Control method, device, vehicle and computer-readable storage medium for vehicle range extender

Abstract

This application discloses a control method, device, vehicle, and storage medium for a vehicle range extender. The method includes: acquiring the remaining pure electric driving capacity of the vehicle's power battery and the vehicle's target driving segment; determining the vehicle's expected total energy demand and expected total power generation based on the target driving segment; determining the expected total energy difference based on the remaining pure electric driving capacity, the expected total power generation, and the expected total energy demand; if the expected total energy difference is greater than a first preset energy value, determining a target power generation level based on the expected total energy difference and a preset mapping relationship, where the target power generation level is one of multiple candidate power generation levels, each with a different power output, and the preset mapping relationship indicates the mapping relationship between the expected total energy difference and the candidate power generation levels; and controlling the vehicle's range extender to generate electricity based on the target power generation level. Applying the technical solution of this application can meet the vehicle's power supply requirements while also considering the vehicle's NVH performance.

Description

Technical Field

[0001] This application relates to the field of vehicle range extender control technology, specifically to a control method, device, vehicle, and computer-readable storage medium for a vehicle range extender. Background Technology

[0002] In most range-extended hybrid vehicles, the range extender is activated by setting a mandatory starting charge level. When the vehicle's battery level falls below or equals this mandatory starting charge level, the range extender generates electricity. However, this process can lead to poor NVH (Noise, Vibration, and Harshness) performance, potentially resulting in a negative user experience. Furthermore, under extreme conditions, it can cause the battery's charge to continuously decrease, leading to a loss of charge.

[0003] Application content

[0004] In view of the above problems, this application provides a control method, device, vehicle and computer-readable storage medium for a vehicle range extender, which can ensure that the vehicle can maintain power supply throughout the entire process of driving the target road segment, while also taking into account the vehicle's noise, vibration and harshness (NVH), and achieve global NVH optimization.

[0005] According to one aspect of the embodiments of this application, a control method for a vehicle range extender is provided. The method includes: acquiring the remaining pure electric driving capacity of the vehicle's power battery, the expected total electric driving capacity, and the expected total electric power generation; determining an expected total electric driving capacity difference based on the remaining pure electric driving capacity, the expected total electric power generation, and the expected total electric driving capacity; if the expected total electric driving capacity difference is greater than a first preset electric driving capacity, determining a target power generation level based on the expected total electric driving capacity difference and a preset mapping relationship, wherein the target power generation level is one of a plurality of candidate power generation levels, each candidate power generation level corresponds to a different power generation, and the preset mapping relationship is used to indicate the mapping relationship between the expected total electric driving capacity difference and the candidate power generation levels; and controlling the vehicle's range extender to generate electricity based on the target power generation level.

[0006] In one optional approach, the method includes: obtaining the expected power consumption value and the expected average vehicle speed value of the vehicle traveling on the target driving segment; determining the expected remaining power consumption value of the vehicle traveling on the target driving segment based on the remaining power consumption value for pure electric driving and the expected power consumption value; and determining the expected total power generation value based on the expected remaining power consumption value and the comparison result between the expected average vehicle speed value and a preset vehicle speed value.

[0007] In one optional embodiment, the method includes: obtaining a first expected power generation value of the range extender, wherein the first expected power generation value is the expected power generation of the range extender when the expected remaining power value is less than the forced start power value, and the forced start power value is a power threshold for the range extender to forcefully start generating power; obtaining a second expected power generation value of the range extender, wherein the second expected power generation value is the expected power generation of the range extender when the expected remaining power value is greater than the dynamic start power value and the expected average vehicle speed value is greater than the preset vehicle speed value, and the dynamic start power value is a power threshold for the range extender to dynamically start generating power and is greater than the forced start power value; obtaining a third expected power generation value of the range extender, wherein the third expected power generation value is the expected power generation of the range extender when the expected remaining power value is between the dynamic start power value and the forced start power value, and the expected average vehicle speed value is less than the preset vehicle speed value; and determining a total expected power generation value based on the first expected power generation value, the second expected power generation value, and the third expected power generation value.

[0008] In one optional embodiment, the method further includes: dividing the target driving segment into multiple driving sub-segments; obtaining multiple expected power generation values ​​corresponding to the multiple driving sub-segments, the sum of the multiple expected power generation values ​​being equal to the expected total power generation value; if the vehicle has completed one of the multiple driving sub-segments, and the current remaining pure electric power of the vehicle is not equal to the expected remaining power value corresponding to the vehicle, then adjusting the expected power generation value corresponding to the next driving sub-segment based on the current remaining pure electric power of the vehicle; and adjusting the target power generation level of the range extender based on the adjusted expected power generation value to increase or decrease the power generation capacity of the range extender.

[0009] In one optional embodiment, each of the candidate power generation levels includes a corresponding power reference difference and power generation capacity. The method further includes: if the expected total power difference corresponds to a power reference difference between two adjacent candidate power generation levels, then the two adjacent candidate power generation levels are determined as a first candidate power generation level and a second candidate power generation level; a first adjustment coefficient and a second adjustment coefficient are determined based on the power reference difference of the first candidate power generation level, the power reference difference of the second candidate power generation level, and the expected total power difference; a target power generation capacity corresponding to the expected total power difference is determined based on the product of the first adjustment coefficient and the power generation capacity of the first candidate power generation level and the product of the second adjustment coefficient and the power generation capacity of the second candidate power generation level; if the vehicle starts driving on the target driving segment, the range extender is controlled to start power generation based on the target power generation capacity.

[0010] In one alternative approach, if the vehicle begins to travel on the target travel segment, congestion information of the untraveled sections of the target travel segment is acquired in real time; if it is determined based on the congestion information that the untraveled sections are in traffic jam condition, the target power generation level is updated.

[0011] In one optional approach, the method for obtaining congestion information of untraveled segments in the target driving segment in real time includes: dividing the target driving segment into multiple driving sub-segments; and obtaining in real time the congestion information of the driving sub-segment that is closest to the vehicle and has not been traveled among the multiple driving sub-segments.

[0012] According to another aspect of the embodiments of this application, a control device for a vehicle range extender is provided. The device includes: a first acquisition module, which acquires the remaining pure electric driving capacity of the vehicle's power battery and the vehicle's target driving segment; a first determination module, which determines the vehicle's expected total energy demand and expected total power generation based on the target driving segment; a second determination module, which determines an expected total energy difference based on the remaining pure electric driving capacity, the expected total power generation, and the expected total energy demand; a third determination module, which determines a target power generation level based on the expected total energy difference and a preset mapping relationship if the expected total energy difference is greater than a first preset energy value, wherein the target power generation level is one of a plurality of candidate power generation levels, each candidate power generation level corresponds to a different power generation, and the preset mapping relationship is used to indicate the mapping relationship between the expected total energy difference and the candidate power generation levels; and a control module, which controls the vehicle's range extender to generate electricity based on the target power generation level.

[0013] According to another aspect of the embodiments of this application, a vehicle is provided, including: a controller; and a memory for storing one or more programs, which, when executed by the controller, cause the controller to implement the above-described control method for a vehicle range extender.

[0014] According to another aspect of the embodiments of this application, a computer-readable storage medium is provided, the storage medium storing a computer program, the computer program including at least one executable instruction, which, when executed on a vehicle range extender control device / vehicle, causes the vehicle range extender control device / vehicle to perform the operation of the above-described vehicle range extender control method.

[0015] In this embodiment, after obtaining the remaining pure electric driving capacity of the vehicle's power battery and the target driving segment, the expected total energy demand and expected total power generation of the vehicle can be determined based on the target driving segment. Then, the expected total energy difference is determined based on the remaining pure electric driving capacity, the expected total power generation, and the expected total energy demand. When the expected total energy difference is greater than a first preset energy value, a target power generation level is determined based on the expected total energy difference and a preset mapping relationship. This allows the range extender to generate power based on the target power generation level after startup, ultimately ensuring that the range extender's power generation is likely to reach the expected total energy demand. This ensures that the vehicle can maintain its power supply while also maintaining its NVH performance throughout the entire process of driving the target driving segment.

[0016] The above description is merely an overview of the technical solutions of the embodiments of this application. In order to better understand the technical means of the embodiments of this application and to implement them in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the embodiments of this application more obvious and understandable, specific implementation methods of this application are described below. Attached Figure Description

[0017] The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0018] Figure 1 The diagram shows a flowchart illustrating steps S210-S250 of a control method for a vehicle range extender provided in an embodiment of this application.

[0019] Figure 2 The diagram shows a flowchart illustrating steps S221-S223 of a control method for a vehicle range extender provided in an embodiment of this application.

[0020] Figure 3 The diagram shows a flowchart illustrating steps S271-S274 of a control method for a vehicle range extender provided in an embodiment of this application.

[0021] Figure 4 The diagram shows a flowchart illustrating steps S241-S243 of a control method for a vehicle range extender provided in an embodiment of this application.

[0022] Figure 5 A schematic diagram of the control device for the vehicle range extender provided in this application is shown;

[0023] Figure 6 A structural schematic diagram of an embodiment of the vehicle of this application is shown. Detailed Implementation

[0024] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0025] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0026] The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all content and operations / steps, nor do they necessarily have to be performed in the described order. For example, some operations / steps can be broken down, while others can be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.

[0027] In this application, "multiple" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. The character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0028] In some related technologies, range-extended vehicles, regardless of whether they are in fuel-priority driving mode or pure electric-priority driving mode, have a mandatory starting charge threshold. This threshold is set to activate the range extender to generate electricity when the battery charge level drops to or below this threshold. Specifically, the mandatory starting charge threshold for fuel-priority driving mode is higher than that for pure electric-priority driving mode.

[0029] For example, the forced start charge value for the fuel-priority driving mode is generally between 70% and 80% of the full charge. If the forced start charge value for the fuel-priority driving mode is 80% of the full charge, then the range extender will start generating electricity when the battery charge drops to 80% of its full charge. Conversely, the forced start charge value for the pure electric priority driving mode is generally between 20% and 30% of the full charge. Specifically, if the forced start charge value for the pure electric priority driving mode is 20% of the full charge, then the range extender will start generating electricity when the battery charge drops to 20% of its full charge.

[0030] Although setting a mandatory start charge level will trigger the range extender to maintain battery power if the vehicle's battery level drops to that level, some extreme conditions may cause the battery level to continue declining, potentially leading to a failure to maintain power. Furthermore, the range extender generates noise and vibration during startup, impacting the vehicle's NVH (noise, vibration, and harshness) performance. The higher the range extender's power output, the greater the noise and vibration, resulting in poorer NVH performance.

[0031] To address the aforementioned issues, some related technologies employ a dynamic starting charge value for range-extended vehicles in both fuel-priority and pure-electric-priority driving modes. This value allows the range extender to selectively activate and generate electricity when the battery charge drops to or below this value, thereby improving the vehicle's battery life. However, this still falls short of balancing battery life and NVH performance.

[0032] Based on this, combined Figures 1 to 6 As shown, embodiments of this application respectively propose a control method for a vehicle range extender, a control device 300 for a vehicle range extender, a vehicle, a computer-readable storage medium, and a computer program product to solve the above-mentioned problems. These embodiments will be described in detail below.

[0033] In an exemplary embodiment of this application, Figure 1 The diagram illustrates steps S210-S250 of a control method for a vehicle range extender provided in an embodiment of this application. This method is executed by an on-board terminal. Please refer to... Figure 1 As shown, the method includes steps S210 to S250, which are described in detail below:

[0034] Step S210: Obtain the remaining pure electric driving capacity of the vehicle's power battery and the target driving route. The target driving route is the route the vehicle will travel on, as set by the user. The remaining pure electric driving capacity is the remaining capacity available for pure electric driving in either pure electric priority mode or fuel priority mode. For example, if the total remaining capacity of the power battery in pure electric priority mode is 70%, and the range extender's forced start threshold is 20%, then the remaining pure electric driving capacity is calculated as: 70% - 20% = 50%.

[0035] Step S220: Determine the expected total electricity demand and expected total power generation of the vehicle based on the target driving route.

[0036] In an exemplary embodiment of this application, the expected total energy demand refers to the energy value required for the vehicle to complete the target driving segment, which is obtained through prediction. For example, after a user inputs a destination in the navigation software of a mobile device or the navigation software of an in-vehicle terminal, the expected total energy demand of the power battery required for the vehicle to complete the target driving segment can be intelligently generated.

[0037] In an exemplary embodiment of this application, the expected total power generation value refers to the total amount of electricity generated by the range extender during the vehicle's journey along the target road segment, as predicted. For example, Figure 2 This paper presents a flowchart illustrating steps S221-S223 of a control method for a vehicle range extender according to an embodiment of this application. Figure 2 As shown, the method for obtaining the expected total power generation value may include steps S221 to S223, which are described in detail below:

[0038] Step S221: Obtain the expected battery usage and expected average speed of the vehicle on the target driving route.

[0039] In an exemplary embodiment of this application, the expected power consumption value refers to the amount of electricity consumed by the vehicle from the start of driving on the target driving segment to a certain intermediate point on the target driving segment. For example, if the intermediate point is exactly one-third of the target driving segment, then the expected power consumption value is the amount of electricity consumed from the start of driving on the target driving segment to the one-third point; if the intermediate point is exactly halfway through the target driving segment, then the expected power consumption value is the amount of electricity consumed from the start of driving on the target driving segment to the halfway point. In other words, the expected power consumption value gradually changes as the vehicle travels and has no fixed value.

[0040] In an exemplary embodiment of this application, the driving habits of the driver and passengers can be obtained based on their historical driving data, and then the expected average vehicle speed for the target driving segment can be predicted by combining this with the road conditions of the target driving segment. The expected average vehicle speed also changes gradually as the vehicle travels, and has no fixed value, similar to the expected battery usage value, which will not be elaborated further here.

[0041] Step S222: Determine the expected remaining battery level for the target driving segment based on the remaining battery level during pure electric driving and the expected battery usage.

[0042] In one exemplary embodiment of this application, the expected remaining battery power value, like the expected battery usage value, changes gradually as the vehicle travels and has no fixed value. For example, without considering the range extender's power generation, the expected remaining battery power value is the remaining battery power value from pure electric driving minus the expected battery usage value. Considering the range extender's power generation, the expected remaining battery power value is the remaining battery power value from pure electric driving plus the power generated by the range extender, then minus the expected battery usage value.

[0043] Step S223: When determining the expected total power generation value, the vehicle's NVH performance is considered while maintaining power. Therefore, the expected total power generation value can be determined based on the expected remaining power value and the comparison between the expected average vehicle speed and the preset vehicle speed value. The range extender's power generation is calculated only when the expected remaining power value is large and the vehicle speed is high, and selectively when the expected remaining power value is small, so as to achieve the goal of maintaining power while also ensuring NVH performance.

[0044] In an exemplary embodiment of this application, considering that the vehicle can maintain power while also taking into account NVH performance, the expected total power generation value can be jointly determined by a first expected power generation value, a second expected power generation value, and a third expected power generation value.

[0045] In an exemplary embodiment of this application, the method for determining the expected total power generation value based on the expected remaining power value and the comparison result between the expected average vehicle speed value and the preset vehicle speed value includes: obtaining a first expected power generation value of the range extender, wherein the first expected power generation value is the expected power generation of the range extender when the expected remaining power value is less than the forced start power value, and the forced start power value is the power threshold value for the range extender to force start power generation.

[0046] For example, if it is predicted that the total time during which the expected remaining battery level is less than the forced start battery level during the vehicle's journey along the target route is 1 hour, then the first expected power generation value is the power generation of the range extender in 1 hour. The specific power generation per hour of the range extender can be calculated based on the pre-set power generation capacity of the range extender during this process.

[0047] The method for determining the expected total power generation value based on the expected remaining power value and the comparison between the expected average vehicle speed value and the preset vehicle speed value also includes: obtaining a second expected power generation value of the range extender, wherein the second expected power generation value is the expected power generation of the range extender when the expected remaining power value is greater than the dynamic start power value and the expected average vehicle speed value is greater than the preset vehicle speed value, and the dynamic start power value is the power threshold value for the range extender to dynamically start generating power, which is greater than the forced start power value.

[0048] For example, if it is predicted that the expected remaining battery level will exceed the dynamic starting battery level during the vehicle's journey along the target route, and the expected average vehicle speed will exceed the preset vehicle speed for a total of one hour, then the second expected power generation value will be the power generation of the range extender during one hour of operation. The specific power generation per hour of the range extender can be calculated based on the pre-set power generation capacity of the range extender during this process, and this power generation capacity can be greater than the power generation capacity used when calculating the first expected power generation value.

[0049] The method for determining the expected total power generation value based on the expected remaining power value and the comparison between the expected average vehicle speed value and the preset vehicle speed value also includes: obtaining the third expected power generation value of the range extender, which is the expected power generation value of the range extender when the expected remaining power value is between the dynamic start power value and the forced start power value, and the expected average vehicle speed value is less than the preset vehicle speed value.

[0050] For example, if it is predicted that during the vehicle's journey along the target route, the third expected power generation value is between the expected remaining battery level and the dynamic start-up battery level, and the expected average vehicle speed is less than the preset vehicle speed for a total of 1 hour, then the third expected power generation value is the power generation of the range extender in 1 hour. The method for determining the hourly power generation of the range extender in this process can be as follows: A mapping table is obtained by calibrating the relationship between vehicle speed and the range extender's power generation value. Then, when the expected remaining battery level is determined to be between the dynamic start-up battery level and the forced start-up battery level, the power generation value corresponding to the expected average vehicle speed is determined based on the mapping table. This value is then compared with the static power generation value to determine the maximum power value. Finally, the range extender calculates its hourly power generation based on the maximum power value. The static power generation value can be preset to 3KW.

[0051] In an exemplary embodiment of this application, considering the NVH performance of the vehicle, the method for calibrating the relationship between vehicle speed and power generation can be as follows: If the vehicle noise is 60-80 decibels at a speed of 10 km / h, and the noise emitted by the range extender at a power generation of 5 kW is also between 60-80 decibels, then the power generation of the range extender at a speed of 10 km / h can be 5 kW. If the vehicle noise is 90-110 decibels at a speed of 20 km / h, and the noise emitted by the range extender at a power generation of 8 kW is also between 90-110 decibels, then the power generation of the range extender at a speed of 20 km / h can be 8 kW, and so on.

[0052] The method for determining the expected total power generation value based on the expected remaining power value and the comparison between the expected average vehicle speed value and the preset vehicle speed value also includes: determining the expected total power generation value based on the sum of the first expected power generation value, the second expected power generation value and the third expected power generation value.

[0053] Furthermore, if the expected remaining battery level is greater than the dynamic start-up battery level, and the expected average vehicle speed is less than the preset vehicle speed, the expected power generation of the range extender will be 0. If the expected remaining battery level is between the dynamic start-up battery level and the forced start-up battery level, and the expected average vehicle speed is greater than the preset vehicle speed, the expected power generation of the range extender will also be 0.

[0054] Step S230: Determine the difference between the expected total electricity consumption and the expected total electricity generation based on the remaining electricity consumption during pure electric driving, the expected total electricity generation, and the expected total electricity demand.

[0055] In an exemplary embodiment of this application, the expected total power difference is calculated as follows: expected total power difference = expected total power demand value - (remaining power value for pure electric driving + expected total power generation value).

[0056] Step S240: If the expected total power difference is greater than the first preset power value, the target power generation level is determined based on the expected total power difference and the preset mapping relationship. The target power generation level is one of multiple candidate power generation levels, and the power generation corresponding to each candidate power generation level is different. The preset mapping relationship is used to indicate the mapping relationship between the expected total power difference and the candidate power generation level.

[0057] In an exemplary embodiment of this application, the first preset battery level can be negative, thereby providing redundancy for the vehicle when traveling on the target road segment.

[0058] For example, the first preset battery capacity value is -5% SOC. Here, SOC is the maximum remaining capacity of the power battery.

[0059] In an exemplary embodiment of this application, if the expected total power difference is greater than a first preset power value, it indicates that the vehicle may not be able to maintain power during its journey along the target road segment if the predicted total power generation value is used. Therefore, it is necessary to adjust the power generation level in the start-stop strategy of the range extender. If the expected total power difference is less than or equal to the first preset power value, it indicates that the vehicle can maintain power during its journey along the target road segment if the predicted total power generation value is used. Therefore, it is not necessary to adjust the power generation level in the start-stop strategy of the range extender.

[0060] In an exemplary embodiment of this application, when the first preset power value is -5% SOC, multiple candidate power generation levels may include level 0 power generation (power generation greater than 0), level 1 power generation, level 1.5 power generation, and level 2 power generation, with power increasing sequentially. The preset mapping relationship is as follows: when the expected total power difference ΔSOC satisfies the relationship: -5%SOC≤ΔSOC≤-2%SOC, the corresponding candidate power generation level is level 0; when the expected total power difference ΔSOC satisfies the relationship: 0≤ΔSOC≤23%SOC, the corresponding candidate power generation level is level 1; when the expected total power difference ΔSOC satisfies the relationship: 28%SOC≤ΔSOC≤58%SOC, the corresponding candidate power generation level is level 1.5; and when the expected total power difference ΔSOC satisfies the relationship: 60%SOC≤ΔSOC, the corresponding candidate power generation level is level 2.

[0061] Step S250: Control the vehicle's range extender to generate electricity based on the target power generation level.

[0062] In this embodiment, after determining the target power generation level, the vehicle's range extender can be controlled to generate electricity at the beginning of the vehicle's journey along the target road segment, and the target power generation level can be adjusted based on the actual road conditions during subsequent driving.

[0063] Of course, in other embodiments, the range extender can be activated based on the corresponding power generation strategy while the vehicle is traveling on the target road segment, and then the power generation level of the power generation strategy can be adjusted based on the target power generation level.

[0064] In this application, after obtaining the remaining pure electric driving capacity of the vehicle's power battery and the target driving segment, the expected total energy demand and expected total power generation of the vehicle can be determined based on the target driving segment. Then, the expected total energy difference is determined based on the remaining pure electric driving capacity, the expected total power generation, and the expected total energy demand. When the expected total energy difference is greater than a first preset energy value, a target power generation level is determined based on the expected total energy difference and a preset mapping relationship. This allows the range extender to generate power based on the target power generation level after startup, ultimately ensuring that the range extender's power generation is likely to reach the expected total energy demand. This ensures that the vehicle can maintain its power supply while also considering noise, vibration, and harshness (NVH) throughout the entire driving process on the target driving segment, achieving global NVH optimization.

[0065] In one exemplary embodiment of this application, since the expected total power generation value is predicted before the vehicle is driven, considering the existence of uncertainties during actual driving, errors may occur. Therefore, to improve the accuracy of the expected power generation value... Figure 3This document illustrates a flowchart of steps S271-S274 of a control method for a vehicle range extender provided in an embodiment of this application. (Combined with...) Figure 3 As shown, after the vehicle begins to travel on the target road segment, the control method for the vehicle range extender further includes steps S271 to S274, which are detailed below:

[0066] Step S271: Divide the target driving segment into multiple driving sub-segments.

[0067] In an exemplary embodiment of this application, a target driving segment can be divided into multiple driving sub-segments based on its mileage value. For example, the sum of the mileage values ​​of the multiple driving sub-segments equals the total mileage value of the target driving segment, and the mileage values ​​of each driving sub-segment are equal. The smaller the mileage value of each driving sub-segment, the stronger the ability to improve the accuracy of the expected power generation value. The larger the mileage value of each driving sub-segment, the lower the computational power consumption required by the vehicle.

[0068] In an exemplary embodiment of this application, the target driving segment can also be divided into multiple driving sub-segments based on the overall road condition category of the target driving segment. For example, the overall road condition category of the target driving segment (e.g., uphill segment, downhill segment, congested segment, and level segment, etc.) can be obtained through navigation, and then the target driving segment can be divided into multiple driving sub-segments based on the overall road condition category. Accordingly, the sum of the mileage values ​​of the multiple driving sub-segments equals the total mileage value of the target driving segment.

[0069] Step S272: Obtain multiple expected power generation values ​​based on multiple driving sub-segments, and the sum of the multiple expected power generation values ​​equals the expected total power generation value.

[0070] In an exemplary embodiment of this application, after dividing the target driving segment into multiple driving sub-segments, the power generation of the range extender can be predicted separately for each driving sub-segment. The method for predicting the power generation of the range extender separately for each driving sub-segment can refer to steps S221-S223, simply by treating the target driving segment in steps S221-S223 as one of the multiple driving sub-segments. Further details are omitted here. Then, the sum of the multiple expected power generation values ​​is taken as the expected total power generation value of the target driving segment, thereby facilitating the adjustment of the expected total power generation value.

[0071] Step S273: If the vehicle has completed one of the multiple driving sub-segments, and the current remaining pure electric driving power value of the vehicle is not equal to the expected remaining pure electric driving power value of the vehicle, then the expected power generation value corresponding to the next driving sub-segment is adjusted based on the current remaining pure electric driving power value of the vehicle.

[0072] In an exemplary embodiment of this application, the method for adjusting the expected power generation value of the next driving sub-segment based on the remaining pure electric power value of the current vehicle includes: after the vehicle has completed the current driving sub-segment, if the remaining pure electric power value of the vehicle is the current SOC, then the expected power generation value of the next segment is: current SOC - (the power demand value of the currently completed driving sub-segment - the expected power generation value of the currently completed driving sub-segment) / the maximum remaining power value of the power battery × 100%; and so on, adjusting the expected power generation value of the next driving sub-segment one by one.

[0073] Step S274: Adjust the target power generation level of the range extender based on the adjusted sub-expected power generation value to increase or decrease the power generation of the range extender.

[0074] In an exemplary embodiment of this application, after adjusting the expected total power generation value, the expected total power generation value of the remaining driving sub-segments among multiple driving sub-segments can be determined based on the adjusted sub-expected power generation value; then the expected total power demand value of the remaining driving sub-segments among multiple driving sub-segments is re-determined, and then the relationship between the expected total power difference and the first preset power value is re-evaluated, and finally the target power generation level of the range extender when the vehicle travels the remaining driving sub-segments is re-determined.

[0075] For example, when adjusting the target power generation level based on the adjusted expected power generation value, the remaining driving sub-segments among multiple driving sub-segments can be regarded as the updated target driving sub-segments, and then steps S210-S250 can be repeated to update the target power generation level.

[0076] In an exemplary embodiment of this application, to avoid the inability to determine the power generation level when the expected total power difference ΔSOC falls between different levels, and to prevent significant differences in power generation between different levels from hindering range extender control, therefore... Figure 4 This document illustrates a flowchart of steps S241-S243 of a control method for a vehicle range extender provided in an embodiment of this application. (Combined with...) Figure 4 As shown, the control method for the vehicle range extender also includes steps S241 to S243, which are described in detail below:

[0077] Step S241: If the expected total power difference corresponds to the power reference difference between two adjacent candidate power generation levels, then the two adjacent candidate power generation levels are determined as the first candidate power generation level and the second candidate power generation level.

[0078] For example, ΔSOC = -1.5% × the maximum remaining capacity of the power battery. In this case, level 0 power generation is determined as the first candidate power generation level and level 1 power generation is determined as the second candidate power generation level.

[0079] Step S242: Determine the first adjustment coefficient and the second adjustment coefficient based on the difference between the power reference difference of the first candidate power generation level and the power reference difference of the second candidate power generation level, and the difference between the power reference difference of the first candidate power generation level and the expected total power difference.

[0080] For example, the first adjustment coefficient K1 and the second adjustment coefficient K2 are calculated as follows: K1 = (ΔSOC1 - ΔSOC) / (ΔSOC1 - ΔSOC2), K2 = 1 - K1, where ΔSOC1 is the lower limit of the power generation corresponding to the second candidate power generation level, and ΔSOC2 is the upper limit of the power generation corresponding to the first candidate power generation level.

[0081] Step S243: Determine the power generation corresponding to the expected total power difference based on the product of the first adjustment coefficient and the power generation of the first candidate power generation level and the product of the second adjustment coefficient and the power generation of the second candidate power generation level.

[0082] For example, P = K1 × P1 + K2 × P1, where P1 and P2 are the power generation corresponding to the first candidate power generation level and the power generation corresponding to the second candidate power generation level, respectively.

[0083] When ΔSOC = -1.5% × the maximum remaining power of the power battery, the corresponding power generation can be obtained according to the above calculation formula: the power generation corresponding to the expected total power difference = 0.75 × the power generation corresponding to level 0 power generation + 0.25 × the power generation corresponding to level 1 power generation.

[0084] In an exemplary embodiment of this application, to avoid the vehicle still failing to maintain power after determining the target power generation level based on the expected total power difference and a preset mapping relationship, the power generation power of each candidate power generation level can be increased when the expected total power difference is greater than a second preset power value. The second preset power value is greater than a first preset power value.

[0085] For example, the second preset power value satisfies the following relationship: when the target power generation level is 2, the predicted power generation of the range extender when driving the target driving segment. Expected total power demand - (remaining power for pure electric driving + 2-level power generation) > 0.

[0086] In an exemplary embodiment of this application, when determining the expected total electricity demand and expected total power generation of a vehicle, the control method further includes, taking into account the impact of traffic congestion on determining the expected total power generation: if the vehicle starts driving on the target driving segment, then real-time acquisition of congestion information of the undriven segments in the target driving segment; if it is determined based on the congestion information that the undriven segments are in a traffic jam condition, then updating the target power generation level.

[0087] In an exemplary embodiment of this application, congestion information can be obtained through the navigation software of an in-vehicle terminal or mobile device, thereby determining whether the road segment where the vehicle has not traveled is in a traffic jam condition.

[0088] In an exemplary embodiment of this application, updating the expected total power generation value and the expected total power demand value means: re-determining the expected total power generation value and the expected total power demand value in the same manner as initially determining the expected total power generation value and the expected total power demand value.

[0089] In an exemplary embodiment of this application, the method for obtaining congestion information of untraveled segments in a target driving segment in real time includes: dividing the target driving segment into multiple driving sub-segments; obtaining in real time the congestion information of the driving sub-segment that is closest to the vehicle and has not been driven among the multiple driving sub-segments, thereby more accurately updating the expected total energy difference, and finally redetermining the target power generation level based on the updated expected total energy difference, so that the vehicle controls the range extender to generate electricity based on the updated target power generation level.

[0090] For example, to update the expected total battery difference, the target driving segment can be the one that is closest to the vehicle and has not been driven among multiple driving segments. Then, steps S210-S230 can be repeated to update the expected total battery difference.

[0091] For example, after updating the expected total power difference, step S240 can be repeated to obtain the updated target power generation level.

[0092] In summary, this application, after obtaining the remaining pure electric power of the vehicle's power battery and the target driving segment, determines the vehicle's expected total power demand and expected total power generation based on the target driving segment. Then, it determines the expected total power difference based on the remaining pure electric power, the expected total power generation, and the expected total power demand. When the expected total power difference exceeds a first preset power value, a target power generation level is determined based on the expected total power difference and a preset mapping relationship. This allows the range extender to generate power based on the target power generation level after startup, ultimately ensuring that the range extender's power generation is likely to reach the expected total power demand. Furthermore, during the vehicle's journey along the target driving segment, the target power generation level can be continuously updated based on congestion information and the remaining pure electric power during the journey. This ensures that the vehicle maintains its power supply while maintaining its NVH performance throughout the entire journey.

[0093] Figure 5 A schematic diagram of the structure of a control device 300 for a vehicle range extender provided in an embodiment of this application is shown. Figure 5As shown, this embodiment also provides a control device 300 for a vehicle range extender, used to execute the control method for the vehicle range extender in the above embodiment.

[0094] like Figure 5 As shown, the control device 300 of the vehicle range extender also includes a first acquisition module 310, which is used to acquire the remaining pure electric driving capacity of the vehicle's power battery and the target driving section of the vehicle.

[0095] like Figure 5 As shown, the control device 300 of the vehicle range extender also includes a first determining module 320, which is used to determine the expected total electricity demand and expected total power generation of the vehicle based on the target driving segment.

[0096] like Figure 5 As shown, the control device 300 of the vehicle range extender also includes a second determining module 330, which is used to determine the difference between the expected total power and the expected total power generation based on the remaining power value of pure electric driving, the expected total power generation value and the expected total power demand value.

[0097] like Figure 5 As shown, the control device 300 of the vehicle range extender also includes a third determining module 340. The third determining module 340 is used to determine the target power generation level based on the expected total power difference and the preset mapping relationship if the expected total power difference is greater than the first preset power value. The target power generation level is one of multiple candidate power generation levels, and the power generation power corresponding to each candidate power generation level is different. The preset mapping relationship is used to indicate the mapping relationship between the expected total power difference and the candidate power generation level.

[0098] like Figure 5 As shown, the control device 300 for the vehicle range extender also includes a control module 350, which is used to control the vehicle's range extender to generate electricity based on a target power generation level.

[0099] The control device 300 for the vehicle range extender provided in the above embodiments and the control method for the vehicle range extender provided in the foregoing embodiments belong to the same concept. The specific ways in which each module and unit performs operations have been described in detail in the method embodiments, and will not be repeated here.

[0100] Figure 6 The diagram illustrates the structure of an embodiment of the vehicle described in this application, and also shows the structure of a computer system suitable for implementing the vehicle in this application. The specific embodiments of this application do not limit the specific implementation of the vehicle.

[0101] Please see Figure 6As shown, the vehicle includes: a controller; and a memory for storing one or more programs, which, when executed by the controller, perform the aforementioned control method for the vehicle range extender.

[0102] Please continue reading. Figure 5 As shown, the vehicle's computer system 500 includes a Central Processing Unit (CPU) 501, which can perform various appropriate actions and processes, such as executing the methods described in the above embodiments, based on programs stored in Read-Only Memory (ROM) 502 or programs loaded from storage section 508 into Random Access Memory (RAM) 503. The RAM 503 also stores various programs and data required for system operation. The CPU 501, ROM 502, and RAM 503 are interconnected via a bus 504. An Input / Output (I / O) interface 505 is also connected to the bus 504.

[0103] The following components are connected to I / O interface 505: an input section 506 including a keyboard, mouse, etc.; an output section 507 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and speakers, etc.; a storage section 508 including a hard disk, etc.; and a communication section 509 including a network interface card such as a LAN (Local Area Network) card, modem, etc. The communication section 509 performs communication processing via a network such as the Internet. A drive 510 is also connected to I / O interface 505 as needed. Removable media 511, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., are installed on drive 510 as needed so that computer programs read from them can be installed into storage section 508 as needed.

[0104] Specifically, according to embodiments of this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program including a computer program for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication section 509, and / or installed from removable medium 511. When the computer program is executed by central processing unit (CPU) 501, it performs various functions defined in the system of this application.

[0105] Another aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described control method for a vehicle range extender. This computer-readable storage medium may be included in the vehicle described in the above embodiments, or it may exist independently and not installed in the vehicle.

[0106] Another aspect of this application provides a computer program product or computer program including at least one executable instruction that, when executed on the control device 300 / vehicle of the vehicle range extender, causes the control device 300 / vehicle of the vehicle range extender to perform the vehicle range extender control method described above.

[0107] The computer-readable medium shown in the embodiments of this application can be a computer-readable signal medium or a computer-readable storage medium, or any combination of the two. A computer-readable storage medium can be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this application, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In this application, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, carrying a computer-readable computer program. Such propagated data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media can also be any computer-readable medium other than computer-readable storage media, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The computer program contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to wireless, wired, etc., or any suitable combination thereof.

[0108] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. Each block in a flowchart or block diagram may represent a module, segment, or portion of code, which contains one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, may be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0109] The units described in the embodiments of this application can be implemented in software or hardware, and the described units can also be located in a processor. The names of these units do not necessarily limit the specific unit itself.

[0110] According to one aspect of the embodiments of this application, a computer system is also provided, including a central processing unit (CPU), which can perform various appropriate actions and processes based on a program stored in read-only memory (ROM) or a program loaded from storage into random access memory (RAM), such as performing the methods described above. Various programs and data required for system operation are also stored in the RAM. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0111] The following components are connected to the I / O interface: input sections including keyboards, mice, etc.; output sections including cathode ray tubes (CRTs), liquid crystal displays (LCDs), and speakers; storage sections including hard drives; and communication sections including network interface cards such as LAN (Local Area Network) cards and modems. The communication sections perform communication processing via networks such as the Internet. Drives are also connected to the I / O interface as needed. Removable media, such as disks, optical discs, magneto-optical discs, semiconductor memories, etc., are installed on the drive as needed so that computer programs read from them can be installed into the storage section as required.

[0112] The above description is merely a preferred exemplary embodiment of this application and is not intended to limit the implementation of this application. Those skilled in the art can easily make corresponding modifications or alterations based on the main concept and spirit of this application. Therefore, the scope of protection of this application should be determined by the scope of protection claimed in the claims.

Claims

1. A control method for a vehicle range extender, characterized in that, The method includes: Obtain the remaining pure electric driving capacity of the vehicle's power battery and the vehicle's target driving route. The expected total energy demand of the vehicle is determined based on the target driving route. Obtain the expected battery usage and expected average speed of the vehicle when traveling on the target road segment; The expected remaining battery level of the vehicle during the journey along the target road segment is determined based on the remaining battery level for pure electric driving and the expected battery usage. The expected total power generation value is determined based on the expected remaining power value and the comparison between the expected average vehicle speed value and the preset vehicle speed value. The expected total energy difference is determined based on the remaining pure electric driving power value, the expected total power generation value, and the expected total energy demand value. If the expected total power difference is greater than the first preset power value, then the target power generation level is determined based on the expected total power difference and the preset mapping relationship. The target power generation level is one of a plurality of candidate power generation levels, and the power generation corresponding to each candidate power generation level is different. The preset mapping relationship is used to indicate the mapping relationship between the expected total power difference and the candidate power generation level. The vehicle's range extender is controlled to generate electricity based on the target power generation level.

2. The method as described in claim 1, characterized in that, The method includes: Obtain the first expected power generation value of the range extender, wherein the first expected power generation value is the expected power generation of the range extender when the expected remaining power value is less than the forced start power value, and the forced start power value is the power threshold value for the range extender to force start power generation. Obtain the second expected power generation value of the range extender. The second expected power generation value is the expected power generation of the range extender when the expected remaining power value is greater than the dynamic start power value and the expected average vehicle speed value is greater than the preset vehicle speed value. The dynamic start power value is the power threshold value for the dynamic start power generation of the range extender, and is greater than the forced start power value. Obtain the third expected power generation value of the range extender, wherein the third expected power generation value is the expected power generation of the range extender when the expected remaining power value is between the dynamic start power value and the forced start power value, and the expected average vehicle speed value is less than the preset vehicle speed value; The expected total power generation value is determined based on the first expected power generation value, the second expected power generation value, and the third expected power generation value.

3. The method as described in claim 1, characterized in that, The method further includes: The target driving segment is divided into multiple driving sub-segments; Multiple expected power generation values ​​are obtained based on multiple driving sub-segments, and the sum of the multiple expected power generation values ​​is equal to the expected total power generation value; If the vehicle has completed one of the multiple driving sub-segments, and the current remaining pure electric power value of the vehicle is not equal to the expected remaining power value of the vehicle, then the expected power generation value corresponding to the next driving sub-segment is adjusted based on the current remaining pure electric power value of the vehicle. The target power generation level of the range extender is adjusted based on the adjusted sub-expected power generation value to increase or decrease the power generation capacity of the range extender.

4. The method as described in claim 1, characterized in that, Each of the candidate power generation levels includes a corresponding power reference difference and power generation capacity. The method further includes: If the expected total power difference corresponds to the power reference difference between two adjacent candidate power generation levels, then the two adjacent candidate power generation levels are determined as the first candidate power generation level and the second candidate power generation level. The first adjustment coefficient and the second adjustment coefficient are determined based on the power reference difference of the first candidate power generation level, the power reference difference of the second candidate power generation level, and the expected total power difference. The target power generation corresponding to the expected total power difference is determined based on the first adjustment coefficient, the power generation of the first candidate power generation level, the second adjustment coefficient, and the power generation of the second candidate power generation level.

5. The method as described in claim 1, characterized in that, The method includes: If the vehicle starts driving on the target driving segment, then the congestion information of the undriven segments in the target driving segment is obtained in real time; If the congestion information indicates that the untraveled road segment is in a traffic jam, then the target power generation level is updated.

6. The method as described in claim 5, characterized in that, The method for obtaining congestion information of untraveled sections in the target driving segment in real time includes: The target driving segment is divided into multiple driving sub-segments; Real-time congestion information is obtained for the nearest, currently untraveled, sub-segment of the multiple driving sub-segments.

7. A control device for a vehicle range extender, characterized in that, The device includes: The first acquisition module acquires the remaining pure electric driving capacity of the vehicle's power battery and the vehicle's target driving segment. The first determining module determines the vehicle's expected total power demand and expected total power generation based on the target driving segment; obtains the vehicle's expected power consumption and expected average speed while driving on the target driving segment; determines the expected remaining power consumption during the vehicle's journey on the target driving segment based on the remaining pure electric power consumption and the expected power consumption; and determines the expected total power generation based on the expected remaining power consumption and the comparison between the expected average speed and a preset speed. The second determining module determines the expected total power difference based on the remaining pure electric driving power value, the expected total power generation value, and the expected total power demand value. The third determining module determines the target power generation level based on the expected total power difference and the preset mapping relationship if the expected total power difference is greater than the first preset power value. The target power generation level is one of multiple candidate power generation levels, and the power generation corresponding to each candidate power generation level is different. The preset mapping relationship is used to indicate the mapping relationship between the expected total power difference and the candidate power generation level. The control module controls the vehicle's range extender to generate electricity based on the target power generation level.

8. A vehicle, characterized in that, include: Controller; A memory for storing one or more programs that, when executed by a controller, cause the controller to implement the control method for the vehicle range extender as described in any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The storage medium stores a computer program, which includes at least one executable instruction that, when executed on the control device / vehicle of the vehicle range extender, causes the control device / vehicle of the vehicle range extender to perform the operation of the control method of the vehicle range extender as described in any one of claims 1 to 6.

Images