New energy extended range heavy truck energy distribution method based on SOC and driving power

Abstract

The invention provides a new energy range-extended heavy truck energy distribution method based on SOC and driving power, which is applied to a hybrid mode of a hybrid new energy range-extended heavy truck and comprises the following steps: acquiring a vehicle state of the hybrid new energy range-extended heavy truck, historical driving power data and a current SOC of a battery module; determining average driving power based on the historical driving power data; determining a first weighting coefficient based on the current SOC, and determining a second weighting coefficient based on the vehicle state; determining compensation driving power based on the first weighting coefficient and the second weighting coefficient; and determining the required driving power based on the average driving power and the compensation driving power. According to the scheme, the vehicle state and the SOC of the new energy extended-range heavy truck are considered in the hybrid mode, the required generation power is determined in real time, energy distribution is carried out, and the dynamic property and the fuel economy of the system are guaranteed.

Description

Technical Field

[0001] The present application relates to the field of new energy technology, and in particular to an energy distribution method for a new energy extended-range heavy truck based on SOC and driving power. 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 hybrid heavy-duty trucks and the corresponding technology are still relatively weak. In the technology of hybrid heavy-duty trucks, the relevant research on energy distribution in hybrid mode is still relatively scarce. The energy distribution strategy will be directly related to the fuel economy and power indicators of the whole vehicle, and will have a direct impact on the fuel consumption and power of the whole vehicle. A good energy distribution strategy will reduce the frequent charging and discharging of the power battery and extend the battery life; it can also greatly improve the power and economy of the whole vehicle, which has huge benefits for the use cost of the whole vehicle.

[0003] 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 vehicles 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 is more demanding for the power system of the whole vehicle. The load of the power system is huge; in addition, the road conditions of 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. Secondly, the power requirements of commercial vehicles are higher than those of passenger cars, and the stability and durability requirements are also higher. Therefore, it is very important to develop relevant energy distribution for heavy-duty commercial vehicles. Summary of the invention

[0004] The purpose of the embodiments of the present application is to provide an energy distribution method for new energy extended-range heavy-duty trucks based on SOC and driving power, so as to consider the vehicle status and SOC of the new energy extended-range heavy-duty trucks in hybrid mode, determine the required power generation power in real time, distribute energy, and ensure the system's power and fuel economy.

[0005] In order to achieve the above purpose, the embodiments of the present application are implemented in the following manner:

[0006] In the first aspect, an embodiment of the present application provides an energy distribution method for a new energy extended-range heavy-duty truck based on SOC and driving power, which is applied to the hybrid mode of a hybrid new energy extended-range heavy-duty truck, including: obtaining the vehicle status, historical driving power data and current SOC of the battery module of the hybrid new energy extended-range heavy-duty truck; determining the average driving power based on the historical driving power data; determining a first weighting coefficient based on the current SOC, and determining a second weighting coefficient based on the vehicle status; determining a compensated driving power based on the first weighting coefficient and the second weighting coefficient; determining the required driving power based on the average driving power and the compensated driving power.

[0007] In combination with the first aspect, in a first possible implementation method of the first aspect, based on historical driving power data, an average driving power is determined, including: based on the historical driving power data, calculating a first span average power, a second span average power, and a third span average power, wherein a time span of the first span average power > a time span of the second span average power > a time span of the third span average power; and determining the second span average power as the average driving power.

[0008] In combination with the first aspect, in a first possible implementation of the first aspect, determining a first weighting coefficient based on a current SOC includes: calculating an SOC difference between a current SOC and a reference SOC; and determining the first weighting coefficient based on the SOC difference.

[0009] In combination with the first aspect, in a first possible implementation manner of the first aspect, the vehicle state includes a vehicle speed and a load, and based on the vehicle state, determining the second weighting coefficient includes:

[0010] Based on the load, the load weighting component is determined by the following formula:

[0011]

[0012] Among them, A is the weighted component of the load, T is the current load mass, T∈[0,T0], T0 is the rated load mass in tons;

[0013] Based on the vehicle speed, the vehicle speed weighting component is determined by the following formula:

[0014]

[0015] Where, v is the vehicle speed in kilometers per hour;

[0016] Based on the load weighted component and the vehicle speed weighted component, a second weighting coefficient is calculated.

[0017] In combination with the third possible implementation manner of the first aspect, in a fourth possible implementation manner of the first aspect, calculating the second weighting coefficient based on the load weighted component and the vehicle speed weighted component includes:

[0018] The second weighting coefficient is determined by the following formula:

[0019]

[0020] Wherein, C is the second weighting coefficient.

[0021] In combination with the first aspect, in a fifth possible implementation of the first aspect, a compensated driving power is determined based on the first weighting coefficient and the second weighting coefficient, including: obtaining a weighted driving power reference value; and calculating the compensated driving power based on the first weighting coefficient, the second weighting coefficient and the weighted driving power reference value.

[0022] In combination with the first possible implementation manner of the first aspect, in a sixth possible implementation manner of the first aspect, after determining the required driving power, the method further includes:

[0023] The target power generation is calculated using the following formula:

[0024]

[0025] 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 t3 is the third span average power, t3 is the duration span of the third span average power, P a is the current required driving power of the motor, η is the conversion efficiency, and α and β are weights.

[0026] In the second aspect, an embodiment of the present application provides an energy distribution method for a new energy extended-range heavy-duty truck, which is 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 hybrid mode, and if so, running the energy distribution method for a new energy extended-range heavy-duty truck based on SOC and drive power described in any one of the first aspect or the possible implementation methods of the first aspect.

[0027] In a third 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 energy distribution method for new energy extended-range heavy-duty trucks based on SOC and driving power as described in the first aspect or any one of the possible implementation methods of the first aspect, or execute the energy distribution method for new energy extended-range heavy-duty trucks as described in the second aspect.

[0028] In a fourth 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 energy distribution method for a new energy extended-range heavy-duty truck based on SOC and drive power as described in the first aspect or any one of the possible implementation methods of the first aspect are implemented, or the steps of the energy distribution method for a new energy extended-range heavy-duty truck as described in the second aspect are implemented.

[0029] Beneficial effects:

[0030] 1. In the hybrid mode of the hybrid new energy extended-range heavy truck, the present invention obtains the vehicle state, historical driving power data and current SOC of the battery module of the hybrid new energy extended-range heavy truck; determines the average driving power based on the historical driving power data; determines the first weighting coefficient based on the current SOC, and determines the second weighting coefficient based on the vehicle state; determines the compensation driving power based on the first weighting coefficient and the second weighting coefficient; determines the required driving power based on the average driving power and the compensation driving power. This scheme uses the SOC and the driving power of the whole vehicle state as the judgment conditions to develop the corresponding energy distribution control strategy. The reference SOC value in the extended-range mode is the reference value of the SOC of the entire system when it is running. The actual SOC will be dynamically adjusted near the reference value. The setting of the reference value has a vital impact on the entire system. If the value is designed to be too small, the SOC value of the entire system will be too small, which may cause the battery to limit the output power due to the small SOC, resulting in insufficient power; when the value is designed to be too large, the system SOC will be too large, wasting the electric energy output by the engine (due to the influence on the conversion efficiency), resulting in poor fuel economy of the entire system. Therefore, the value must be found through continuous road tests in the early stage. After a large number of road tests, the present invention selects the reference value of SOC as 60%. In addition, a first weighting coefficient is determined based on the current SOC, and a second weighting coefficient is determined based on the vehicle state to determine the compensation driving power, and the average driving power is compensated and adjusted, so that the calculated required driving power is more accurate and applicable, so that the actual SOC is dynamically adjusted as close to the reference SOC as possible, so that the system works under the condition of optimal fuel consumption and optimal power, and maintains fuel economy.

[0031] 2. This solution calculates the average driving power of the whole vehicle. The average driving power of the whole vehicle is of great significance to the engine power generation power of the whole system. The average driving power can directly reflect the external output power of the whole system, and then serve as the basic value for calculating the discharge rate required by the whole system. This scheme first calculates the average driving power of the first span (such as 30 seconds), the average driving power within the second span (such as 25 seconds) and the average driving power within the third span (such as 10 seconds) as the reference power required by the vehicle system. It is necessary to conduct specific research on how many seconds of driving power are selected as the basis. If the average driving power of too long a time is selected as the basis, the value has a great lag for the entire system and cannot accurately reflect the working conditions of the entire system. For example, it starts with a very small power and then drives with a very large power. The average driving power calculated may be relatively small, resulting in a relatively small calculated power generation, resulting in a rapid decrease in SOC, resulting in battery pack feeding, and limiting power output, causing the entire system to be underpowered and affecting the life of the battery pack; when the average driving power is selected for a very short time, it will cause the power generation of the entire system to continue to change, causing the engine to be running in a variable working condition, which will not only increase the fuel consumption of the engine but also reduce the life of the engine, and test the durability of the entire system. The present invention has obtained the most appropriate average driving power of the second span of 25 seconds through a large number of road tests.

[0032] 3. The system's required power generation is calculated by weighting the reference SOC, vehicle status (such as load, speed) and driving power baseline value, combined with the average driving power. How to select the weighting coefficient is crucial to the energy distribution strategy. If the weighting coefficient of SOC is too small, the SOC may not be maintained. If the weighting coefficient of SOC is too large, it may lead to poor fuel economy of the entire system. This scheme uses the two variables of vehicle load mass and speed as reference to judge the working condition of the vehicle. By designing the corresponding calculation formula, different weighting coefficients are obtained according to different states. A large number of road tests are carried out for this project to obtain data for selecting different weighting coefficients under different working conditions, analyze the appropriate optimal operating point of the engine, and the optimal fuel consumption point under each load, perform fitting design, determine the corresponding weighting coefficient calculation formula, calculate the required driving power, and further calculate the corresponding power generation, so that the system can work under the best fuel consumption and best power conditions as much as possible. In a real-vehicle road test of a certain 18T extended-range heavy-duty truck project, this solution achieved a fuel saving rate of 25% under low-speed conditions and a fuel saving rate of 15% under high-speed conditions compared to the same type of fuel vehicle, which fully demonstrated the effectiveness and feasibility of this solution.

[0033] 4. When the current SOC is less than the reference SOC, the target power calculation scheme of the engine is further designed by calculating the average power of the first span (such as the average power of the last 30 seconds) and the average power of the second span (such as the average power of the last 10 seconds). 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, 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.

[0034] 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

[0035] 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.

[0036] Figure 1 This is the basic architecture diagram of a hybrid new energy extended-range heavy-duty truck.

[0037] Figure 2 An energy distribution method for a new energy extended-range heavy-duty truck based on SOC and driving power is provided in an embodiment of the present application.

[0038] Figure 3 This is the energy distribution flow chart of the hybrid mode of the hybrid new energy extended-range heavy-duty truck.

[0039] Figure 4 The architecture diagram for building the corresponding control model for simulink for online simulation. DETAILED DESCRIPTION

[0040] 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.

[0041] See also Figure 1 The basic structure of hybrid new energy extended-range heavy-duty trucks is as follows:

[0042] 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.

[0043] When starting and driving at low speed: the engine does not start, the battery pack supplies power and the motor drives the vehicle.

[0044] 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.

[0045] 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.

[0046] 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.

[0047] Based on this architecture, an embodiment of the present application provides an energy distribution method for new energy extended-range heavy-duty trucks based on SOC and driving power, which is applied to the vehicle drive control system of hybrid new energy extended-range heavy-duty trucks (which can be understood as a vehicle-mounted intelligent electronic device mounted on a hybrid new energy extended-range heavy-duty truck to control the driving operation of the vehicle).

[0048] See also Figure 2 , Figure 2 The flowchart of the energy distribution method of a new energy extended-range heavy-duty truck based on SOC and driving power provided in the embodiment of the present application is applied in the hybrid mode of a hybrid new energy extended-range heavy-duty truck and may include step S10, step S20, step S30, step S40, and step S50.

[0049] In this embodiment, since the energy distribution method for new energy extended-range heavy trucks based on SOC and driving power is applied to the hybrid mode of hybrid new energy extended-range heavy trucks, it is necessary to first determine whether the hybrid new energy extended-range heavy truck is currently in the hybrid mode. If so, the energy distribution method for new energy extended-range heavy trucks based on SOC and driving power is run. If not, the energy distribution method for new energy extended-range heavy trucks based on SOC and driving power is not run.

[0050] In the hybrid mode of the hybrid new energy extended-range heavy truck, step S10 may be executed first.

[0051] Step S10: Obtain the vehicle status, historical driving power data and current SOC of the battery module of the hybrid new energy extended-range heavy truck.

[0052] In this embodiment, the vehicle drive control system can obtain the vehicle status, historical drive power data and current SOC of the battery module of the hybrid new energy extended-range heavy truck.

[0053] In this embodiment, the vehicle drive control system can obtain the vehicle status, historical driving power data and current SOC of the battery module of the hybrid new energy extended-range heavy-duty truck. The vehicle status includes vehicle speed and load. The historical driving power data includes the driving power within the historical period, mainly the driving power within the last 30 seconds, and the current SOC of the battery module is the remaining power of the battery module.

[0054] Afterwards, step S20 may be executed.

[0055] Step S20: Determine the average driving power based on the historical driving power data.

[0056] In this embodiment, the vehicle drive control system can calculate the first span average power, the second span average power and the third span average power based on the historical drive power data, wherein the duration span of the first span average power>the duration span of the second span average power>the duration span of the third span average power. In this embodiment, the duration span of the first span average power is 30 seconds, the duration span of the second span average power is 25 seconds, and the duration span of the third span average power is 10 seconds as an example.

[0057] Based on this, the second span average power (eg, the average power in the most recent 25 seconds) may be determined as the average driving power.

[0058] After determining the average driving power, the vehicle driving control system may execute step S30.

[0059] Step S30: Determine a first weighting coefficient based on the current SOC, and determine a second weighting coefficient based on the vehicle state.

[0060] In this embodiment, the first weighting coefficient may be determined based on the current SOC.

[0061] Exemplarily, the SOC difference between the current SOC and the reference SOC may be calculated, and then the first weighting coefficient may be determined based on the SOC difference. For example, when the SOC difference obtained by subtracting the reference SOC from the current SOC is negative (meaning that the current SOC is lower than the set reference SOC and needs to be charged), the first weighting coefficient is 1, and when the SOC difference obtained is non-negative (meaning that the current SOC is not lower than the set reference SOC and does not need to be charged), the first weighting coefficient is 0.

[0062] The setting value of the reference SOC is the reference value of the SOC when the entire system is running. The actual SOC (i.e., the current SOC) will be dynamically adjusted near the reference value (i.e., the reference SOC). The setting of the reference value has a crucial impact on the entire system. If the value is designed to be too small, the SOC value of the entire system will be too small, which may cause the battery to limit the output power due to the small SOC, resulting in insufficient power. If the value is designed to be too large, the system SOC will be too large, wasting the electric energy output by the engine (due to the impact on the conversion efficiency), resulting in the deterioration of the fuel economy of the entire system. Therefore, it is necessary to find this value through continuous road tests in the early stage. After a large number of road tests, the reference value of SOC in the present invention is selected as 60%.

[0063] In this embodiment, the second weighting coefficient may be determined based on the vehicle state (including vehicle speed and load, with the vehicle speed being measured in kilometers per hour and the load being measured in tons).

[0064] Exemplarily, based on the load, the load weighting component is determined by the following formula:

[0065]

[0066] Among them, A is the load weighted component, T is the current load mass, T∈[0,T0], T0 is the rated load mass in tons.

[0067] And, based on the vehicle speed, the vehicle speed weighted component can be determined by the following formula:

[0068]

[0069] Where v is the vehicle speed in kilometers per hour.

[0070] Formula 1 and Formula 2 were designed based on a large number of road tests in this project. The data for selecting different weighting coefficients under different working conditions were obtained, and the appropriate optimal operating point of the engine and the optimal fuel consumption point under various loads were analyzed. The fitting design was carried out to determine a more appropriate weighting coefficient to reflect the required driving power.

[0071] After calculating the load weighted component and the vehicle speed weighted component, the second weighted coefficient can be further calculated. For example, the second weighted coefficient is determined by the following formula:

[0072]

[0073] Wherein, C is the second weighting coefficient.

[0074] After the second weighting coefficient is determined accordingly, step S40 may be executed.

[0075] Step S40: Determine the compensation driving power based on the first weighting coefficient and the second weighting coefficient.

[0076] In this embodiment, the compensation driving power may be determined based on the first weighting coefficient and the second weighting coefficient.

[0077] Exemplarily, a weighted driving power reference value may be obtained (this embodiment takes a certain 18T extended-range heavy truck as an example, and this weighted driving power reference value is set to 3 kilowatts, and this value may be adjusted according to the adaptability of different vehicle models).

[0078] After that, the compensation driving power can be calculated based on the first weighting coefficient, the second weighting coefficient and the weighted driving power reference value. The first weighting coefficient and the second weighting coefficient are summed (weighting can also be performed, and this embodiment takes the equal weighted summation as an example) to obtain an overall weighting coefficient, and then the overall weighting coefficient is multiplied by the weighted driving power reference to obtain the compensation driving power.

[0079] After the compensation driving power is determined, step S50 may be executed.

[0080] Step S50: Determine the required driving power based on the average driving power and the compensated driving power.

[0081] In this embodiment, the required driving power may be determined based on the average driving power and the compensated driving power. For example, the average driving power and the compensated driving power are added together to obtain the required driving power.

[0082] Since it is a hybrid extended-range heavy truck, the engine is only responsible for providing mechanical energy to the generator and does not directly participate in the output to the wheels. Therefore, after determining the required driving power, the target power generation power needs to be calculated using the following formula:

[0083]

[0084] 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 t3 is the third span average power, t3 is the duration span of the third span average power, P a is the current required driving power of the motor, η is the conversion efficiency, and α and β are weights.

[0085] 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.

[0086] In order to make the system calculate the power generation more accurately, the following weight distribution scheme is designed:

[0087]

[0088] α=1―β, (6)

[0089] 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.

[0090] Then, the vehicle driving control system can control the engine operation based on the target power generation.

[0091] In addition to the above solutions, this embodiment also provides a simpler implementation solution. In scenarios where high-precision control requirements are not pursued, a series of table lookup judgment processes can be performed to simplify the relatively complex calculation process and achieve fast and stable energy distribution. Figure 3 , Figure 3 This is the energy distribution flow chart of the hybrid mode of the hybrid new energy extended-range heavy-duty truck.

[0092] (1) Determine whether the vehicle control mode is a hybrid mode;

[0093] (2) If yes, proceed to step (3); if no, exit.

[0094] (3) Set the SOC reference value (taking 60% as an example);

[0095] (4) Determine whether the current SOC is less than the set SOC reference value;

[0096] (5) If yes, the SOC additional weighting coefficient is determined to be 1; if no, the SOC additional weighting coefficient is determined to be 0;

[0097] (6) Calculate the average driving power for 25 seconds;

[0098] (7) Determine whether the vehicle is empty;

[0099] (8) If yes, go to step (9); if no, go to step (10);

[0100] (9) Determine the weighting coefficient to be 1;

[0101] (10) Determine whether the vehicle is half loaded;

[0102] (11) If yes, go to step (12); if no, go to step (19);

[0103] (12) Determine whether the vehicle speed is less than 30;

[0104] (13) If yes, go to step (14); if no, go to step (15);

[0105] (14) Determine the weighting coefficient to be 1;

[0106] (15) Is the vehicle speed less than 50?

[0107] (16) If yes, go to step (17); if no, go to step (18);

[0108] (17) Determine the weighting factor as 1.5;

[0109] (18) Determine the weighting factor to be 2;

[0110] (19) Determine whether the vehicle speed is less than 30;

[0111] (20) If yes, go to step (21); if no, go to step (22);

[0112] (21) Determine the weighting factor to be 1.5;

[0113] (22) Is the vehicle speed less than 50?

[0114] (23) If yes, go to step (24); if no, go to step (25);

[0115] (24) Determine the weighting factor to be 2;

[0116] (25) Determine the weighting factor as 2.5;

[0117] (26) Calculate the system required power at this time = 25 seconds average driving power + soc weighted driving power;

[0118] (27) Calculate the power generation according to the power required by the system;

[0119] (28) Output power generation.

[0120] This method can simplify the complicated calculation process through the assignment scheme (which can be realized through the query table), adopt a more general and unified judgment method, and achieve fast and stable energy distribution. The determination process of the weighted coefficient changes from calculation to assignment, giving up a certain control accuracy to improve efficiency. This solution builds the corresponding control model through simulink and performs online simulation. Figure 4 shown.

[0121] An embodiment of the present application provides a storage medium, which is arranged in an electronic device and includes a stored program. When the program is running, the electronic device where the storage medium is located is controlled to execute an energy distribution method for a new energy extended-range heavy-duty truck based on SOC and driving power, or to execute an energy distribution method for a new energy extended-range heavy-duty truck.

[0122] Furthermore, an embodiment of the present application provides an electronic device, including 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 energy distribution method of a new energy extended-range heavy-duty truck based on SOC and driving power are implemented, or the steps of the energy distribution method of a new energy extended-range heavy-duty truck are implemented.

[0123] In summary, the embodiment of the present application provides an energy distribution method for a new energy extended-range heavy-duty truck based on SOC and driving power. In the hybrid mode of the hybrid new energy extended-range heavy-duty truck, the vehicle status, historical driving power data and current SOC of the battery module of the hybrid new energy extended-range heavy-duty truck are obtained; based on the historical driving power data, the average driving power is determined; based on the current SOC, a first weighting coefficient is determined, and based on the vehicle status, a second weighting coefficient is determined; based on the first weighting coefficient and the second weighting coefficient, the compensated driving power is determined; based on the average driving power and the compensated driving power, the required driving power is determined. This scheme uses SOC and the driving power of the whole vehicle state as the judgment conditions to develop the corresponding energy distribution control strategy. The reference SOC value in the extended range mode is the reference value of the SOC when the whole system is running. The actual SOC will be dynamically adjusted near the reference value. The setting of the reference value has a crucial impact on the whole system. If the value is designed to be too small, the SOC value of the whole system will be too small, which may cause the battery to limit the output power due to the small SOC, resulting in insufficient power; when the value is designed to be too large, the system SOC will be too large, wasting the electric energy output by the engine (due to the influence of the conversion efficiency), resulting in the deterioration of the fuel economy of the whole system. Therefore, it is necessary to find this value through continuous road tests in the early stage. After a large number of road tests, the reference value of SOC is selected as 60%. In addition, the first weighting coefficient is determined based on the current SOC, and the second weighting coefficient is determined based on the vehicle state to determine the compensation driving power, and the average driving power is compensated and adjusted, so that the calculated required driving power is more accurate and applicable, so that the actual SOC is dynamically adjusted near the reference SOC as much as possible, so that the system works under the conditions of optimal fuel consumption and optimal power, and maintains fuel economy.

[0124] By calculating the average driving power of the whole vehicle, the average driving power of the whole vehicle is of great significance to the engine power generation power of the whole system. The average driving power can directly reflect the external output power of the whole system, and then serve as the basic value for calculating the discharge rate required by the whole system. This scheme first calculates the average driving power of the first span (such as 30 seconds), the average driving power within the second span (such as 25 seconds) and the average driving power within the third span (such as 10 seconds) as the reference power required by the vehicle system. It is necessary to conduct specific research on how many seconds of driving power are selected as the basis. If the average driving power of too long a time is selected as the basis, the value has a great lag for the entire system and cannot accurately reflect the working conditions of the entire system. For example, it starts with a very small power and then drives with a very large power. The average driving power calculated may be relatively small, resulting in a relatively small calculated power generation, resulting in a rapid decrease in SOC, resulting in battery pack feeding, and limiting power output, causing the entire system to be underpowered and affecting the life of the battery pack; when the average driving power is selected for a very short time, it will cause the power generation of the entire system to continue to change, causing the engine to be running in a variable working condition, which will not only increase the fuel consumption of the engine but also reduce the life of the engine, and test the durability of the entire system. The present invention has obtained the most appropriate average driving power of the second span of 25 seconds through a large number of road tests.

[0125] The system's required power generation power is calculated by weighting the reference SOC, vehicle status (such as load, speed) and driving power baseline value, combined with the average driving power. How to select the weighting coefficient is crucial to the energy distribution strategy. If the SOC weighting coefficient is too small, the SOC may not be maintained. If the SOC weighting coefficient is too large, it may lead to poor fuel economy of the entire system. This solution uses the two variables of vehicle load mass and speed as reference to judge the working condition of the vehicle. By designing the corresponding calculation formula, different weighting coefficients are obtained according to different states. A large number of road tests are carried out for this project to obtain data for selecting different weighting coefficients under different working conditions, analyze the appropriate optimal operating point of the engine, and the optimal fuel consumption point under each load, perform fitting design, determine the corresponding weighting coefficient calculation formula, calculate the required driving power, and further calculate the corresponding power generation power, so that the system can work under the best fuel consumption and optimal power conditions as much as possible. In a real-vehicle road test of a certain 18T extended-range heavy-duty truck project, this solution achieved a fuel saving rate of 25% under low-speed conditions and a fuel saving rate of 15% under high-speed conditions compared to the same type of fuel vehicle, which fully demonstrated the effectiveness and feasibility of this solution.

[0126] When the current SOC is less than the reference SOC, the target power calculation scheme of the engine is further designed by calculating the average power of the first span (such as the average power of the last 30 seconds) and the average power of the second span (such as the average power of the last 10 seconds). 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, 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.

[0127] 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.

[0128] 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 method for distributing energy for a new energy extended-range heavy truck based on SOC and driving power, characterized in that: The hybrid mode applied to hybrid new energy extended-range heavy-duty trucks includes: Obtain the vehicle status, historical driving power data and current SOC of the battery module of a hybrid new energy extended-range heavy truck; Based on the historical driving power data, an average driving power is determined; Based on the current SOC, a first weighting coefficient is determined, and based on the vehicle state, a second weighting coefficient is determined; Determining a compensation driving power based on the first weighting coefficient and the second weighting coefficient; Based on the average driving power and the compensated driving power, the required driving power is determined.

2. The energy distribution method for new energy extended-range heavy trucks based on SOC and driving power according to claim 1 is characterized in that: Based on historical drive power data, the average drive power is determined, including: Based on the historical driving power data, a first span average power, a second span average power and a third span average power are calculated, wherein the time span of the first span average power>the time span of the second span average power>the time span of the third span average power; The second span average power is determined as the average driving power.

3. The energy distribution method for new energy extended-range heavy trucks based on SOC and driving power according to claim 1 is characterized in that: Based on the current SOC, a first weighting coefficient is determined, including: Calculate the SOC difference between the current SOC and the reference SOC; A first weighting coefficient is determined based on the SOC difference.

4. The energy distribution method for new energy extended-range heavy trucks based on SOC and driving power according to claim 1 is characterized in that: The vehicle state includes vehicle speed and load. Based on the vehicle state, a second weighting coefficient is determined, including: Based on the load, the load weighting component is determined by the following formula: Among them, A is the weighted component of the load, T is the current load mass, T∈[0,T0], T0 is the rated load mass in tons; Based on the vehicle speed, the vehicle speed weighting component is determined by the following formula: Where, v is the vehicle speed in kilometers per hour; Based on the load weighted component and the vehicle speed weighted component, a second weighting coefficient is calculated.

5. The energy distribution method for new energy extended-range heavy trucks based on SOC and driving power according to claim 4 is characterized in that: Based on the load weighted component and the vehicle speed weighted component, a second weighted coefficient is calculated, including: The second weighting coefficient is determined by the following formula: Wherein, C is the second weighting coefficient.

6. The energy distribution method for new energy extended-range heavy trucks based on SOC and driving power according to claim 1 is characterized in that: Determining the compensation driving power based on the first weighting coefficient and the second weighting coefficient includes: Obtaining a weighted driving power reference value; The compensation driving power is calculated based on the first weighting coefficient, the second weighting coefficient and the weighted driving power reference value.

7. The energy distribution method for new energy extended-range heavy trucks based on SOC and driving power according to claim 2 is characterized in that: After determining the required driving power, the method further includes: 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 t3 is the third span average power, t3 is the duration span of the third span average power, P a is the current required driving power of the motor, η is the conversion efficiency, and α and β are weights.

8. An energy distribution method for a new energy extended-range heavy truck, characterized in that: Applied to a hybrid new energy extended-range heavy-duty truck, the method comprises: determining whether the hybrid new energy extended-range heavy-duty truck is currently in a hybrid mode, and if so, running the new energy extended-range heavy-duty truck energy distribution method based on SOC and driving power as described in any one of claims 1 to 7.

9. A storage medium, characterized in that: The storage medium is arranged in an electronic device, 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 energy distribution method for a new energy extended-range heavy-duty truck based on SOC and driving power as described in any one of claims 1 to 7, or execute the energy distribution method for a new energy extended-range heavy-duty truck as described in claim 8.

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 energy distribution method for a new energy extended-range heavy-duty truck based on SOC and driving power as described in any one of claims 1 to 7 are implemented, or the steps of the energy distribution method for a new energy extended-range heavy-duty truck as described in claim 8 are implemented.

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