SOC-based hybrid new energy range-extending heavy truck power preservation control method and device

Abstract

This application provides a power supply control method and device for hybrid new energy range-extended heavy trucks based on SOC. The method is applied to the power supply mode of hybrid new energy range-extended heavy trucks and includes: obtaining the current SOC of the battery module; if the current SOC is lower than a first threshold, starting the engine; 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 output of the engine to the generator based on the drive power of the electric motor to balance the power output with the drive 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 output of the engine to the generator at a first set power; after starting the engine, if the current SOC is not lower than the third threshold, shutting off the engine, or controlling the power output of the engine to the generator at a second set power, and providing drive power to the electric motor through the output power of the battery module.

Description

Technical Field

[0001] This application relates to the field of control technology for new energy range-extended heavy trucks, and more specifically, to a power supply control method and device for hybrid new energy range-extended heavy trucks based on SOC. Background Technology

[0002] Currently, the majority of new energy vehicles in the commercial vehicle sector are still concentrated in the pure electric field. Research on the development of range-extended heavy-duty trucks and related technologies is relatively weak. Among the technologies of range-extended heavy-duty trucks, research on the power preservation mode in hybrid mode is still scarce. The power preservation mode is directly related to the driving performance and power performance of the whole vehicle. Most importantly, it directly affects the lifespan of the battery module. Frequent overcharging and over-discharging, as well as frequent charging and discharging, will lead to a significant reduction in battery life, causing great harm to the lifespan of the whole vehicle and subsequent maintenance.

[0003] Generally, the power batteries in range-extended heavy trucks are relatively small, with a pure electric range of about 50 kilometers. Therefore, the engine needs to frequently charge the power battery to meet the driving requirements, which causes great damage to the life of the battery module. This invention was developed to solve this problem. Experiments were conducted on range-extended heavy trucks, and the final test results verified the accuracy and practicality of the invention.

[0004] Currently, all technologies are researched with passenger vehicles in mind. There is no complete development path for heavy commercial vehicles. Moreover, commercial vehicles and passenger vehicles have very different actual working conditions. Heavy commercial vehicles operate under harsh conditions, often requiring long periods of continuous operation with heavy loads. This places more stringent demands on the vehicle's power system, subjecting it to enormous loads. In addition, the road conditions for heavy commercial vehicles are harsh and complex, with constantly changing operating conditions. The batteries need to generate and charge frequently, which has a significant impact on battery life.

[0005] Therefore, it is crucial to develop relevant power preservation strategies for heavy commercial vehicles. Summary of the Invention

[0006] The purpose of this application is to provide a power supply control method and device for hybrid new energy range-extended heavy trucks based on SOC, so as to improve the life of battery modules used in hybrid new energy range-extended heavy truck commercial vehicles and meet the driving performance and economic performance of the whole vehicle.

[0007] To achieve the above objectives, the embodiments of this application are implemented in the following manner:

[0008] In a first aspect, embodiments of this application provide a power supply control method for hybrid new energy range-extended heavy trucks based on SOC, applied to the power supply mode of hybrid new energy range-extended heavy trucks, including: obtaining the current SOC of the battery module; if the current SOC is lower than a first threshold, starting the engine; 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 engine's power output to the generator based on the electric motor's drive power to balance the power output with the drive power; after starting the engine, if the current SOC is not lower than the second threshold but lower than a third threshold, controlling the engine's power output to the generator at a first set power, and providing drive power to the electric motor through the engine's first set power 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 off the engine, or controlling the engine's power output to the generator at a second set power, and providing drive power to the electric motor through the output power of the battery module.

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

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

[0011] In conjunction with the first aspect, in a third possible implementation of the first aspect, adjusting the generator power output of the engine to the generator based on the driving power of the electric motor to balance the generator power output with the driving power includes: obtaining the current target driving power of the electric motor, and obtaining the driving power of the electric motor in a historical period; calculating the target generator power output 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 generator power output.

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

[0013]

[0014] Where P0 is the target power generation capacity. Let P be the average power over the first span, t1 be the duration of the average power over the first span, and P be the average power over the first span. t2P represents the average power over the second span, t2 represents the duration of the average power over the second span, and P represents the average power over the second span. a Let η be the current target drive power of the motor, η be the conversion efficiency, and α and β be the weights.

[0015] In conjunction with the fourth possible implementation of the first aspect, in the fifth possible implementation 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 the historical period, including: calculating the average value as the first span average power based on the driving power of the motor in the most recent 30 seconds; and calculating the average value as the second span average power based on the driving power of the motor in the most recent 10 seconds.

[0016] Secondly, embodiments of this application provide a drive control method for a hybrid new energy range-extended heavy truck, applied to a hybrid new energy range-extended heavy truck. The method includes: determining whether the hybrid new energy range-extended heavy truck is currently in a power-saving mode; if so, running the power-saving control method for a hybrid new energy range-extended heavy truck based on SOC, as described in any one of the first aspects or possible implementations of the first aspect.

[0017] Thirdly, this application provides a power supply control device for hybrid new energy range-extended heavy trucks based on SOC, applied to the power supply mode of hybrid new energy range-extended heavy trucks, including: a SOC acquisition unit for acquiring the current SOC of the battery module; an engine control unit for starting the engine when the current SOC is lower than a first threshold, and not starting the engine when the current SOC is not lower than the first threshold; the engine control unit is further configured to, after starting the engine and when the current SOC is lower than a second threshold, adjust the power generation of the engine to the generator based on the drive power of the electric motor to balance the power generation and drive power; the engine control unit is further configured to, after starting the engine and when the current SOC is not lower than the second threshold but lower than a third threshold, control the power generation of the engine to the generator to a first set power, and provide drive 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 further configured to, after starting the engine and when the current SOC is not lower than the third threshold, shut down the engine, or control the power generation of the engine to the generator to a second set power, and provide drive power to the electric motor through the output power of the battery module.

[0018] Fourthly, embodiments of this application provide a storage medium, which is disposed within a server and includes a stored program. When the program is executed, it controls the electronic device where the storage medium is located to execute the power supply control method for hybrid new energy range-extended heavy trucks based on SOC as described in the first aspect or any possible implementation of the first aspect, or to execute the drive control method for hybrid new energy range-extended heavy trucks as described in the second aspect.

[0019] Fifthly, embodiments of this application provide an electronic device, including a memory and a processor. The memory is used to store information including program instructions, and the processor is used to control the execution of the program instructions. When the program instructions are loaded and executed by the processor, they implement the steps of the power supply control method for a hybrid new energy range-extended heavy truck based on SOC as described in the first aspect or any possible implementation of the first aspect, or implement the steps of the drive control method for a hybrid new energy range-extended heavy truck as described in the second aspect.

[0020] Beneficial effects:

[0021] 1. This solution develops corresponding control strategies by designing multiple SOC thresholds as judgment conditions. For the SOC threshold range in power-saving mode, judgment conditions for a first threshold, a second threshold, and a third threshold are designed. Based on different current SOC conditions, differentiated engine control strategies are implemented: if the current SOC is below the first threshold, the engine starts; if it is not below the first threshold, the engine does not start. After starting the engine, if the current SOC is below the second threshold, the engine's power output to the generator is adjusted based on the motor's drive power to balance the power output with the drive power. After starting the engine, if the current SOC is not below the second threshold but is below the third threshold, the engine's power output to the generator is controlled at a first set power, and the first set power output to the generator and the output power of the battery module are used together to provide drive power to the motor. After starting the engine, if the current SOC is not below the third threshold, the engine is shut down, or the engine's power output to the generator is controlled at a second set power, and the output power of the battery module is used to provide drive power to the motor. This allows for refined engine power control (essentially controlling the generator's output power) based on different current State of Charge (SOC). During startup and low-speed driving: the engine remains off, powered by the battery module and driven by the electric motor. In normal driving mode, the engine drives the generator to supply power to the power control unit (ECU), which then distributes power to charge the battery pack. Simultaneously, the battery pack supplies power to the ECU, which in turn powers the electric motor to drive the wheels. During acceleration, the engine drives the generator, and both the generator and battery pack supply power to the ECU. The ECU couples this power and transmits it to the electric motor, driving the wheels. During braking and deceleration, braking energy is recovered as kinetic energy, and the electric motor converts this energy into electricity to charge the battery pack. This keeps the engine operating within its high-efficiency range, avoiding high-fuel-consumption periods and significantly improving overall vehicle economy. Furthermore, this solution adaptively adjusts the engine's output power to the generator based on driving power at multiple stages, maintaining stable SOC of the battery module, avoiding frequent charging and discharging, and effectively extending the lifespan of the battery modules used in hybrid extended-range heavy-duty commercial trucks.

[0022] 2. The first threshold is set to 40%, the second threshold to 43%, and the third threshold to 45%. The first set power is 15KW, and the second set power is 3KW. When the SOC is greater than 43% but less than 45%, the engine generates power from the generator at a fixed low power of 15KW to maintain engine operation and stabilize the SOC. This avoids frequent engine start-stop and ensures that the SOC is not frequently charged and discharged. When the SOC is greater than 45%, the engine is stopped, or it is maintained at a very low power of 3KW (when the vehicle enters the power-saving mode for engine emissions checks or tests, a low power of 3KW is selected to ensure that the engine does not start and stop frequently and that engine emissions do not exceed the standard. In normal power-saving mode, the engine is shut down for fuel economy, ensuring minimal fuel consumption).

[0023] 3. Obtain the current target drive power and drive power of the electric motor over historical periods, calculate the first span average power (e.g., average power over the last 30 seconds) and the second span average power (e.g., average power over the last 10 seconds), and further design a target power generation calculation scheme for the engine. P0 is the target power generation capacity. Let P be the average power over the first span, t1 be the duration of the average power over the first span, and P be the average power over the first span. t2 P represents the average power over the second span, t2 represents the duration of the average power over the second span, and P represents the average power over the second span. a Given the current target drive power of the motor, η is the conversion efficiency, and α and β are weights, calculate the average drive power over the first span (e.g., within 30 seconds). and the average drive power P during the first span (e.g., within 10 seconds) t2 As the reference power required by the entire vehicle system, the target drive power P is used. a For the controlled object, the interpolation between the target drive power and the average power is integrated. Then, the weighted average of the integrals of the difference between the 30-second average power and the real-time power, and the integrals of the difference between the average power and the real-time power over 10 seconds, is taken to obtain the maximum deviation. This deviation is then added to the target drive power and multiplied by the corresponding conversion coefficient (e.g., η = 0.85) to obtain the final target power generation. Based on this target power generation, the engine operation is controlled. This allows for precise control of the engine's power generation to the generator, ensuring that the engine's power generation to the generator meets the real-time motor drive power (i.e., the target drive power), maintaining a constant SOC, effectively avoiding charging and discharging of the battery module, and extending the battery module's lifespan.

[0024] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0025] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0026] Figure 1 A power supply control architecture diagram for a hybrid new energy range-extended heavy truck based on SOC provided in this application embodiment.

[0027] Figure 2 A flowchart of a power supply control method for a hybrid new energy range-extended heavy truck based on SOC provided in this application embodiment.

[0028] Figure 3 This is a schematic diagram of the curve that satisfies the weighting relationship when the average power of the second span is taken as the value within 10 seconds.

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

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

[0031] Figure 6 This is a flowchart illustrating the overall operational logic. Detailed Implementation

[0032] The technical solutions in the embodiments of this application will now be described with reference to the accompanying drawings.

[0033] Please see Figure 1 The power supply control architecture for hybrid new energy range-extended heavy trucks based on SOC is as follows:

[0034] Series hybrid systems rely solely on the electric motor to provide propulsion. The engine only supplies mechanical energy to the generator and does not directly power the wheels. The generator's electrical energy charges the vehicle's battery pack, or the battery's output is combined to power the drive motor. Because the engine can charge the battery, this hybrid mode primarily aims to extend the driving range of pure electric vehicles, avoiding the short range of current pure electric heavy trucks. Since the engine does not directly participate in the vehicle's drive system, its main function is to charge the battery. The engine operates within its most efficient range, avoiding high fuel consumption areas and significantly improving the vehicle's economy.

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

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

[0037] Acceleration: The engine drives the generator, which, together with the battery pack, supplies power to the power control unit. The power control unit couples the power output from the generator and the power output from the battery pack and transmits them to the electric motor, thereby driving the wheels to rotate.

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

[0039] Based on this architecture, this application provides a power protection control method for hybrid new energy range-extended heavy trucks based on SOC, which is applied to the vehicle drive control system of hybrid new energy range-extended heavy trucks (which can be understood as an on-board intelligent electronic device mounted on hybrid new energy range-extended heavy trucks to control the driving operation of the vehicle).

[0040] Please see Figure 2 , Figure 2 This is a flowchart illustrating the power supply control method for a hybrid new energy range-extended heavy-duty truck based on SOC, as provided in this application embodiment. The power supply control method for a hybrid new energy range-extended heavy-duty truck based on SOC may include steps S10, S20, S30, S40, and S50.

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

[0042] In the power supply mode of hybrid new energy range-extended heavy trucks, step S10 can be run first.

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

[0044] In this embodiment, the vehicle drive 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 that the current SOC meets, and then step S20 can be 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 below a first threshold (e.g., 40%), the engine can be started to drive the generator and provide power to the electric motor. Additionally, the electric motor can charge the battery module during braking. If the current SOC is not below the first threshold (e.g., 40%), the engine will not be started.

[0048] After starting the engine, further judgment is made. If the current SOC is lower than the second threshold (e.g., 43%), step S30 can be run.

[0049] Step S30: After starting the engine, if the current SOC is lower than the second threshold, adjust the power output of the engine to the generator based on the drive power of the electric motor to balance the power output with the drive power.

[0050] In this embodiment, after the engine is started, if the current SOC is lower than the second threshold, the power output of the engine to the generator can be adjusted based on the driving power of the electric motor, so that the power output and driving power are balanced, thus avoiding frequent charging and discharging of the battery module.

[0051] For example, the current target drive power of the motor (i.e., the drive power in real-time) can be obtained, as well as the drive power of the motor over a historical period. In this embodiment, the drive power over the historical period is mainly the drive power within the most recent 30 seconds; other embodiments may obtain the drive power over a longer historical period.

[0052] Then, the vehicle drive control system can calculate the target power output of the engine to the generator based on the target drive power and the drive power during historical periods.

[0053] For example, the vehicle drive control system can calculate a first span average power and a second span average power based on the drive power of the electric motor over a historical period, wherein the duration of the first span average power is longer than that of the second span average power.

[0054] For example, the average value of the motor's drive power over the last 30 seconds is calculated as the first span average power, and the average value of the motor's drive power over the last 10 seconds is calculated as the second span average power.

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

[0056]

[0057] Where P0 is the target power generation capacity. Let P be the average power over the first span, t1 be the duration of the average power over the first span, and P be the average power over the first span. t2 P represents the average power over the second span, t2 represents the duration of the average power over the second span, and P represents the average power over the second span. a Let η be the current target drive power of the motor, η be the conversion efficiency, and α and β be the weights.

[0058] To further improve the accuracy of target power generation 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) indicates that the larger the difference, the greater the average power P of the second span. t2 Operating conditions and average power of the first span The greater the deviation in operating conditions, the more important it is to reduce the impact on the calculated power generation. In this case, the average power of the first span is... The weighting coefficients should be smaller, while the average power P of the second span should be... t2 The weighting coefficients should be larger.

[0059] To make the system calculate power generation more accurately, such as Figure 3 As shown (where Pw10 refers to the average power P of the second span) t2 The following weight allocation scheme is designed:

[0060]

[0061] α = 1 - β, (3)

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

[0063] Then, 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 drive power, thereby avoiding frequent charging and discharging of the battery module.

[0064] To obtain the current target drive power and drive power of the electric motor over a historical period, calculate the first span average power (e.g., the average power over the last 30 seconds) and the second span average power (e.g., the average power over the last 10 seconds), and further design a target power generation calculation scheme for the engine. P0 is the target power generation capacity. Let P be the average power over the first span, t1 be the duration of the average power over the first span, and P be the average power over the first span. t2 P represents the average power over the second span, t2 represents the duration of the average power over the second span, and P represents the average power over the second span. aGiven the current target drive power of the motor, η is the conversion efficiency, and α and β are weights, calculate the average drive power over the first span (e.g., within 30 seconds). and the average drive power P during the first span (e.g., within 10 seconds) t2 As the reference power required by the entire vehicle system, the target drive power P is used. a For the controlled object, the interpolation between the target drive power and the average power is integrated. Then, the weighted average of the integrals of the difference between the 30-second average power and the real-time power, and the integrals of the difference between the average power and the real-time power over 10 seconds, is taken to obtain the maximum deviation. This deviation is then added to the target drive power and multiplied by the corresponding conversion coefficient (e.g., η = 0.85) to obtain the final target power generation. Based on this target power generation, the engine operation is controlled. This allows for precise control of the engine's power generation to the generator, ensuring that the engine's power generation to the generator meets the real-time motor drive power (i.e., the target drive power), maintaining a constant SOC, effectively avoiding charging and discharging of the battery module, and extending the battery module's lifespan.

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

[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 output 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 the engine is started, 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 output of the engine to the generator to a first set power (e.g., 15KW. This first set power can be adjusted according to different vehicle models and carrying conditions. This embodiment uses 15KW as an example for explanation).

[0068] The generator output power from the engine is kept at a low level of 15kW to maintain engine operation and stabilize the State of Charge (SOC). This avoids frequent engine start-stop cycles and prevents frequent SOC charging and discharging.

[0069] After starting the engine, if the current SOC is not lower than the third threshold (e.g., 45%), step S50 can 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 engine's power output to the generator to the second set power, and provide drive power to 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. This shutdown is for fuel economy purposes, ensuring minimal fuel consumption. However, when engine emissions checks or tests are required, the engine's power output to the generator is controlled at a second set power (e.g., 3kW) to prevent frequent engine start-stop cycles, allowing for emissions testing and ensuring compliance with standards.

[0072] The following is an example of a power-saving control scheme applied to hybrid new energy range-extended heavy trucks. Simulations were performed to determine suitable parameters to achieve optimal results in power-saving mode (ideally with fewer engine start-stop cycles, less fuel consumption, and fewer battery module charges and discharges). Figure 4 and Figure 5 As shown, Figure 4 This is a schematic diagram of the architecture for building the corresponding control model and performing online simulation using Simulink. Figure 5 This is a schematic diagram of the architecture for building a model to calculate the target power generation using Simulink and performing online simulation. After simulation, the first threshold was set at 40%, the second threshold at 43%, and the third threshold at 45%. The first set power was 15 kW. The second set power was 3 kW, which needs to be determined separately. The power was maintained at 3 kW after exceeding the third threshold to determine whether emissions met the standards.

[0073] In this embodiment, the first threshold is set to 40%, the second threshold to 43%, and the third threshold to 45%. The first set power is 15KW, and the second set power is 3KW. When the SOC is greater than 43% but less than 45%, the engine generates power from the generator at a low power of 15KW to maintain engine operation and stabilize the SOC. This avoids frequent engine start-stop and ensures that the SOC is not frequently charged and discharged. When the SOC is greater than 45%, the engine is stopped, or it is maintained at a very low power of 3KW (when the vehicle enters the power-saving mode for engine emissions checks or tests, a low power of 3KW is selected to ensure that the engine does not start and stop frequently and that engine emissions do not exceed the standard. In normal power-saving mode, the engine is shut down for fuel economy to ensure minimal fuel consumption).

[0074] It should be noted that these parameter values ​​can be adjusted according to different vehicle models and load conditions. A scheme for adaptive parameter adjustment based on vehicle model and load can also be designed, but this will not be elaborated here.

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

[0076] First, driven by the battery module, the vehicle is started, and the SOC threshold (including the first threshold, second threshold, third threshold, first set power, and second set power) is written. After obtaining the current SOC, the judgment process begins. It is determined whether the current SOC is less than the first threshold (e.g., 40%). If so, the engine is started; otherwise, the engine is not started.

[0077] After the engine is started, further checks can be performed to determine if the real-time SOC is below the second threshold (e.g., 43%). If so, the generator output (target generator output) is calculated and output based on the real-time power (i.e., the target drive power) and the average power (i.e., the first span average power and the second span average power determined over a historical period) to maintain a constant SOC. If not, further checks are performed to determine if the real-time SOC is below the third threshold (e.g., 45%). If it is below the third threshold, the generator output is maintained at a first set power (e.g., 15 kW) to avoid frequent engine start-stop. If it is not below the third threshold, the engine is shut down (the case for emissions testing is not shown).

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

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

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

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

[0082] The engine control unit is also used to control the generator power output of the engine to the generator to 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 to provide drive power to the electric motor through the first set power output 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 after it is started and when the current SOC is not lower than a third threshold, or to control the power output of the engine to the generator to a second set power, and to provide drive 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 drive power of the electric motor, and to obtain the drive power of the electric motor in a historical period; to calculate the target power generation of the engine to the generator based on the target drive power and the drive power in the historical period; and to control the operation of the engine based on the target power generation.

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

[0086]

[0087] Where P0 is the target power generation capacity. Let P be the average power over the first span, t1 be the duration of the average power over the first span, and P be the average power over the first span. t2 P represents the average power over the second span, t2 represents the duration of the average power over the second span, and P represents the average power over the second span. a η represents the current target drive power of the motor, and η is the conversion efficiency.

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

[0089] This application provides a storage medium located within a server, which includes a stored program. When the program runs, it controls the electronic device containing the storage medium to execute either the SOC-based power supply control method for hybrid new energy range-extended heavy trucks or the drive control method for hybrid new energy range-extended heavy trucks.

[0090] Furthermore, this application embodiment also provides an electronic device (installed in a hybrid new energy range-extended heavy truck), including a memory and a processor. The memory is used to store information including program instructions, and the processor is used to control the execution of the program instructions. When the program instructions are loaded and executed by the processor, they implement the steps of the power-saving control method for the hybrid new energy range-extended heavy truck based on SOC of this embodiment, or implement the steps of the drive control method for the hybrid new energy range-extended heavy truck of this embodiment.

[0091] In summary, this application provides a power-saving control method and device for hybrid new energy range-extended heavy trucks based on State of Charge (SOC). Multiple SOC thresholds are designed as judgment conditions to develop corresponding control strategies. For the SOC threshold range in power-saving mode, judgment conditions of a first threshold, a second threshold, and a third threshold are designed. Differentiated engine control strategies are implemented based on different current SOC conditions: if the current SOC is below the first threshold, the engine is started; if the current SOC is not below the first threshold, the engine is not started. After starting the engine, if the current SOC is below the second threshold, the engine's power output to the generator is adjusted based on the electric motor's drive power to balance the power output with the drive power. After starting the engine, if the current SOC is not below the second threshold but is below the third threshold, the engine's power output to the generator is controlled at a first set power, and the first set power output to the generator and the output power of the battery module jointly provide drive power to the electric motor. After starting the engine, if the current SOC is not below the third threshold, the engine is shut off, or the engine's power output to the generator is controlled at a second set power, and the output power of the battery module provides drive power to the electric motor. This allows for refined engine power control (essentially controlling the generator's output power) based on different current State of Charge (SOC). During startup and low-speed driving: the engine remains off, powered by the battery module and driven by the electric motor. In normal driving mode, the engine drives the generator to supply power to the power control unit (ECU), which then distributes power to charge the battery pack. Simultaneously, the battery pack supplies power to the ECU, which in turn powers the electric motor to drive the wheels. During acceleration, the engine drives the generator, and both the generator and battery pack supply power to the ECU. The ECU couples this power and transmits it to the electric motor, driving the wheels. During braking and deceleration, braking energy is recovered as kinetic energy, and the electric motor converts this energy into electricity to charge the battery pack. This keeps the engine operating within its high-efficiency range, avoiding high-fuel-consumption periods and significantly improving overall vehicle economy. Furthermore, this solution adaptively adjusts the engine's output power to the generator based on driving power at multiple stages, maintaining stable SOC of the battery module, avoiding frequent charging and discharging, and effectively extending the lifespan of the battery modules used in hybrid extended-range heavy-duty commercial trucks.

[0092] In this document, relational terms such as first and second are used only to distinguish one entity or operation from another entity or operation, without necessarily requiring or implying any such actual relationship or order between these entities or operations.

[0093] The above description is merely an embodiment of this application and is not intended to limit the scope of protection of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A power supply control method for hybrid new energy range-extended heavy-duty trucks based on SOC, characterized in that, Power supply protection modes applied to hybrid new energy range-extended heavy trucks include: Get the current SOC of the battery module; 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. After the engine is started, if the current SOC is lower than the second threshold, the engine's power output to the generator is adjusted based on the electric motor's drive power to balance the power output with the drive power. After starting the engine, if the current SOC is not lower than the second threshold but lower than the third threshold, the power output of the engine to the generator will be controlled at the first set power, and the first set power output of the engine to the generator and the output power of the battery module will be used together to provide drive power for the electric motor. After starting the engine, if the current SOC is not lower than the third threshold, the engine is shut off, or the engine's power output to the generator is controlled at the second set power, and the output power of the battery module is used to provide drive power to the electric motor.

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

3. The power supply control method for hybrid new energy range-extended heavy-duty trucks based on SOC according to claim 1, characterized in that, The first power setting is 15KW, and the second power setting is 3KW.

4. The power supply control method for hybrid new energy range-extended heavy trucks based on SOC according to claim 1, characterized in that, Adjusting the generator's output power from the motor to balance the output power with the driving power, based on the motor's drive power adjustment, includes: Obtain the current target drive power of the motor, and obtain the drive power of the motor in the historical time period; Based on the target driving power and the driving power in historical time periods, calculate the target power generation of the engine to the generator. The engine operation is controlled based on the target power generation.

5. The power supply control method for hybrid new energy range-extended heavy-duty trucks based on SOC according to claim 4, characterized in that, Based on the target drive power and the drive power during historical periods, the target power output of the engine to the generator is calculated, including: Based on the driving power of the electric motor in a historical period, the first span average power and the second span average power are calculated, wherein the duration of the first span average power is longer than that of the second span average power. The target power generation is calculated using the following formula: Where P0 is the target power generation capacity. Let P be the average power over the first span, t1 be the duration of the average power over the first span, and P be the average power over the first span. t2 P represents the average power over the second span, t2 represents the duration of the average power over the second span, and P represents the average power over the second span. a Let η be the current target drive power of the motor, η be the conversion efficiency, and α and β be the weights.

6. The power supply control method for hybrid new energy range-extended heavy-duty trucks based on SOC according to claim 5, characterized in that, Based on the driving power of the electric motor over a historical period, the average power over the first span and the average power over the second span are calculated, including: The average value of the motor's drive power over the last 30 seconds is calculated as the average power for the first span. The average value of the motor's drive power over the last 10 seconds is calculated as the average power over the second span.

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

8. A power supply control device for hybrid new energy range-extended heavy trucks based on SOC, characterized in that, Power supply protection modes applied to hybrid new energy range-extended heavy trucks include: SOC acquisition unit, used to acquire the current SOC of the battery module; The engine control unit is used to start the engine when the current SOC is lower than a first threshold, and not to start the engine when the current SOC is not lower than the first threshold. The engine control unit is also used to adjust the generator power output of the engine to the generator based on the drive power of the electric motor after the engine is started and the current SOC is lower than the second threshold, so as to balance the generator power output with the drive power. The engine control unit is also used to control the power output of the engine to the generator to a first set power when the engine is started and the current SOC is not lower than the second threshold but lower than the third threshold, and to provide drive power to the electric motor through the first set power output 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 it is started and when the current SOC is not lower than a third threshold, or to control the power output of the engine to the generator to a second set power, and to provide drive power to the electric motor through the output power of the battery module.

9. A storage medium, characterized in that, The storage medium is located within the server and includes a stored program. When the program is executed, it controls the electronic device containing the storage medium to perform the power supply control method for a hybrid new energy range-extended heavy truck based on SOC as described in any one of claims 1 to 6, or to perform the drive control method for a hybrid new energy range-extended heavy truck as described in claim 7.

10. An electronic device comprising a memory and a processor, the memory for storing information including program instructions, and the processor for controlling the execution of the program instructions, characterized in that: When the program instructions are loaded and executed by the processor, they implement the steps of the power supply control method for hybrid new energy range-extended heavy trucks based on SOC as described in any one of claims 1 to 6, or the steps of the drive control method for hybrid new energy range-extended heavy trucks as described in claim 7.

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