An algorithm for the range of extended-range electric vehicles

Abstract

This invention relates to the field of electric vehicle technology, specifically to a range-extended electric vehicle range algorithm, comprising the following steps: Step S1, obtaining the real-time available remaining battery power Ebatteryaval for different batteries; Step S2, after the vehicle is powered on and the VCU is initialized, reading the data from the previous driving cycle in the EEPROM and calculating the average energy consumption per 100 kilometers and the pure electric range; Step S3, applying upper and lower limits to the filtered pure electric range; Step S4, calculating the combined hybrid range; Step S5, applying limits to the combined hybrid range again. This solves the problem that, due to inaccurate range calculations, if the driver fails to recharge in time when charging stations and gas stations are far apart, the vehicle may run out of fuel and power, causing it to break down and affecting normal user operation.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle technology, and more specifically, to a range-extended electric vehicle range algorithm. Background Technology

[0002] Compared to pure electric vehicles, range-extended electric vehicles (REEVs) do not have the same range anxiety issues. When the battery is low, there is no need to worry about insufficient range. The vehicle can enter range-extending mode, where the range extender generates electricity to power the electric drive system and continue driving. Moreover, the range in range-extended mode is longer than that in pure electric mode.

[0003] Compared to pure electric vehicles, the range calculation of range-extended electric vehicles has more influencing variables. The power generation efficiency of the range extender APU after it starts up varies, which means that the electrical energy converted from the same liter of fuel by the APU will be different, and therefore the driving range will also be different. If there is a large deviation in the range calculation, when the charging station and the gas station are far apart, if the driver does not refuel in time, the vehicle may run out of fuel and power, causing the vehicle to break down and affecting the user's normal use of the vehicle. Summary of the Invention

[0004] This invention provides a range-extended electric vehicle (REEV) range algorithm. By calculating the average power output of the required APU (Automatic Power Unit) to map and find the APU's fuel-electric conversion ratio, it achieves a more accurate pure fuel range calculation. The total range is calculated by calculating the vehicle's real-time power consumption, remaining power, and remaining fuel. Using a 19+1 moving average algorithm, the remaining pure electric range and combined fuel-electric range of the vehicle are dynamically updated in real time, providing customers with a more accurate reference for the vehicle's range and avoiding the risk of vehicle breakdown due to untimely refueling.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows: a range-extended electric vehicle range algorithm, specifically including the following steps:

[0006] Step S1: For different batteries, when the battery capacity is different, calibrate the initial battery pack's rated capacity Enor and the allowable lower discharge limit SOC of the battery, and obtain the real-time available remaining capacity Ebatteryaval of the battery through the battery management unit.

[0007] Step S2: After the vehicle is powered on and the VCU is initialized, the VCU reads the data from the previous driving cycle in the EEPROM and starts to calculate the real-time vehicle power consumption for the current driving cycle. It accumulates the vehicle's mileage, integrates the actual discharge power of the electric drive in real time, obtains the cumulative power consumption under the accumulated mileage, calculates the average power consumption per 100 kilometers, and calculates the pure electric range using the available remaining power calculated in step S1. The updated power consumption data per 100 kilometers and the calculated pure electric range are stored in the EEPROM in real time.

[0008] Step S3: Apply upper and lower limits to the filtered pure electric range to prevent the real-time calculated range from exceeding the theoretical range, so that the pure electric range data from the previous driving cycle can be read for initial display after the vehicle is powered off and on again.

[0009] Step S4: Calculate the remaining pure fuel range based on the remaining fuel and the electricity consumption per 100 kilometers. Add the pure electric range and the pure fuel range together to get the final combined electric and fuel range.

[0010] Step S5: The combined driving range of the electric and gasoline vehicles is limited again to prevent abnormal data calculation results. After filtering, the data is displayed in real time on the external instrument.

[0011] Further, it is shown that the battery management unit estimates the externally transmitted SOCact in real time, then subtracts the allowable lower limit of battery discharge SOCmin to obtain the available remaining battery SOCaval. This SOCaval is then multiplied by the actual battery health SOH and the initially calibrated battery capacity to obtain the real-time available remaining battery capacity Ebatteryaval. To prevent fluctuations in the real-time SOCact transmitted by the BMS during the calculation of the available remaining battery SOCaval, the VCU performs low-pass filtering on the SOC to remove high-frequency noise interference during the range calculation. At the same time, to prevent the calculated remaining available SOC from being negative due to the actual battery SOC being lower than the allowable lower limit of battery discharge SOCmin under extreme conditions, the larger value between the available remaining SOC and 0 is taken to prevent the calculated remaining range from being abnormal due to a negative value of the available remaining SOC.

[0012] Further defining the parameters, in step S2, the available remaining power calculated in real time in step 1 and the real-time updated power consumption data per 100 kilometers are used to calculate the pure electric range of the power battery when it is discharged independently. In order to make the pure electric range with a higher power level closer to the ideal initial value of the vehicle range, the pure electric range under high SOC is subjected to transition processing to improve the stability and rationality of the pure electric range calculation under high SOC. Based on the measured data of the bench test cycle, the ratio of the real-time available remaining SOC to the available SOC under full charge is multiplied, and then multiplied by the battery health SOH to obtain the transition ratio of the pure electric range under high SOC. The data transition mixing is set in the SOC range of 80%-100%, and the transition ratio coefficient of the 80%-100% SOC range is linearly interpolated to finally obtain the pure electric range EVRange of the power battery when the remaining power battery is discharged independently.

[0013] To further define the charging and non-charging conditions, different filtering time constants are applied to the pure electric range data. During charging, because the SOC changes rapidly, a smaller pure electric range filtering time constant is set to synchronize the battery level with the actual range more quickly. The pure electric range filtering time constant for charging is set to 0.2s. In contrast, the SOC changes more gradually during driving, and the pure electric range display should be more stable. Therefore, the pure electric range filtering time constant for driving is set to 10s.

[0014] Further specifying, in step S2, the data read from the EEPROM of the previous driving cycle is the energy consumption value per 100 kilometers of the previous driving cycle. The energy consumption value is checked for reasonableness, and an upper limit and a lower limit for energy consumption per 100 kilometers are set. When the energy consumption value per 100 kilometers of the previous driving cycle is higher than the upper limit or lower than the lower limit, the average value of the user's actual road driving data is used as the initial energy consumption value per 100 kilometers of the current driving cycle. If the energy consumption value per 100 kilometers of the previous driving cycle is within the upper and lower limits, the energy consumption value per 100 kilometers of the previous driving cycle is directly adopted as the initial energy consumption value per 100 kilometers of the current driving cycle.

[0015] Further specifying, the pure fuel range mentioned in step S4 should be mapped to the fuel-to-electricity conversion ratio based on the energy consumption per 100 kilometers and the actual power generation of the APU. The actual fuel consumption per 100 kilometers is obtained by dynamically looking up a table, and the remaining fuel is obtained by looking up the resistance value of the fuel level sensor issued by the instrument. For the calculation of the actual fuel-to-electricity conversion ratio of the APU, the driving time T1km required for the past kilometer and the cumulative power consumption Etotal should be accumulated first. The formula for calculating the cumulative power consumption is as follows:

[0016] Etotal = Eesad + Edcdc + Ehvac + Edcac + Epto, where Eesad, Edcdc, Ehvac, Edcac, and Epto represent the power consumption of the electric drive, DC-DC converter, thermal management system, on-board inverter, and superstructure power draw, respectively. The APU's average power generation Pavgapu is calculated as Pavgapu = Etotal / T1km. By using the APU's average power generation, the APU's fuel-to-electricity conversion ratio can be found, thus obtaining the APU's average fuel consumption at the level of energy consumption per 100 kilometers. Then, the remaining usable fuel is divided by the average fuel consumption and multiplied by 100 to obtain the pure fuel range.

[0017] Further, it is necessary to determine whether to directly use the average power consumption as the required average power generation of the APU based on the difference between the target SOC and the actual SOC. If the difference between the target SOC and the actual SOC is greater than 2%, then the APU needs to not only meet the power demand of the electric drive, but also replenish the battery. Therefore, the amount of electricity required to compensate for the difference between the target SOC and the actual SOC should be calculated using the following formulas: SOCErr = SOCtarget - SOCactual, EbatteryCom = SOCErr * Ebattery, where Ebattery is the battery's full charge energy, and EbatteryCom is the energy required to replenish the battery to reach the target SOC. Therefore, the calculation of the APU's average power generation needs to include EbatteryCom, and the calculation formula is: Etotal = Eesad + Edcdc + Ehvac + Edcac + Epto + EbatteryCom. Then, divide the total power consumption by T1km to obtain the required average power generation of the APU, and then use the same algorithm to calculate the pure gasoline driving range.

[0018] To further specify, for the pure electric range, after each VCU power-on initialization, the pure electric range data stored in the previous driving cycle must be read for the instrument range display immediately after power-on, and after 1 second, it will switch to the real-time pure electric range of the current driving cycle.

[0019] The beneficial effects of adopting the above technical solutions are:

[0020] This invention maps the required average power generation of the APU to the oil-electric conversion ratio of the APU, achieving a more accurate calculation of pure oil driving range. It calculates the total driving range by calculating the real-time power consumption of the entire vehicle, as well as the remaining power and fuel. Using a moving average algorithm, it dynamically updates the remaining pure electric driving range and the combined oil-electric driving range of the entire vehicle in real time, providing customers with a more accurate reference for the vehicle's driving range and avoiding the risk of vehicle breakdown due to untimely refueling. Attached Figure Description

[0021] Figure 1 This is a diagram of the algorithm architecture of the present invention.

[0022] Figure 2 This is a flowchart of the battery life algorithm of the present invention. Detailed Implementation

[0023] The specific embodiments of the present invention will be further described in detail below with reference to the accompanying drawings, in order to help those skilled in the art to have a more complete, accurate and in-depth understanding of the concept and technical solutions of the present invention, and to facilitate its implementation.

[0024] like Figures 1-2 As shown, this invention is a range-extended electric vehicle range algorithm. By calculating the average power generation of the required APU, it maps and finds the oil-to-electric conversion ratio of the APU, achieving a more accurate pure oil range calculation. The total range is calculated by calculating the real-time power consumption of the whole vehicle, as well as the remaining power and fuel. Using a 19+1 moving average algorithm, the remaining pure electric range and the combined oil-electric range of the whole vehicle are dynamically updated in real time, providing customers with a more accurate reference for the vehicle's range and avoiding the risk of the vehicle breaking down due to untimely refueling.

[0025] Specifically, such as Figure 1 and Figure 2 As shown, the specific steps include:

[0026] Step S1: For different battery models, when the battery capacity varies, the initial rated battery pack capacity (Enor) and the allowable lower discharge limit (SOC) of the battery (e.g., 15%) need to be calibrated. The externally generated SOCact is estimated in real time by the battery management unit, and the allowable lower discharge limit (SOCmin) is subtracted to obtain the available remaining battery capacity (SOCaval). This is then multiplied by the actual battery health (SOH) and the initially calibrated battery capacity to obtain the real-time available remaining battery capacity (Ebatteryval). The calculation formula is: SOCaval = SOCact - SOCmin, Ebatteryval l = Ebattery * SOCaval * SOH; In calculating the available remaining battery SOCaval, to prevent fluctuations in the real-time SOC sent by the BMS, the VCU performs low-pass filtering on the SOC to remove high-frequency noise interference when calculating the driving range. At the same time, to prevent the actual battery SOC from being lower than the allowable discharge limit SOCmin (e.g., 15%) under extreme conditions, which would cause the calculated remaining available SOC to be negative, the larger value between the available remaining SOC and 0 is taken to prevent the calculated remaining driving range from being abnormal due to a negative value of the available remaining SOC.

[0027] Step S2: After the vehicle is powered on and the VCU is initialized, the energy consumption per 100 kilometers from the previous driving cycle is read first, and the reasonableness of the energy consumption value is checked. An upper limit (e.g., 100 kWh / 100 km) and a lower limit (e.g., 5 kWh / 100 km) for energy consumption per 100 kilometers are set. When the energy consumption per 100 kilometers from the previous driving cycle is higher than the upper limit or lower than the lower limit, the average value based on the user's actual road driving data (e.g., 50 kWh / 100 km) is used as the initial energy consumption per 100 kilometers replacement value for this driving cycle. If the energy consumption per 100 kilometers from the previous driving cycle is within the upper or lower limit, the energy consumption per 100 kilometers from the previous driving cycle is directly adopted. The initial energy consumption per 100 kilometers for this driving cycle is set. After reading the data from the previous driving cycle from the EEPROM (usually within 1 second), the VCU starts calculating the real-time vehicle energy consumption for this driving cycle, accumulating the vehicle's mileage, and simultaneously integrating the actual discharge power of the electric drive in real time to obtain the cumulative energy consumption for the accumulated mileage. The accumulated mileage threshold is set to 1 km. When 1 km is reached, the accumulated electric drive energy consumption is reset to zero. The energy consumption per 100 kilometers for the previous 19 km is multiplied by 19 km to obtain the cumulative energy consumption for the previous 19 km. This cumulative energy consumption is then added to the energy consumption for the current accumulated 1 km to obtain the total cumulative energy consumption for the past 20 km. Divide the total power consumption of 19+1km by 20 to obtain the average power consumption per 100km calculated based on the data from the past 20km. After the current cumulative mileage reaches 1km, output the updated power consumption per 100km based on the 19+1 moving average algorithm. Then, for the next 1km of cumulative mileage, use the previously updated average power consumption per 100km as the benchmark for calculating the driving range. The calculated power consumption per 100km value is filtered by low-pass filtering to remove high-frequency noise interference. The pure electric range is calculated using the available remaining power calculated in step S1. The updated power consumption per 100km data and the calculated pure electric range are stored in EEPROM in real time so that the vehicle can read the previous driving cycle whenever it is powered off and on again. To improve the stability and rationality of pure electric range calculation under high SOC, the pure electric range calculation is performed based on the relevant range calculation data. In order to make the pure electric range with higher battery capacity closer to the ideal initial value of vehicle range, the pure electric range under high SOC is processed. Based on the measured data of bench test cycle, the ratio of real-time available remaining SOC to available SOC under full charge is multiplied by the battery health SOH to obtain the pure electric range transition ratio under high SOC. The data transition mixing is set in the range of 80% to 100% SOC. The transition ratio coefficient of 80% to 100% SOC range is linearly interpolated to finally obtain the pure electric range EVRange when the remaining power battery capacity is discharged alone.

[0028] For pure electric range, after each VCU power-on initialization, the pure electric range data stored in the previous driving cycle is read for the instrument range display immediately after power-on. After 1 second, it switches to the real-time pure electric range of the current driving cycle. In order to improve the stability of the pure electric range display, a function is set to identify plug-in charging and non-plug-in charging conditions. Different filtering time constants are used for pure electric range data. During charging, since the SOC changes rapidly, a smaller pure electric range filtering time constant is set to synchronize the battery power with the actual range more quickly. The pure electric range filtering time constant for charging is set to 0.2s. In contrast, the SOC changes more gradually during driving, and the pure electric range display should be more stable. Therefore, the pure electric range filtering time constant for driving is set to 10s.

[0029] Step S3: Apply upper and lower limits to the filtered pure electric range to prevent the real-time calculated range from exceeding the theoretical range. The minimum is 0km and the maximum cannot exceed 1.5 times the theoretical value. After the limit processing, the final pure electric range data is stored in the EEPROM in real time so that the pure electric range data of the previous driving cycle can be read for initial display after the vehicle is powered off and then powered on again.

[0030] Step S4: Calculate the remaining pure fuel range based on the remaining fuel and the energy consumption per 100 kilometers. Add the pure electric range and the pure fuel range to obtain the final combined electric and fuel range. Based on the APU's fuel-to-electric conversion rate, higher energy consumption per 100 kilometers means higher APU power demand, and lower energy consumption per 100 kilometers means lower APU power demand. Therefore, for the pure fuel range of a range-extended electric vehicle, the fuel-to-electric conversion ratio should be mapped based on the energy consumption per 100 kilometers and the actual power generation of the APU. Dynamically look up the table to obtain the actual fuel consumption per 100 kilometers. Obtain the remaining fuel level by looking up the resistance value of the fuel level sensor from the instrument panel. Perform first-order filtering on the fuel level to prevent large fluctuations in fuel level calculation caused by vehicle bumps or uphill / downhill driving. For the calculation of the actual fuel-to-electric conversion ratio of the APU, first accumulate the required driving time T1km for the past kilometer and the accumulated energy consumption Etotal. The formula for calculating the accumulated energy consumption is: Etotal = Eesad + Edcdc + Ehv The formula ac+Edcac+Epto represents the power consumption of the electric drive, DC-DC converter, thermal management system, on-board inverter, and superstructure, respectively. The APU's average power generation (Pavgapu) is calculated as Pavgapu = Etotal / T1km. By using the APU's average power generation to find its fuel-to-electricity conversion ratio, the average fuel consumption per 100 kilometers of electricity is obtained. Dividing the remaining usable fuel by the average fuel consumption and multiplying by 100 yields the pure gasoline driving range. This algorithm accurately calculates the actual pure gasoline driving range compared to a fixed algorithm that directly looks up fuel consumption per 100 kilometers using electricity consumption. The calculated pure gasoline driving range is closer to the vehicle's actual range performance, providing users with more accurate range information and accurate data for better planning of refueling.By employing a 19+1 moving average algorithm to obtain the actual power consumption per 100 kilometers, data fluctuations are prevented, ensuring good stability. The actual pure electric range is then calculated. Next, the cumulative power consumption over the past 1km is used to calculate the required average APU power output. Based on the fuel-to-electric conversion ratio, a more accurate fuel consumption per 100 kilometers is obtained, leading to the calculation of the pure gasoline range. The pure electric range and pure gasoline range are then added together to obtain the final combined electric and gasoline range. Whether to directly use the average power consumption as the required average APU power output depends on the difference between the target SOC and the actual SOC. If the difference between the target SOC and the actual SOC is greater than 2%, the APU, in addition to meeting the electric drive's power requirements, also needs to recharge the battery. Therefore, in this case, compensation should be made for the target SOC and the actual SOC. The required replenishment power for the actual SOC difference is calculated using the following formulas: SOCErr = SOCtarget - SOCactual, EbatteryCom = SOCErr * Ebattery, where Ebattery is the battery's full charge capacity, and EbatteryCom is the replenishment power required to reach the target SOC. Therefore, the average power output of the APU needs to be increased by adding EbatteryCom, calculated as: Etotal = Eesad + Edcdc + Ehvac + Edcac + Epto + EbatteryCom. Dividing the total power consumption by T1km yields the required average power output of the APU, and then using the same algorithm, the pure gasoline driving range is calculated.

[0031] Step S5: Finally, the combined driving range of the electric and gasoline vehicles is subjected to limit processing again to prevent abnormal data calculation results. After filtering, the data is displayed in real time on the external instrument. Through the moving average algorithm and the clever design of the pure gasoline driving range algorithm, a more accurate calculation of the combined driving range is achieved.

[0032] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the inventive concept and technical solution of the present invention, or the direct application of the inventive concept and technical solution of the present invention to other situations without modification, are all within the protection scope of the present invention.

Claims

1. A range extension electric vehicle range algorithm, characterized in that: Specifically, the following steps are included: Step S1: For different batteries, when the battery capacity is different, calibrate the initial battery pack rated capacity Enor and the allowable lower discharge limit SOCmin. Obtain the real-time available remaining capacity Ebatteryaval through the battery management unit. Estimate the externally transmitted SOCact in real time through the battery management unit, and then subtract the allowable lower discharge limit SOCmin to obtain the available remaining battery SOCaval. Multiply by the actual battery health SOH and the initially calibrated battery capacity to obtain the real-time available remaining capacity Ebatteryaval. For the calculation of available remaining battery SOCaval, in order to prevent fluctuations in the real-time SOCact transmitted by the BMS, the VCU will perform low-pass filtering on the SOC to remove high-frequency noise interference when calculating the driving range. At the same time, in order to prevent the actual battery SOC under extreme conditions from being lower than the allowable lower discharge limit SOCmin, resulting in a negative value of the calculated remaining available SOC, the larger value between available remaining SOC and 0 is taken to prevent the calculated remaining driving range from being abnormal due to a negative value of available remaining SOC. Step S2: After the vehicle is powered on and the VCU is initialized, the VCU reads the data from the previous driving cycle in the EEPROM and starts to calculate the real-time vehicle power consumption for the current driving cycle. It accumulates the vehicle's mileage, integrates the actual discharge power of the electric drive in real time, obtains the cumulative power consumption under the accumulated mileage, calculates the average power consumption per 100 kilometers, and calculates the pure electric range using the available remaining power calculated in step S1. The updated power consumption data per 100 kilometers and the calculated pure electric range are stored in the EEPROM in real time. Step S3: Apply upper and lower limits to the filtered pure electric range to prevent the real-time calculated range from exceeding the theoretical range, so that the pure electric range data from the previous driving cycle can be read for initial display after the vehicle is powered off and on again. Step S4: Calculate the remaining pure fuel range based on the remaining fuel and the electricity consumption per 100 kilometers. Add the pure electric range and the pure fuel range together to get the final combined electric and fuel range. Step S5: The combined driving range of the electric and gasoline vehicles is limited again to prevent abnormal data calculation results. After filtering, the data is displayed in real time on the external instrument.

2. The range extension algorithm for a range-extended electric vehicle according to claim 1, characterized in that: In step S2, the pure electric range of the power battery independently discharged is calculated using the available remaining power calculated in real time in step 1 and the real-time updated power consumption data per 100 kilometers. In order to make the pure electric range with a higher power level closer to the ideal initial value of the vehicle range, a transition processing is performed on the pure electric range under high SOC to improve the stability and rationality of the pure electric range calculation under high SOC. Based on the measured data of the bench test cycle, the ratio of the real-time available remaining SOC to the available SOC under full charge is multiplied, and then multiplied by the battery health SOH to obtain the transition ratio of the pure electric range under high SOC. The data transition mixing is set in the SOC range of 80%-100%, and the transition ratio coefficient of the 80%-100% SOC range is linearly interpolated to finally obtain the pure electric range EVRange of the power battery with the remaining power discharged alone.

3. The range extension algorithm for a range-extended electric vehicle according to claim 1, characterized in that: The system identifies plug-in charging and non-plug-in charging conditions and applies different filtering time constants to the pure electric range data. During charging, because the SOC changes rapidly, a smaller pure electric range filtering time constant is set to synchronize battery power with actual range more quickly. The pure electric range filtering time constant for charging is set to 0.2s. In contrast, the SOC changes more gradually during driving, and the pure electric range display should be more stable. Therefore, the pure electric range filtering time constant for driving is set to 10s.

4. The range extension algorithm for a range-extended electric vehicle according to claim 1, characterized in that: In step S2, the data from the previous driving cycle in the EEPROM is read as the energy consumption value per 100 kilometers of the previous driving cycle. The energy consumption value is checked for reasonableness, and an upper limit and a lower limit for energy consumption per 100 kilometers are set. When the energy consumption value per 100 kilometers of the previous driving cycle is higher than the upper limit or lower than the lower limit, the average value of the user's actual road driving data is used as the initial energy consumption value per 100 kilometers of the current driving cycle. If the energy consumption value per 100 kilometers of the previous driving cycle is within the upper or lower limit, the energy consumption value per 100 kilometers of the previous driving cycle is directly adopted as the initial energy consumption value per 100 kilometers of the current driving cycle.

5. The range extension algorithm for a range-extended electric vehicle according to claim 1, characterized in that: The pure fuel range mentioned in step S4 should be mapped to the fuel-to-electricity conversion ratio based on the energy consumption per 100 kilometers and the actual power generation of the APU. The actual fuel consumption per 100 kilometers is obtained by dynamically looking up a table. The remaining fuel level is obtained by looking up the resistance value of the fuel level sensor issued by the instrument. For the calculation of the actual fuel-to-electricity conversion ratio of the APU, the driving time required for the past kilometer T1km and the cumulative power consumption Etotal should be accumulated first. The formula for calculating the cumulative power consumption is as follows: Etotal = Eesad + Edcdc + Ehvac + Edcac + Epto, where Eesad, Edcdc, Ehvac, Edcac, and Epto represent the power consumption of the electric drive, DC-DC converter, thermal management system, on-board inverter, and superstructure power consumption, respectively. The APU's average power generation Pavgapu is calculated as Pavgapu = Etotal / T1km. By using the APU's average power generation, the APU's fuel-to-electricity conversion ratio can be found, thus obtaining the APU's average fuel consumption at the level of power consumption per 100 kilometers. Then, the remaining usable fuel is divided by the average fuel consumption and multiplied by 100 to obtain the pure fuel range.

6. The range extension algorithm for a range-extended electric vehicle according to claim 1, characterized in that: The decision to directly use the average power consumption as the required average power generation of the APU depends on the difference between the target SOC and the actual SOC. If the difference between the target SOC and the actual SOC is greater than 2%, the APU needs to not only meet the electric drive's power requirements but also replenish the battery. Therefore, the amount of electricity required to compensate for the difference between the target SOC and the actual SOC should be calculated using the following formulas: SOCErr = SOCtarget - SOCactual, EbatteryCom = SOCErr * Ebattery, where Ebattery is the battery's full charge energy and EbatteryCom is the energy required to replenish the battery to reach the target SOC. Therefore, the calculation of the APU's average power generation needs to include EbatteryCom, calculated using the following formula: Etotal = Eesad + Edcdc + Ehvac + Edcac + Epto + EbatteryCom. The total power consumption is then divided by T1km to obtain the required average power generation of the APU. Finally, the pure gasoline driving range is calculated using the same algorithm.

7. The range extension algorithm for a range-extended electric vehicle according to claim 1, characterized in that: For pure electric range, after each VCU power-on initialization, the pure electric range data stored in the previous driving cycle is read for the instrument range display immediately after power-on, and then switched to the real-time pure electric range of the current driving cycle after 1 second.

Images