Vehicle energy complementing method and device, controller, medium and vehicle

Abstract

The embodiment of the invention provides a vehicle energy complementing method and device, a controller, a medium and a vehicle, and relates to the technical field of vehicles. The method comprises the steps that average power of at least two time periods before the current moment of a vehicle motor and a deviation value between the average power of the at least two time periods are obtained, when the deviation value is not within a preset range, the length of the time periods is corrected, the corrected average power of the at least two time periods is obtained, and the corrected average power of the at least two time periods is obtained; and repeating the step until the deviation value of the corrected average power of the at least two time periods is within a preset range, and determining the energy complementing power according to the corrected average power of the time period which is continuous with the current moment, namely the average power of the target time period. And finally, according to the energy complementing power, performing energy complementing on the vehicle battery. By means of the method, balance of efficiency and economical efficiency is achieved in the aspect of energy complementing power adjustment of the range extender, and the overall performance of the vehicle is improved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and in particular, to a method, device, controller, medium, and vehicle for charging a vehicle. Background Art

[0002] With the popularization of new energy vehicles, range-extended electric vehicles have become an important choice in the market due to their advantages of both electric and internal combustion engines. Battery power management technology in range-extended vehicles is not only crucial for ensuring battery safety and performance but also directly affects the overall vehicle energy efficiency and user experience.

[0003] In the existing battery power management technology of range-extended electric vehicles, on the one hand, the range extender is started for power generation based on the State of Charge (SOC) of the vehicle. When the SOC of the vehicle is lower than a certain threshold, the range extender starts to generate power and stops after reaching a certain preset value. This method causes the range extender to start and stop frequently, keeping the battery in a non-economic charge-discharge cycle for a long time, reducing the vehicle's endurance and user experience. On the other hand, the power generation of the range extender is dynamically adjusted by matching the power demand of the drive motor in real time. This method requires the engine to frequently adjust its power output, and the efficiency of the internal combustion engine under dynamic working conditions is usually lower than that in steady-state operation, resulting in an increase in the overall energy consumption of the vehicle.

[0004] In summary, the existing technology has problems in terms of efficiency and economy in adjusting the charging power of the range extender, and there is an urgent need for a solution that can achieve a balance between the two to improve the energy efficiency of the range extender and the economy of the whole vehicle. Summary of the Invention

[0005] The embodiments of the present application provide a method, device, controller, medium, and vehicle for charging a vehicle, aiming to achieve the effect of balancing efficiency and economy in adjusting the charging power of the range extender.

[0006] In a first aspect, the embodiments of the present application provide a method for charging a vehicle, including:

[0007] Obtain the average power of at least two time periods before the current moment of the electric motor;

[0008] Obtain the deviation value between the average powers of the at least two time periods;

[0009] When the deviation value is not within the preset range, correct the length of the time period and re-obtain the average power of the at least two corrected time periods, and repeat this step until the deviation value of the average power of the at least two corrected time periods is within the preset range;

[0010] Determine the charging power according to the average power of the target time period, where the target time period is the corrected time period consecutive with the current moment;

[0011] Perform energy replenishment on the battery according to the energy replenishment power.

[0012] In a possible implementation manner, when the deviation value is not within the preset range, correcting the length of the time period includes:

[0013] If the deviation value is greater than the first preset value, increase the length of the time period to obtain the corrected time period;

[0014] If the deviation value is less than the second preset value, shorten the length of the time period to obtain the corrected time period;

[0015] Wherein, the first preset value is greater than the second preset value, and the preset range is the range from the first preset value to the second preset value.

[0016] In a possible implementation manner, the method further includes:

[0017] If the number of time periods is two, obtain the absolute value of the difference between the average powers of the two time periods to obtain the deviation value between the average powers of the two time periods;

[0018] If the number of time periods is multiple, obtain the absolute value of the difference between the maximum average power and the minimum average power among the multiple time periods to obtain the deviation value of the average powers of the multiple time periods.

[0019] In a possible implementation manner, determining the energy replenishment power according to the average power of the target time period includes:

[0020] Obtain the average power of the corrected target time period that is before the current moment and continuous with the current moment;

[0021] Correct the average power according to the vehicle battery working condition data to obtain the energy replenishment power.

[0022] In a possible implementation manner, correcting the average power according to the working condition data of the vehicle battery to obtain the energy replenishment power includes:

[0023] Correct the average power according to the remaining power of the battery and / or the actual current consumption of the vehicle at present to obtain the corrected power;

[0024] Select the optimal energy replenishment power that is closest to the corrected power from the multiple optimal energy replenishment powers of the vehicle's range extender as the energy replenishment power.

[0025] In a possible implementation manner, correcting the average power according to the remaining power of the battery and / or the actual current consumption of the vehicle at present to obtain the corrected power includes:

[0026] Correcting the average power according to the remaining power of the battery and a preset target power to obtain the corrected power; or,

[0027] Correcting the average power according to the actual current consumption of the vehicle at present and a preset target current to obtain the corrected power; or,

[0028] Correcting the average power according to the remaining power of the battery, the preset target power, the actual current consumption of the vehicle at present and the preset target current to obtain the corrected power.

[0029] In a possible implementation manner, correcting the average power according to the remaining power of the battery and a preset target power to obtain the corrected power includes:

[0030] Obtaining the percentage of the absolute value of the difference between the remaining power of the battery and the target power in the full power of the battery as the power correction ratio for correcting the average power;

[0031] If the remaining power of the battery is greater than the target power, correcting the average power downward according to the power correction ratio to obtain the corrected power;

[0032] If the remaining power of the battery is less than the target power, correcting the average power upward according to the power correction ratio to obtain the corrected power.

[0033] In a possible implementation manner, correcting the average power according to the actual current consumption of the vehicle at present and a preset target current to obtain the corrected power includes:

[0034] Obtaining the percentage of the difference between the actual current consumption of the vehicle at present and the target current in the maximum rated current consumption of the vehicle as the current correction ratio for correcting the average power;

[0035] If the actual current consumption of the vehicle at present is greater than the target current, correcting the average power upward according to the current correction ratio to obtain the corrected power;

[0036] If the actual current consumption of the vehicle at present is less than the target current, taking the average power as the corrected power.

[0037] In a possible implementation manner, correcting the average power according to the remaining power of the battery, a preset target power, the actual current consumption of the vehicle currently, and a preset target current to obtain the corrected power includes:

[0038] Obtaining, as a power correction ratio for correcting the average power, the percentage of the absolute value of the difference between the remaining power of the battery and the target power in the full power of the battery;

[0039] If the remaining power of the battery is greater than the target power, correcting the average power downward according to the power correction ratio to obtain an intermediate power;

[0040] If the remaining power of the battery is less than the target power, correcting the average power upward according to the power correction ratio to obtain an intermediate power;

[0041] Obtaining, as a current correction ratio for correcting the intermediate power, the percentage of the difference between the actual current consumption of the vehicle currently and the target current in the maximum rated current consumption of the vehicle;

[0042] If the actual current consumption of the vehicle currently is greater than the target current, correcting the intermediate power upward according to the current correction ratio to obtain the corrected power;

[0043] If the actual current consumption of the vehicle currently is less than the target current, using the intermediate power as the corrected power.

[0044] In a second aspect, an energy replenishment device for a vehicle provided by an embodiment of the present application includes:

[0045] A first processing module, configured to obtain the average power of at least two time periods before the current moment of the motor;

[0046] A second processing module, configured to obtain the deviation value between the average powers of the at least two time periods;

[0047] A third processing module, configured to, when the deviation value is not within a preset range, correct the length of the time period and re-obtain the average power of the corrected at least two time periods, and repeat this step until the deviation value of the average power of the corrected at least two time periods is within the preset range;

[0048] A fourth processing module, configured to determine the energy replenishment power according to the average power of the target time period, where the target time period is the corrected time period consecutive with the current moment;

[0049] A fifth processing module, configured to replenish energy to the battery according to the energy replenishment power.

[0050] In a third aspect, an embodiment of the present application provides a controller, including: a memory and a processor;

[0051] The memory stores computer-executable instructions;

[0052] The processor executes the computer-executable instructions stored in the memory, so that the processor executes the first aspect and / or various possible implementation manners of the first aspect as described above.

[0053] In a fourth aspect, an embodiment of the present application provides a vehicle, including: a vehicle body and the controller described in the third aspect.

[0054] In a fifth aspect, an embodiment of the present application provides a computer-readable storage medium, in which computer-executable instructions are stored, and when the computer-executable instructions are executed by a processor, they are used to implement the first aspect and / or various possible implementation manners of the first aspect as described above.

[0055] For the energy replenishment method, device, controller, medium and vehicle provided by the embodiments of the present application, in this method, the average power of at least two time periods before the current moment of the vehicle motor and the deviation value between the average powers of the at least two time periods are obtained. When the deviation value is not within the preset range, the length of the time period is corrected to obtain the average power of the corrected at least two time periods, and this step is repeated until the deviation value of the average power of the corrected at least two time periods is within the preset range. The energy replenishment power is determined according to the average power of the corrected time periods continuous with the current moment. Finally, the vehicle battery is replenished with energy according to the energy replenishment power. Through the above method, the frequent start and stop of the range extender are reduced, and the battery is prevented from being in a non-economic charge and discharge cycle for a long time; at the same time, the energy consumption increase caused by the frequent adjustment of the engine power output is reduced, and the operation efficiency of the internal combustion engine is improved. That is, a balance between the energy efficiency of the range extender and the vehicle economy is achieved in terms of adjusting the energy replenishment power of the range extender. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] The accompanying drawings here are incorporated into the specification and constitute a part of this specification, showing the embodiments consistent with the present application, and are used together with the specification to explain the principles of the present application.

[0057] Figure 1 It is a schematic flow chart of an energy replenishment method for a vehicle provided by the present application Figure 1 ;

[0058] FIG. 2(a) is a schematic diagram of a specific implementation manner of an energy replenishment method for a vehicle provided by the present application Figure 1 ;

[0059] FIG. 2(b) is a second schematic diagram of a specific implementation manner of an energy replenishment method for a vehicle provided by the present application;

[0060] Figure 3 Flow diagram two of a method for replenishing energy of a vehicle provided by this application;

[0061] Figure 4 Flow diagram of a method for replenishing energy of a vehicle provided by this application Figure 3 ;

[0062] Figure 5 Flow diagram of a method for replenishing energy of a vehicle provided by this application Figure 4 ;

[0063] Figure 6 Flow diagram of a method for replenishing energy of a vehicle provided by this application Figure 5 ;

[0064] Figure 7 Specific implementation manner illustration of a method for replenishing energy of a vehicle provided by this application Figure 3 ;

[0065] Figure 8 Structural schematic diagram of a device for replenishing energy of a vehicle provided by this application;

[0066] Figure 9 Structural schematic diagram of a controller provided by this application.

[0067] Through the above-mentioned drawings, specific embodiments of this application have been shown, and there will be more detailed descriptions hereinafter. These drawings and text descriptions are not intended to limit the scope of the concept of this application in any way, but to illustrate the concept of this application to those skilled in the art by referring to specific embodiments. Specific implementation manner

[0068] Here, exemplary embodiments will be described in detail, and examples thereof are shown in the drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The implementation manners described in the following exemplary embodiments do not represent all implementation manners consistent with this application. On the contrary, they are merely examples of devices and methods consistent with some aspects of this application as detailed in the appended claims.

[0069] First, the nouns involved in this application are explained:

[0070] Range extender: Usually composed of an engine and a generator, the engine operates to drive the generator to generate electricity, and the generated electric energy is used to charge the vehicle battery, and then supply power to the motor that drives the vehicle, ensuring that when the battery power is insufficient, the driving range of the vehicle can be extended through the power generation of the range extender;

[0071] Next, the application background of this application is explained as follows:

[0072] With the enhancement of people's environmental awareness and the attention to the exhaust emission problems of traditional fuel vehicles, the new energy vehicle market has witnessed remarkable development in recent years. By combining the environmental protection advantages of pure electric drive with the endurance guarantee advantages of internal combustion engine power generation, it has become an important choice for consumers to seek a balance between long-range requirements and environmentally friendly travel. However, the battery charging management problem of vehicles has always been a key factor restricting their further development and performance improvement.

[0073] In the existing battery power management technology of range-extended electric vehicles, on the one hand, the range extender is started to generate electricity based on the vehicle's SOC. When the vehicle's SOC is lower than a certain preset threshold, the range extender starts to work for power generation, and when the power reaches a certain preset value, the range extender stops running. This simple threshold control method will cause the range extender to start and stop frequently, not only increasing the wear of mechanical components, reducing the service life of the range extender, but also making the battery in a non-economic charge-discharge cycle for a long time. In a non-economic charge-discharge cycle, the charge-discharge efficiency of the battery decreases, the internal chemical reaction is unstable, thus accelerating the aging of the battery, reducing the performance and capacity of the battery, and ultimately affecting the vehicle's endurance. At the same time, the frequent start and stop of the range extender will also bring obvious vibrations and noises to the passengers and drivers, greatly reducing the user's driving and riding experience.

[0074] On the other hand, the power generation of the range extender is dynamically adjusted by real-time matching the power demand of the drive motor. This method requires the engine of the range extender to frequently adjust the power output to meet the constantly changing power demand of the drive motor. However, the working characteristics of the internal combustion engine determine that its efficiency under dynamic working conditions is usually lower than that under steady-state operation. When the engine frequently changes the power output, its combustion process is unstable, the fuel cannot be fully burned, resulting in low energy conversion efficiency, thus increasing the overall energy consumption of the vehicle. In addition, the frequent power adjustment will also make it difficult for the engine to maintain its working state in the optimal efficiency range, further reducing the energy utilization efficiency and increasing the operating cost.

[0075] In the actual application of range-extended vehicles, different driving conditions have different requirements for battery charging. For example, in urban congested road conditions, the vehicle starts and stops frequently, and the power demand of the drive motor fluctuates greatly; while when driving on the highway, the power demand of the vehicle is relatively stable but the overall energy consumption is high. The existing charging methods are difficult to adapt to this complex and changeable working condition and cannot achieve efficient and economic charging under different working conditions, resulting in the charging power of the range extender being either too high, causing energy waste, or too low, unable to meet the battery charging demand in time and affecting the normal operation of the vehicle.

[0076] In summary, the existing vehicle charging technologies have dual problems of efficiency and economy in the charging power adjustment of the range extender. There is an urgent need for a solution that can strike a balance between the two and achieve a balance between charging efficiency and economy under different working conditions, so as to improve the energy efficiency of the range extender and the economy of the whole vehicle, and improve the user experience.

[0077] Based on the above technical problems, during the research on the charging power adjustment strategy of the vehicle, the inventor found that the average power of the motor in different time periods can reflect the characteristics of the vehicle's power consumption. By continuously repeating the process of correcting the time period length and re-obtaining the average power until the deviation values of the average power of at least two corrected time periods are within the preset range, the average power obtained at this time can more accurately reflect the actual power demand status of the current vehicle. The charging power determined based on the average power of the corrected time periods consecutive to the current moment makes it more matching with the actual power demand of the vehicle, avoiding the frequent start and stop of the range extender and the problem of low efficiency of the engine under dynamic working conditions. Based on this, the present application provides a vehicle charging method, device, controller, medium and vehicle. This method can be applied to the charging of hybrid vehicles, and can also be applied to various scenarios such as the upper loading process of pump trucks and the driving process of pump trucks. The present application does not make specific limitations.

[0078] The following uses specific embodiments to elaborate in detail on the technical solutions of the present application and how the technical solutions of the present application solve the above technical problems. These several specific embodiments below can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The following will describe the embodiments of the present application in conjunction with the drawings.

[0079] Figure 1 Flow schematic of a vehicle charging method provided by the present application Figure 1 , as Figure 1 shown, the method includes:

[0080] S101: Obtain the average power of at least two time periods before the current moment of the motor.

[0081] In this step, obtaining the average power of at least two time periods before the current moment of the motor is the basis for implementing the dynamic charging strategy. For example, if the average powers of two consecutive 5-minute periods before the current moment are 80kW and 120kW respectively, it indicates that the vehicle may change from a steady driving state to a climbing condition, and at this time, the charging strategy needs to be adjusted to cope with the increased power demand during vehicle climbing. By statistically analyzing the power consumption of the motor within a continuous time window, the aim is to capture the changing trend of the power demand during the vehicle operation.

[0082] Specifically, in the energy management system of a hybrid vehicle, the Vehicle Control Unit (VCU) continuously obtains the average power of the Motor Control Unit (MCU) for at least two time periods before the current moment through the Controller Area Network (CAN) bus or the Local Interconnect Network (LAN) bus at a high sampling rate of 10 - 100 ms. The initial value setting of the time window of this time period can be based on the analysis of the vehicle's driving environment. For example, in an urban driving environment, the vehicle often faces frequent starts, stops, accelerations, and decelerations. A shorter time window (such as 2 - 3 seconds) helps to quickly respond to changes in power demand, ensuring that the vehicle can timely adjust the power output to adapt to the changing traffic conditions. On the highway, the vehicle's speed and power demand are relatively stable and change slowly. A longer time window (such as 5 - 8 seconds) can effectively filter out short-term power fluctuations, reduce unnecessary adjustments, and thus improve fuel economy and driving comfort. By obtaining the average power of the motor for at least two time periods before the current moment, the vehicle controller can capture the dynamic changes in the vehicle operating conditions in real time, providing a reliable data basis for subsequent energy replenishment strategies.

[0083] S102: Obtain the deviation value between the average powers of at least two time periods.

[0084] In this step, the deviation value directly reflects the dynamic change trend of the vehicle operating conditions. In the vehicle energy management system, the average power deviation value of at least two time periods reflects the real-time fluctuation amplitude of the motor power demand. When the deviation value is large (such as exceeding the preset threshold of ±20%), it indicates that the vehicle may be in severe operating conditions such as acceleration, climbing, or frequent starts and stops. When the deviation value is small (such as below the preset threshold), it indicates that the vehicle operating state is relatively stable (such as driving at a constant speed). By obtaining the deviation value between the average powers of at least two time periods before the current moment, the vehicle controller can capture the vehicle's operating state in real time, providing a reliable data basis for subsequent energy replenishment strategies.

[0085] S103: When the deviation value is not within the preset range, correct the length of the time period, and re-obtain the average power of at least two corrected time periods. Repeat this step until the deviation value of the average power of at least two corrected time periods is within the preset range.

[0086] In this step, the deviation value not being within the preset range means that the deviation value between the average powers of at least two time periods before the current moment of the motor exceeds the upper limit of the preset range or is lower than the lower limit of the preset range. At this time, based on the deviation value obtained in S102, the length of the time period is corrected, and the average powers of at least two corrected time periods are re-obtained until the deviation value of the average powers of at least two corrected time periods is within the preset range. The closed-loop iteration realizes the real-time matching of the time window and the vehicle working condition characteristics, and finally provides a reliable data basis for determining the accurate energy replenishment power, ensuring that the vehicle system always maintains the optimal energy distribution state under complex working conditions.

[0087] Specifically, when the deviation value is not within the preset range, the length of the time period is corrected. The vehicle control unit will recalculate the average powers of at least two corrected time periods and re-evaluate the deviation value between the average powers of at least two time periods until the deviation value of the average powers of at least two corrected time periods is within the preset range. This ensures that the length of the time period is more suitable for the current vehicle operating conditions, so that the vehicle system can more accurately capture the changing trend of the vehicle power demand, optimize the vehicle's energy consumption performance under different driving conditions, enhance the overall energy efficiency and driving experience, thereby improving the accuracy and efficiency of energy management.

[0088] S104: Determine the energy replenishment power according to the average power of the target time period, where the target time period is the corrected time period consecutive with the current moment.

[0089] In this step, based on S103, after correcting the time period in which the deviation value between the average powers of at least two time periods before the current moment of the motor is not within the preset range, the average powers of at least two corrected time periods (the deviation value between the average powers of at least two corrected time periods is within the preset range) are determined as the average power of the corrected time period consecutive with the current moment, that is, the average power of the target time period, which is also the energy replenishment power.

[0090] Through multiple corrections of the time period, the finally determined energy replenishment power can not only respond to sudden changes in working conditions in a timely manner (such as the power jump during climbing), but also effectively filter out short-term noise (such as accidental fluctuations of the accelerator pedal), solving the problems of efficiency and economy in the adjustment of the energy replenishment power, and significantly improving the energy utilization efficiency.

[0091] S105: Recharge the battery according to the energy replenishment power.

[0092] When the vehicle control unit VCU determines the energy replenishment power through real-time iteration, it transmits the energy replenishment power to the range extender controller via the CAN bus. The range extender adjusts the engine speed and generator torque to make the actual output power match the energy replenishment power in real time, completing the recharge of the battery.

[0093] The energy replenishment method for a vehicle provided by an embodiment of the present application realizes accurate prediction and response to the vehicle's energy demand by obtaining and analyzing the average power of the motor in different time periods in real time. Specifically, the vehicle control unit first obtains the average power of the motor in at least two time periods before the current moment through high-frequency sampling, calculates the deviation value between the average powers of these time periods, and judges the dynamic change of the vehicle operating condition. When the deviation value exceeds the preset range, the length of the time period is adjusted, and the corrected average power is recalculated until the deviation value falls within the preset range. Finally, the determined energy replenishment power is transmitted to the range extender controller through the controller area network bus, and the range extender adjusts the engine speed and generator torque to make the actual output power match the energy replenishment power in real time, realizing efficient energy replenishment of the battery. Through the above method, the energy utilization efficiency of the vehicle under complex working conditions is significantly improved, ensuring the efficiency and economy of the energy replenishment strategy. It not only improves the fuel economy of the hybrid system, but also enhances the driving comfort and the overall performance of the vehicle.

[0094] Based on the Figure 1 embodiment, the energy replenishment method for the vehicle further includes:

[0095] In a possible implementation manner, if the number of time periods is two, the absolute value of the difference between the average powers of the two time periods is obtained to get the deviation value between the average powers of the two time periods.

[0096] In one case, if the number of time periods is two, the vehicle control unit obtains the average powers of the motor at two times before the current moment. Assuming the current moment is T, the average powers P1 and P2 of two consecutive time periods from T1 to T2 (such as the previous 5 seconds) and from T2 to T3 (such as the next 5 seconds) are respectively obtained, and the absolute value of the difference between the average powers of the two time periods is calculated to get the deviation value between the average powers of the two time periods as . By obtaining the deviation value between the average powers of the two time periods, the change range of the power demand is intuitively reflected, providing a data basis for adjusting the length of the time period.

[0097] In another possible implementation manner, if the number of time periods is multiple, the absolute value of the difference between the maximum average power and the minimum average power among the multiple time periods is obtained to get the deviation value of the average powers of the multiple time periods.

[0098] In another case, if there are multiple time periods, the vehicle control unit obtains the average power at at least two times before the current time of the motor. Taking the number of time periods as 4 as an example, assuming the current time is T, the average powers P1, P2, P3, and P4 of the four time periods from T1 to T2 (the first 5-second time period), from T2 to T3 (the second 5-second time period), from T3 to T4 (the third 5-second time period), and from T4 to T5 (the fourth 5-second time period) are obtained respectively. Assuming , then calculate the absolute value of the difference between the maximum average power and the minimum average power in the four time periods, and the deviation value between the average powers of multiple time periods is obtained as . Obtaining the deviation value between the average powers of multiple time periods through the extreme value difference makes the deviation value more statistically stable and provides a data basis for adjusting the length of the time period.

[0099] Figure 2(a) is a schematic diagram of a specific implementation manner of a vehicle energy replenishment method provided by the present application Figure 1 , on the basis of Figure 1 the embodiment, in S103: when the deviation value is not within the preset range, correct the length of the time period, specifically including:

[0100] In a possible implementation manner, if the deviation value is greater than the first preset value, increase the length of the time period to obtain the corrected time period.

[0101] After obtaining the average power of at least two time periods before the current time of the motor, it cannot be directly used as the energy replenishment power for the next time period. The time period needs to be corrected based on the deviation value between the average powers of at least two time periods. If the deviation value is greater than the first preset value, it indicates that the power demand of the vehicle has experienced a significant change. By increasing the length of the time period, more stable power demand data can be obtained within a longer time window, so that the energy replenishment power will not be adjusted frequently due to short-term drastic changes, resulting in unnecessary energy management adjustments.

[0102] The first preset value is a key threshold parameter for determining whether to increase the length of the time period. This value cannot be too large to ensure the sensitivity to the actual working condition changes of the vehicle to capture the power fluctuations of the range extender starting and stopping frequently, nor can it be too small to avoid overreacting to short-term noise to filter out accidental disturbances. Based on a large amount of real vehicle test data, for example, if the deviation value is greater than 40 kW, then increase the length of the time period.

[0103] As shown in Figure 2(a), in the process of determining the energy replenishment power for the next time period based on the average power over at least two time periods before the current time, when the deviation value is greater than the first preset value, the length of the time period is increased. Specifically, if the deviation value is greater than the first preset value, for example, the deviation value is greater than 40 kW, the length of the time period is dynamically increased through the exponentially weighted moving average algorithm, that is , where is the length of the initial time period, is the growth step size, is the length of the time period after growth.

[0104] Exemplarily, assume that the lengths of two time periods before the current time of the motor are 5 seconds, and the deviation value between the average powers of the two time periods is greater than 40 kW. Through the growth step size such as 2 seconds, the time period is gradually increased until the deviation value between the average powers of the two time periods is less than or equal to 40 kW, and then the time period is no longer increased, and the corrected time period is obtained.

[0105] By dynamically increasing the length of the time period, the deviation value between the average powers of at least two time periods is less than or equal to the first preset value, reducing the frequent energy management adjustments caused by short-term fluctuations and improving the stability of the whole vehicle.

[0106] Figure 2(b) is a second schematic diagram of a specific implementation manner of an energy replenishment method for a vehicle provided by this application. On the basis of Figure 1 the embodiment, in S103: when the deviation value is not within the preset range, the length of the time period is corrected, specifically including:

[0107] In a possible implementation manner, if the deviation value is less than the second preset value, the length of the time period is shortened to obtain the corrected time period.

[0108] If the deviation value is less than the second preset value, it indicates that the power demand of the vehicle changes little. By shortening the length of the time period, unnecessary power waste can be reduced within a shorter time period, further improving the fuel economy and overall energy efficiency of the vehicle.

[0109] The second preset value is a key threshold parameter for determining whether to shorten the time period. This value cannot be too large, and it is necessary to ensure that it can effectively capture and respond to the subtle power demand changes of the vehicle. It cannot be too small either, to avoid frequent power adjustments affecting the stability and energy efficiency of the whole vehicle. Based on a large amount of real vehicle test data, for example, if the deviation value is less than 20 kW, the length of the time period is shortened.

[0110] As shown in Figure 2(b), in the process of determining the energy replenishment power for the next time period based on the average power of at least two time periods before the current time, when the deviation value is less than the second preset value, the length of the time period is shortened. Specifically, if the deviation value is less than the first preset value, for example, the deviation value is less than 20 kW, the length of the time period is dynamically shortened by the above-mentioned exponentially weighted moving average algorithm.

[0111] Exemplarily, assume that the lengths of two time periods before the current time of the motor are 8 seconds, and the deviation value between the average powers of the two time periods is less than 20 kW. By shortening the step size such as 2 seconds, the time period is gradually shortened until the deviation value between the average powers of the two time periods is greater than or equal to 20 kW, and then the time period is no longer shortened, and the corrected time period is obtained.

[0112] By dynamically shortening the length of the time period, the deviation value between the average powers of at least two time periods is greater than or equal to the second preset value, reducing unnecessary power waste and further improving the fuel economy and overall energy efficiency of the vehicle.

[0113] In the above example, the preset range of the deviation value between the average powers of at least two time periods before the current time of the motor is 20 kW - 40 kW. It can be understood that the first preset value is greater than the second preset value, and the preset range is the range from the first preset value to the second preset value.

[0114] It should be noted that in this solution, the first preset value and the second preset value are set based on ensuring that the vehicle system can effectively distinguish significant power demand changes from subtle fluctuations of the vehicle, so that the energy replenishment power can achieve a balance between adjustment efficiency and economy, and are based on actual vehicle tests. Therefore, in actual work, the setting of the preset range needs to be appropriately adjusted according to the actual situation, and this application does not make specific limitations.

[0115] Figure 3 This is the second flowchart of the energy replenishment method for a vehicle provided by the present application. As Figure 3 shown, on the basis of the above embodiment, this embodiment further includes:

[0116] S301: Obtain the average power of the corrected target time period that is before the current time and continuous with the current time.

[0117] In this step, based on S102 - S103, when the deviation value between the average powers in at least two time periods is not within the preset range, the length of the time period is corrected, and the average powers of the corrected at least two time periods are obtained again until the deviation value of the average powers of the corrected at least two time periods is within the preset range, thus completing the correction of the length of the target time period. At this time, similar to S101, the vehicle control unit obtains the average power of the corrected time period that is before the current moment and continuous with the current moment of the motor controller. Obtaining the average power after correcting the length of the time period can achieve the optimal distribution of the energy flow of the vehicle in complex driving scenarios, ensuring both the continuity of power output and the improvement of the energy efficiency and economy of the whole vehicle.

[0118] S302: Correct the average power according to the vehicle battery condition data to obtain the energy replenishment power.

[0119] In the vehicle energy management system, the vehicle battery condition data includes core parameters such as the state of charge (SOC) of the vehicle battery and the current actual power consumption current. Correcting the average power based on the vehicle's remaining SOC and the current actual power consumption current can make the energy replenishment power not only meet the real - time power demand of the vehicle, but also optimize the battery's usage efficiency and lifespan, improving the overall performance and economy of the vehicle.

[0120] S3021: Correct the average power according to the remaining battery charge and / or the current actual power consumption current of the vehicle to obtain the corrected power.

[0121] The remaining charge of the vehicle directly reflects the current available energy reserve of the battery, and its percentage value represents the remaining degree of the battery capacity; the current actual power consumption of the vehicle reflects the instantaneous power demand of the vehicle in real - time. The vehicle control unit corrects the average power according to the remaining battery charge and / or the current actual power consumption current of the vehicle, which can not only meet the real - time energy demand of the vehicle, but also optimize the battery's usage efficiency, improving the overall performance and economy of the vehicle.

[0122] The first case: Correct the average power according to the remaining battery charge and the preset target charge to obtain the corrected power.

[0123] The preset target charge is used to determine whether it is necessary to correct the average power by comparing it with the remaining battery charge, so as to help the vehicle control system perform energy distribution during actual operation to achieve the best energy utilization and efficiency.

[0124] In a specific implementation of this solution, the preset target power can be 45%-50%, and the specific values can be 45%, 47%, 48%, 49%, 50%, etc. By comparing the current remaining power of the battery with the preset target power, the average power is corrected to obtain the corrected power.

[0125] The second case: According to the current actual power consumption current of the vehicle and the preset target current, the average power is corrected to obtain the corrected power.

[0126] The preset target current is used to determine whether it is necessary to correct the average power to meet the real-time energy demand and efficiency target of the vehicle by comparing it with the current actual power consumption current of the vehicle. The setting of the target current needs to ensure that the vehicle can provide sufficient power support in various situations, while avoiding unnecessary energy waste. In addition, the health status of the battery should also be taken into account to avoid excessive current causing the battery to overheat or accelerate aging.

[0127] In a specific implementation of this solution, the preset target current can be about 50A, and the specific values can be 49A, 50A or 51A, etc. By comparing the current actual power consumption current of the vehicle with the preset target current, the average power is corrected to obtain the corrected power.

[0128] It should be noted that the above preset target current of about 50A and the preset target power of 45%-50% are only a specific implementation in this technical solution and should be adjusted appropriately during actual application. This application does not make specific limitations.

[0129] The third case: According to the remaining power of the battery, the preset target power, the current actual power consumption current of the vehicle and the preset target current, the average power is corrected to obtain the corrected power.

[0130] That is to say, when both the current remaining power of the vehicle's battery and the actual power consumption current are not within the preset target power range and the preset target current range, it is necessary to correct the average power according to the remaining power of the battery and the current actual power consumption current of the vehicle to obtain the corrected power. Among them, the values of the preset target power and the preset target current are the same as those described in the first case and the second case, and will not be elaborated here.

[0131] S3022: Select the best charging power that is closest to the corrected power from the multiple best charging powers of the vehicle's range extender as the charging power.

[0132] In this step, the thermal efficiency of the vehicle range extender varies non-linearly with the speed and load, reaching an efficiency peak at a specific speed-torque combination, forming discrete high-efficiency operating ranges. Within this range, the speed-torque combination of the range extender optimizes the balance among fuel combustion efficiency, mechanical transmission efficiency, and electrical energy conversion efficiency.

[0133] Specifically, in the medium and low-speed cruise application scenario, assuming that multiple optimal energy replenishment powers of the vehicle range extender include 40kW, 45kW, 50kW, and 55kW, and the corrected power obtained by correcting the average power according to S3021 is 43kW. Based on the principle of proximity, the energy replenishment power of the vehicle range extender is determined to be 45kW for replenishing the vehicle's battery.

[0134] By selecting the optimal energy replenishment power of the range extender closest to the corrected power as the execution power, the maximization of energy conversion efficiency is ensured, and the coordinated optimization of the fuel economy of the range extender, battery health, and vehicle dynamic performance is achieved.

[0135] The energy replenishment method for the vehicle provided in the embodiments of the present application obtains the average power of the corrected time period before the current moment, and corrects the average power based on the remaining battery power and the preset target power, or the actual power consumption current of the vehicle and the preset target current, or the combination of both, to obtain the corrected power. Finally, the value closest to the corrected power is selected from multiple optimal energy replenishment powers of the range extender as the energy replenishment power to maximize the energy conversion efficiency. Through the above method, the continuity of power output and energy efficiency economy of the vehicle in complex driving scenarios are ensured, and the coordinated optimization of battery health and vehicle dynamic performance is achieved.

[0136] Figure 4 It is a schematic flow of an energy replenishment method for a vehicle provided by the present application Figure 3 as Figure 4 shown. Based on the embodiment, in the first case of S3021: correcting the average power according to the remaining battery power and the preset target power to obtain the corrected power, specifically including: Figure 3 S401: Obtain the percentage of the absolute value of the difference between the remaining battery power and the target power in the full battery power as the power correction ratio for correcting the average power.

[0137] The calculation formula of the power correction ratio is as follows:

[0138]

[0139]

[0140] ​As described in the first case of S3021: In a specific implementation of this solution, the preset target power can be 45% - 50%. Assume the target power value is 46%.

[0141] The vehicle control unit obtains the current remaining power of the battery. Assume the current remaining power of the vehicle battery is 70%. Then the absolute value of the difference between the remaining power of the battery and the target power is 24%, and this absolute value accounts for 24% of the full charge of the battery. Determine 24% as the power correction ratio for correcting the average power.

[0142] The vehicle control unit obtains the current remaining power of the battery. Assume the current remaining power of the vehicle battery is 23%. Then the absolute value of the difference between the remaining power of the battery and the target power is 23%, and this absolute value accounts for 23% of the full charge of the battery. Determine 23% as the power correction ratio for correcting the average power.

[0143] S402: Determine whether the remaining power of the battery is the target power.

[0144] S403: If the remaining power of the battery is greater than the target power, then correct the average power downward according to the power correction ratio to obtain the corrected power.

[0145] The remaining power of the battery being greater than the target power indicates that the battery stores enough energy to meet the current and short - term vehicle energy requirements, and there is no need for excessive charging power. Therefore, correcting the average power downward can reduce unnecessary energy consumption, improve energy utilization efficiency, and ensure the economy and performance of the vehicle under different working conditions.

[0146] The calculation formula for the corrected power is as follows:

[0147]

[0148] Based on S401: Assume that the average power of the corrected time period before the current moment and continuous with the current moment is 38 kW. Then, in this case, the remaining power of the battery, 70%, is greater than the target power of 46%. So, correct the average power downward by 9.12 kW according to the power correction ratio of 24% to obtain the corrected power of 28.88 kW.

[0149] S404: If the remaining power of the battery is less than the target power, then correct the average power upward according to the power correction ratio to obtain the corrected power.

[0150] The remaining power of the battery being less than the target power indicates that the energy reserve of the battery is insufficient to support the normal operation of the vehicle, especially in cases where high - power output is required. Therefore, correcting the average power upward can quickly replenish the energy reserve of the battery to ensure that the vehicle meets its energy requirements during current and future operations.

[0151] The calculation formula for the corrected power is as follows:

[0152]

[0153] Based on S401: Assume that the average power of the corrected time period before the current moment and continuous with the current moment is 38 kW. Then, in this case, the remaining battery power of 23% is less than the target power of 46%. Therefore, the average power is corrected upward by 8.74 kW according to the power correction ratio of 23%, and the corrected power is 46.74 kW.

[0154] In the above assumption, the values of the remaining vehicle power and the target power are only for providing a specific scenario to more clearly understand the power correction ratio and the method of correcting the average power upward or downward. The values are only for illustrative purposes to help explain how to correct the average power according to the remaining battery power relative to the target power, and do not constitute a limitation to the actual application.

[0155] Figure 5 Flow schematic of a vehicle energy replenishment method provided by this application Figure 4 , as Figure 5 shown, based on the Figure 3 embodiment, in the second case of S3021: According to the actual current consumption of the vehicle and the preset target current, the average power is corrected to obtain the corrected power, which specifically includes:

[0156] S501: Obtain the percentage of the difference between the actual current consumption of the vehicle and the target current in the maximum rated current consumption of the vehicle as the current correction ratio for correcting the average power.

[0157] The calculation formula for the current correction ratio is as follows:

[0158]

[0159] As described in the second case of S3021: In a specific implementation of this solution, the preset target current can be about 50 A. Assume the target current is 50 A and the maximum rated current consumption of the vehicle is 150 A.

[0160] The vehicle control unit obtains the actual current consumption of the vehicle. Assume the actual current consumption of the vehicle is 76 A. Then, the absolute value of the difference between the actual current consumption of the vehicle and the target current is 26 A, and this absolute value accounts for 17.33% of the maximum rated current consumption of the vehicle. Determine 17.33% as the current correction ratio for correcting the average power.

[0161] The vehicle control unit obtains the actual current consumption of the vehicle. Assuming the actual current consumption of the vehicle is 46A, then the actual current consumption of the vehicle is less than the target current, and the absolute value of the difference is 4A.

[0162] S502: Determine whether the actual current consumption of the vehicle is the target current.

[0163] S503: If the actual current consumption of the vehicle is greater than the target current, then correct the average power upward according to the current correction ratio to obtain the corrected power.

[0164] The actual current consumption of the vehicle being greater than the target current indicates that the current power consumption demand of the vehicle is higher than the preset target value. Therefore, correcting the average power upward can quickly replenish the energy reserve and prevent the battery from over-discharging or the system from overloading.

[0165] The calculation formula for the corrected power is as follows:

[0166]

[0167] Based on S501: Assume that the average power of the corrected time period before and continuous with the current moment is 38kW. Then, in this case, the actual current consumption of the vehicle, 76A, is greater than the target current, 50A. So, the average power is corrected upward by 6.5854kW according to the current correction ratio of 17.33% to obtain the corrected power of 44.5854kW.

[0168] S504: If the actual current consumption of the vehicle is less than the target current, then use the average power as the corrected power.

[0169] The actual current consumption of the vehicle being less than the target current indicates that the current power consumption demand of the vehicle is relatively low. At this time, no additional power compensation is required, and maintaining the average power can meet the demand.

[0170] Based on S501: Assume that the average power of the corrected time period before and continuous with the current moment is 38kW. Then, in this case, the actual current consumption of the vehicle, 46A, is less than the target current, 50A. So, the average power is not corrected, and the average power of 38kW is used as the corrected power.

[0171] In the above assumptions, like the remaining battery charge of the vehicle, the values of the actual current consumption and the target current of the vehicle are only provided to present a specific scenario for a clearer understanding of the current correction ratio and the method of correcting the average power upward or not. The values are only for example purposes to help illustrate how to correct the average power according to the actual current consumption of the vehicle relative to the target current, and do not impose limitations on the actual application.

[0172] Figure 6 Flow schematic of a charging method for a vehicle provided in this application Figure 5 , as Figure 6 shown, based on the embodiment, in the third case of S3021: According to the remaining battery power, the preset target power, the actual current consumption of the vehicle currently, and the preset target current, the average power is corrected to obtain the corrected power, which specifically includes: Figure 3

[0173] S601: Obtain the percentage of the absolute value of the difference between the remaining battery power and the target power in the full battery power as the power correction ratio for correcting the average power.

[0174] S602: Determine whether the remaining battery power is the target power.

[0175] S603: If the remaining battery power is greater than the target power, correct the average power downward according to the power correction ratio to obtain the intermediate power.

[0176] S604: If the remaining battery power is less than the target power, correct the average power upward according to the power correction ratio to obtain the intermediate power.

[0177] S605: Obtain the percentage of the difference between the actual current consumption of the vehicle currently and the target current in the maximum rated current consumption of the vehicle as the current correction ratio for correcting the average power.

[0178] S606: Determine whether the actual current consumption of the vehicle currently is the target current.

[0179] S607: If the actual current consumption of the vehicle currently is greater than the target current, correct the intermediate power upward according to the current correction ratio to obtain the corrected power.

[0180] S608: If the actual current consumption of the vehicle currently is less than the target current, use the intermediate power as the corrected power.

[0181] The charging method for the vehicle provided in this embodiment, its implementation principle and technical effects are the same as those of the charging method for the vehicle described in the Figure 4 embodiment and Figure 5 embodiment, and will not be elaborated here.

[0182] Figure 7 Specific implementation manner schematic of a charging method for a vehicle provided in this application Figure 3 , as Figure 7 shown, based on the above embodiment, the overall logic of this solution is:

[0183] ​Obtain the average power of at least two time periods before the current moment of the motor and the deviation value between the average powers of the at least two time periods. If the deviation value is greater than the first preset value, increase the length of the time period to obtain the corrected time period; if the deviation value is less than the second preset value, shorten the length of the time period to obtain the corrected time period. Until the deviation value of the average powers of the corrected at least two time periods is within the preset range.

[0184] Then, correct the average power according to the vehicle battery working condition data, that is, correct the average power according to the remaining power of the battery and / or the actual current consumption of the vehicle at present to obtain the corrected power.

[0185] Finally, select the optimal charging power closest to the corrected power from multiple optimal charging powers of the vehicle's range extender as the charging power, and charge the battery according to the charging power.

[0186] Its implementation principle and technical effects are Figures 1 to 6 the same as those described in the embodiment, and will not be elaborated here.

[0187] Figure 8 The structure diagram of a charging device for a vehicle provided by this application is as Figure 8 shown. The charging device 80 for the vehicle provided in this embodiment includes:

[0188] The first processing module 801 is used to obtain the average power of at least two time periods before the current moment of the motor;

[0189] The second processing module 802 is used to obtain the deviation value between the average powers of the at least two time periods;

[0190] The third processing module 803 is used to correct the length of the time period when the deviation value is not within the preset range, and re-obtain the average power of the corrected at least two time periods, and repeat this step until the deviation value of the average powers of the corrected at least two time periods is within the preset range;

[0191] The fourth processing module 804 is used to determine the charging power according to the average power of the target time period, and the target time period is the corrected time period continuous with the current moment;

[0192] The fifth processing module 805 is used to charge the battery according to the charging power.

[0193] In a possible implementation manner, the third processing module 803 is specifically used for:

[0194] If the deviation value is greater than the first preset value, increase the length of the time period to obtain the corrected time period;

[0195] If the deviation value is less than the second preset value, shorten the length of the time period to obtain a corrected time period;

[0196] Among them, the first preset value is greater than the second preset value, and the preset range is from the first preset value to the second preset value.

[0197] In a possible implementation, the energy replenishment device 80 of the vehicle further includes a sixth processing module 806, which is used for:

[0198] If the number of time periods is two, obtain the absolute value of the difference between the average powers of the two time periods to obtain the deviation value between the average powers of the two time periods;

[0199] If the number of time periods is multiple, obtain the absolute value of the difference between the maximum average power and the minimum average power among the multiple time periods to obtain the deviation value of the average powers of the multiple time periods.

[0200] In a possible implementation, the fourth processing module 804 is specifically used for:

[0201] Obtain the average power of the corrected target time period that is before the current moment and continuous with the current moment;

[0202] Correct the average power according to the vehicle battery condition data to obtain the energy replenishment power.

[0203] In a possible implementation, the fourth processing module 804 is specifically used for:

[0204] Correct the average power according to the remaining power of the battery and / or the actual current consumption of the vehicle at present to obtain a corrected power;

[0205] Select the best energy replenishment power that is closest to the corrected power from the multiple best energy replenishment powers of the vehicle's range extender as the energy replenishment power.

[0206] In a possible implementation, the fourth processing module 804 is specifically used for:

[0207] Correct the average power according to the remaining power of the battery and the preset target power to obtain a corrected power; or,

[0208] Correct the average power according to the actual current consumption of the vehicle at present and the preset target current to obtain a corrected power; or,

[0209] Correct the average power according to the remaining power of the battery, the preset target power, the actual current consumption of the vehicle at present and the preset target current to obtain a corrected power.

[0210] In a possible implementation, the fourth processing module 804 is specifically used for:

[0211] Obtain the percentage of the absolute value of the difference between the remaining power of the battery and the target power in the full power of the battery, and use it as the power correction ratio for correcting the average power;

[0212] If the remaining power of the battery is greater than the target power, correct the average power downward according to the power correction ratio to obtain the corrected power;

[0213] If the remaining power of the battery is less than the target power, correct the average power upward according to the power correction ratio to obtain the corrected power.

[0214] In a possible implementation manner, the fourth processing module 804 is further specifically configured to:

[0215] Obtain the percentage of the difference between the actual current consumption of the vehicle and the target current in the maximum rated current consumption of the vehicle, and use it as the current correction ratio for correcting the average power;

[0216] If the actual current consumption of the vehicle is greater than the target current, correct the average power upward according to the current correction ratio to obtain the corrected power;

[0217] If the actual current consumption of the vehicle is less than the target current, use the average power as the corrected power.

[0218] In a possible implementation manner, the fourth processing module 804 is further specifically configured to:

[0219] Obtain the percentage of the absolute value of the difference between the remaining power of the battery and the target power in the full power of the battery, and use it as the power correction ratio for correcting the average power;

[0220] If the remaining power of the battery is greater than the target power, correct the average power downward according to the power correction ratio to obtain the intermediate power;

[0221] If the remaining power of the battery is less than the target power, correct the average power upward according to the power correction ratio to obtain the intermediate power;

[0222] Obtain the percentage of the difference between the actual current consumption of the vehicle and the target current in the maximum rated current consumption of the vehicle, and use it as the current correction ratio for correcting the intermediate power;

[0223] If the actual current consumption of the vehicle is greater than the target current, correct the intermediate power upward according to the current correction ratio to obtain the corrected power;

[0224] If the actual current consumption of the vehicle is less than the target current, use the intermediate power as the corrected power.

[0225] The energy replenishment device of the vehicle provided in this embodiment can execute the method provided in the above method embodiment, and its implementation principle and technical effect are similar. Details are not described herein in this embodiment.

[0226] Figure 9 It is a schematic structural diagram of a controller provided by this application. As Figure 9 shown, the controller 90 provided in this embodiment includes: at least one processor 901 and a memory 902. Optionally, the controller 90 further includes a communication component 903. Among them, the processor 901, the memory 902, and the communication component 903 are connected through a bus 904.

[0227] In the specific implementation process, at least one processor 901 executes the computer-executable instructions stored in the memory 902, so that at least one processor 901 executes the above method.

[0228] For the specific implementation process of the processor 901, reference can be made to the above method embodiment, and its implementation principle and technical effect are similar. Details are not described herein again in this embodiment.

[0229] In the above embodiment, it should be understood that the processor may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application specific integrated circuits (ASICs), etc. The general-purpose processor may be a microprocessor or the processor may also be any conventional processor, etc. The steps of the method disclosed in combination with the invention can be directly embodied as being executed by a hardware processor, or executed by a combination of hardware and software modules in the processor.

[0230] The memory may include a high-speed random access memory (RAM), and may also include non-volatile memory (NVM), such as at least one disk memory.

[0231] The bus may be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For the convenience of representation, the bus in the drawings of this application is not limited to only one bus or one type of bus.

[0232] The present application also provides a vehicle, including a vehicle body and the controller described in the above embodiments.

[0233] The present application also provides a computer-readable storage medium storing computer-executable instructions, and when a processor executes the computer-executable instructions, the above method is implemented.

[0234] The above-readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random-Access Memory (SRAM), Electrically Erasable Programmable Read Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic memory, flash memory, a magnetic disk, or an optical disk. The readable storage medium can be any available medium accessible by a general-purpose or special-purpose computer.

[0235] An exemplary readable storage medium is coupled to the processor, enabling the processor to read information from the readable storage medium and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can be located in an Application Specific Integrated Circuit (ASIC). Of course, the processor and the readable storage medium can also exist as discrete components in a device.

[0236] The division of units is only a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the displayed or discussed couplings or direct couplings or communication connections to each other can be through some interfaces, and the indirect couplings or communication connections of devices or units can be in electrical, mechanical, or other forms.

[0237] The units described as separation components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0238] In addition, in each embodiment of the present invention, the functional units may be integrated into one processing unit, may exist separately as individual physical units, or two or more units may be integrated into one unit.

[0239] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or part of this technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to enable a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods in each embodiment of the present invention. The aforementioned storage medium includes: USB flash drives, mobile hard disks, read-only memory ROM, random access memory (Random Access Memory, RAM), magnetic disks, or optical discs and other various media that can store program codes.

[0240] Those of ordinary skill in the art can understand that all or part of the steps of implementing the above method embodiments can be completed by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When this program is executed, it executes the steps including the above method embodiments; and the aforementioned storage medium includes: ROM, RAM, magnetic disks, or optical discs and other various media that can store program codes.

[0241] Finally, it should be noted that: After considering the specification and practicing the invention disclosed herein, those skilled in the art will easily think of other implementation schemes of the present invention. The present invention aims to cover any variations, uses, or adaptive changes of the present invention. These variations, uses, or adaptive changes follow the general principles of the present invention and include common general knowledge or conventional technical means in the technical field not disclosed in the present invention. It is not limited to the precise structures already described and shown in the drawings, and various modifications and changes can be made without departing from its scope. The scope of the present invention is only limited by the appended claims.

Claims

1. A method for replenishing energy of a vehicle, characterized in that, Including: Obtaining the average power of at least two time periods before the current moment of the motor; Obtaining the deviation value between the average powers of the at least two time periods; When the deviation value is not within the preset range, correcting the length of the time period, and re-obtaining the average powers of the at least two corrected time periods, and repeating this step until the deviation value of the average powers of the at least two corrected time periods is within the preset range; Determining the energy replenishment power according to the average power of the target time period, where the target time period is the corrected time period consecutive with the current moment; Replenishing energy to the battery according to the energy replenishment power.

2. The method according to claim 1, wherein The correcting the length of the time period when the deviation value is not within the preset range includes: If the deviation value is greater than the first preset value, increasing the length of the time period to obtain the corrected time period; If the deviation value is less than the second preset value, shortening the length of the time period to obtain the corrected time period; Wherein, the first preset value is greater than the second preset value, and the preset range is the range from the first preset value to the second preset value.

3. The method according to claim 1 or 2, characterized in that, The method further includes: If the number of time periods is two, obtaining the absolute value of the difference between the average powers of the two time periods to obtain the deviation value between the average powers of the two time periods; If the number of time periods is multiple, obtaining the absolute value of the difference between the maximum average power and the minimum average power among the multiple time periods to obtain the deviation value of the average powers of the multiple time periods.

4. The method according to claim 1 or 2, characterized in that, The determining the energy replenishment power according to the average power of the target time period includes: Obtaining the average power of the corrected target time period before the current moment and consecutive with the current moment; Correcting the average power according to the vehicle battery condition data to obtain the energy replenishment power.

5. The method according to claim 4, wherein The correcting the average power according to the vehicle battery condition data to obtain the energy replenishment power includes: Correcting the average power according to the remaining power of the battery and / or the actual current consumption of the vehicle at present to obtain the corrected power; Selecting the optimal energy replenishment power closest to the corrected power from the multiple optimal energy replenishment powers of the vehicle's range extender as the energy replenishment power.

6. The method according to claim 5, wherein The correcting the average power according to the remaining power of the battery and / or the actual current consumption of the vehicle at present to obtain the corrected power includes: Correcting the average power according to the remaining power of the battery and the preset target power to obtain the corrected power; or, Correcting the average power according to the actual current consumption of the vehicle at present and the preset target current to obtain the corrected power; or, Correcting the average power according to the remaining power of the battery, the preset target power, the actual current consumption of the vehicle at present and the preset target current to obtain the corrected power.

7. The method according to claim 6, wherein The correcting the average power according to the remaining power of the battery and the preset target power to obtain the corrected power includes: Obtain the percentage of the absolute value of the difference between the remaining power of the battery and the target power in the full power of the battery as the power correction ratio for correcting the average power; If the remaining power of the battery is greater than the target power, correct the average power downward according to the power correction ratio to obtain the corrected power; If the remaining power of the battery is less than the target power, correct the average power upward according to the power correction ratio to obtain the corrected power.

8. The method according to claim 6, wherein The correcting the average power according to the actual current consumption of the vehicle at present and a preset target current to obtain the corrected power includes: Obtain the percentage of the difference between the actual current consumption of the vehicle at present and the target current in the maximum rated current consumption of the vehicle as the current correction ratio for correcting the average power; If the actual current consumption of the vehicle at present is greater than the target current, correct the average power upward according to the current correction ratio to obtain the corrected power; If the actual current consumption of the vehicle at present is less than the target current, use the average power as the corrected power.

9. The method according to claim 6, wherein The correcting the average power according to the remaining power of the battery, a preset target power, the actual current consumption of the vehicle at present and a preset target current to obtain the corrected power includes: Obtain the percentage of the absolute value of the difference between the remaining power of the battery and the target power in the full power of the battery as the power correction ratio for correcting the average power; If the remaining power of the battery is greater than the target power, correct the average power downward according to the power correction ratio to obtain an intermediate power; If the remaining power of the battery is less than the target power, correct the average power upward according to the power correction ratio to obtain an intermediate power; Obtain the percentage of the difference between the actual current consumption of the vehicle at present and the target current in the maximum rated current consumption of the vehicle as the current correction ratio for correcting the intermediate power; If the actual current consumption of the vehicle at present is greater than the target current, correct the intermediate power upward according to the current correction ratio to obtain the corrected power; If the actual current consumption of the vehicle at present is less than the target current, use the intermediate power as the corrected power.

10. A charging device for a vehicle, characterized in that, including: A first processing module, configured to obtain the average power of at least two time periods before the current moment of the motor; A second processing module, configured to obtain the deviation value between the average powers of the at least two time periods; A third processing module, configured to correct the length of the time period when the deviation value is not within the preset range, and re-obtain the average power of the corrected at least two time periods, and repeat this step until the deviation value of the average power of the corrected at least two time periods is within the preset range; A fourth processing module, configured to determine the energy replenishment power according to the average power of the target time period, where the target time period is the corrected time period continuous with the current moment; The fifth processing module is configured to charge the battery according to the charging power.

11. A controller, characterized in that, It includes: a memory and a processor; the memory stores computer-executable instructions; the processor executes the computer-executable instructions stored in the memory, so that the processor executes the method according to any one of claims 1 to 9.

12. A vehicle, characterized in that, It includes: a vehicle body and the controller according to claim 11.

13. A computer-readable storage medium, characterized in that, Computer-executable instructions are stored in the computer-readable storage medium, and when the computer-executable instructions are executed by a processor, they are used to implement the method according to any one of claims 1 to 9.

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