Vehicle self-adaptive energy management method and system and vehicle

Abstract

The invention discloses a vehicle self-adaptive energy management method and system and a vehicle. The method comprises the following steps: determining a first basic demand power of the range extender based on a current vehicle speed and a wheel power; determining a driving correction coefficient based on the historical driving data of the recent first set mileage; determining a second basic demand power based on the driving correction coefficient and the first basic demand power; determining an energy complementation habit correction coefficient based on the historical energy complementation data of the plurality of recent second set mileages; determining a third basic demand power based on the energy complementation habit correction coefficient and the second basic demand power; and determining the target power of the range extender based on the third basic demand power and the maximum available power of the range extender, and performing energy management based on the target power of the range extender. By correctly recognizing the driving behavior and the energy complementing habit, adjusting the starting and stopping and the operating power of the range extender, and adjusting the oil-electricity working proportion and the target balance SOC, the vehicle energy consumption is reduced, and the vehicle driving NVH and the dynamic property are improved.

Description

Technical Field

[0001] The present invention belongs to the technical field of vehicle energy management, and more specifically, relates to a vehicle adaptive energy management method, system and vehicle. Background Art

[0002] With the continuous improvement of the intelligence of motor vehicles, providing customers with simple, efficient and intelligent solutions is becoming a new focus, prompting vehicle manufacturers to continuously optimize and upgrade energy management design and strategy development. The working mode of hybrid models is complex, and multiple energy modes increase the complexity of user selection. Under the premise of ensuring normal driving, it automatically learns the user's energy replenishment habits, driving habits, usage environment, etc., and automatically adjusts the operating status of the range extender to achieve the optimal fuel economy, drivability and power of the vehicle in multiple scenarios.

[0003] The energy management of hybrid models includes pure electric priority, forced pure electric, and fuel priority modes, which are suitable for different user scenarios. For example, pure electric priority is recommended for users who are convenient for charging, and fuel priority is recommended for users who are not convenient for charging. It cannot automatically identify the user's usage habits and scenarios, provide users with the best energy usage solution, and reduce the complexity of user operations. In addition, a single-biased energy management strategy cannot fully interpret the user's actual driving needs.

[0004] The information disclosed in the background technology section of the present invention is only intended to deepen the understanding of the general background technology of the present invention, and should not be regarded as acknowledging or suggesting in any form that the information constitutes the prior art already known to those skilled in the art. Summary of the invention

[0005] The purpose of the present invention is to propose a vehicle adaptive energy management method, system and vehicle, so as to realize the addition of driving behavior and energy replenishment habits to the basic energy control strategy to form an adaptive energy management strategy that responds to the multi-dimensional aspects of people, vehicles, roads, environment and energy replenishment methods. By correctly identifying the user's charging and refueling intentions and the user's driving style, the start and stop of the range extender, the operating power, the oil-electric working ratio and the target balanced SOC are adjusted, the vehicle energy consumption is reduced, and the vehicle driving NVH (noise, vibration and harshness) and power are improved.

[0006] To achieve the above objectives, the present invention proposes a vehicle adaptive energy management method, system and vehicle.

[0007] According to a first aspect of the present invention, a vehicle adaptive energy management method is proposed, comprising:

[0008] Determining a first basic required power of the range extender based on the current vehicle speed and wheel power;

[0009] determining a driving correction factor based on historical driving data of a most recent first set mileage;

[0010] determining a second basic required power based on the driving correction coefficient and the first basic required power;

[0011] determining a refueling habit correction coefficient based on a plurality of recent historical refueling data of a second set mileage;

[0012] Determine a third basic required power based on the energy replenishment habit correction coefficient and the second basic required power;

[0013] The range extender target power is determined based on the third basic required power and the range extender maximum available power, and energy management is performed based on the range extender target power.

[0014] Optionally, the driving correction factor includes:

[0015] Driving acceleration correction factor and driving deceleration correction factor.

[0016] Optionally, determining the driving correction coefficient based on the historical driving data within the most recent first set mileage includes:

[0017] Acquiring historical driving data within a recent first set mileage, the historical driving data including vehicle speed, accelerator pedal opening, and brake pedal opening;

[0018] When the vehicle speed and the accelerator pedal opening degree meet the first set condition, the acceleration times are increased by one, the final acceleration times within the most recent first set mileage are counted, and the driving acceleration correction coefficient is determined by using a table lookup method based on the final acceleration times;

[0019] or,

[0020] When the vehicle speed and the brake pedal opening meet each second set condition, the deceleration times are increased by one, the final deceleration times within the most recent first set mileage are counted, and the driving deceleration correction coefficient is determined based on the final deceleration times by using a table lookup method.

[0021] Optionally, the first setting condition includes:

[0022] Vehicle speed <30km / h, accelerator pedal opening >50%, and duration 1.5s;

[0023] 30km / h≤Vehicle speed<80km / h, accelerator pedal opening>60%, and duration 1.5s;

[0024] 80km / h≤Vehicle speed<120km / h, accelerator pedal opening>70%, and duration 1.5s;

[0025] Vehicle speed ≥120km / h, accelerator pedal opening >80%, and duration 1.5s.

[0026] Optionally, the second setting condition includes:

[0027] Vehicle speed <30km / h, brake pedal opening >40%, and duration 1s;

[0028] 30km / h≤Vehicle speed<80km / h, brake pedal opening>45%, and duration 1s;

[0029] 80km / h≤Vehicle speed<120km / h, brake pedal opening>50%, and duration 1s;

[0030] Vehicle speed ≥120km / h, brake pedal opening >50%, and duration 1s.

[0031] Optionally, determining the energy replenishment habit correction coefficient based on a plurality of recent historical energy replenishment data of the second set mileage includes:

[0032] Acquire a plurality of historical energy replenishment data of the most recent second set mileage, wherein the historical energy replenishment data includes each refueling amount and each charging amount within each most recent second set mileage;

[0033] Based on each refueling amount, a total refueling amount corresponding to a most recent second set mileage is obtained; based on each charging amount, a total charging amount corresponding to a most recent second set mileage is obtained;

[0034] The total refueling amount of all the most recent second set mileages is weighted averaged to obtain the average total refueling amount, and the total charging amount of all the most recent second set mileages is weighted averaged to obtain the average total charging amount;

[0035] Determine a first target SOC by using a table lookup method based on the average total refueling amount, and determine a second target SOC by using a table lookup method based on the average total charged amount;

[0036] determining a target SOC based on the first target SOC and the second target SOC;

[0037] The energy replenishment habit correction coefficient is determined by using a table lookup method based on the difference between the target SOC and the current actual SOC.

[0038] Optionally, the maximum available power of the range extender is determined based on the maximum available power of the engine and the maximum available power of the generator:

[0039] Maximum available power of the range extender = min (maximum available power of the engine, maximum available power of the generator).

[0040] Optionally, the expression for determining the target power of the range extender is:

[0041] Range extender target power = min (third basic required power, maximum available power of range extender).

[0042] According to a second aspect of the present invention, a vehicle adaptive energy management system is provided, comprising:

[0043] A first determination module, configured to determine a first basic required power of the range extender based on a current vehicle speed and wheel power;

[0044] A second determination module, configured to determine a driving correction coefficient based on the historical driving data of a recent first set mileage;

[0045] a third determining module, configured to determine a second basic required power based on the driving correction coefficient and the first basic required power;

[0046] a fourth determining module, configured to determine a third basic required power based on the energy replenishment habit correction coefficient and the second basic required power;

[0047] a fifth determining module, configured to determine a range extender target power based on the third basic required power and a maximum available power of the range extender;

[0048] An energy management module is used to perform energy management based on the range extender target power.

[0049] According to a third aspect of the present invention, a vehicle is provided, comprising the vehicle adaptive energy management system according to the first aspect.

[0050] The beneficial effects of the present invention are as follows: the present invention determines a driving correction coefficient and an energy replenishment habit correction coefficient respectively through historical driving data and historical energy replenishment data, adjusts the basic required power of the range extender according to the driving correction coefficient and the energy replenishment habit correction coefficient, determines the target power of the range extender according to the adjusted basic required power, and performs energy management based on the target power of the range extender. By adding driving behavior and energy replenishment habits to the basic energy control strategy, a multi-dimensional adaptive energy management strategy that responds to people, vehicles, roads, environments, and energy replenishment methods is formed, and the operating state of the range extender is automatically adjusted to achieve optimal fuel economy, drivability, and power performance of the vehicle in multiple scenarios. The present invention adjusts the start and stop of the range extender, the operating power, the oil-electric working ratio and the target balance SOC by correctly identifying the user's charging and refueling intentions and the user's driving style, thereby reducing vehicle energy consumption and improving vehicle driving NVH and power performance.

[0051] The system of the present invention has other characteristics and advantages, which will be apparent from the drawings incorporated herein and the following detailed description, or will be described in detail in the drawings incorporated herein and the following detailed description, which together serve to explain the specific principles of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] The above and other objects, features and advantages of the present invention will become more apparent through a more detailed description of exemplary embodiments of the present invention in conjunction with the accompanying drawings, in which like reference numerals generally represent like components.

[0053] Figure 1 A flow chart showing the steps of a vehicle adaptive energy management method according to the present invention. DETAILED DESCRIPTION

[0054] The present invention will be described in more detail below with reference to the accompanying drawings. Although preferred embodiments of the present invention are shown in the accompanying drawings, it should be understood that the present invention can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided to make the present invention more thorough and complete, and to fully convey the scope of the present invention to those skilled in the art.

[0055] like Figure 1 As shown, a vehicle adaptive energy management method according to the present invention includes:

[0056] Determining a first basic required power of the range extender based on the current vehicle speed and wheel power;

[0057] determining a driving correction factor based on historical driving data of a most recent first set mileage;

[0058] determining a second basic required power based on the driving correction factor and the first basic required power;

[0059] determining a refueling habit correction coefficient based on a plurality of recent historical refueling data of a second set mileage;

[0060] Determine a third basic power requirement based on the energy replenishment habit correction coefficient and the second basic power requirement;

[0061] The range extender target power is determined based on the third basic required power and the maximum available power of the range extender, and energy management is performed based on the range extender target power.

[0062] Specifically, the present invention first determines the first basic required power of the range extender according to the current vehicle speed and wheel power by using a table lookup method. The first row and the first column of this table are the vehicle speed and the wheel power respectively, and the intersection of the rows and columns is the first basic required power under the corresponding vehicle speed and wheel power; then the driving correction coefficient is determined according to the historical driving data of the most recent first set mileage. For example, the historical driving data of the most recent 10 kilometers is counted, and the user's driving style and driving behavior can be correctly identified according to the driving correction coefficient. The second basic required power is determined by the driving correction coefficient and the first basic required power, that is, the second basic required power = the first basic required power * the driving correction coefficient; then the energy replenishment habit correction coefficient is determined based on multiple historical energy replenishment data of the most recent second set mileage. For example, the most recent 1 The energy replenishment habit correction coefficient is determined according to the historical energy replenishment data of 500 kilometers (the most recent 500 kilometers). The user's energy replenishment habits can be correctly identified according to the energy replenishment habit correction coefficient, and the third basic demand power is determined by the energy replenishment habit correction coefficient and the second basic demand power, that is, the third basic demand power = second basic demand power * energy replenishment habit correction coefficient; finally, the range extender target power is determined according to the third basic demand power and the maximum available power of the range extender, that is, the range extender target power = min (third basic demand power, maximum available power of the range extender), and energy management is performed according to the range extender target power. During the start-stop and power adjustment process, the speed increase and decrease are controlled by speed filtering to avoid power mutation and NVH deterioration. By adding driving behavior and energy replenishment habits to the basic energy control strategy, an adaptive energy management strategy that responds to the multi-dimensional aspects of people, vehicles, roads, environment, and energy replenishment methods is formed, and the operating state of the range extender is automatically adjusted to achieve the optimal fuel economy, drivability, and power of the vehicle in multiple scenarios; the present invention correctly identifies the user's charging and refueling intentions and the user's driving style, adjusts the start and stop of the range extender, the operating power, the oil-electric working ratio and the target balanced SOC, thereby reducing vehicle energy consumption and improving vehicle driving NVH and power.

[0063] In one example, the driving correction factors include:

[0064] Driving acceleration correction factor and driving deceleration correction factor.

[0065] In one example, determining the driving correction factor based on historical driving data within a recent first set mileage includes:

[0066] Obtaining historical driving data within the first set mileage, the historical driving data including vehicle speed, accelerator pedal opening, and brake pedal opening;

[0067] When the vehicle speed and the accelerator pedal opening degree meet the first set condition each time, the acceleration times are increased by one, the final acceleration times within the most recent first set mileage are counted, and the driving acceleration correction coefficient is determined by a table lookup method based on the final acceleration times;

[0068] or,

[0069] When the vehicle speed and the brake pedal opening meet every second set condition, the deceleration times are increased by one, the final deceleration times within the most recent first set mileage are counted, and the driving deceleration correction coefficient is determined based on the final deceleration times using a table lookup method.

[0070] Specifically, the present invention first counts historical driving data within the most recent first set mileage, that is, the vehicle speed and the corresponding accelerator pedal opening and brake pedal opening. The vehicle speed can be collected according to the vehicle speed sensor, and the accelerator pedal opening and brake pedal opening can be collected by the corresponding pressure sensor. When the vehicle speed and the corresponding accelerator pedal opening meet the first set condition each time, the acceleration times are increased by one, and the final acceleration times within the most recent first set mileage are counted. Based on the final acceleration times, a table lookup method is used to determine the driving acceleration correction coefficient, and the first basic required power of the range extender during the acceleration process is corrected. The first and second rows of this table are the final acceleration times and the corresponding acceleration correction coefficient, respectively. Positive coefficient; when the vehicle speed and the brake pedal opening meet each second set condition, the number of decelerations is increased by one, the final number of decelerations within the most recent first set mileage is counted, and the driving deceleration correction coefficient is determined by a table lookup method based on the final number of decelerations, and the first basic required power of the range extender during the deceleration process is corrected. The first and second rows of this table are the final number of decelerations and the corresponding deceleration correction coefficient, respectively; that is, when the current vehicle state is a deceleration state, the second basic required power is determined based on the deceleration correction coefficient and the first basic required power; when the current vehicle state is an acceleration state, the second basic required power is determined based on the acceleration correction coefficient and the first basic required power.

[0071] In one example, the first setting condition includes:

[0072] Vehicle speed <30km / h, accelerator pedal opening >50%, and duration 1.5s;

[0073] 30km / h≤Vehicle speed<80km / h, accelerator pedal opening>60%, and duration 1.5s;

[0074] 80km / h≤Vehicle speed<120km / h, accelerator pedal opening>70%, and duration 1.5s;

[0075] Vehicle speed ≥120km / h, accelerator pedal opening >80%, and duration 1.5s.

[0076] In one example, the second setting condition includes:

[0077] Vehicle speed <30km / h, brake pedal opening >40%, and duration 1s;

[0078] 30km / h≤Vehicle speed<80km / h, brake pedal opening>45%, and duration 1s;

[0079] 80km / h≤Vehicle speed<120km / h, brake pedal opening>50%, and duration 1s;

[0080] Vehicle speed ≥120km / h, brake pedal opening >50%, and duration 1s.

[0081] In one example, determining the energy replenishment habit correction coefficient based on a plurality of recent historical energy replenishment data of a second set mileage includes:

[0082] Acquire a plurality of historical energy replenishment data of the most recent second set mileage, the historical energy replenishment data including each refueling amount and each charging amount within each most recent second set mileage;

[0083] Based on each refueling amount, a total refueling amount corresponding to the most recent second set mileage is obtained; based on each charging amount, a total charging amount corresponding to the most recent second set mileage is obtained;

[0084] The total refueling amount of all the most recent second set mileages is weighted averaged to obtain the average total refueling amount, and the total charging amount of all the most recent second set mileages is weighted averaged to obtain the average total charging amount;

[0085] A first target SOC is determined by a table lookup method based on an average total refueling amount, and a second target SOC is determined by a table lookup method based on an average total charging amount;

[0086] determining a target SOC based on the first target SOC and the second target SOC;

[0087] The energy replenishment habit correction coefficient is determined by using a table lookup method based on the difference between the target SOC and the current actual SOC.

[0088] Specifically, the present invention first counts the historical energy replenishment data of multiple recent second set mileages, that is, each refueling amount and each charging amount within each of the multiple recent second set mileages, and can also count the SOC before charging and the SOC after charging (battery state of charge, which can be understood as the remaining power), as well as the remaining oil amount before refueling and the remaining oil amount after refueling, wherein, if the current refueling amount <5L (reference value), the current refueling amount is not counted, if the SOC change before and after this charging is <5% (reference value) or the charging amount <2kWh (reference value), the current charging amount is not counted; then, the total refueling amount corresponding to the recent second set mileage is calculated based on each refueling amount, and the total charging amount corresponding to the recent second set mileage is calculated based on each charging amount; then, the total refueling amount of all recent second set mileages is weighted averaged to obtain the average total refueling amount, and the total charging amount of all recent second set mileages is weighted averaged to obtain the average total charging amount;

[0089] For example, the weighted average of the total refueling amounts of the five most recent second set mileages is used to obtain the average total refueling amount δF_avg: δF_avg = 0.1*δF1+0.1*δF2+0.2*δF3+0.3*δF4+0.3*δF5; wherein δF1 is the total refueling amount of the first most recent second set mileage, δF2 is the total refueling amount of the second most recent second set mileage, and so on.

[0090] The average total refueling amount δE_avg is obtained by weighted averaging the total charging amount of the 5 most recent second set mileages: δE_avg=0.1*δE1+0.1*δE2+0.2*δE3+0.3*δE4+0.3*δE5; wherein δE1 is the total refueling amount of the first most recent second set mileage, δE2 is the total refueling amount of the second most recent second set mileage, and so on;

[0091] The first target SOC is determined based on the average total refueling amount by using a table lookup method. The first line of this table is the average total refueling amount, and the second line is the corresponding first target SOC. The second target SOC is determined based on the average total charged amount by using a table lookup method. The first line of this table is the average total charged amount, and the second line is the corresponding second target SOC. The target SOC is determined based on the first target SOC and the second target SOC: target SOC = (first target SOC + second target SOC) / 2. Finally, the energy replenishment habit correction coefficient is determined based on the difference between the target SOC and the current actual SOC (δSOC), δSOC = target SOC - current actual SOC. The first line of this table is the difference between the target SOC and the current actual SOC, and the second line is the energy replenishment habit correction coefficient.

[0092] In one example, the range extender maximum available power is determined based on the engine maximum available power and the generator maximum available power:

[0093] Maximum available power of the range extender = min (maximum available power of the engine, maximum available power of the generator).

[0094] In one example, the expression for determining the range extender target power is:

[0095] Range extender target power = min (third basic required power, maximum available power of range extender).

[0096] The present invention is further described below in conjunction with the accompanying drawings and specific embodiments, but is not intended to be limiting of the present invention. It should be noted that the embodiments and features in the embodiments of the present invention may be combined with each other without conflict.

[0097] Embodiment 1

[0098] This embodiment provides a vehicle adaptive energy management method, including:

[0099] Determining a first basic required power of the range extender based on the current vehicle speed and wheel power;

[0100] determining a driving correction factor based on historical driving data of a most recent first set mileage;

[0101] determining a second basic required power based on the driving correction factor and the first basic required power;

[0102] determining a refueling habit correction coefficient based on a plurality of recent historical refueling data of a second set mileage;

[0103] Determine a third basic power requirement based on the energy replenishment habit correction coefficient and the second basic power requirement;

[0104] The range extender target power is determined based on the third basic required power and the maximum available power of the range extender, and energy management is performed based on the range extender target power.

[0105] Driving correction factors include:

[0106] Driving acceleration correction factor and driving deceleration correction factor.

[0107] Determining the driving correction factor based on the historical driving data within the most recent first set mileage includes:

[0108] Obtaining historical driving data within the first set mileage, the historical driving data including vehicle speed, accelerator pedal opening, and brake pedal opening;

[0109] When the vehicle speed and the accelerator pedal opening degree meet the first set condition each time, the acceleration times are increased by one, the final acceleration times within the most recent first set mileage are counted, and the driving acceleration correction coefficient is determined by a table lookup method based on the final acceleration times;

[0110] or,

[0111] When the vehicle speed and the brake pedal opening meet every second set condition, the deceleration times are increased by one, the final deceleration times within the most recent first set mileage are counted, and the driving deceleration correction coefficient is determined based on the final deceleration times using a table lookup method.

[0112] The first set of conditions includes:

[0113] Vehicle speed <30km / h, accelerator pedal opening >50%, and duration 1.5s;

[0114] 30km / h≤Vehicle speed<80km / h, accelerator pedal opening>60%, and duration 1.5s;

[0115] 80km / h≤Vehicle speed<120km / h, accelerator pedal opening>70%, and duration 1.5s;

[0116] Vehicle speed ≥120km / h, accelerator pedal opening >80%, and duration 1.5s.

[0117] The second setting condition includes:

[0118] Vehicle speed <30km / h, brake pedal opening >40%, and duration 1s;

[0119] 30km / h≤Vehicle speed<80km / h, brake pedal opening>45%, and duration 1s;

[0120] 80km / h≤Vehicle speed<120km / h, brake pedal opening>50%, and duration 1s;

[0121] Vehicle speed ≥120km / h, brake pedal opening >50%, and duration 1s.

[0122] Determining the energy replenishment habit correction coefficient based on a plurality of recent historical energy replenishment data of the second set mileage includes:

[0123] Acquire a plurality of historical energy replenishment data of the most recent second set mileage, the historical energy replenishment data including each refueling amount and each charging amount within each most recent second set mileage;

[0124] Based on each refueling amount, a total refueling amount corresponding to the most recent second set mileage is obtained; based on each charging amount, a total charging amount corresponding to the most recent second set mileage is obtained;

[0125] The total refueling amount of all the most recent second set mileages is weighted averaged to obtain the average total refueling amount, and the total charging amount of all the most recent second set mileages is weighted averaged to obtain the average total charging amount;

[0126] A first target SOC is determined by a table lookup method based on an average total refueling amount, and a second target SOC is determined by a table lookup method based on an average total charging amount;

[0127] determining a target SOC based on the first target SOC and the second target SOC;

[0128] The energy replenishment habit correction coefficient is determined by using a table lookup method based on the difference between the target SOC and the current actual SOC.

[0129] Determine the maximum available power of the range extender based on the maximum available power of the engine and the maximum available power of the generator:

[0130] Maximum available power of the range extender = min (maximum available power of the engine, maximum available power of the generator).

[0131] The expression for determining the target power of the range extender is:

[0132] Range extender target power = min (third basic required power, maximum available power of range extender).

[0133] Embodiment 2

[0134] This embodiment provides a vehicle adaptive energy management method, including:

[0135] The vehicle speed is collected by the speed sensor and transmitted to the PDCU (power domain controller), and the accelerator pedal opening and brake pedal opening are collected respectively through two pressure sensors; the charging and refueling information are sent to the PDCU through the BMS (battery management system) and EMS (engine management system), and the available power of the engine and generator is sent to the PDCU through the EMS and GCU (range extender generator controller, referred to as range extender); the PDCU calculates the required power of the range extender, the driving correction factor, the energy replenishment habit correction factor and the target SOC, and sends the actual power, start and stop status and target speed to the EMS and GCU for execution, thereby realizing energy management control.

[0136] The PDCU controller determines the basic required power of the range extender according to the vehicle speed and wheel power (wheel torque * wheel speed / 9550) through Table 1.

[0137]

[0138] Table 1

[0139] The driving correction factor includes: driving acceleration correction factor and driving deceleration correction factor.

[0140] PDCU counts the number of times n_acc that the accelerator pedal opening is greater than the statistical value in Table 2 below and the duration is >1.5s (reference value) in the recent mileage (for example, 10km) at different vehicle speeds. The more times, the greater the driving acceleration correction coefficient fac_acc. The driving acceleration correction coefficient is determined according to Table 3 to correct the basic range extender required power during acceleration.

[0141] Vehicle speed / km / h <30 30～80 80～120 >120 Opening / % 50 60 70 80

[0142] Table 2

[0143] n_acc 10 15 20 >30 fac_acc 1 1.05 1.1 1.2

[0144] Table 3

[0145] PDCU counts the number of times n_de that the brake pedal is pressed at a degree greater than the statistical value in Table 4 below and the duration is >1s (reference value) in the recent mileage (for example, 10km) at different speed ranges. The more times, the greater the driving deceleration correction coefficient fac_de. The driving acceleration correction coefficient is determined according to Table 5 to correct the basic range extender demand power during deceleration.

[0146] Vehicle speed / km / h <30 30～80 80～120 >120 Brake opening / % 40 45 50 50

[0147] Table 4

[0148] n_de 10 15 20 >30 fac_de 1 1.05 1.1 1.2

[0149] Table 5

[0150] At certain intervals (e.g. 100km), the PDCU records the amount of each charge, the SOC before charging, and the SOC after charging through fast or slow charging equipment within the mileage. If the SOC change before and after this charge is <5% (reference value) or the charge amount is <2kWh (reference value), the charge amount will not be counted, and the total charge amount δE will be obtained by summing up the charge amount of each charge within the mileage. The statistical results of the last five mileages (e.g. 500km) are weighted averaged to obtain δE_avg:

[0151] δE_avg=0.1*δE1+0.1*δE2+0.2*δE3+0.3*δE4+0.3*δE5

[0152] Based on the calculated δE_avg, query Table 6 below to obtain the target SOC_1 (reference table, based on vehicle configuration calibration);

[0153] δE_avg / kWh 50 40 30 20 10 0 Target SOC_1 / % 20 25 30 35 40 50

[0154] Table 6

[0155] PDCU collects the amount of each refueling within a certain mileage, the remaining fuel before refueling, and the remaining fuel after refueling. If the current refueling amount is <5L (reference value), the refueling will not be counted. The total refueling amount δF is obtained by summing up the amount of each refueling within the mileage. The statistical results of the last five mileages (for example, 500km) are weighted averaged to obtain δF_avg:

[0156] δF_avg=0.1*δF1+0.1*δF2+0.2*δF3+0.3*δF4+0.3*δF5

[0157] Based on the calculated δF_avg, query the following table 7 to obtain the target SOC_2 (reference table, based on vehicle configuration calibration)

[0158] δF_avg / L 50 40 30 20 10 0 Target SOC_2 / % 50 40 35 30 25 20

[0159] Table 7

[0160] Target SOC=(target SOC_1+target SOC_2) / 2.

[0161] The energy charging habit correction coefficient is determined based on the difference between the target SOC and the current actual SOC. The larger the target SOC, the larger the energy charging habit correction coefficient fac_engy is, and the smaller the target SOC, the smaller the energy charging habit correction coefficient is. The energy charging habit correction coefficient is between [0,1.5].

[0162] The difference between the target SOC and the current actual SOC is δSOC=target SOC-current actual SOC.

[0163] Based on the calculated δSOC, refer to Table 8 to obtain the energy replenishment habit correction coefficient fac_engy (reference table, calibrable based on vehicle configuration)

[0164] δSOC / % -30 -20 -5 0 5 20 30 fac_engy 0 0 0.5 1 1.1 1.2 1.5

[0165] Table 8

[0166] According to the current maximum available power of the engine and generator issued by the controller EMS and GCU, the PDCU determines the maximum available power limit of the range extender:

[0167] Maximum available power limit of range extender = min (maximum available power of engine, maximum available power of generator);

[0168] Required power = basic required power * driving correction factor * energy replenishment habit factor, range extender target power = min (required power, range extender maximum available power limit), PDCU controller determines engine start and stop based on range extender target power, sends start and stop requirements and range extender operating speed to EMS and GCU, and during start and stop and power adjustment, speed increase and decrease are subject to speed filtering control to avoid power mutation and NVH degradation.

[0169] Embodiment 3

[0170] This embodiment provides a vehicle adaptive energy management system, including:

[0171] A first determination module, configured to determine a first basic required power of the range extender based on a current vehicle speed and wheel power;

[0172] A second determination module, configured to determine a driving correction coefficient based on the historical driving data of a recent first set mileage;

[0173] A third determination module, configured to determine a second basic required power based on the driving correction coefficient and the first basic required power;

[0174] A fourth determination module, configured to determine a third basic required power based on the energy replenishment habit correction coefficient and the second basic required power;

[0175] a fifth determining module, configured to determine a target power of the range extender based on a third basic required power and a maximum available power of the range extender;

[0176] The energy management module is used to perform energy management based on the range extender target power.

[0177] Embodiment 4

[0178] This embodiment provides a vehicle, which includes the vehicle adaptive energy management system described in the third embodiment.

[0179] The embodiments of the present invention have been described above, and the above description is exemplary, not exhaustive, and is not limited to the disclosed embodiments. Many modifications and changes will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments.

Claims

1. A vehicle adaptive energy management method, characterized in that: include: Determining a first basic required power of the range extender based on the current vehicle speed and wheel power; determining a driving correction factor based on historical driving data of a most recent first set mileage; determining a second basic required power based on the driving correction coefficient and the first basic required power; determining a refueling habit correction coefficient based on a plurality of recent historical refueling data of a second set mileage; Determine a third basic required power based on the energy replenishment habit correction coefficient and the second basic required power; The range extender target power is determined based on the third basic required power and the range extender maximum available power, and energy management is performed based on the range extender target power.

2. The vehicle adaptive energy management method according to claim 1, characterized in that: The driving correction factors include: Driving acceleration correction factor and driving deceleration correction factor.

3. The vehicle adaptive energy management method according to claim 2, characterized in that: Determining the driving correction coefficient based on the historical driving data within the most recent first set mileage includes: Acquiring historical driving data within a recent first set mileage, the historical driving data including vehicle speed, accelerator pedal opening, and brake pedal opening; When the vehicle speed and the accelerator pedal opening degree meet the first set condition, the acceleration times are increased by one, the final acceleration times within the most recent first set mileage are counted, and the driving acceleration correction coefficient is determined by using a table lookup method based on the final acceleration times; or, When the vehicle speed and the brake pedal opening meet each second set condition, the deceleration times are increased by one, the final deceleration times within the most recent first set mileage are counted, and the driving deceleration correction coefficient is determined based on the final deceleration times by using a table lookup method.

4. The vehicle adaptive energy management method according to claim 3, characterized in that: The first setting condition includes: Vehicle speed <30km / h, accelerator pedal opening >50%, and duration 1.5s; 30km / h≤Vehicle speed<80km / h, accelerator pedal opening>60%, and duration 1.5s; 80km / h≤Vehicle speed<120km / h, accelerator pedal opening>70%, and duration 1.5s; Vehicle speed ≥120km / h, accelerator pedal opening >80%, and duration 1.5s.

5. The vehicle adaptive energy management method according to claim 3, characterized in that: The second setting condition includes: Vehicle speed <30km / h, brake pedal opening >40%, and duration 1s; 30km / h≤Vehicle speed<80km / h, brake pedal opening>45%, and duration 1s; 80km / h≤Vehicle speed<120km / h, brake pedal opening>50%, and duration 1s; Vehicle speed ≥120km / h, brake pedal opening >50%, and duration 1s.

6. The vehicle adaptive energy management method according to claim 1, characterized in that: The step of determining the energy replenishment habit correction coefficient based on a plurality of recent historical energy replenishment data of a second set mileage includes: Acquire a plurality of historical energy replenishment data of the most recent second set mileage, wherein the historical energy replenishment data includes each refueling amount and each charging amount within each most recent second set mileage; Based on each refueling amount, a total refueling amount corresponding to a most recent second set mileage is obtained; based on each charging amount, a total charging amount corresponding to a most recent second set mileage is obtained; The total refueling amount of all the most recent second set mileages is weighted averaged to obtain the average total refueling amount, and the total charging amount of all the most recent second set mileages is weighted averaged to obtain the average total charging amount; Determine a first target SOC by using a table lookup method based on the average total refueling amount, and determine a second target SOC by using a table lookup method based on the average total charged amount; determining a target SOC based on the first target SOC and the second target SOC; The energy replenishment habit correction coefficient is determined by using a table lookup method based on the difference between the target SOC and the current actual SOC.

7. The vehicle adaptive energy management method according to claim 1, characterized in that: Determine the maximum available power of the range extender based on the maximum available power of the engine and the maximum available power of the generator: Maximum available power of the range extender = min (maximum available power of the engine, maximum available power of the generator).

8. The vehicle adaptive energy management method according to claim 1, characterized in that: The expression for determining the target power of the range extender is: Range extender target power = min (third basic required power, maximum available power of range extender).

9. A vehicle adaptive energy management system, characterized in that: include: A first determination module, configured to determine a first basic required power of the range extender based on a current vehicle speed and wheel power; A second determination module, configured to determine a driving correction coefficient based on the historical driving data of a recent first set mileage; a third determining module, configured to determine a second basic required power based on the driving correction coefficient and the first basic required power; a fourth determining module, configured to determine a third basic required power based on the energy replenishment habit correction coefficient and the second basic required power; a fifth determining module, configured to determine a range extender target power based on the third basic required power and a maximum available power of the range extender; An energy management module is used to perform energy management based on the range extender target power.

10. A vehicle, characterized in that: The vehicle comprises the vehicle adaptive energy management system of claim 9.

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