A range extender control method, device, equipment, and vehicle based on user driving habits

Abstract

This invention provides a range extender control method, apparatus, device, and vehicle based on user driving habits, used to achieve range extender control based on user driving habits and meet personalized user needs. The range extender control method based on user driving habits includes: acquiring historical vehicle usage data; analyzing user driving habits based on the historical vehicle usage data to identify user energy preference categories; and selecting corresponding range extender start-up conditions, range extender shutdown conditions, and power generation selection conditions based on the user energy preference categories to perform range extender control.

Description

Technical Field

[0001] This application relates to the field of range-extended vehicle control, and in particular to a range extender control method, device, equipment, and vehicle based on user driving habits. Background Technology

[0002] Range-extended electric vehicles (REEVs), a type of hybrid vehicle, generate electricity during driving using a range extender to replenish the battery. Existing range extender control strategies typically fall into three relatively fixed energy management modes: pure electric priority mode, fuel priority mode, and hybrid mode. However, different users have different driving habits and conditions, leading to varying requirements for the vehicle's range extender control strategy. Current range extender control strategies cannot meet the personalized needs of users. Summary of the Invention

[0003] This invention provides a range extender control method, device, equipment, and vehicle based on user driving habits, which can realize range extender control based on user driving habits and meet the user's personalized needs.

[0004] This application provides a range extender control method based on user driving habits, including:

[0005] Obtain historical vehicle usage data;

[0006] Based on the vehicle's historical usage data, analyze user driving habits to identify user energy preference categories;

[0007] Based on the user's energy preference category, the corresponding range extender start-up conditions, range extender shutdown conditions, and power generation selection conditions are selected for range extender control.

[0008] Preferably, the vehicle's historical usage data includes: the vehicle's mileage between the two most recent charges, the vehicle's mileage between the two most recent refuelings, the number of refuelings, chargings, charging time periods, total pure electric mileage, and total fuel mileage within a preset period;

[0009] The steps for analyzing user driving habits based on the vehicle's historical usage data to identify user energy preference categories include:

[0010] Based on each of the following data categories, users' energy preferences are categorized separately:

[0011] The length of time the vehicle has traveled between its two most recent charges.

[0012] The distance the vehicle traveled between its two most recent refuelings,

[0013] The ratio of the number of times a vehicle refuels to the number of times it charges within the first preset cycle.

[0014] The number of times the vehicle is charged and the charging time period within the second preset cycle.

[0015] The percentage of total pure electric driving mileage and the percentage of total fuel driving mileage of the vehicle in the third preset period;

[0016] Based on the results of multiple user energy preference category classifications, a final classification of user energy preference categories is made.

[0017] Preferably, the user energy preference categories include: ordinary users, users who frequently use electricity, and users who frequently use oil;

[0018] The starting conditions for range extenders are partially the same for ordinary users, users who mainly use electricity, and users who mainly use oil.

[0019] The shutdown conditions for range extenders are partially the same for ordinary users, users who frequently use electricity, and users who frequently use oil.

[0020] The selection criteria for power generation are partially the same for ordinary users, users who frequently use electricity, and users who frequently use oil.

[0021] When the user's energy preference category is "frequent electricity user", specific thresholds are determined for the range extender start-up conditions, range extender shutdown conditions, and power generation selection conditions based on the frequent electricity user category; the frequent electricity user level is divided according to the proportion of pure electric mileage.

[0022] When the user's energy preference category is "frequent fuel user", specific thresholds are determined for the range extender start-up conditions, range extender shutdown conditions, and power generation selection conditions based on the frequent fuel user category; the frequent fuel user level is divided according to the proportion of fuel mileage.

[0023] Preferably, the starting conditions for the range extender for ordinary users, users with constant electricity usage, and users with constant oil usage all include:

[0024] The real-time SOC of the power battery is less than the first preset SOC, the real-time vehicle speed is greater than the first preset vehicle speed, and the driver's power demand is greater than the first preset power.

[0025] The shutdown conditions for range extenders for ordinary users, users with constant electricity supply, and users with constant oil supply all include at least one of the following conditions:

[0026] The real-time state of charge (SOC) of the power battery is greater than the second preset SOC, and the first preset SOC is less than the second preset SOC.

[0027] The vehicle's real-time speed is less than the second preset speed and remains at the first preset speed for a first preset duration; the second preset speed is less than the first preset speed.

[0028] The driver's required power is less than the second preset power, and the second preset power is less than the first preset power.

[0029] The vehicle's real-time gradient coefficient is less than the preset gradient coefficient;

[0030] The power generation selection criteria for ordinary users, users who frequently use electricity, and users who frequently use oil all include:

[0031] When the range extender is started, if the vehicle's battery SOC is greater than the third preset SOC and less than the second preset SOC, then the power generation will be selected based on the current vehicle speed range to achieve high power generation efficiency and good NVH performance; the third preset SOC < the first preset SOC.

[0032] When the range extender is started, if the vehicle's battery SOC is less than or equal to the third preset SOC, the vehicle will select the power generation power with higher power generation efficiency based on the current vehicle speed range and the power demand range required by the driver.

[0033] Preferably, the first preset SOC corresponding to the frequently used electricity user is less than the first preset SOC corresponding to the ordinary user and the first preset SOC corresponding to the frequently used oil user; the first preset vehicle speed corresponding to the frequently used electricity user is less than the first preset vehicle speed corresponding to the ordinary user and the first preset vehicle speed corresponding to the frequently used oil user; and the first preset power corresponding to the frequently used electricity user is equal to the first preset power corresponding to the ordinary user and the first preset power corresponding to the frequently used oil user.

[0034] The second preset SOC for users with frequent electricity use is less than the second preset SOC for ordinary users, which is less than the second preset SOC for users with frequent oil use. The second preset vehicle speed for users with frequent electricity use is less than the second preset vehicle speed for ordinary users, which is less than the second preset vehicle speed for users with frequent oil use. The second preset power for users with frequent electricity use is equal to the second preset power for ordinary users, which is equal to the second preset power for users with frequent oil use. The preset gradient coefficient for users with frequent electricity use is equal to the preset gradient coefficient for ordinary users, which is equal to the preset gradient coefficient for users with frequent oil use.

[0035] The third preset SOC for frequent electricity users is less than the third preset SOC for ordinary users, which is less than the third preset SOC for frequent oil users. The vehicle speed ranges for frequent electricity users, ordinary users, and frequent oil users are different. The power demand ranges for frequent electricity users, ordinary users, and frequent oil users are different. The power generation capacity for frequent electricity users, ordinary users, and frequent oil users is different.

[0036] Preferably, when the user's energy preference category is "frequent electricity user", the method further includes:

[0037] If the current driving scenario of the vehicle is the target scenario, the range extender should not be started;

[0038] If the current driving scenario of the vehicle is not the target scenario, the range extender is controlled according to the range extender start-up conditions, range extender shutdown conditions, and power generation selection conditions corresponding to the commonly used electricity users.

[0039] Preferably, the method further includes:

[0040] When the range extender stops, the maximum discharge power coefficient of the battery is determined based on the real-time SOC range of the power battery.

[0041] The corresponding SOC range is the same for ordinary users, users who frequently use electricity, and users who frequently use oil.

[0042] For users who frequently use electricity, under the same SOC range, the discharge power coefficient corresponding to the driving scenario when the vehicle is currently in the target scenario is different from the discharge power coefficient corresponding to the driving scenario when the vehicle is currently in a driving scenario other than the target scenario.

[0043] Within the same SOC range, the discharge power coefficient corresponding to the vehicle's current driving scenario is the same as that of the target scenario, the discharge power coefficient corresponding to ordinary users, and the discharge power coefficient corresponding to users who frequently use gasoline.

[0044] According to another aspect of this application, this application also provides a range extender control device based on user driving habits, comprising:

[0045] The acquisition module is used to acquire historical vehicle usage data;

[0046] The user energy preference category identification module is used to analyze user driving habits based on the vehicle's historical usage data in order to identify the user's energy preference category.

[0047] The range extender control module is used to select the corresponding range extender start-up conditions, range extender shutdown conditions, and power generation selection conditions according to the user's energy preference category, and to control the range extender.

[0048] According to another aspect of this application, this application also provides a control device, including a processor, a memory, and a program or instructions stored in the memory and executable on the processor, wherein when the program or instructions are executed by the processor, they implement the steps of the range extender control method based on user driving habits as described above.

[0049] According to another aspect of this application, this application also provides a vehicle including the aforementioned range extender control device based on user driving habits.

[0050] The beneficial effects of this invention are as follows:

[0051] By analyzing users' historical vehicle usage data, we can accurately identify users' energy preference categories. Based on these preferences, rather than conventional energy management models, we dynamically adjust the range extender's start-up and shutdown conditions, as well as the selection of power generation, providing personalized energy management solutions to meet the actual needs of different users. Through analysis of user driving habits, we can select the optimal start-up and shutdown times for the range extender based on the user's actual driving scenarios (such as short-distance urban commuting and long-distance travel). For example, for users who frequently commute short distances in the city and prefer pure electric mode, we will delay the range extender's start-up as much as possible, prioritizing battery power to reduce fuel consumption and improve vehicle energy efficiency. Simultaneously, we dynamically adjust the power generation based on the user's driving habits (such as rapid acceleration and frequent start-stop), ensuring the vehicle operates in the most energy-efficient manner under different conditions. We can seamlessly switch the range extender's operating state according to user preferences and actual driving scenarios, reducing the user's perception of range extender start-up and shutdown, avoiding noise and vibration caused by frequent start-stop, and thus improving driving comfort. Through precise range extender control, vehicles can achieve optimal energy utilization under different operating conditions, reducing unnecessary fuel consumption and battery wear. This not only reduces user operating costs but also has significant economic and social benefits due to the reduction of environmental burden caused by energy waste. Attached Figure Description

[0052] Figure 1 This is a flowchart illustrating the range extender control method based on user driving habits in the embodiments of this application;

[0053] Figure 2 This is a flowchart illustrating step S2 in an embodiment of this application;

[0054] Figure 3 This is a structural block diagram of the range extender control device based on user driving habits in the embodiments of this application. Detailed Implementation

[0055] To facilitate understanding by those skilled in the art, the present invention will be further described below with reference to the accompanying drawings. While the description is quite detailed, it should not be construed as limiting the scope of the present invention. Obvious variations and substitutions of the following examples are all within the scope of protection of this patent.

[0056] Because the existing range-extender control strategy does not take into account the different driving habits of users, the range-extender control strategy does not meet the personalized needs of users.

[0057] Therefore, this application provides a range extender control method based on user driving habits, referring to... Figure 1 The method includes:

[0058] S1, Obtain historical vehicle usage data;

[0059] S2, Based on the vehicle's historical usage data, analyze the user's driving habits to identify the user's energy preference category;

[0060] S3. Based on the user's energy preference category, select the corresponding range extender start-up conditions, range extender shutdown conditions, and power generation selection conditions to control the range extender.

[0061] By identifying a user's energy preference category, the system can select the most suitable start-up, shutdown, and power generation conditions for the range extender, thereby meeting the user's personalized needs. Because the control strategy is optimized based on the user's driving habits, the user will experience power output and energy management that better suits their needs, improving driving comfort and satisfaction.

[0062] In this embodiment of the application, the vehicle's historical usage data includes: the vehicle's mileage between the two most recent charges, the vehicle's mileage between the two most recent refuelings, the number of refuelings, the number of chargings, the charging time period, the total pure electric mileage, and the total fuel mileage.

[0063] User energy preference categories refer to a user's preferred vehicle energy usage over a period of time. For example, a user might prefer pure electric drive for one period and gasoline drive for another. By analyzing a user's historical driving data, their recent driving habits can be determined, thus identifying the most relevant user energy preference category.

[0064] In this embodiment of the application, user energy preferences are categorized into categories such as frequently fuel-powered users, ordinary users, and frequently electric users. Frequently fuel-powered users refer to users who have recently preferred fuel-powered vehicles; frequently electric users refer to users who have recently preferred pure electric vehicles; and ordinary users refer to users who have recently used a mix of fuel-powered and electric vehicles without a clear preference.

[0065] Reference Figure 2 In this embodiment of the application, step S2 includes:

[0066] S21. Based on each of the following data categories, user energy preference categories are divided separately:

[0067] The length of time the vehicle has traveled between its two most recent charges.

[0068] The distance the vehicle traveled between its two most recent refuelings,

[0069] The ratio of the number of times a vehicle refuels to the number of times it charges within the first preset cycle.

[0070] The number of times the vehicle is charged and the charging time period within the second preset cycle.

[0071] The percentage of total pure electric driving mileage and the percentage of total fuel driving mileage of the vehicle in the third preset period;

[0072] S22, based on the results of multiple user energy preference category classifications, perform the final classification of user energy preference categories.

[0073] Specifically, when classifying user energy preferences based on the distance traveled between the two most recent charges, the classification is as follows:

[0074] When a user's driving range after charging is less than the first preset range, the user is classified as a frequent electric user. Since the driving range after charging is short, it indicates that the user is more inclined to use the battery power to complete daily short-distance driving and minimize fuel consumption. These users may mainly commute in the city and have convenient charging conditions, so they pay more attention to the economy and environmental protection in pure electric mode.

[0075] When a user's driving range after charging is greater than or equal to the first preset mileage and less than the second preset mileage, the user is classified as a regular user. If the driving range after charging is between the two thresholds, it indicates that the user has a relatively balanced usage need between pure electric mode and fuel mode. Such users may have both short trips and a certain proportion of long-distance driving, so their energy usage is relatively flexible.

[0076] When a user's driving range after charging is greater than or equal to the second preset mileage, the user is classified as a frequent fuel user. A longer driving range after charging indicates that the user relies more on fuel mode, possibly due to frequent long-distance driving or limited charging availability. These users have higher requirements for the vehicle's range and therefore place greater emphasis on the stability and reliability of fuel mode.

[0077] The first and second preset mileages are empirical values. The selection of the first and second preset mileages is based on the maximum driving range of the current model in pure electric mode. The specific values ​​of the first and second preset mileages can vary depending on the configuration of different models. For example, the first preset mileage is 150km and the second preset mileage is 450km.

[0078] When classifying user energy preferences based on the distance traveled between the two most recent refuelings, the classification is as follows:

[0079] When a user's driving mileage is less than the third preset mileage after refueling, the user is classified as a frequent fuel user. These users have a shorter driving mileage between two refuelings, indicating that they refuel frequently and have a high dependence on fuel. This may be because their driving scenarios are mainly long-distance driving, or charging conditions are inconvenient, so they prefer to use fuel to ensure the vehicle's range.

[0080] When a user's driving mileage after charging is greater than or equal to the third preset mileage but less than the fourth preset mileage, the user is classified as a regular user. These users' driving mileage between two refueling sessions falls between the two thresholds, indicating that they have a relatively balanced demand for fuel and electricity. They may have both short commutes and a certain proportion of long-distance driving, making their energy usage relatively flexible.

[0081] When a user's driving range after charging is greater than or equal to the fourth preset mileage, the user is classified as a frequent electric user. These users have a longer driving range between refueling sessions, indicating that they minimize fuel consumption and rely more on battery power for daily driving. This may be because they have convenient charging options and their main usage scenario is short-distance urban commuting, making them more inclined to use pure electric mode to save fuel.

[0082] The third and fourth preset mileages are empirical values. The selection of the third and fourth preset mileages is based on the maximum driving range of the current model in pure fuel mode. The specific values ​​of the third and fourth preset mileages can vary depending on the configuration of different models. For example, the third preset mileage is 500km and the fourth preset mileage is 1500km.

[0083] When classifying users' energy preferences based on the ratio of refueling to charging times within the first preset cycle, the classification is as follows:

[0084] When a user's charging frequency / refueling frequency exceeds a first preset ratio, the user is classified as a frequent charging user. This first preset ratio can vary depending on the vehicle configuration, and for example, it might be 1.2. These users charge significantly more frequently than they refuel within the first preset period, indicating they prefer to use electric power for daily driving. This is likely because charging is convenient for them, and their primary usage scenario is short-distance urban commuting, where pure electric mode can meet most needs.

[0085] When a user's charging frequency / refueling frequency ratio is less than or equal to a first preset ratio and greater than a second preset ratio, the user is classified as a regular user. This second preset ratio can vary depending on the vehicle model configuration, and for example, it might be 0.8. These users exhibit a relatively balanced charging and refueling behavior, indicating a balanced usage need between pure electric and gasoline modes. They may engage in both short-distance commuting and a certain proportion of long-distance driving, demonstrating flexibility in energy consumption.

[0086] When the ratio of charging frequency to refueling frequency is less than a second preset value, the user is classified as a frequent fuel user. These users refuel significantly more often than they charge, indicating that they rely more on fuel for driving. This may be because the user has limited charging access, or because their driving scenarios mainly involve long-distance travel, where fuel mode provides a more stable range guarantee.

[0087] The first preset period can be adjusted according to specific needs, such as one month, one week, etc.

[0088] When classifying user energy preference categories based on the number of times a vehicle is charged and the charging time period within the second preset cycle, the classification is as follows:

[0089] If a user charges more than a first preset number of times, and more than half of those charges occur between 8:00 PM and 8:00 AM, using a slow charging station, then the user is classified as a frequent charger user. This first preset number of times can vary depending on the vehicle configuration; for example, it might be 3 times. These users charge more frequently within a second preset period and tend to use slow charging stations during off-peak hours at night, indicating they prefer to use electric power for daily driving. This is likely because charging is convenient for them, and their primary usage scenario is short-distance urban commuting, where pure electric mode meets most needs.

[0090] If a user's charging frequency is less than or equal to the first preset number but greater than the second preset number, or if a user's charging frequency is greater than the first preset number but less than half of the charging sessions occur between 8:00 PM and 8:00 AM, and a slow charging station is used, then the user is classified as a regular user. The second preset number of charges may vary depending on the vehicle configuration, and for example, it may be 0 times. These users exhibit relatively balanced charging behavior, potentially charging during both off-peak hours at night and peak hours during the day, or charging less frequently but still using slow charging stations. They may engage in both short commutes and a certain proportion of long-distance driving, demonstrating flexible energy usage.

[0091] If a user charges less than or equal to a second preset number of times, the user is classified as a frequent fuel user. These users charge very infrequently, indicating they rely more heavily on fuel for driving. This could be due to limited charging options or because their driving style primarily involves long-distance travel, where fuel mode provides a more stable range guarantee.

[0092] The second preset period can be adjusted according to specific needs, such as one month, one week, etc.

[0093] Based on the user's total mileage (including pure electric mileage and fuel mileage) within the third preset period, the percentage of pure electric mileage to total mileage is first calculated and recorded as the pure electric mileage percentage; the percentage of fuel mileage to total mileage is then calculated and recorded as the fuel mileage percentage. The pure electric mileage represents the mileage traveled by the vehicle without the range extender activated, and the fuel mileage represents the mileage traveled by the vehicle after the range extender is activated.

[0094] When classifying users' energy preferences based on the percentage of pure electric driving mileage and the percentage of fuel driving mileage within the third preset period, the classification is as follows:

[0095] When the percentage of pure electric mileage exceeds a third preset ratio, the user is identified as a frequent electric user. Preferably, the third preset ratio is 60%. These users have a higher proportion of pure electric mileage in their total mileage within the third preset period, indicating they prefer to use electricity for daily driving. This may be because charging is convenient for them, and their primary usage scenario is short-distance urban commuting, where pure electric mode can meet most of their needs.

[0096] When the percentage of pure electric mileage is less than or equal to the third preset ratio and greater than the fourth preset ratio, the user type is determined to be a regular user. Preferably, the fourth preset ratio is 40%. These users have a relatively balanced pure electric mileage and fuel mileage, indicating that they have a relatively balanced usage need between pure electric and fuel modes. They may have both short commutes and a certain proportion of long-distance driving, and their energy usage is relatively flexible.

[0097] When the percentage of pure electric mileage is less than or equal to the fourth preset ratio, the user type is determined to be a frequent gasoline user. These users have a low percentage of pure electric mileage in their total mileage, indicating they rely more on gasoline for driving. This may be due to limited charging options or because their driving scenarios primarily involve long-distance travel, where gasoline mode provides a more stable range guarantee.

[0098] In this embodiment of the application, step S22 specifically includes:

[0099] Users are categorized using the five methods described above. Each method, based on different user behavior characteristics, independently yields a user energy preference category (frequent electricity user, ordinary user, frequent oil user). The results from the five methods are statistically analyzed, and the frequency of each user energy preference category is calculated. The user energy preference category with the highest frequency is taken as the actual user energy preference category. If two or more user types have the same highest frequency, the user energy preference category is determined to be an ordinary user to avoid excessive bias towards one extreme type.

[0100] Determining user energy preference categories using the majority principle reduces misjudgments caused by anomalies or errors in data from a single dimension. When two or more user types appear with the same frequency and are the most frequent, classifying the user's energy preference category as a "normal user" avoids excessive bias towards any one extreme type and provides a more balanced user type base for subsequent range extender control strategies.

[0101] By combining multiple dimensions (such as mileage, charging time, and energy usage ratio), it is possible to more comprehensively reflect the user's actual car usage habits.

[0102] For example, based on the above five judgment methods, there are three possible outcomes for being classified as a frequent electricity user, one possible outcome for being classified as a regular user, and one possible outcome for being classified as a frequent oil user. The user's energy preference category is then classified as a frequent electricity user. For example, there are two possible outcomes for being classified as a frequent electricity user, two possible outcomes for being classified as a regular user, and one possible outcome for being classified as a frequent oil user. The user's energy preference category is then classified as a regular user. For example, there are two possible outcomes for being classified as a frequent electricity user, one possible outcome for being classified as a regular user, and two possible outcomes for being classified as a frequent oil user. The user's energy preference category is then classified as a regular user.

[0103] Furthermore, based on users' energy preference categories and their total mileage over a certain period (including total mileage driven purely on electric power and total mileage driven on gasoline), users can be categorized into the following levels:

[0104] When a user's energy preference category is "frequent electricity user," if the percentage of pure electric mileage is greater than the fifth preset ratio, the user level is determined to be Level 3 pure electric user; if the percentage of pure electric mileage is less than or equal to the fifth preset ratio but greater than the sixth preset ratio, the user level is determined to be Level 2 pure electric user; if the percentage of pure electric mileage is less than or equal to the sixth preset ratio, the user level is determined to be Level 1 pure electric user. Preferably, the fifth preset ratio is 90%, and the sixth preset ratio is 75%.

[0105] When a user's energy preference category is "frequent fuel user", if the fuel mileage ratio is greater than the seventh preset ratio, the user level is determined to be fuel user level three; if the fuel mileage ratio is less than or equal to the seventh preset ratio but greater than the eighth preset ratio, the user level is determined to be fuel user level two; if the fuel mileage ratio is less than or equal to the eighth preset ratio, the user level is determined to be fuel user level one. Preferably, the seventh preset ratio is 90% and the eighth preset ratio is 75%.

[0106] In this embodiment of the application, for ordinary users, the range extender is controlled according to the existing range extender start-up conditions, range extender shutdown conditions, and power generation selection conditions.

[0107] For users who frequently use gasoline, based on the basic range extender control strategy, the start-up conditions, shutdown conditions, and power generation selection conditions of the range extender are adjusted according to the user's gasoline grade, so that the battery SOC is maintained at a higher level, providing better power performance, improving fuel economy, and reducing the user's vehicle operating costs.

[0108] For users who frequently use electricity, based on the basic range extender control strategy, the start-up conditions, shutdown conditions, and power generation selection conditions of the range extender are adjusted according to the user's electricity consumption level. In some usage scenarios, the vehicle can run on pure electric power, increasing the range of battery SOC, thereby increasing the pure electric driving range and reducing the time users spend using fuel, thus reducing vehicle usage costs.

[0109] Regardless of whether a user's energy preference category is primarily oil-based, primarily electricity-based, or primarily oil-based, the basic conditions for the range extender's start-up, shutdown, and power generation selection are the same; only the specific thresholds within these conditions are adjusted. Furthermore, the start-up conditions, shutdown conditions, and power generation selection conditions are all the same for all three categories of users.

[0110] The specific conditions for starting the range extender for ordinary users, users who frequently use electricity, and users who frequently use gasoline are: the real-time SOC of the power battery is less than the first preset SOC, the real-time speed of the vehicle is greater than the first preset speed, and the power demanded by the driver is greater than the first preset power.

[0111] In this embodiment, the first preset SOC corresponding to the frequently used electricity user is less than the first preset SOC corresponding to the ordinary user and the first preset SOC corresponding to the frequently used oil user; the first preset vehicle speed corresponding to the frequently used electricity user is less than the first preset vehicle speed corresponding to the ordinary user and the first preset vehicle speed corresponding to the frequently used oil user; and the first preset power corresponding to the frequently used electricity user is equal to the first preset power corresponding to the ordinary user and the first preset power corresponding to the frequently used oil user.

[0112] For example, when the user's energy preference category is "normal user," the first preset SOC value is, for example, 20%; the first preset vehicle speed is, for example, 36 km / h; and the first preset power is, for example, 1 kW. Once these conditions are met, the range extender will activate to replenish the power battery.

[0113] When the user's energy preference category is "frequent gasoline user," the first preset SOC value is set to 25%, 30%, and 35% respectively, based on the frequent gasoline user level. Similarly, the first preset vehicle speed is set to 40km / h, 44km / h, and 48km / h respectively, and the first preset power is set to 1kW. Once this condition is met, the range extender will activate to replenish the battery.

[0114] When the user's energy preference category is "frequent electricity user," the first preset SOC value corresponding to Frequent Electricity User Level 1 to Level 3 is set to 16%, 12%, and 8%, respectively; the first preset vehicle speed value corresponding to Frequent Electricity User Level 1 to Level 3 is set to 30km / h, 26km / h, and 22km / h, respectively; and the first preset power value corresponding to Frequent Electricity User Level 1 to Level 3 is set to 1kW. Once this condition is met, the range extender will activate to replenish the power battery.

[0115] The shutdown conditions for range extenders for ordinary users, users who rely on electricity, and users who rely on oil all include at least one of the following conditions:

[0116] The real-time state of charge (SOC) of the power battery is greater than the second preset SOC, and the first preset SOC is less than the second preset SOC.

[0117] The vehicle's real-time speed is less than the second preset speed and remains at the first preset speed for a first preset duration; the second preset speed is less than the first preset speed.

[0118] The driver's required power is less than the second preset power, and the second preset power is less than the first preset power.

[0119] The vehicle's real-time gradient coefficient is less than the preset gradient coefficient.

[0120] The second preset SOC for users with frequent electricity use is less than the second preset SOC for ordinary users, which is less than the second preset SOC for users with frequent gasoline use. The second preset vehicle speed for users with frequent electricity use is less than the second preset vehicle speed for ordinary users, which is less than the second preset vehicle speed for users with frequent gasoline use. The second preset power for users with frequent electricity use equals the second preset power for ordinary users, which equals the second preset power for users with frequent gasoline use. The preset gradient coefficient for users with frequent electricity use equals the preset gradient coefficient for ordinary users, which equals the preset gradient coefficient for users with frequent gasoline use.

[0121] For example, when the user's energy preference category is "normal user," the second preset SOC value is, for example, 23%; the second preset vehicle speed is, for example, 25 km / h; the first preset duration is, for example, 5 seconds; the second preset power is, for example, 0 kW; the gradient coefficient can be calculated based on the energy consumption of the entire vehicle for climbing, and its value ranges from -1 to 1. It is negative when the road condition is downhill, positive when the road condition is uphill, and 0 when the road condition is flat. In this embodiment, the preset gradient coefficient is, for example, -0.5. Once any of the above conditions are met, the range extender will stop.

[0122] When the user's energy preference category is "frequent fuel user," the second preset SOC value corresponding to Frequent Fuel User Level 1 to Frequent Fuel User Level 3 is set to 28%, 33%, and 38%, respectively; the second preset vehicle speed value corresponding to Frequent Fuel User Level 1 to Frequent Fuel User Level 3 is set to 30km / h, 34km / h, and 38km / h, respectively; and the first preset vehicle speed value corresponding to Frequent Fuel User Level 1 to Frequent Fuel User Level 3 is set to 1kW. The gradient coefficient can be calculated based on the energy consumption of the entire vehicle for climbing, and its value ranges from -1 to 1. When the driving condition is downhill, the value is negative; when the driving condition is uphill, the value is positive; and when the driving condition is flat, the value is 0. In this embodiment, the preset gradient coefficient value is, for example, -0.5. Once any of the above conditions are met, the range extender will stop.

[0123] When the user's energy preference category is "frequent electricity user," the second preset SOC value corresponding to Frequent Electricity User Level 1 to Level 3 is set to 20%, 15%, and 10%, respectively; the second preset vehicle speed value corresponding to Frequent Electricity User Level 1 to Level 3 is set to 20km / h, 16km / h, and 10km / h, respectively; and the first preset vehicle speed value corresponding to Frequent Electricity User Level 1 to Level 3 is set to 1kW. The gradient coefficient can be calculated based on the energy consumption of the vehicle for climbing, and its value ranges from -1 to 1. When the driving condition is downhill, the value is negative; when the driving condition is uphill, the value is positive; and when the driving condition is flat, the value is 0. In this embodiment, the preset gradient coefficient value is, for example, -0.5. Once any of the above conditions are met, the range extender will stop.

[0124] The power generation selection criteria for ordinary users, users who frequently use electricity, and users who frequently use oil all include:

[0125] When the range extender is started, if the vehicle's battery SOC is greater than the third preset SOC and less than the second preset SOC, then the power generation will be selected based on the current vehicle speed range to achieve high power generation efficiency and good NVH performance.

[0126] When the range extender is started, if the vehicle's battery SOC is less than or equal to the third preset SOC, the vehicle will select the power generation power with higher power generation efficiency based on the current vehicle speed range and the power demand range required by the driver.

[0127] The third preset SOC is less than the first preset SOC.

[0128] In this embodiment, the third preset SOC corresponding to the frequently used electricity user is less than the third preset SOC corresponding to the ordinary user and the third preset SOC corresponding to the frequently used oil user. The vehicle speed ranges corresponding to the frequently used electricity user, the ordinary user, and the frequently used oil user are different. The power demand ranges corresponding to the frequently used electricity user, the ordinary user, and the frequently used oil user are different. The power generation capacity corresponding to the frequently used electricity user, the ordinary user, and the frequently used oil user is different.

[0129] For example, when the user's energy preference category is "normal user", the third preset SOC value is, for example, 15%. If the vehicle's battery SOC is greater than the third preset SOC but less than the second preset SOC, the range extender will select the power generation point with higher power generation efficiency and better NVH performance according to the vehicle speed range, as shown in Table 1.

[0130] Table 1

[0131]

[0132] This table is only a schematic diagram of vehicle speed and the power generation at the fixed power point of the range extender. The specific power generation needs to be determined according to the selection of the range extender. Preferably, the vehicle speed range 1 to vehicle speed range 3 are 0-36km / h, 36-60km / h, and above 60km / h, respectively; the power generation 1 to power generation 3 are 5kW, 9kW, and 14kW, respectively.

[0133] If the vehicle's battery SOC is less than the third preset SOC, the range extender will select the power point with higher power generation efficiency based on the vehicle speed range and the driver's power demand range, as shown in Table 2.

[0134] Table 2

[0135]

[0136] Preferably, the vehicle speed range 4 and the vehicle speed range 5 are 0~45km / h and above 45km / h, the power demand range 1 and the power demand range 2 are -20-60kW and above 60kW, and the power generation range 4 to power generation range 7 are 13kW, 23kW, 19kW and 31kW, respectively.

[0137] When the user's energy preference category is "frequent fuel user," the third preset SOC value is determined according to the frequent fuel user level, for example, the values ​​for frequent fuel user level 1 to frequent fuel user level 3 are 20%, 23%, and 28%, respectively. If the vehicle's battery SOC is greater than the third preset SOC but less than the second preset SOC, the range extender will select the power generation point with higher power generation efficiency and better NVH performance based on the vehicle speed range, as shown in Table 3.

[0138] Table 3

[0139]

[0140] This table is only a schematic diagram of vehicle speed and the power generation at the fixed power point of the range extender. The specific power generation needs to be determined according to the selection of the range extender. Preferably, the vehicle speed range 6 to vehicle speed range 8 are 0-25km / h, 25-60km / h, and above 60km / h, respectively, and the power generation values ​​of power generation 6 to power generation 8 are 7kW, 10kW, and 15kW, respectively.

[0141] If the vehicle's battery SOC is less than the third preset SOC, the range extender's power output will be the same as that of a regular user's range extender, as shown in Table 2.

[0142] When the user's energy preference category is "frequent electricity user", if the vehicle's battery SOC is greater than the third preset SOC and less than the second preset SOC, the third preset SOC value is determined according to the frequent electricity user level, for example, the value of the third preset SOC corresponding to frequent electricity user level 1 to frequent electricity user level 3 is 12%, 9%, and 6%, respectively; the range extender power generation value is the same as that of ordinary users, i.e., refer to Table 1.

[0143] If the vehicle's battery SOC is less than or equal to the third preset SOC, the range extender will select the power point with higher power generation efficiency based on the vehicle speed range and the driver's power demand range, as shown in Table 4.

[0144] Table 4

[0145]

[0146] Preferably, the vehicle speed range 9 and the vehicle speed range 10 are 0-35km / h and above 35km / h, the power demand range 3 and the power demand range 4 are -200-10kW and above 10kW, and the power generation power 110 and the power generation power 14 are 18kW, 22kW, 25kW and 34kW respectively.

[0147] In this embodiment of the application, when the user's energy preference category is a frequent electricity user, the method further includes:

[0148] If the current driving scenario of the vehicle is the target scenario, the range extender should not be started;

[0149] If the current driving scenario of the vehicle is not the target scenario, the range extender is controlled according to the range extender start-up conditions, range extender shutdown conditions, and power generation selection conditions corresponding to the commonly used electricity users.

[0150] The target scenarios are defined as one of the following: commuting, short navigation distance, or a destination with charging facilities. Commuting refers to the user's commute between home and work from Monday to Friday. A short navigation distance scenario is defined as a scenario where the remaining distance to the destination is less than the current pure electric driving range when navigation is activated. A destination with charging facilities is defined as a scenario where navigation is activated and there is a charging facility nearby; charging facility information can be obtained from the in-vehicle map. These scenarios are defined as target scenarios because they are typically associated with short-distance travel and convenient charging conditions. In these cases, the vehicle prioritizes the use of electric power to maximize battery capacity, reduce fuel consumption, and lower operating costs and environmental pollution.

[0151] For users who frequently use electric vehicles, the vehicle will enter a forced pure electric mode under the above target scenarios, and the range extender will be prohibited from starting.

[0152] By using a forced pure electric mode in target scenarios, vehicles can prioritize the use of battery power for short-distance travel and convenient charging conditions, thereby reducing fuel consumption, lowering operating costs, and minimizing environmental pollution.

[0153] After entering forced pure electric mode, the vehicle will exit forced pure electric mode and the range extender will start if at least one of the following conditions is met:

[0154] (1) The vehicle’s real-time battery SOC is lower than the fourth preset SOC.

[0155] The fourth preset SOC is adjusted according to the user's level of frequent electric use. Preferably, the fourth preset SOC values ​​for frequent electric use user levels 1 to 3 are 9%, 7%, and 5%, respectively. The higher the user's level, the greater their reliance on pure electric mode, and therefore the lower the preset SOC value. Adjusting the battery SOC threshold according to the user's level reflects a personalized adaptation to the user's pure electric usage habits. This tiered strategy better meets the needs of different users while ensuring the vehicle's range and driving safety.

[0156] (2) User exits the commuting scenario; Exiting the commuting scenario means that the user arrives at the company location when going to work, or arrives at the home location when leaving get off work.

[0157] (3) The user arrives at the navigation destination.

[0158] (4) Vehicle CAN communication failure.

[0159] A CAN communication failure will prevent the vehicle from properly monitoring or controlling the range extender.

[0160] The vehicle can dynamically enter or exit the forced pure electric mode based on real-time driving scenarios (such as commuting, navigation distance, charging station location, etc.) to ensure optimal energy management in different scenarios.

[0161] After exiting the forced pure electric mode, the vehicle will generate electricity normally according to the user's usual electricity usage level. This means that the range extender will dynamically adjust its starting and power generation strategies based on the user's pure electric usage preferences and the vehicle's actual needs to achieve efficient and energy-saving operation.

[0162] In this embodiment of the application, the method further includes:

[0163] When the range extender stops, the maximum discharge power coefficient of the battery is determined based on the real-time SOC range of the power battery.

[0164] The corresponding SOC range is the same for ordinary users, users who frequently use electricity, and users who frequently use oil.

[0165] For frequent electricity users, within the same State of Charge (SOC) range, the discharge power coefficient differs depending on whether the vehicle is currently in the target driving scenario or not. In the target scenario, the discharge power coefficient is set to a specific value to ensure the vehicle can operate in pure electric mode, maximizing energy utilization. In non-target scenarios, the discharge power coefficient is adjusted based on the vehicle's actual needs and the user type to achieve more flexible energy management.

[0166] For users who primarily use electricity, the discharge power factor will be set to a specific value under the target scenario. This value is the same as the discharge power factor for ordinary users and users who primarily use gasoline at the same SOC range. This helps ensure that all user types can operate with a similar driving experience under the target scenario, while maximizing the use of electrical energy.

[0167] For frequent electricity users, the discharge power factor will be adjusted based on the actual needs of the vehicle and the user type in non-target scenarios. This may mean that the discharge power factor for frequent electricity users will be higher in non-target scenarios than in target scenarios, in order to meet a wider range of driving needs.

[0168] Within the same SOC range, the discharge power coefficient corresponding to the vehicle's current driving scenario is the same as that of the target scenario, the discharge power coefficient corresponding to ordinary users, and the discharge power coefficient corresponding to users who frequently use gasoline.

[0169] Because the maximum discharge power is limited by the vehicle controller when the battery SOC is low in order to ensure battery safety, as shown in Table 5.

[0170] Table 5

[0171]

[0172] In forced pure electric mode, to ensure vehicle power and comfort, the maximum battery discharge power limit is increased as shown in Table 6.

[0173] Table 6

[0174]

[0175] The discharge power coefficient represents the percentage of the battery's maximum discharge power limited by the on-board controller. Preferably, the values ​​for SOC range 1 to SOC range 3 are 0~5%, 5-10%, and above 10%, respectively; the values ​​for discharge power coefficient 1 to discharge power coefficient 3 are 0%, 50%, and 100%, respectively; and the values ​​for discharge power coefficient 4 to discharge power coefficient 6 are 30%, 70%, and 100%, respectively.

[0176] By determining the discharge power coefficient based on the real-time SOC of the power battery and the user's energy preference category, the vehicle's energy output can be managed more precisely, ensuring optimal energy utilization in different driving scenarios. For different user types, adjusting the discharge power coefficient can provide a more personalized driving experience, meeting the actual needs of different users. In target scenarios, setting a specific discharge power coefficient can maximize the use of electrical energy, reduce fuel consumption, and lower operating costs and environmental pollution. Dynamically adjusting the discharge power coefficient according to driving scenarios ensures that the vehicle achieves optimal performance and energy management in different situations.

[0177] Reference Figure 3 This application also provides a range extender control device based on user driving habits, including:

[0178] Module 101 is used to acquire historical vehicle usage data;

[0179] The user energy preference category identification module 102 is used to analyze the user's driving habits based on the vehicle's historical driving data in order to identify the user's energy preference category;

[0180] The range extender control module 103 is used to select the corresponding range extender start-up conditions, range extender shutdown conditions, and power generation selection conditions according to the user's energy preference category, and to control the range extender.

[0181] According to another aspect of this application, this application also provides a control device, including a processor, a memory, and a program or instructions stored in the memory and executable on the processor, wherein when the program or instructions are executed by the processor, they implement the steps of the range extender control method based on user driving habits as described above.

[0182] According to another aspect of this application, this application also provides a vehicle including the aforementioned range extender control device based on user driving habits.

[0183] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0184] Although preferred embodiments of the present invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the embodiments of the present invention.

[0185] It should also be noted that, in this document, the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are used for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or component referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, relational terms such as "first" and "second" are used to distinguish one entity or operation from another entity or operation, without necessarily requiring or implying any such actual relationship or order between these entities or operations, nor should they be construed as indicating or implying relative importance. Moreover, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device that comprises a list of elements does not include those elements, but also includes other elements not expressly listed, or elements inherent to such a process, method, article, or terminal device. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or terminal device that includes the element.

[0186] The technical solution provided by this invention has been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of this invention. The descriptions of the above embodiments are only for the purpose of helping to understand this invention, and the content of this specification should not be construed as a limitation of this invention. Furthermore, for those skilled in the art, there will be different forms of changes in the specific implementation methods and application scope based on this invention. It is neither necessary nor possible to exhaustively list all implementation methods here, but obvious changes or modifications derived therefrom are still within the protection scope of this invention.

Claims

1. A range extender control method based on user driving habits, characterized in that, include: Obtain historical vehicle usage data; Based on the vehicle's historical usage data, analyze user driving habits to identify user energy preference categories; Based on the user's energy preference category, select the corresponding range extender start-up conditions, range extender shutdown conditions, and power generation selection conditions to control the range extender. The vehicle's historical usage data includes: the mileage between the two most recent charges, the mileage between the two most recent refuelings, the number of refuelings, chargings, charging time periods, total pure electric mileage, and total fuel mileage within a preset period. The steps for analyzing user driving habits based on the vehicle's historical usage data to identify user energy preference categories include: Based on each of the following data categories, users' energy preferences are categorized separately: The length of time the vehicle has traveled between its two most recent charges. The distance the vehicle traveled between its two most recent refuelings, The ratio of the number of times a vehicle refuels to the number of times it charges within the first preset cycle. The number of times the vehicle is charged and the charging time period within the second preset cycle. The percentage of total pure electric driving mileage and the percentage of total fuel driving mileage of the vehicle in the third preset period; Based on the results of multiple user energy preference category classifications, a final classification of user energy preference categories is made.

2. The range extender control method based on user driving habits according to claim 1, characterized in that, User energy preference categories include: ordinary users, users who frequently use electricity, and users who frequently use oil. The starting conditions for range extenders are partially the same for ordinary users, users who mainly use electricity, and users who mainly use oil. The shutdown conditions for range extenders are partially the same for ordinary users, users who frequently use electricity, and users who frequently use oil. The selection criteria for power generation are partially the same for ordinary users, users who frequently use electricity, and users who frequently use oil. When the user's energy preference category is "frequent electricity user", specific thresholds are determined for the range extender start-up conditions, range extender shutdown conditions, and power generation selection conditions based on the frequent electricity user category; the frequent electricity user level is divided according to the proportion of pure electric mileage. When the user's energy preference category is "frequent fuel user", specific thresholds are determined for the range extender start-up conditions, range extender shutdown conditions, and power generation selection conditions based on the frequent fuel user category; the frequent fuel user level is divided according to the proportion of fuel mileage.

3. The range extender control method based on user driving habits according to claim 2, characterized in that, The starting conditions for range extenders for ordinary users, users who primarily use electricity, and users who primarily use oil all include: The real-time SOC of the power battery is less than the first preset SOC, the real-time vehicle speed is greater than the first preset vehicle speed, and the driver's power demand is greater than the first preset power. The shutdown conditions for range extenders for ordinary users, users with constant electricity supply, and users with constant oil supply all include at least one of the following conditions: The real-time state of charge (SOC) of the power battery is greater than the second preset SOC, and the first preset SOC is less than the second preset SOC. The vehicle's real-time speed is less than the second preset speed and remains at the first preset speed for a first preset duration; the second preset speed is less than the first preset speed. The driver's required power is less than the second preset power, and the second preset power is less than the first preset power. The vehicle's real-time gradient coefficient is less than the preset gradient coefficient; The power generation selection criteria for ordinary users, users who frequently use electricity, and users who frequently use oil all include: When the range extender is started, if the vehicle's battery SOC is greater than the third preset SOC and less than the second preset SOC, then the power generation will be selected based on the current vehicle speed range to achieve high power generation efficiency and good NVH performance; the third preset SOC < the first preset SOC. When the range extender is started, if the vehicle's battery SOC is less than or equal to the third preset SOC, the vehicle will select the power generation power with higher power generation efficiency based on the current vehicle speed range and the power demand range required by the driver.

4. The range extender control method based on user driving habits according to claim 3, characterized in that, The first preset SOC for users with frequent electricity use is less than the first preset SOC for ordinary users, which is less than the first preset SOC for users with frequent oil use. The first preset vehicle speed for users with frequent electricity use is less than the first preset vehicle speed for ordinary users, which is less than the first preset vehicle speed for users with frequent oil use. The first preset power for users with frequent electricity use is equal to the first preset power for ordinary users, which is equal to the first preset power for users with frequent oil use. The second preset SOC for users with frequent electricity use is less than the second preset SOC for ordinary users, which is less than the second preset SOC for users with frequent oil use. The second preset vehicle speed for users with frequent electricity use is less than the second preset vehicle speed for ordinary users, which is less than the second preset vehicle speed for users with frequent oil use. The second preset power for users with frequent electricity use is equal to the second preset power for ordinary users, which is equal to the second preset power for users with frequent oil use. The preset gradient coefficient for users with frequent electricity use is equal to the preset gradient coefficient for ordinary users, which is equal to the preset gradient coefficient for users with frequent oil use. The third preset SOC for frequent electricity users is less than the third preset SOC for ordinary users, which is less than the third preset SOC for frequent oil users. The vehicle speed ranges for frequent electricity users, ordinary users, and frequent oil users are different. The power demand ranges for frequent electricity users, ordinary users, and frequent oil users are different. The power generation capacity for frequent electricity users, ordinary users, and frequent oil users is different.

5. The range extender control method based on user driving habits according to claim 1, characterized in that, When the user's energy preference category is "frequent electricity user", the method further includes: If the current driving scenario of the vehicle is the target scenario, the range extender should not be started; If the current driving scenario of the vehicle is not the target scenario, the range extender is controlled according to the range extender start-up conditions, range extender shutdown conditions, and power generation selection conditions corresponding to the commonly used electricity users.

6. The range extender control method based on user driving habits according to claim 5, characterized in that, The method further includes: When the range extender stops, the maximum discharge power coefficient of the battery is determined based on the real-time SOC range of the power battery. The corresponding SOC range is the same for ordinary users, users who frequently use electricity, and users who frequently use oil. For users who frequently use electricity, under the same SOC range, the discharge power coefficient corresponding to the driving scenario when the vehicle is currently in the target scenario is different from the discharge power coefficient corresponding to the driving scenario when the vehicle is currently in a driving scenario other than the target scenario. Within the same SOC range, the discharge power coefficient corresponding to the vehicle's current driving scenario is the same as that of the target scenario, the discharge power coefficient corresponding to ordinary users, and the discharge power coefficient corresponding to users who frequently use gasoline.

7. A range extender control device based on user driving habits, characterized in that, include: The acquisition module is used to acquire historical vehicle usage data; The user energy preference category identification module is used to analyze user driving habits based on the vehicle's historical usage data in order to identify the user's energy preference category. The range extender control module is used to select the corresponding range extender start-up conditions, range extender shutdown conditions, and power generation selection conditions according to the user's energy preference category, and to control the range extender. The vehicle's historical usage data includes: the mileage between the two most recent charges, the mileage between the two most recent refuelings, the number of refuelings, chargings, charging time periods, total pure electric mileage, and total fuel mileage within a preset period. The steps for analyzing user driving habits based on the vehicle's historical usage data to identify user energy preference categories include: Based on each of the following data categories, users' energy preferences are categorized separately: The length of time the vehicle has traveled between its two most recent charges. The distance the vehicle traveled between its two most recent refuelings, The ratio of the number of times a vehicle refuels to the number of times it charges within the first preset cycle. The number of times the vehicle is charged and the charging time period within the second preset cycle. The percentage of total pure electric driving mileage and the percentage of total fuel driving mileage of the vehicle in the third preset period; Based on the results of multiple user energy preference category classifications, a final classification of user energy preference categories is made.

8. A control device, characterized in that, It includes a processor, a memory, and a program or instructions stored in the memory and executable on the processor, wherein when the program or instructions are executed by the processor, they implement the steps of the range extender control method based on user driving habits as described in any one of claims 1-6.

9. A vehicle, characterized in that, Includes the range extender control device based on user driving habits as described in claim 7.

Images