensive energy consumption;

[0127] The start threshold is the SOC value used to trigger the fuel system to switch from the non - working state to the working state;

[0128] The power generation control threshold is the lowest allowable value of the SOC value for optimal power generation control of the power battery.

[0129] In some specific embodiments, the process of adjusting the starting threshold of the fuel system and the power generation control threshold of the power battery according to the magnitude relationship between the pure electric driving range ratio and the preset ratio, and the magnitude relationship between the comprehensive energy consumption and the preset comprehensive energy consumption includes:

[0130] When the pure electric driving range ratio is less than the preset ratio and the comprehensive energy consumption is not less than the preset comprehensive energy consumption, adjust the starting threshold of the fuel system to the first starting threshold and adjust the power generation control threshold of the power battery to the first control threshold;

[0131] When the pure electric driving range ratio is less than the preset ratio and the comprehensive energy consumption is less than the preset comprehensive energy consumption, adjust the starting threshold to the second starting threshold and adjust the power generation control threshold to the second control threshold;

[0132] When the pure electric driving range ratio is not less than the preset ratio and the comprehensive energy consumption is not less than the preset comprehensive energy consumption, adjust the starting threshold to the third starting threshold and adjust the power generation control threshold to the third control threshold;

[0133] When the pure electric driving range ratio is not less than the preset ratio and the comprehensive energy consumption is less than the preset comprehensive energy consumption, adjust the starting threshold to the fourth starting threshold and adjust the power generation control threshold to the fourth control threshold;

[0134] The first starting threshold is greater than the second starting threshold is greater than the third starting threshold is greater than the fourth starting threshold is greater than 0; the first control threshold is greater than the second control threshold is greater than the third control threshold is greater than the fourth control threshold is greater than 0; the first starting threshold is greater than the first control threshold, the second starting threshold is greater than the second control threshold, the third starting threshold is greater than the third control threshold, and the fourth starting threshold is greater than the fourth control threshold.

[0135] Figure 3 It is a schematic diagram of the electronic device 3 provided by the embodiment of the present application. As Figure 3 shown, the electronic device 3 of this embodiment includes: a processor 301, a memory 302, and a computer program 303 stored in the memory 302 and executable on the processor 301. When the processor 301 executes the computer program 303, the steps in the above-mentioned various method embodiments are implemented. Alternatively, when the processor 301 executes the computer program 303, the functions of each module / unit in the above-mentioned various device embodiments are implemented.

[0136] The electronic device 3 may be a desktop computer, a notebook, a palm computer, a cloud server, and other electronic devices. The electronic device 3 may include but is not limited to the processor 301 and the memory 302. Those skilled in the art can understand that Figure 3 merely examples of the electronic device 3, which do not constitute a limitation on the electronic device 3, and may include more or fewer components than those shown in the figure, or different components.

[0137] The processor 301 can be a Central Processing Unit (CPU), or other general-purpose processors, Digital Signal Processors (DSPs), Application Specific Integrated Circuits (ASICs), Field-Programmable Gate Arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.

[0138] The memory 302 can be an internal storage unit of the electronic device 3. For example, the hard disk or memory of the electronic device 3. The memory 302 can also be an external storage device of the electronic device 3. For example, a plug-in hard disk equipped on the electronic device 3, a Smart Media Card (SMC), a Secure Digital (SD) card, a Flash Card, etc. The memory 302 can also include both an internal storage unit and an external storage device of the electronic device 3. The memory 302 is used to store computer programs and other programs and data required by the electronic device.

[0139] Those skilled in the art can clearly understand that for the convenience and brevity of description, only the above division of each functional unit and module is used as an example. In practical applications, the above functions can be allocated to different functional units and modules according to needs, that is, the internal structure of the device is divided into different functional units or modules to complete all or part of the functions described above. Each functional unit and module in the embodiments can be integrated into one processing unit, or each unit can exist physically alone, or two or more units can be integrated into one unit. The above integrated units can be implemented in the form of hardware or in the form of software functional units.

[0140] When an integrated module / unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, to implement all or part of the processes in the above-described embodiment methods of this application, it can also be completed by instructing relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium. When the computer program is executed by a processor, the steps of the above-described various method embodiments can be implemented. The computer program can include computer program code, and the computer program code can be in the form of source code, object code, executable file, or some intermediate form, etc. The computer-readable storage medium can include: any entity or device that can carry computer program code, recording medium, USB flash drive, mobile hard disk, magnetic disk, optical disc, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signal, telecommunication signal, and software distribution medium, etc. It should be noted that the content included in the computer-readable storage medium can be appropriately increased or decreased according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, the computer-readable storage medium does not include electrical carrier signals and telecommunication signals.

[0141] The above embodiments are only used to illustrate the technical solutions of this application, not to limit them; although this application has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: they can still modify the technical solutions recorded in the foregoing various embodiments, or perform equivalent replacements on some of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of various embodiments of this application, and should all be included in the protection scope of this application.

Claims

1. An energy monitoring method for a range-extended vehicle, characterized in that, Including: Continuously obtaining the energy state and the traveled mileage of the target vehicle; the energy state includes the SOC value of the power battery and the working state of the fuel system, and the working state includes the working state and the non-working state; If the current SOC value is less than the extended-range charging SOC value, the current SOC change trend of the current SOC value is downward, and the current fuel system is in the non-working state, it is determined that the current driving power source of the target vehicle is the power battery; the extended-range charging SOC value is used to represent the part of the electric quantity in the power battery that comes from the charging pile; If the current SOC value is less than the extended-range charging SOC value, the current SOC change trend is downward, and the current fuel system is in the working state, it is determined that the current driving power source includes the power battery and the fuel system; If the current SOC value is not less than the extended-range charging SOC value or the current SOC change trend is not downward, it is determined that the current driving power source is the fuel system; Based on the current driving power source, the pure-electric driving mileage corresponding to the power battery and the fuel driving mileage corresponding to the fuel system are determined according to the traveled mileage.

2. The method according to claim 1, characterized in that, Before continuously obtaining the energy state and the traveled mileage of the target vehicle, it further includes: Initializing the extended-range charging SOC value to a first SOC value; the first SOC value is not less than 100; After continuously obtaining the energy state and the traveled mileage of the target vehicle, it further includes: Judging whether the current SOC change trend is downward; If not, a second SOC value is determined, and the second SOC value is the SOC value corresponding to the starting point of the current non-downward SOC change trend; when the second SOC value is less than the current extended-range charging SOC value, the current extended-range charging SOC value is updated to the second SOC value, If so, wait until the current SOC value is less than the current extended-range charging SOC value, and update the current extended-range charging SOC value to the first SOC value.

3. The method according to claim 1, characterized in that Based on the current driving power source, determining the pure-electric driving mileage corresponding to the power battery and the fuel driving mileage corresponding to the fuel system according to the traveled mileage includes: If the current driving power source is the fuel system, the traveled mileage corresponding to the current driving power source is determined as the fuel driving mileage corresponding to the fuel system; If the current driving power source includes the power battery and the fuel system, according to the power output proportionality coefficient of the power battery and the fuel system, the traveled mileage corresponding to the current driving power source is split into the pure-electric driving mileage and the fuel driving mileage; If the current driving power source is the power battery, the traveled mileage corresponding to the current driving power source is determined as the pure-electric driving mileage corresponding to the power battery.

4. The method according to claim 3, wherein If the current driving power source includes the power battery and the fuel system, the process of splitting the driving mileage corresponding to the current driving power source into the pure - electric driving mileage and the fuel - driving mileage according to the power output ratio coefficient of the power battery and the fuel system includes: If the current driving power source includes the power battery and the fuel system, determine the power consumption of the power battery according to the actual decrease range of the SOC value of the power battery, and determine the equivalent power consumption of the fuel system according to the fuel consumption of the fuel tank of the fuel system and the fuel - electricity conversion rate; Take the ratio of the power consumption and the equivalent power consumption as the power output ratio coefficient; According to the power output ratio coefficient, split the driving mileage corresponding to the current driving power source into the pure - electric driving mileage and the fuel - driving mileage.

5. The method according to claim 3, characterized in that, If the current driving power source is the power battery, the process of determining the driving mileage corresponding to the current driving power source as the pure - electric driving mileage corresponding to the power battery includes: If the current driving power source is the power battery, subtract the driving mileage corresponding to the case where the driving power source includes the fuel system from all the current driving mileage to obtain the pure - electric driving mileage corresponding to the power battery when the current driving power source is the power battery.

6. The method according to any one of claims 1 to 5, characterized in that, It also includes: Determine the power consumption of the power battery corresponding to the pure - electric driving mileage, and determine the average power consumption of the power battery according to the pure - electric driving mileage and the power consumption; Determine the fuel consumption of the fuel system corresponding to the fuel - driving mileage, and determine the average fuel consumption of the fuel system according to the fuel - driving mileage and the fuel consumption.

7. The method according to claim 6, wherein It also includes: Determine the pure - electric driving range of the power battery according to the average power consumption and the current SOC value; Determine the fuel - driving range of the fuel system according to the average fuel consumption and the remaining fuel quantity of the current fuel system.

8. The method according to claim 6, characterized in that, It also includes: Determine the proportion of the pure - electric driving mileage in the driving mileage of a preset length before the current moment as the pure - electric mileage ratio; Determine the comprehensive energy consumption according to the pure - electric mileage ratio, the average power consumption and the average fuel consumption; Adjust the start threshold of the fuel system and the power generation control threshold of the power battery according to the size relationship between the pure - electric mileage ratio and the preset ratio, and the size relationship between the comprehensive energy consumption and the preset comprehensive energy consumption; The start threshold is the SOC value used to trigger the fuel system to switch from the non - working state to the working state; The power generation control threshold is the lowest allowable value of the SOC value for optimal power generation control of the power battery.

9. The method according to claim 8, wherein The process of adjusting the start threshold of the fuel system and the power generation control threshold of the power battery according to the size relationship between the pure - electric mileage ratio and the preset ratio, and the size relationship between the comprehensive energy consumption and the preset comprehensive energy consumption includes: When the ratio of the pure electric driving range is less than the preset ratio and the comprehensive energy consumption is not less than the preset comprehensive energy consumption, adjust the starting threshold of the fuel system to the first starting threshold and adjust the power generation control threshold of the power battery to the first control threshold; When the ratio of the pure electric driving range is less than the preset ratio and the comprehensive energy consumption is less than the preset comprehensive energy consumption, adjust the starting threshold to the second starting threshold and adjust the power generation control threshold to the second control threshold; When the ratio of the pure electric driving range is not less than the preset ratio and the comprehensive energy consumption is not less than the preset comprehensive energy consumption, adjust the starting threshold to the third starting threshold and adjust the power generation control threshold to the third control threshold; When the ratio of the pure electric driving range is not less than the preset ratio and the comprehensive energy consumption is less than the preset comprehensive energy consumption, adjust the starting threshold to the fourth starting threshold and adjust the power generation control threshold to the fourth control threshold; The first starting threshold is greater than the second starting threshold is greater than the third starting threshold is greater than the fourth starting threshold is greater than 0; the first control threshold is greater than the second control threshold is greater than the third control threshold is greater than the fourth control threshold is greater than 0; the first starting threshold is greater than the first control threshold, the second starting threshold is greater than the second control threshold, the third starting threshold is greater than the third control threshold, and the fourth starting threshold is greater than the fourth control threshold.

10. An energy monitoring device for a range-extended electric vehicle, characterized in that Including: An acquisition module for continuously acquiring the energy state and the traveled mileage of the target vehicle; the energy state includes the SOC value of the power battery and the working state of the fuel system, and the working state includes the working state and the non-working state; A power source determination module for determining that the current driving power source of the target vehicle is the power battery if the current SOC value is less than the range-extended charging SOC value and the current SOC change trend of the current SOC value is decreasing and the current fuel system is in the non-working state. The range-extended charging SOC value is used to represent the part of the electric quantity in the power battery that comes from the charging pile. It is also used to determine that the current driving power source includes the power battery and the fuel system if the current SOC value is less than the range-extended charging SOC value and the current SOC change trend is decreasing and the current fuel system is in the working state. It is also used to determine that the current driving power source is the fuel system if the current SOC value is not less than the range-extended charging SOC value or the current SOC change trend is not decreasing; A mileage determination module for determining the pure electric driving mileage corresponding to the power battery and the fuel driving mileage corresponding to the fuel system based on the current driving power source according to the traveled mileage.

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