SOC-based hybrid new energy range-extended heavy truck power guarantee control method and device

Abstract

The invention provides an SOC-based hybrid new energy range-extended heavy truck power guarantee control method and device, and the method is applied to a power guarantee mode of a hybrid new energy range-extended heavy truck, and comprises the steps: obtaining a current SOC of a battery module; if the current SOC is lower than the first threshold value, the engine is started, and if the current SOC is not lower than the first threshold value, the engine is not started; after the engine is started, if the current SOC is lower than a second threshold value, the power generation power of the engine to the generator is adjusted based on the driving power of the motor, and the power generation power and the driving power are balanced; after the engine is started, if the current SOC is not lower than a second threshold but lower than a third threshold, the power generation power of the engine to the generator is controlled to be first set power; and after the engine is started, if the current SOC is not lower than a third threshold value, the engine is shut down, or the power generation power of the engine to the generator is controlled to be second set power, and driving power is provided for the motor through the output power of the battery module.

Description

Technical Field

[0001] The present application relates to the technical field of control of new energy extended-range heavy-duty trucks, and more specifically, to a method and device for maintaining power of a hybrid new energy extended-range heavy-duty truck based on SOC. Background Art

[0002] At present, a large amount of new energy in the commercial vehicle field is still concentrated in the pure electric field. The research and development of extended-range heavy-duty trucks and corresponding technologies are still relatively weak. In the technology of extended-range heavy-duty trucks, the relevant research on the power preservation mode under hybrid mode is still relatively scarce. The power preservation mode is directly related to the driving performance and power performance of the whole vehicle. The most critical thing is that it will directly affect the life of the battery module. Frequent overcharging and over-discharging as well as frequent charging and discharging will cause the battery life to be greatly reduced, which will cause great harm to the life of the whole vehicle and subsequent maintenance.

[0003] Generally, the power batteries carried by extended-range heavy-duty trucks are relatively small, and the pure electric driving mileage is about 50 kilometers, so the engine needs to frequently charge the power batteries to meet driving needs, which causes great damage to the life of the battery module. The present invention is conducted under this background to study and solve this problem, and experiments are carried out on extended-range heavy-duty trucks. The final test results also verify the accuracy and practicality of the present invention.

[0004] At present, all technologies are studied for passenger cars. There is no complete development path for heavy-duty commercial vehicles. In addition, the actual working conditions of commercial vehicles and passenger cars are very different. For heavy-duty commercial vehicles, their working conditions are relatively harsh, and they often need to work for a long time without stopping. The load is very large, which places more stringent requirements on the power system of the whole vehicle and the load on the power system is huge. In addition, the road conditions for heavy-duty commercial vehicles are harsh and complex, and the working conditions are constantly changing rapidly. The battery needs to be frequently powered and charged, which has a huge impact on the battery life.

[0005] Therefore, it is crucial to develop relevant power conservation strategies for heavy-duty commercial vehicles. Summary of the invention

[0006] The purpose of the embodiments of the present application is to provide a hybrid new energy extended-range heavy-duty truck power conservation control method and device based on SOC, so as to increase the life of the battery module used in the hybrid new energy extended-range heavy-duty truck commercial vehicle and meet the driving performance and economic performance of the whole vehicle.

[0007] In order to achieve the above purpose, the embodiments of the present application are implemented in the following manner:

[0008] In a first aspect, an embodiment of the present application provides a power conservation control method for a hybrid-type new energy extended-range heavy-duty truck based on SOC, which is applied to the power conservation mode of a hybrid-type new energy extended-range heavy-duty truck, including: obtaining the current SOC of a battery module; if the current SOC is lower than a first threshold, starting the engine, and if the current SOC is not lower than the first threshold, not starting the engine; after starting the engine, if the current SOC is lower than a second threshold, adjusting the power generation power of the engine to the generator based on the driving power of the motor to balance the power generation power with the driving power; after starting the engine, if the current SOC is not lower than the second threshold but lower than a third threshold, controlling the power generation power of the engine to the generator to a first set power, and providing driving power to the motor through the first set power of the engine to the generator and the output power of the battery module; after starting the engine, if the current SOC is not lower than the third threshold, shutting down the engine, or controlling the power generation power of the engine to the generator to a second set power, and providing driving power to the motor through the output power of the battery module.

[0009] In combination with the first aspect, in a first possible implementation manner of the first aspect, the first threshold is 40%, the second threshold is 43%, and the third threshold is 45%.

[0010] In combination with the first aspect, in a second possible implementation of the first aspect, the first set power is 15 KW, and the second set power is 3 KW.

[0011] In combination with the first aspect, in a third possible implementation of the first aspect, the power generation power of the engine to the generator is adjusted based on the driving power of the motor to balance the power generation power and the driving power, including: obtaining the current target driving power of the motor, and obtaining the driving power of the motor in a historical period; calculating the target power generation power of the engine to the generator based on the target driving power and the driving power in the historical period; and controlling the operation of the engine based on the target power generation power.

[0012] In combination with the third possible implementation manner of the first aspect, in a fourth possible implementation manner of the first aspect, the target power generation power of the engine to the generator is calculated based on the target driving power and the driving power in the historical period, including: calculating a first span average power and a second span average power based on the driving power of the motor in the historical period, wherein the duration span of the first span average power is greater than the duration span of the second span average power; and calculating the target power generation power using the following formula:

[0013]

[0014] Among them, P 0 is the target power generation, is the average power of the first span, t 1 is the time span of the average power of the first span, Pt2 is the average power of the second span, t 2 is the duration span of the second span average power, P a is the current target driving power of the motor, η is the conversion efficiency, and α and β are weights.

[0015] In combination with the fourth possible implementation method of the first aspect, in a fifth possible implementation method of the first aspect, the first span average power and the second span average power are calculated based on the driving power of the motor in a historical period, including: based on the driving power of the motor in the last 30 seconds, the average value is calculated as the first span average power; based on the driving power of the motor in the last 10 seconds, the average value is calculated as the second span average power.

[0016] In a second aspect, an embodiment of the present application provides a drive control method for a hybrid-type new energy extended-range heavy-duty truck, which is applied to a hybrid-type new energy extended-range heavy-duty truck. The method includes: determining whether the hybrid-type new energy extended-range heavy-duty truck is currently in a power conservation mode, and if so, running the hybrid-type new energy extended-range heavy-duty truck power conservation control method based on SOC described in any one of the first aspect or the possible implementation methods of the first aspect.

[0017] In a third aspect, an embodiment of the present application provides a hybrid new energy extended-range heavy-duty truck power conservation control device based on SOC, which is applied to the power conservation mode of the hybrid new energy extended-range heavy-duty truck, including: an SOC acquisition unit, used to acquire the current SOC of the battery module; an engine control unit, used to start the engine when the current SOC is lower than a first threshold, and not start the engine when the current SOC is not lower than the first threshold; the engine control unit is also used to adjust the power generation power of the engine to the generator based on the driving power of the motor after the engine is started and the current SOC is lower than the second threshold, so that the power generation power is balanced with the driving power; the engine control unit is also used to control the power generation power of the engine to the generator at a first set power after the engine is started and the current SOC is not lower than the second threshold but lower than the third threshold, and provide the driving power to the motor through the first set power of the engine to the generator and the output power of the battery module; the engine control unit is also used to shut down the engine after the engine is started and the current SOC is not lower than the third threshold, or control the power generation power of the engine to the generator at a second set power, and provide the driving power to the motor through the output power of the battery module.

[0018] In a fourth aspect, an embodiment of the present application provides a storage medium, which is arranged in a server and includes a stored program, wherein when the program is running, the electronic device where the storage medium is located is controlled to execute the SOC-based hybrid new energy extended-range heavy-duty truck power preservation control method described in the first aspect or any one of the possible implementation methods of the first aspect, or execute the hybrid new energy extended-range heavy-duty truck drive control method described in the second aspect.

[0019] In a fifth aspect, an embodiment of the present application provides an electronic device comprising a memory and a processor, wherein the memory is used to store information including program instructions, and the processor is used to control the execution of the program instructions, and when the program instructions are loaded and executed by the processor, the steps of the hybrid-type new energy extended-range heavy-duty truck power preservation control method based on SOC are implemented in the first aspect or any one of the possible implementation methods of the first aspect, or the steps of the hybrid-type new energy extended-range heavy-duty truck drive control method described in the second aspect are implemented.

[0020] Beneficial effects:

[0021] 1. This scheme develops corresponding control strategies by designing multiple SOC thresholds as judgment conditions. According to the threshold range of SOC in the power conservation mode, the judgment conditions of the first threshold, the second threshold and the third threshold are designed, and differentiated engine control strategies are carried out based on different current SOC conditions: if the current SOC is lower than the first threshold, the engine is started; if it is not lower than the first threshold, the engine is not started; after starting the engine, if the current SOC is lower than the second threshold, the power generation of the engine to the generator is adjusted based on the driving power of the motor to balance the power generation and driving power; after starting the engine, if the current SOC is not lower than the second threshold but lower than the third threshold, the power generation of the engine to the generator is controlled to the first set power, and the first set power of the engine to the generator and the output power of the battery module are used to provide driving power for the motor; after starting the engine, if the current SOC is not lower than the third threshold, the engine is turned off, or the power generation of the engine to the generator is controlled to the second set power, and the output power of the battery module is used to provide driving power for the motor. In this way, the engine power control (essentially the control of the power generated by the engine-driven generator) can be carried out according to different current SOCs, so that when starting and driving at low speeds: the engine does not start, the battery module is used to supply power, and the motor drives the vehicle to drive. When driving in normal mode, the engine drives the generator to deliver power to the power control unit, and the power control unit distributes power to charge the battery pack. At the same time, the battery pack provides power to the power control unit, and then the power control unit provides power to the motor to drive the wheels. When accelerating, the engine drives the generator and the battery pack to deliver power to the power control unit at the same time. The power control unit couples the power and transmits it to the motor together, thereby driving the wheels to rotate. When braking and decelerating, the braking energy recovers kinetic energy, and the motor is converted into a generator to charge the battery pack. In this way, the engine can always run in the high-efficiency range, avoiding the engine running in the high-fuel consumption range, greatly improving the economy of the whole vehicle. In addition, this solution can adaptively adjust the power generated by the engine to the generator according to the driving power at multiple stages, thereby maintaining the SOC stability of the battery module, avoiding frequent charging and discharging, and effectively improving the life of the battery module used in hybrid new energy extended-range heavy-duty commercial vehicles.

[0022] 2. The first threshold is set to 40%, the second threshold is set to 43%, and the third threshold is set to 45%. The first set power is 15KW, and the second set power is 3KW. When it is greater than 43% and less than 45%, the engine generates power to the generator at a low power of 15KW to maintain the operation of the engine and the stability of the SOC. This can not only avoid frequent start and stop of the engine, but also ensure that the SOC will not be frequently charged and discharged. When the SOC is greater than 45%, the engine is stopped, or the engine is maintained at a very low power of 3KW (when the vehicle enters the engine emission inspection or test emission in the power conservation mode, 3KW low-power power generation is selected to ensure that the engine will not start and stop frequently and that the engine emissions do not exceed the standard. In the normal power conservation mode, the engine is shut down for fuel economy to ensure minimum fuel consumption).

[0023] 3. To obtain the current target driving power of the motor and the driving power in the historical period, calculate the average power of the first span (such as the average power in the last 30 seconds) and the average power of the second span (such as the average power in the last 10 seconds), and further design the target power calculation scheme of the engine P 0 is the target power generation, is the average power of the first span, t 1 is the time span of the average power of the first span, P t2 is the average power of the second span, t 2 is the duration span of the second span average power, P a is the current target driving power of the motor, η is the conversion efficiency, α and β are weights), calculate the average driving power of the first span (such as within 30 seconds) And the average driving power P in the first span (e.g., within 10 seconds) t2 As the reference power required by the vehicle system, the target driving power P a As the control object, the target drive power and the average power are interpolated and integrated, and then the difference between the 30-second average power and the real-time power and the difference between the average power and the real-time power within 10 seconds are weighted and averaged, and finally the maximum deviation is obtained, and then it is added to the target drive power and multiplied by the corresponding conversion coefficient (such as η = 0.85) to obtain the final target power generation. Based on this, the engine operation is controlled based on the target power generation, so that the power generation of the engine to the generator can be accurately controlled, so that the power generation of the engine to the generator meets the real-time motor drive power (i.e., the target drive power), maintains the constant SOC, effectively avoids the charging and discharging of the battery module, and improves the life of the battery module.

[0024] In order to make the above-mentioned objects, features and advantages of the present application more obvious and easy to understand, preferred embodiments are specifically cited below and described in detail with reference to the attached drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments of the present application will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0026] Figure 1 A diagram of the power conservation control architecture of a hybrid new energy extended-range heavy-duty truck based on SOC provided in an embodiment of the present application.

[0027] Figure 2 A flow chart of a method for maintaining power of a hybrid new energy extended-range heavy-duty truck based on SOC provided in an embodiment of the present application.

[0028] Figure 3 This is a curve diagram showing the weight relationship when the average power of the second span takes a value within 10 seconds.

[0029] Figure 4 This is a schematic diagram of the architecture for building a corresponding control model through simulink and performing online simulation.

[0030] Figure 5 This is a schematic diagram of the architecture for building a model to calculate the target power generation through Simulink and performing online simulation.

[0031] Figure 6 A flowchart of the overall operation logic. DETAILED DESCRIPTION

[0032] The technical solutions in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application.

[0033] See also Figure 1 The power conservation control architecture of the hybrid new energy extended-range heavy-duty truck based on SOC is as follows:

[0034] Series hybrid is to rely solely on the motor to provide driving force for the vehicle. The engine is only responsible for providing mechanical energy to the generator and does not directly participate in the output to the wheels. The electric energy generated by the generator is then used to charge the vehicle's battery pack, or the electric energy output by the battery is combined to power the drive motor. Since the engine can charge the battery, this hybrid mode is mainly to extend the driving range of pure electric vehicles and avoid the current defect of short driving range of pure electric heavy trucks. The engine is not directly involved in the vehicle's drive system. The engine's most important function is to charge the battery. The engine always runs in the most efficient range, avoiding the engine running in a high fuel consumption range, greatly improving the economy of the vehicle.

[0035] When starting and driving at low speed: the engine does not start, the battery pack supplies power and the motor drives the vehicle.

[0036] When driving in normal mode: the engine drives the generator to supply electricity to the power control unit, the power control unit distributes the electricity to charge the battery pack, and the battery pack provides electricity to the power control unit, which then provides electricity to the electric motor to drive the wheels.

[0037] Accelerating driving: The engine drives the generator, which transmits electricity to the power control unit at the same time as the battery pack. The power control unit couples the electricity output by the generator and the electricity output by the battery pack and transmits them to the electric motor, thereby driving the wheels to rotate.

[0038] During braking and deceleration: braking energy is used to recover kinetic energy, and the electric motor is converted into a generator to charge the battery pack.

[0039] Based on this architecture, an embodiment of the present application provides a hybrid-type new energy extended-range heavy-duty truck power preservation control method based on SOC, which is applied to the vehicle drive control system of the hybrid-type new energy extended-range heavy-duty truck (which can be understood as a vehicle-mounted intelligent electronic device mounted on a hybrid-type new energy extended-range heavy-duty truck to control the vehicle's drive operation).

[0040] See also Figure 2 , Figure 2 A flow chart of a hybrid new energy extended-range heavy truck power conservation control method based on SOC provided in an embodiment of the present application. The hybrid new energy extended-range heavy truck power conservation control method based on SOC may include steps S10, S20, S30, S40, and S50.

[0041] In this embodiment, since the hybrid new energy extended-range heavy-duty truck power conservation control method based on SOC is applied to the power conservation mode of the hybrid new energy extended-range heavy-duty truck, it is necessary to first determine whether the hybrid new energy extended-range heavy-duty truck is currently in the power conservation mode, and if so, the hybrid new energy extended-range heavy-duty truck power conservation control method based on SOC is executed. If not, the hybrid new energy extended-range heavy-duty truck power conservation control method based on SOC is not executed.

[0042] In the power conservation mode of the hybrid new energy extended-range heavy-duty truck, step S10 may be executed first.

[0043] Step S10: Obtain the current SOC of the battery module.

[0044] In this embodiment, the vehicle driving control system can obtain the current SOC of the battery module.

[0045] After obtaining the current SOC of the battery module, a judgment can be made to determine the conditions satisfied by the current SOC, and step S20 is executed.

[0046] Step S20: If the current SOC is lower than the first threshold, start the engine; if the current SOC is not lower than the first threshold, do not start the engine.

[0047] In this embodiment, if the current SOC is lower than the first threshold (e.g., 40%), the engine can be started, and the engine drives the generator to generate electricity to provide driving power for the motor. Also, the battery module can be charged by the motor during braking. If the current SOC is not lower than the first threshold (e.g., 40%), the engine will not be started.

[0048] After starting the engine, if the current SOC is lower than a second threshold (eg, 43%), step S30 may be executed.

[0049] Step S30: After starting the engine, if the current SOC is lower than the second threshold, the power generation of the engine to the generator is adjusted based on the driving power of the motor to balance the power generation and driving power.

[0050] In this embodiment, after starting the engine, if the current SOC is lower than the second threshold, the power generation of the engine to the generator can be adjusted based on the driving power of the motor to balance the power generation and drive power, thereby avoiding frequent charging and discharging of the battery module.

[0051] Exemplarily, the current target driving power of the motor (i.e., the driving power in real time) can be obtained, as well as the driving power of the motor in a historical period. The driving power in the historical period in this embodiment is mainly the driving power in the last 30 seconds, and other embodiments can obtain the driving power in a longer historical period.

[0052] Afterwards, the vehicle driving control system can calculate the target power generation of the engine to the generator based on the target driving power and the driving power in the historical period.

[0053] Exemplarily, the vehicle driving control system may calculate a first span average power and a second span average power based on the driving power of the motor in a historical period, wherein the duration span of the first span average power is greater than the duration span of the second span average power.

[0054] For example, based on the driving power of the motor in the latest 30 seconds, an average value is calculated as the first span average power, and based on the driving power of the motor in the latest 10 seconds, an average value is calculated as the second span average power.

[0055] After calculating the first span average power and the second span average power, the vehicle drive control system can calculate the target power generation using the following formula:

[0056]

[0057] Among them, P 0 is the target power generation, is the average power of the first span, t 1 is the time span of the average power of the first span, P t2 is the average power of the second span, t 2 is the duration span of the second span average power, P a is the current target driving power of the motor, η is the conversion efficiency, and α and β are weights.

[0058] In order to further improve the accuracy of the target power calculation, the average power of the first span can be compared and the second span average power P t2 The difference between them (which can be obtained by calculating the absolute value of the difference between the two), when the difference is larger, it means that the second span average power P t2 The working conditions and the average power of the first span In order to reduce the impact on the calculation of power generation, the average power of the first span is The weighting coefficient should be smaller, and the second span average power P t2 The weighting coefficient should be larger.

[0059] In order to make the system calculate the power generation more accurately, such as Figure 3 As shown (where Pw10 refers to the second span average power P t2 ), design the following weight distribution scheme:

[0060]

[0061] α=1―β, (3)

[0062] This weight allocation scheme can more accurately reflect the actual working conditions at this time, thereby more accurately calculating the target power generation required at this time.

[0063] Afterwards, the vehicle drive control system can control the engine operation based on the target power generation, so that the power generation of the engine to the generator can be balanced with the driving power, thereby avoiding frequent charging and discharging of the battery module.

[0064] To obtain the current target driving power of the motor and the driving power in the historical period, calculate the average power of the first span (such as the average power in the last 30 seconds) and the average power of the second span (such as the average power in the last 10 seconds), and further design the target power generation calculation scheme of the engine P 0 is the target power generation, is the average power of the first span, t 1 is the time span of the average power of the first span, P t2 is the average power of the second span, t 2 is the duration span of the second span average power, P a is the current target driving power of the motor, η is the conversion efficiency, α and β are weights), calculate the average driving power of the first span (such as within 30 seconds) And the average driving power P in the first span (e.g., within 10 seconds) t2 As the reference power required by the vehicle system, the target driving power P a As the control object, the target drive power and the average power are interpolated and integrated, and then the difference between the 30-second average power and the real-time power and the difference between the average power and the real-time power within 10 seconds are weighted and averaged, and finally the maximum deviation is obtained, and then it is added to the target drive power and multiplied by the corresponding conversion coefficient (such as η = 0.85) to obtain the final target power generation. Based on this, the engine operation is controlled based on the target power generation, so that the power generation of the engine to the generator can be accurately controlled, so that the power generation of the engine to the generator meets the real-time motor drive power (i.e., the target drive power), maintains the constant SOC, effectively avoids the charging and discharging of the battery module, and improves the life of the battery module.

[0065] After starting the engine, if the current SOC is not lower than the second threshold (eg, 43%) but lower than the third threshold (eg, 45%), step S40 may be executed.

[0066] Step S40: After starting the engine, if the current SOC is not lower than the second threshold but lower than the third threshold, the power generation power of the engine to the generator is controlled at the first set power, and the first set power of the engine to the generator and the output power of the battery module are used together to provide driving power for the motor.

[0067] In this embodiment, after starting the engine, if the current SOC is not lower than the second threshold but lower than the third threshold, the vehicle drive control system can control the power generated by the engine to the generator to a first set power (such as 15KW. This first set power can be adjusted according to different vehicle models and transportation conditions. This embodiment takes 15KW as an example for illustration).

[0068] The power generated by the engine to the generator is sent at a low power of 15KW to maintain the operation of the engine and the stability of SOC. This can avoid frequent start and stop of the engine and ensure that the SOC will not be frequently charged and discharged.

[0069] After starting the engine, if the current SOC is not lower than the third threshold (eg, 45%), step S50 may be executed.

[0070] Step S50: After starting the engine, if the current SOC is not lower than the third threshold, shut down the engine, or control the power generated by the engine to the generator to the second set power, and provide driving power for the motor through the output power of the battery module.

[0071] In this embodiment, after starting the engine, if the current SOC is not lower than the third threshold, the vehicle drive control system can shut down the engine. In this case, the engine is shut down for fuel economy to ensure minimum fuel consumption. However, when it is necessary to perform engine emission inspection or emission test, the power generated by the engine to the generator is controlled at the second set power (such as 3KW) to ensure that the engine is not frequently started and stopped, and the engine emissions are detected to ensure that they do not exceed the standard.

[0072] Below, an example of a power conservation control solution for a hybrid new energy extended-range heavy truck is given. Simulation is performed to determine appropriate parameters to achieve the best effect in the power conservation mode (preferably with fewer engine starts and stops, less fuel consumption, and less battery module charging and discharging). Figure 4 and Figure 5 As shown, Figure 4 This is a schematic diagram of the architecture for building a corresponding control model through simulink and performing online simulation. Figure 5 This is a schematic diagram of the architecture for building a model to calculate the target power generation through simulink and performing online simulation. After simulation, it is determined that the first threshold is set to 40%, the second threshold is set to 43%, and the third threshold is set to 45%. The first set power is 15KW. The second set power is 3KW. This parameter needs to be measured separately. After exceeding the third threshold, the power is maintained at 3KW to determine whether the emission meets the standard.

[0073] In this embodiment, the first threshold is set to 40%, the second threshold is set to 43%, and the third threshold is set to 45%. The first set power is 15KW, and the second set power is 3KW. When it is greater than 43% and less than 45%, the engine generates power to the generator at a low power of 15KW to maintain the operation of the engine and the stability of the SOC. This can not only avoid frequent start and stop of the engine, but also ensure that the SOC will not be frequently charged and discharged. When the SOC is greater than 45%, the engine is stopped, or the engine is maintained at a very low power of 3KW (when the vehicle enters the engine emission inspection or test emission in the power conservation mode, 3KW low-power power generation is selected to ensure that the engine will not start and stop frequently and that the engine emissions do not exceed the standard. In the normal power conservation mode, the engine is shut down for fuel economy to ensure minimum fuel consumption).

[0074] It should be noted that the settings of these parameter values ​​can be adjusted according to different vehicle models and load conditions. It is also possible to design a solution for adaptively adjusting parameters based on vehicle model and load, which will not be elaborated here.

[0075] like Figure 6 As shown, the hybrid new energy extended-range heavy-duty truck can perform the following judgment and control processes in the power conservation mode.

[0076] First, under the drive of the battery module, the vehicle is started, the SOC threshold (including the first threshold, the second threshold, the third threshold, the first set power, and the second set power) is written, and after obtaining the current SOC, the judgment process begins. It is determined whether the current SOC is less than the first threshold (such as 40%). If so, the engine is started; if not, the engine is not started.

[0077] After starting the engine, it can be further determined whether the real-time SOC is lower than the second threshold (such as 43%). If so, the power generation power (target power generation power) is calculated and output according to the real-time power (i.e., the target driving power) and the average power (i.e., the first span average power and the second span average power determined in the historical period) to maintain the constant SOC. If not, it is further determined whether the real-time SOC is lower than the third threshold (such as 45%). If it is lower than the third threshold, the power generation power of the engine to the generator is maintained at the first set power (such as 15KW) and output to avoid frequent start and stop of the engine; if it is not lower than the third threshold, the engine is shut down (not shown for the situation when measuring emissions).

[0078] Based on the same inventive concept, this embodiment also provides a hybrid new energy extended-range heavy-duty truck power conservation control device based on SOC, which is applied to the power conservation mode of the hybrid new energy extended-range heavy-duty truck, including:

[0079] The SOC acquisition unit is used to obtain the current SOC of the battery module.

[0080] The engine control unit is used to start the engine when the current SOC is lower than a first threshold value, and not start the engine when the current SOC is not lower than the first threshold value.

[0081] The engine control unit is also used to adjust the power generation of the engine to the generator based on the driving power of the electric motor after the engine is started and when the current SOC is lower than a second threshold value, so as to balance the power generation and driving power.

[0082] The engine control unit is also used to control the power generation of the engine to the generator at a first set power after the engine is started and when the current SOC is not lower than the second threshold but lower than the third threshold, and to provide driving power to the electric motor through the first set power of the engine to the generator and the output power of the battery module.

[0083] The engine control unit is also used to shut down the engine or control the power generated by the engine to the generator to a second set power after the engine is started and when the current SOC is not lower than a third threshold, and provide driving power to the electric motor through the output power of the battery module.

[0084] In this embodiment, the engine control unit is specifically used to obtain the current target driving power of the motor, as well as the driving power of the motor in a historical period; based on the target driving power and the driving power in the historical period, calculate the target power generation power of the engine to the generator; and control the engine operation based on the target power generation power.

[0085] In this embodiment, the engine control unit is specifically used to calculate the first span average power and the second span average power based on the driving power of the motor in the historical period, wherein the duration span of the first span average power is longer than the duration span of the second span average power; and the target power generation power is calculated using the following formula:

[0086]

[0087] Among them, P 0 is the target power generation, is the average power of the first span, t 1 is the time span of the average power of the first span, P t2 is the average power of the second span, t 2 is the duration span of the second span average power, P a is the current target driving power of the motor, and η is the conversion efficiency.

[0088] In this embodiment, the engine control unit is specifically used to calculate an average value as the first span average power based on the driving power of the motor in the last 30 seconds; and calculate an average value as the second span average power based on the driving power of the motor in the last 10 seconds.

[0089] An embodiment of the present application provides a storage medium, which is arranged in a server and includes a stored program. When the program is running, the electronic device where the storage medium is located is controlled to execute the SOC-based hybrid new energy extended-range heavy-duty truck power preservation control method of the present embodiment, or execute the hybrid new energy extended-range heavy-duty truck drive control method of the present embodiment.

[0090] In addition, an embodiment of the present application also provides an electronic device (installed in a hybrid new energy extended-range heavy-duty truck), including a memory and a processor, the memory being used to store information including program instructions, the processor being used to control the execution of the program instructions, and the program instructions, when loaded and executed by the processor, implement the steps of the hybrid new energy extended-range heavy-duty truck power preservation control method based on SOC of the present embodiment, or implement the steps of the hybrid new energy extended-range heavy-duty truck drive control method of the present embodiment.

[0091] In summary, the embodiment of the present application provides a hybrid new energy extended-range heavy truck power conservation control method and device based on SOC, and develops corresponding control strategies by designing multiple SOC thresholds as judgment conditions. According to the threshold range of SOC in the power conservation mode, the judgment conditions of the first threshold, the second threshold and the third threshold are designed, and differentiated engine control strategies are performed based on different current SOC conditions: if the current SOC is lower than the first threshold, the engine is started, and if the current SOC is not lower than the first threshold, the engine is not started. After starting the engine, if the current SOC is lower than the second threshold, the power generation power of the engine to the generator is adjusted based on the driving power of the motor to balance the power generation power with the driving power; after starting the engine, if the current SOC is not lower than the second threshold but lower than the third threshold, the power generation power of the engine to the generator is controlled at the first set power, and the first set power of the engine to the generator and the output power of the battery module are used to provide the driving power for the motor; after starting the engine, if the current SOC is not lower than the third threshold, the engine is turned off, or the power generation power of the engine to the generator is controlled at the second set power, and the driving power is provided to the motor by the output power of the battery module. In this way, the engine power control (essentially the control of the power generated by the engine-driven generator) can be carried out according to different current SOCs, so that when starting and driving at low speeds: the engine does not start, the battery module is used to supply power, and the motor drives the vehicle to drive. When driving in normal mode, the engine drives the generator to deliver power to the power control unit, and the power control unit distributes power to charge the battery pack. At the same time, the battery pack provides power to the power control unit, and then the power control unit provides power to the motor to drive the wheels. When accelerating, the engine drives the generator and the battery pack to deliver power to the power control unit at the same time. The power control unit couples the power and transmits it to the motor together, thereby driving the wheels to rotate. When braking and decelerating, the braking energy recovers kinetic energy, and the motor is converted into a generator to charge the battery pack. In this way, the engine can always run in the high-efficiency range, avoiding the engine running in the high-fuel consumption range, greatly improving the economy of the whole vehicle. In addition, this solution can adaptively adjust the power generated by the engine to the generator according to the driving power at multiple stages, thereby maintaining the SOC stability of the battery module, avoiding frequent charging and discharging, and effectively improving the life of the battery module used in hybrid new energy extended-range heavy-duty commercial vehicles.

[0092] In this document, relational terms such as first and second, etc. are used merely to distinguish one entity or operation from another entity or operation, but do not necessarily require or imply any such actual relationship or order between these entities or operations.

[0093] The above description is only an embodiment of the present application and is not intended to limit the protection scope of the present application. For those skilled in the art, the present application may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A power conservation control method for a hybrid new energy extended-range heavy truck based on SOC, characterized in that: The power conservation mode applied to hybrid new energy extended-range heavy-duty trucks includes: Get the current SOC of the battery module; If the current SOC is lower than the first threshold, the engine is started; if the current SOC is not lower than the first threshold, the engine is not started; After starting the engine, if the current SOC is lower than a second threshold, adjusting the power generated by the engine to the generator based on the driving power of the electric motor so that the generated power is balanced with the driving power; After starting the engine, if the current SOC is not lower than the second threshold but lower than the third threshold, the power generated by the engine to the generator is controlled to be the first set power, and the first set power of the engine to the generator and the output power of the battery module are used together to provide driving power for the electric motor; After starting the engine, if the current SOC is not lower than the third threshold, the engine is turned off, or the power generation power of the engine to the generator is controlled to the second set power, and the output power of the battery module is used to provide driving power for the electric motor.

2. The SOC-based hybrid new energy extended-range heavy truck power conservation control method according to claim 1 is characterized in that: The first threshold is 40%, the second threshold is 43%, and the third threshold is 45%.

3. The SOC-based hybrid new energy extended-range heavy truck power conservation control method according to claim 1 is characterized in that: The first setting power is 15KW, and the second setting power is 3KW.

4. The SOC-based hybrid new energy extended-range heavy truck power conservation control method according to claim 1 is characterized in that: The power generation of the engine to the generator is adjusted based on the driving power of the electric motor to balance the power generation and driving power, including: Obtaining the current target driving power of the motor, and obtaining the driving power of the motor in a historical period; Calculate the target power generated by the engine to the generator based on the target driving power and the driving power in the historical period; The engine operation is controlled based on the target power generation capacity.

5. The SOC-based hybrid new energy extended-range heavy truck power conservation control method according to claim 4 is characterized in that: Based on the target driving power and the driving power in the historical period, the target power generated by the engine to the generator is calculated, including: Based on the driving power of the motor in the historical period, a first span average power and a second span average power are calculated, wherein the time span of the first span average power is greater than the time span of the second span average power; The target power generation is calculated using the following formula: Among them, P0 is the target power generation, is the average power of the first span, t1 is the duration span of the average power of the first span, P t2 is the second span average power, t2 is the duration span of the second span average power, P a is the current target driving power of the motor, η is the conversion efficiency, and α and β are weights.

6. The SOC-based hybrid new energy extended-range heavy truck power conservation control method according to claim 5 is characterized in that: Based on the driving power of the motor in the historical period, the first span average power and the second span average power are calculated, including: Based on the driving power of the motor in the latest 30 seconds, an average value is calculated as the first span average power; Based on the driving power of the motor in the most recent 10 seconds, an average value is calculated as the second span average power.

7. A driving control method for a hybrid new energy extended-range heavy truck, characterized in that: Applied to a hybrid new energy extended-range heavy-duty truck, the method includes: determining whether the hybrid new energy extended-range heavy-duty truck is currently in a power conservation mode; if so, running the hybrid new energy extended-range heavy-duty truck power conservation control method based on SOC as described in any one of claims 1 to 6.

8. A hybrid new energy extended-range heavy truck power conservation control device based on SOC, characterized in that: The power conservation mode applied to hybrid new energy extended-range heavy-duty trucks includes: SOC acquisition unit, used to obtain the current SOC of the battery module; An engine control unit, configured to start the engine when the current SOC is lower than a first threshold, and not start the engine when the current SOC is not lower than the first threshold; The engine control unit is further configured to adjust the power generated by the engine to the generator based on the driving power of the electric motor after the engine is started and when the current SOC is lower than a second threshold value, so that the generated power is balanced with the driving power; The engine control unit is further configured to control the power generated by the engine to the generator to a first set power after the engine is started and when the current SOC is not lower than the second threshold but lower than the third threshold, and provide driving power to the electric motor through the first set power of the engine to the generator and the output power of the battery module; The engine control unit is also used to shut down the engine or control the power generated by the engine to the generator to a second set power after the engine is started and when the current SOC is not lower than a third threshold, and provide driving power to the electric motor through the output power of the battery module.

9. A storage medium, characterized in that: The storage medium is arranged in a server, and includes a stored program, wherein when the program is running, the electronic device where the storage medium is located is controlled to execute the SOC-based hybrid new energy extended-range heavy-duty truck power preservation control method as described in any one of claims 1 to 6, or execute the hybrid new energy extended-range heavy-duty truck drive control method as described in claim 7.

10. An electronic device comprising a memory and a processor, wherein the memory is used to store information including program instructions, and the processor is used to control the execution of the program instructions, characterized in that: When the program instructions are loaded and executed by the processor, the steps of the hybrid new energy extended-range heavy-duty truck power preservation control method based on SOC are implemented as described in any one of claims 1 to 6, or the steps of the hybrid new energy extended-range heavy-duty truck drive control method described in claim 7 are implemented.

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