Energy supplement method, device, controller, medium and vehicle for vehicle

Abstract

Embodiments of the present application provide a vehicle energy supplement method, device, controller, medium and vehicle, and relate to the technical field of vehicles. The method comprises: obtaining average power of at least two time periods before the current time of the vehicle electric motor and a deviation value between the average power of the at least two time periods; when the deviation value is not within a preset range, correcting the length of the time period to obtain the average power of the at least two corrected time periods; repeating the step until the deviation value of the average power of the at least two corrected time periods is within the preset range; determining the energy supplement power according to the average power of the corrected time period continuous with the current time, i.e. the average power of the target time period. Finally, the vehicle battery is supplemented according to the energy supplement power. Through the above method, the efficiency and economy are balanced in the range extender energy supplement power adjustment, and the overall performance of the vehicle is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a vehicle power replenishment method, device, controller, medium, and vehicle. Background Technology

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

[0003] In existing range-extended electric vehicle (REEV) battery power management technologies, one approach involves starting the range extender to generate electricity based on the vehicle's State of Charge (SOC). When the SOC falls below a certain threshold, the range extender starts generating electricity and stops once a preset value is reached. This method results in frequent start-stop cycles, keeping the battery in an uneconomical charge-discharge cycle for extended periods, reducing the vehicle's range and user experience. Another approach dynamically adjusts the range extender's power output by matching the drive motor's power demand in real time. This method requires frequent adjustments to the engine's power output, and internal combustion engines are typically less efficient under dynamic conditions than in steady-state operation, leading to increased overall vehicle energy consumption.

[0004] In summary, existing technologies have issues with efficiency and economy in adjusting the replenishment power of range extenders, and there is an urgent need for a solution that can strike a balance between the two in order to improve the energy efficiency of range extenders and the economy of the whole vehicle. Summary of the Invention

[0005] This application provides a vehicle refueling method, device, controller, medium, and vehicle to achieve a balance between efficiency and economy in adjusting the refueling power of the range extender.

[0006] In a first aspect, embodiments of this application provide a method for replenishing the energy of a vehicle, comprising:

[0007] Obtain the average power of the motor over at least two time periods prior to the current moment;

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

[0009] When the deviation value is not within the preset range, the length of the time period is corrected, and the average power of at least two corrected time periods is obtained again. This step is repeated until the deviation value of the average power of at least two corrected time periods is within the preset range.

[0010] The supplementary power is determined based on the average power over the target time period, which is a corrected time period that is continuous with the current time.

[0011] The battery is recharged according to the stated recharge power.

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

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

[0014] 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;

[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 one possible implementation, the method further includes:

[0017] If there are two time periods, the absolute value of the difference between the average power of the two time periods is obtained to obtain the deviation value between the average power of the two time periods.

[0018] If there are multiple time periods, the absolute value of the difference between the maximum and minimum average power in the multiple time periods is obtained to obtain the deviation value of the average power in the multiple time periods.

[0019] In one possible implementation, determining the supplementary power based on the average power over the target time period includes:

[0020] Obtain the average power of the target time period that is consecutive to and prior to the current time;

[0021] The average power is corrected based on the vehicle battery operating condition data to obtain the recharge power.

[0022] In one possible implementation, the step of correcting the average power based on the vehicle battery's operating condition data to obtain the replenishment power includes:

[0023] The average power is corrected based on the remaining charge of the battery and / or the current actual power consumption of the vehicle to obtain the corrected power.

[0024] From the multiple optimal replenishment powers of the vehicle's range extender, the optimal replenishment power that is closest to the corrected power is selected as the replenishment power.

[0025] In one possible implementation, correcting the average power based on the remaining battery charge and / or the vehicle's current actual power consumption to obtain the corrected power includes:

[0026] The average power is corrected based on the remaining battery power and a preset target power to obtain the corrected power; or,

[0027] The average power is corrected based on the vehicle's current actual power consumption and a preset target current to obtain the corrected power; or...

[0028] The average power is corrected based on the remaining battery power, the preset target power, the vehicle's current actual power consumption, and the preset target current to obtain the corrected power.

[0029] In one possible implementation, the step of correcting the average power based on the remaining battery charge and a preset target charge to obtain the corrected power includes:

[0030] The absolute value of the difference between the remaining power of the battery and the target power is obtained as a percentage of the battery's full power, and used as the power correction ratio for correcting the average power.

[0031] If the remaining power of the battery is greater than the target power, the average power is adjusted 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, the average power is adjusted upward according to the power correction ratio to obtain the corrected power.

[0033] In one possible implementation, the step of correcting the average power based on the vehicle's current actual electrical current and a preset target current to obtain the corrected power includes:

[0034] The percentage of the difference between the vehicle's current actual power consumption and the target current relative to the vehicle's maximum rated power consumption is used as the current correction ratio for correcting the average power.

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

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

[0037] In one possible implementation, the step of correcting the average power based on the remaining battery charge, a preset target charge, the vehicle's current actual power consumption, and the preset target current to obtain the corrected power includes:

[0038] The absolute value of the difference between the remaining power of the battery and the target power is obtained as a percentage of the battery's full power, and used as the power correction ratio for correcting the average power.

[0039] If the remaining power of the battery is greater than the target power, the average power is adjusted 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, the average power is adjusted upward according to the power correction ratio to obtain an intermediate power.

[0041] The percentage of the difference between the vehicle's current actual power consumption and the target current relative to the vehicle's maximum rated power consumption is used as the current correction ratio for correcting the intermediate power.

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

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

[0044] Secondly, embodiments of this application provide a vehicle refueling device, comprising:

[0045] The first processing module is used to obtain the average power of the motor in at least two time periods prior to the current moment.

[0046] The second processing module is used to obtain the deviation value between the average power of the at least two time periods;

[0047] The third processing module is used to correct the length of the time period when the deviation value is not within the preset range, and to re-acquire the average power of at least two corrected time periods, repeating this step until the deviation value of the average power of at least two corrected time periods is within the preset range.

[0048] The fourth processing module is used to determine the supplementary power based on the average power of the target time period, wherein the target time period is a corrected time period that is continuous with the current time.

[0049] The fifth processing module is used to replenish the battery according to the replenishment power.

[0050] Thirdly, embodiments of this application provide a controller, including: a memory and a processor;

[0051] The memory stores computer-executed instructions;

[0052] The processor executes computer execution instructions stored in the memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0053] Fourthly, embodiments of this application provide a vehicle, including: a vehicle body and the controller described in the third aspect.

[0054] Fifthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the first aspect and / or various possible implementations of the first aspect.

[0055] The vehicle recharging method, device, controller, medium, and vehicle provided in this application embodiment involve obtaining the average power of the vehicle's electric motor over at least two time periods prior to the current moment and the deviation between these average power values. When the deviation is outside a preset range, the length of the time period is corrected to obtain a corrected average power over the at least two time periods. This step is repeated until the deviation of the corrected average power over the at least two time periods is within a preset range. The recharging power is determined based on the average power of the corrected time periods consecutive to the current moment. Finally, the vehicle battery is recharged based on the recharging power. This method reduces the frequent start-stop of the range extender, avoiding prolonged uneconomical charge-discharge cycles for the battery. Simultaneously, it reduces the increased energy consumption caused by frequent power output adjustments in the engine, improving the operating efficiency of the internal combustion engine. In other words, it achieves a balance between the range extender's energy efficiency and the overall vehicle economy in adjusting the range extender's recharging power. Attached Figure Description

[0056] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0057] Figure 1 A flowchart illustrating a vehicle refueling method provided in this application. Figure 1 ;

[0058] Figure 2(a) is a schematic diagram of a specific implementation of a vehicle refueling method provided in this application. Figure 1 ;

[0059] Figure 2(b) is a schematic diagram of a specific implementation of a vehicle refueling method provided in this application;

[0060] Figure 3 A schematic flowchart of a vehicle refueling method provided in this application (II);

[0061] Figure 4 A flowchart illustrating a vehicle refueling method provided in this application. Figure 3 ;

[0062] Figure 5 A flowchart illustrating a vehicle refueling method provided in this application. Figure 4 ;

[0063] Figure 6 A flowchart illustrating a vehicle refueling method provided in this application. Figure 5 ;

[0064] Figure 7 A schematic diagram illustrating a specific implementation of a vehicle refueling method provided in this application. Figure 3 ;

[0065] Figure 8 A schematic diagram of the structure of a vehicle refueling device provided in this application;

[0066] Figure 9 This is a schematic diagram of the structure of a controller provided in this application.

[0067] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0068] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0069] First, let me explain the terms used in this application:

[0070] Range extender: It usually consists of an engine and a generator. The engine drives the generator to generate electricity, which is used to charge the vehicle battery and then power the electric motor that drives the vehicle. This ensures that the vehicle's driving range is extended when the battery is low.

[0071] The application background of this application is explained below:

[0072] With increasing environmental awareness and growing concern about emissions from traditional gasoline-powered vehicles, the new energy vehicle market has seen significant growth in recent years. Combining the environmental advantages of pure electric drive with the range-guaranteed benefits of internal combustion engine power generation, it has become an important option for consumers seeking a balance between long-range driving needs and environmentally friendly travel. However, battery charging management remains a key factor hindering its further development and performance improvement.

[0073] In existing range-extended electric vehicle (REEV) battery power management technologies, the range extender is activated based on the vehicle's State of Charge (SOC). When the vehicle's SOC falls below a preset threshold, the range extender begins generating electricity, and it stops operating once the SOC reaches a certain preset value. This simple threshold control method leads to frequent start-stop cycles of the range extender, increasing wear on mechanical components, reducing its lifespan, and causing the battery to be in uneconomical charge-discharge cycles for extended periods. Under these uneconomical cycles, the battery's charging and discharging efficiency decreases, internal chemical reactions become unstable, accelerating battery aging, reducing battery performance and capacity, and ultimately affecting the vehicle's range. Furthermore, frequent start-stop cycles also cause noticeable vibration and noise for passengers, significantly reducing the user's driving experience.

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

[0075] In practical applications of range-extended vehicles, different driving conditions require different battery recharge capabilities. For example, in congested urban traffic, frequent starts and stops cause significant fluctuations in the drive motor's power demand; while on highways, the vehicle's power demand is relatively stable, but overall energy consumption is higher. Existing recharge methods struggle to adapt to these complex and variable conditions, failing to achieve efficient and economical recharge under various circumstances. This results in the range extender providing either excessively high recharge power, leading to energy waste, or insufficient power, failing to meet the battery's recharge needs in a timely manner and impacting the vehicle's normal operation.

[0076] In summary, existing vehicle charging technologies face dual challenges in terms of efficiency and economy when adjusting the charging power of range extenders. There is an urgent need for a solution that can strike a balance between the two, achieving a balance between charging efficiency and economy under different operating conditions, in order to improve the energy efficiency of range extenders and the economy of the entire vehicle, and enhance the user experience.

[0077] Based on the aforementioned technical problems, the inventors, in the process of researching vehicle refueling power adjustment strategies, discovered that the average power of the electric motor over different time periods can reflect the characteristics of vehicle power consumption. By continuously correcting the time period length and re-acquiring the average power, until the deviation of the average power of at least two corrected time periods is within a preset range, the obtained average power can more accurately reflect the actual power demand of the vehicle at present. The refueling power determined based on the average power of the corrected time periods continuous with the current moment better matches the actual power demand of the vehicle, avoiding the problems of frequent start-stop of the range extender and low engine efficiency under dynamic operating conditions. Based on this, this application provides a vehicle refueling method, device, controller, medium, and vehicle. This method can be applied to the refueling of hybrid vehicles, as well as to various scenarios such as the loading process of pump trucks and the driving process of pump trucks. This application does not specifically limit the application.

[0078] The technical solution of this application and how it solves the above-mentioned technical problems will be described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will be described below with reference to the accompanying drawings.

[0079] Figure 1 A flowchart illustrating a vehicle refueling method provided in this application. Figure 1 ,like Figure 1 As shown, the method includes:

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

[0081] In this step, obtaining the average power of the electric motor over at least two time periods preceding the current moment is fundamental to implementing a dynamic power replenishment strategy. For example, if the average power over two consecutive 5-minute periods preceding the current moment is 80kW and 120kW respectively, it indicates that the vehicle may be transitioning from a stable driving state to an uphill driving condition. In this case, the power replenishment strategy needs to be adjusted to cope with the increased power demand of the vehicle during the uphill climb. By statistically analyzing the power consumption of the electric motor within a continuous time window, the aim is to capture the changing trend of power demand during vehicle operation.

[0082] Specifically, in the energy management system of hybrid vehicles, the Vehicle Control Unit (VCU) continuously acquires the average power of the Motor Control Unit (MCU) over at least two time periods preceding the current moment via a high-frequency sampling rate of 10-100ms through a Controller Area Network (CAN) bus or Local Interconnect Network (LAN) bus. The initial value of this time window can be set based on the vehicle's driving environment analysis. For example, in urban driving environments, vehicles frequently experience start-stop and acceleration / deceleration; a shorter time window (e.g., 2-3 seconds) helps to quickly respond to changes in power demand, ensuring that the vehicle can adjust its power output in a timely manner to adapt to constantly changing traffic conditions. On highways, vehicle speed and power demand are relatively stable and change slowly; a longer time window (e.g., 5-8 seconds) can effectively filter out short-term power fluctuations, reducing unnecessary adjustments and thus improving fuel economy and driving comfort. By acquiring the average power of the motor over at least two time periods preceding the current moment, the vehicle controller can capture the dynamic changes in vehicle operating conditions in real time, providing a reliable data foundation for subsequent energy replenishment strategies.

[0083] S102: Obtain the deviation between the average power over at least two time periods.

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

[0085] S103: When the deviation value is not within the preset range, the length of the time period is corrected, and the average power of at least two corrected time periods is reacquired. This step is repeated 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 being outside the preset range means that the deviation value between the average power of the motor in at least two time periods before the current moment 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 power of at least two time periods after correction is obtained again until the deviation value of the average power of at least two time periods after correction is within the preset range. The closed-loop iteration realizes the real-time matching of the time window and the vehicle operating condition characteristics, and finally provides a reliable data basis for determining the accurate replenishment power, ensuring that the whole vehicle system always maintains the optimal energy distribution state under complex operating conditions.

[0087] Specifically, when the deviation value is outside the preset range, the length of the time period is corrected. The vehicle control unit will recalculate the average power of at least two corrected time periods and re-evaluate the deviation value between the average power of at least two time periods until the deviation value of the corrected average power of at least two 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 vehicle power demand, optimize the vehicle's energy consumption performance under different driving conditions, enhance overall energy efficiency and driving experience, and thus improve the accuracy and efficiency of energy management.

[0088] S104: Determine the supplementary power based on the average power of the target time period, which is a corrected time period that is continuous with the current time.

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

[0090] Through multiple adjustments over various time periods, the final determined replenishment power can respond promptly to sudden changes in operating conditions (such as power surges during hill climbing) and effectively filter out short-term noise (such as occasional fluctuations in the accelerator pedal), thus solving the efficiency and economy issues in replenishment power adjustment and significantly improving energy utilization efficiency.

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

[0092] Once the vehicle control unit (VCU) determines the replenishment power through real-time iteration, it transmits the replenishment power to the range extender controller via the CAN bus. The range extender then adjusts the engine speed and generator torque to match the actual output power with the replenishment power in real time, thus completing the battery replenishment.

[0093] The vehicle energy replenishment method provided in this application achieves accurate prediction and response to vehicle energy demand by acquiring and analyzing the average power of the electric motor in different time periods in real time. Specifically, the vehicle control unit first acquires the average power of the electric motor in at least two time periods prior to the current moment through high-frequency sampling, calculates the deviation between the average power of these time periods, and judges the dynamic changes in vehicle operating conditions. When the deviation exceeds a preset range, the length of the time period is adjusted, and the corrected average power is recalculated until the deviation falls within the preset range. Finally, the determined replenishment power is transmitted to the range extender controller through the controller local area network bus. The range extender adjusts the engine speed and generator torque to match the actual output power with the replenishment power in real time, achieving efficient battery replenishment. Through the above method, the energy utilization efficiency of the vehicle under complex operating conditions is significantly improved, ensuring the efficiency and economy of the energy replenishment strategy. This not only improves the fuel economy of the hybrid system but also enhances driving comfort and overall vehicle performance.

[0094] exist Figure 1 Based on the embodiments, the vehicle's refueling method further includes:

[0095] In one possible implementation, if there are two time periods, the absolute value of the difference between the average power of the two time periods is obtained to obtain the deviation value between the average power of the two time periods.

[0096] In one scenario, if there are two time periods, the vehicle control unit obtains the average power of the motor from the two time periods preceding the current moment. Assuming the current moment is T, the average power P1 and P2 of two consecutive time periods, T1 to T2 (e.g., the first 5 seconds) and T2 to T3 (e.g., the last 5 seconds), are obtained respectively. The absolute value of the difference between the average power of the two time periods is calculated to obtain the deviation value between the average power of the two time periods. By obtaining the deviation between the average power of two time periods, the magnitude of power demand changes can be intuitively reflected, providing a data basis for adjusting the length of the time period.

[0097] In another possible implementation, if there are multiple time periods, the absolute value of the difference between the maximum average power and the minimum average power in the multiple time periods is obtained to obtain the deviation value of the average power in the multiple time periods.

[0098] In another scenario, if there are multiple time periods, the vehicle control unit obtains the average power of the electric motor over at least two time periods prior to the current moment. Taking four time periods as an example, assuming the current moment is T, the average power P1, P2, P3, and P4 are obtained for the following four time periods: T1 to T2 (the first 5-second period), T2 to T3 (the second 5-second period), T3 to T4 (the third 5-second period), and T4 to T5 (the fourth 5-second period). Then, calculate the absolute value of the difference between the maximum and minimum average power in the four time periods to obtain the deviation value between the average power in multiple time periods. By obtaining the deviation values ​​between the average power over multiple time periods through extreme value differences, the deviation values ​​are made more statistically stable, providing a data basis for adjusting the length of the time period.

[0099] Figure 2(a) is a schematic diagram of a specific implementation of a vehicle refueling method provided in this application. Figure 1 ,exist Figure 1 Based on the embodiment, in S103: when the deviation value is not within the preset range, the length of the time period is corrected, specifically including:

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

[0101] After obtaining the average power of the electric motor for at least two time periods prior to the current moment, it cannot be directly used as the replenishment power for the next time period. The time period needs to be corrected based on the deviation between the average power of the two time periods. If the deviation is greater than a first preset value, it indicates that the vehicle's power demand has undergone 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 replenishment power is not frequently adjusted due to short-term drastic changes, leading to unnecessary energy management adjustments.

[0102] The first preset value is a key threshold parameter used to determine whether an extension period is needed. This value cannot be too large to ensure sensitivity to changes in the vehicle's actual operating conditions, thus capturing power fluctuations caused by frequent start-stop cycles of the range extender. Nor can it be too small to avoid overreacting to short-term noise, thus filtering out occasional disturbances. Based on a large amount of real-vehicle test data, for example, if the deviation value is greater than 40kW, then the length of the extension period is determined.

[0103] As shown in Figure 2(a), in the process of determining the supplementary power for the next time period based on the average power of at least two time periods prior to the current time, the length of the time period is increased when the deviation value is greater than a first preset value. Specifically, if the deviation value is greater than the first preset value, for example, if the deviation value is greater than 40kW, the length of the time period is dynamically increased using an exponentially weighted moving average algorithm. ,in, The length of the initial time period. To increase the step size, The length of the time period after the increase.

[0104] For example, suppose the length of the two time periods before the current moment of the motor is 5 seconds, and the deviation between the average power of the two time periods is greater than 40kW, by increasing the step size... For example, if the time interval is 2 seconds, gradually increase the time interval until the deviation between the average power of the two time intervals is less than or equal to 40kW, then stop increasing the time interval to obtain the corrected time interval.

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

[0106] Figure 2(b) is a schematic diagram of a specific implementation method of a vehicle refueling method provided in this application. Figure 1 Based on 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 one possible implementation, if the deviation value is less than a second preset value, the length of the time period is shortened to obtain a corrected time period.

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

[0109] The second preset value is a key threshold parameter used to determine whether the time period needs to be shortened. This value cannot be too large, to ensure effective capture and response to subtle changes in the vehicle's power demand, nor can it be too small, to avoid frequent power adjustments that could affect the vehicle's stability and energy efficiency. Based on a large amount of real-vehicle test data, for example, if the deviation is less than 20kW, the length of the time period is shortened.

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

[0111] For example, assuming the length of the two time periods before the current moment of the motor is 8 seconds, and the deviation between the average power of the two time periods is less than 20kW, the step size can be shortened. For example, if the time interval is 2 seconds, gradually shorten the time interval until the deviation between the average power of the two time intervals is greater than or equal to 20kW, then stop shortening the time interval and obtain the corrected time interval.

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

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

[0114] It should be noted that the first and second preset values ​​in this solution are set based on real-vehicle testing to ensure that the vehicle system can effectively distinguish between significant changes and subtle fluctuations in vehicle power demand, thereby achieving a balance between efficiency and economy in adjusting the charging power. Therefore, in actual work, the setting of the preset range needs to be adjusted appropriately according to the actual situation, and this application does not impose specific limitations.

[0115] Figure 3 A flowchart illustrating a vehicle refueling method provided in this application is shown in Figure 2. Figure 3 As shown, this embodiment, based on the above embodiments, also includes:

[0116] S301: Obtain the average power of the target time period that is consecutive to the current time and is prior to the current time.

[0117] In this step, based on S102-S103, when the deviation between the average power of at least two time periods is not within a preset range, the length of the time period is corrected, and the average power of at least two corrected time periods is reacquired until the deviation between the average power of at least two corrected time periods is within the preset range, thus completing the correction of the target time period length. At this time, as in S101, the vehicle control unit acquires the average power of the corrected time period that is consecutive to the current time from the current time of the motor controller. Acquiring the average power after correcting the time period length enables optimal energy flow allocation for the vehicle in complex driving scenarios, ensuring both the continuity of power output and improving the overall vehicle's energy efficiency and economy.

[0118] S302: Correct the average power based on the vehicle battery operating condition data to obtain the replenishment power.

[0119] In a vehicle energy management system, battery operating condition data includes core parameters such as the vehicle's remaining battery charge (SOC) and current actual power consumption. Adjusting the average power based on the vehicle's remaining SOC and current actual power consumption ensures that the charging power not only meets the vehicle's real-time power needs but also optimizes battery efficiency and lifespan, improving the vehicle's overall performance and fuel economy.

[0120] S3021: The average power is corrected based on the remaining battery charge and / or the vehicle's current actual power consumption to obtain the corrected power.

[0121] The vehicle's remaining battery charge directly reflects the battery's current available energy reserves, and its percentage value characterizes the remaining battery capacity. The vehicle's current actual power consumption reflects the vehicle's instantaneous power demand in real time. The vehicle control unit adjusts the average power based on the battery's remaining charge and / or the vehicle's current actual power consumption. This not only meets the vehicle's real-time energy needs but also optimizes battery efficiency, improving the vehicle's overall performance and economy.

[0122] The first scenario: The average power is corrected based on the remaining battery power and the preset target power to obtain the corrected power.

[0123] The preset target charge level is used to determine whether the average power needs to be corrected by comparing it with the remaining charge of the battery. This helps the vehicle control system to distribute energy during actual operation in order to achieve optimal energy utilization and efficiency.

[0124] In one specific implementation of this scheme, the preset target power can be 45%-50%, specifically 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 scenario: Based on the vehicle's current actual power consumption 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 the average power needs to be adjusted to meet the vehicle's real-time energy demands and efficiency targets by comparing it with the vehicle's current actual power consumption. The target current setting must ensure that the vehicle provides sufficient power support under various conditions while avoiding unnecessary energy waste. Furthermore, the battery's health should also be considered to prevent excessive current from causing overheating or accelerated aging.

[0127] In one specific implementation of this scheme, the preset target current can be around 50A, specifically 49A, 50A, or 51A, etc. By comparing the vehicle's current actual power consumption with the preset target current, the average power is corrected to obtain the corrected power.

[0128] It should be noted that the aforementioned preset target current of approximately 50A and preset target charge of 45%-50% are only one specific implementation of this technical solution. They should be adjusted appropriately in actual applications. This application does not impose any specific limitations.

[0129] The third scenario: The average power is corrected based on the remaining battery power, the preset target power, the vehicle's current actual power consumption, and the preset target current to obtain the corrected power.

[0130] In other words, since the vehicle's current remaining battery charge and actual current consumption are both outside the preset target charge and current ranges, the average power needs to be corrected based on the remaining battery charge and the vehicle's current actual current consumption to obtain the corrected power. The values ​​of the preset target charge and current are consistent with those described in the first and second scenarios, and will not be repeated here.

[0131] S3022: Select the best replenishment power that is closest to the corrected power from multiple optimal replenishment power options for the vehicle's range extender, and use it as the replenishment power.

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

[0133] Specifically, in low-to-medium speed cruising application scenarios, assuming that the vehicle's range extender has multiple optimal charging powers including 40kW, 45kW, 50kW and 55kW, and the corrected power obtained after adjusting the average power according to S3021 is 43kW, based on the principle of proximity, the charging power of the vehicle's range extender is determined to be 45kW, which is used to charge the vehicle's battery.

[0134] By selecting the optimal replenishment power that is closest to the corrected power of the range extender as the execution power, the energy conversion efficiency is maximized, and the synergistic optimization of the range extender's fuel economy, battery health and the vehicle's power performance is achieved.

[0135] The vehicle recharging method provided in this application obtains the average power over a corrected time period up to the current moment, and corrects the average power based on the remaining battery charge and a preset target charge, or the vehicle's actual current consumption and a preset target current, or a combination of both, to obtain the corrected power. Finally, the value closest to the corrected power is selected from multiple optimal recharging powers of the range extender as the recharging power to maximize energy conversion efficiency. This method ensures the continuity of vehicle power output and energy efficiency in complex driving scenarios, achieving synergistic optimization of battery health and overall vehicle power performance.

[0136] Figure 4 A flowchart illustrating a vehicle refueling method provided in this application. Figure 3 ,like Figure 4 As shown, in Figure 3 Based on the embodiment, in the first case of S3021: the average power is corrected according to the remaining battery power and the preset target power to obtain the corrected power, specifically including:

[0137] S401: Obtain the percentage of the absolute value of the difference between the remaining battery charge and the target charge to the battery's full charge, and use this as the charge correction ratio for adjusting the average power.

[0138] The formula for calculating the power correction ratio is as follows:

[0139]

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

[0141] The vehicle control unit obtains the current remaining battery power. Assuming the current remaining battery power is 70%, the absolute value of the difference between the remaining battery power and the target power is 24%. This absolute value accounts for 24% of the battery's full power. This 24% is determined as the power correction ratio for adjusting the average power.

[0142] The vehicle control unit obtains the current remaining battery charge. Assuming the current remaining battery charge is 23%, the absolute value of the difference between the remaining battery charge and the target charge is 23%. This absolute value accounts for 23% of the battery's full charge. Therefore, 23% is determined as the charge correction ratio for adjusting the average power.

[0143] S402: Determine if the remaining battery power is at the target level.

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

[0145] If the battery's remaining charge exceeds the target charge, it indicates that the battery has stored sufficient energy to meet the vehicle's current and short-term energy needs, eliminating the need for excessive recharging. Therefore, adjusting the average power downwards can reduce unnecessary energy consumption, improve energy efficiency, and ensure the vehicle's economy and performance under different operating conditions.

[0146] The revised formula for calculating power is as follows:

[0147]

[0148] Based on S401: Assuming the average power of the corrected time period before and consecutive to the current time is 38kW, then in this case, the remaining battery charge of 70% is greater than the target charge of 46%. Therefore, the average power is corrected downward by 9.12kW according to the charge correction ratio of 24%, resulting in a corrected power of 28.88kW.

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

[0150] If the battery's remaining charge is less than the target charge, it indicates that the battery's energy reserves are insufficient to support the vehicle's normal operation, especially under conditions requiring higher power output. Therefore, adjusting the average power upwards can quickly replenish the battery's energy reserves to ensure that the vehicle meets its energy needs in current and future operation.

[0151] The revised formula for calculating power is as follows:

[0152]

[0153] Based on S401: Assuming the average power of the corrected time period before and consecutive to the current time is 38kW, then in this case, the remaining battery charge of 23% is less than the target charge of 46%. Therefore, the average power is corrected upward by 8.74kW according to the charge correction ratio of 23%, resulting in a corrected power of 46.74kW.

[0154] In the above assumptions, the values ​​of the vehicle's remaining battery power and target battery power are only intended to provide a specific scenario to more clearly understand the battery power correction ratio and the method of correcting the average power upward or downward. The values ​​are for illustrative purposes only to help explain how to correct the average power based on the battery's remaining battery power relative to the target battery power, and do not impose any limitations on actual applications.

[0155] Figure 5 A flowchart illustrating a vehicle refueling method provided in this application. Figure 4 ,like Figure 5 As shown, in Figure 3 Based on the embodiment, in the second case of S3021: the average power is corrected according to the vehicle's current actual power consumption and the preset target current to obtain the corrected power, specifically including:

[0156] S501: Obtain the percentage of the difference between the vehicle's current actual power consumption and the target current relative to the vehicle's maximum rated power consumption, and use this as the current correction ratio for correcting the average power.

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

[0158]

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

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

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

[0162] S502: Determine whether the vehicle's current actual electrical current is the target current.

[0163] S503: If the vehicle's current actual power consumption is greater than the target current, the average power is corrected upwards according to the current correction ratio to obtain the corrected power.

[0164] The vehicle's current actual current consumption is greater than the target current, indicating that the vehicle's current power demand is higher than the preset target value. Therefore, adjusting the average power upward can quickly replenish energy reserves and prevent excessive battery discharge or system overload.

[0165] The revised formula for calculating power is as follows:

[0166]

[0167] Based on S501: Assuming the average power of the corrected time period before and continuous with the current time is 38kW, then in this case, the vehicle's current actual current consumption of 76A is greater than the target current of 50A. Therefore, the average power is corrected upward by 6.5854kW according to the current correction ratio of 17.33%, resulting in a corrected power of 44.5854kW.

[0168] S504: If the vehicle’s current actual current consumption is less than the target current, the average power will be used as the corrected power.

[0169] If the vehicle's current actual current consumption is less than the target current, it indicates that the vehicle's current power demand is low. In this case, no additional power compensation is needed, and maintaining the average power is sufficient to meet the demand.

[0170] Based on S501: Assuming that the average power of the corrected time period before and continuous with the current time is 38kW, then in this case, the actual current of the vehicle is 46A, which is less than the target current of 50A. Therefore, the average power is not corrected and the average power of 38kW is taken as the corrected power.

[0171] In the above assumptions, similar to the vehicle's remaining battery power, the values ​​of the vehicle's current actual power consumption and the target current are only to provide a specific scenario to more clearly understand the current correction ratio and the method of adjusting the average power upwards or not. The values ​​are for illustrative purposes only to help illustrate how to adjust the average power based on the vehicle's current actual power consumption relative to the target current, and do not impose any limitations on practical applications.

[0172] Figure 6 A flowchart illustrating a vehicle refueling method provided in this application. Figure 5 ,like Figure 6 As shown, in Figure 3 Based on the embodiment, in the third case of S3021: the average power is corrected according to the remaining battery power, the preset target power, the vehicle's current actual power consumption, and the preset target current to obtain the corrected power, specifically including:

[0173] S601: Obtain the percentage of the absolute value of the difference between the remaining battery charge and the target charge to the battery's full charge, and use this as the charge correction ratio for adjusting the average power.

[0174] S602: Determine if the remaining battery power is at the target level.

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

[0177] S605: Obtain the percentage of the difference between the vehicle's current actual power consumption and the target current relative to the vehicle's maximum rated power consumption, and use this as the current correction ratio for correcting the average power.

[0178] S606: Determine whether the vehicle's current actual electrical current is the target current.

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

[0180] S608: If the vehicle's current actual current consumption is less than the target current, the intermediate power will be used as the corrected power.

[0181] The vehicle refueling method provided in this embodiment has the same implementation principle and technical effect as... Figure 4 Examples and Figure 5 The implementation principle and technical effect of the vehicle refueling method described in the embodiments are the same, and will not be repeated here.

[0182] Figure 7 A schematic diagram illustrating a specific implementation of a vehicle refueling method provided in this application. Figure 3 ,like Figure 7 As shown, based on the above embodiments, the overall logic of this solution is as follows:

[0183] The system obtains the average power of the motor over at least two time periods prior to the current moment, and the deviation between the average power over these two time periods. If the deviation is greater than a first preset value, the length of the time period is increased to obtain a corrected time period; if the deviation is less than a second preset value, the length of the time period is shortened to obtain a corrected time period. This process continues until the deviation of the average power over the corrected at least two time periods is within a preset range.

[0184] Then, the average power is corrected based on the vehicle battery operating condition data, that is, the average power is corrected based on the remaining battery charge and / or the vehicle's current actual power consumption, to obtain the corrected power.

[0185] Finally, from the multiple optimal replenishment powers of the vehicle's range extender, the optimal replenishment power that is closest to the corrected power is selected as the replenishment power, and the battery is replenished according to the replenishment power.

[0186] Its implementation principle and technical effects and Figures 1 to 6 As described in the embodiments, it will not be repeated here.

[0187] Figure 8 This application provides a schematic diagram of the structure of a vehicle refueling device, as shown below. Figure 8 As shown, the vehicle refueling device 80 provided in this embodiment includes:

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

[0189] The second processing module 802 is used to obtain the deviation value between the average power of 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 to re-acquire the average power of at least two corrected time periods. This step is repeated until the deviation value of the average power of at least two corrected time periods is within the preset range.

[0191] The fourth processing module 804 is used to determine the supplementary power based on the average power of the target time period, which is a corrected time period that is continuous with the current time.

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

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

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

[0195] 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;

[0196] 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.

[0197] In one possible implementation, the vehicle's refueling device 80 further includes a sixth processing module 806, for:

[0198] If there are two time periods, the absolute value of the difference between the average power of the two time periods is obtained to get the deviation value between the average power of the two time periods.

[0199] If there are multiple time periods, the absolute value of the difference between the maximum and minimum average power in the multiple time periods is obtained to obtain the deviation value of the average power in the multiple time periods.

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

[0201] Obtain the average power of the target time period that is consecutive to the current time and is prior to the current time;

[0202] The average power is corrected based on the vehicle battery operating condition data to obtain the charging power.

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

[0204] The average power is corrected based on the remaining battery charge and / or the vehicle's current actual power consumption to obtain the corrected power.

[0205] From the multiple optimal charging power options of the vehicle's range extender, the optimal charging power closest to the corrected power is selected as the charging power.

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

[0207] The average power is corrected based on the remaining battery charge and the preset target charge to obtain the corrected power; or,

[0208] The average power is corrected based on the vehicle's current actual power consumption and the preset target current to obtain the corrected power; or...

[0209] The average power is corrected based on the remaining battery charge, the preset target charge, the vehicle's current actual power consumption, and the preset target current, to obtain the corrected power.

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

[0211] The percentage of the absolute value of the difference between the remaining battery power and the target battery power is used as the power correction ratio for adjusting the average power.

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

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

[0214] In one possible implementation, the fourth processing module 804 is further used for:

[0215] The percentage of the difference between the vehicle's current actual power consumption and the target current relative to the vehicle's maximum rated power consumption is used as the current correction ratio for correcting the average power.

[0216] If the vehicle's current actual current consumption is greater than the target current, the average power is adjusted upward according to the current correction ratio to obtain the corrected power.

[0217] If the vehicle's current actual current consumption is less than the target current, the average power will be used as the corrected power.

[0218] In one possible implementation, the fourth processing module 804 is further used for:

[0219] The percentage of the absolute value of the difference between the remaining battery power and the target battery power is used as the power correction ratio for adjusting the average power.

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

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

[0222] The percentage of the difference between the vehicle's current actual power consumption and the target current relative to the vehicle's maximum rated power consumption is used as the current correction ratio for correcting the intermediate power.

[0223] If the vehicle's current actual current consumption is greater than the target current, the intermediate power is adjusted upward according to the current correction ratio to obtain the corrected power.

[0224] If the vehicle's current actual current consumption is less than the target current, the intermediate power will be used as the corrected power.

[0225] The vehicle refueling device provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0226] Figure 9 This is a schematic diagram of the structure of a controller provided in this application. Figure 9 As 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. The processor 901, memory 902, and communication component 903 are connected via a bus 904.

[0227] In a specific implementation, at least one processor 901 executes computer execution instructions stored in memory 902, causing at least one processor 901 to perform the above-described method.

[0228] The specific implementation process of processor 901 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0229] In the above embodiments, it should be understood that the processor can 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 can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

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

[0231] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

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

[0233] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0234] The aforementioned 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 storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0235] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from 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 reside in an application-specific integrated circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0236] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0237] The units described as separate components may or may not be physically separate. 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 to achieve the purpose of this embodiment according to actual needs.

[0238] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0239] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the 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 cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0240] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0241] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A vehicle refueling method, applied to adjusting the refueling power of a range extender, characterized in that, include: Obtain the average power of the motor over at least two time periods prior to the current moment; Obtain the deviation value between the average power of the at least two time periods; When the deviation value is not within the preset range, the length of the time period is corrected, and the average power of at least two corrected time periods is obtained again. This step is repeated until the deviation value of the average power of at least two corrected time periods is within the preset range. The supplementary power is determined based on the average power over the target time period, which is a corrected time period that is continuous with the current time. The battery is recharged according to the stated recharge power; The step of 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, the length of the time period is increased to obtain the corrected time period; 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; 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.

2. The method according to claim 1, characterized in that, The method further includes: If there are two time periods, the absolute value of the difference between the average power of the two time periods is obtained to obtain the deviation value between the average power of the two time periods. If there are multiple time periods, the absolute value of the difference between the maximum and minimum average power in the multiple time periods is obtained to obtain the deviation value of the average power in the multiple time periods.

3. The method according to claim 1 or 2, characterized in that, The step of determining the supplementary power based on the average power over the target time period includes: Obtain the average power of the target time period that is consecutive to and prior to the current time; The average power is corrected based on the vehicle battery operating condition data to obtain the recharge power.

4. The method according to claim 3, characterized in that, The step of correcting the average power based on the vehicle battery's operating condition data to obtain the replenishment power includes: The average power is corrected based on the remaining charge of the battery and / or the current actual power consumption of the vehicle to obtain the corrected power. From the multiple optimal replenishment powers of the vehicle's range extender, the optimal replenishment power that is closest to the corrected power is selected as the replenishment power.

5. The method according to claim 4, characterized in that, The step of correcting the average power based on the remaining battery charge and / or the vehicle's current actual power consumption to obtain the corrected power includes: The average power is corrected based on the remaining battery power and a preset target power to obtain the corrected power; or, The average power is corrected based on the vehicle's current actual power consumption and a preset target current to obtain the corrected power; or... The average power is corrected based on the remaining battery power, the preset target power, the vehicle's current actual power consumption, and the preset target current to obtain the corrected power.

6. The method according to claim 5, characterized in that, The step of correcting the average power based on the remaining battery power and a preset target power to obtain the corrected power includes: The absolute value of the difference between the remaining power of the battery and the target power is obtained as a percentage of the battery's full power, and used as the power correction ratio for correcting the average power. If the remaining power of the battery is greater than the target power, the average power is adjusted 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, the average power is adjusted upward according to the power correction ratio to obtain the corrected power.

7. The method according to claim 5, characterized in that, The step of correcting the average power based on the vehicle's current actual power consumption and a preset target current to obtain the corrected power includes: The percentage of the difference between the vehicle's current actual power consumption and the target current relative to the vehicle's maximum rated power consumption is used as the current correction ratio for correcting the average power. If the actual current consumption of the vehicle is greater than the target current, the average power is corrected upward according to the current correction ratio to obtain the corrected power. If the actual current consumption of the vehicle is less than the target current, then the average power is used as the corrected power.

8. The method according to claim 5, characterized in that, The step of correcting the average power based on the remaining battery charge, a preset target charge, the vehicle's current actual power consumption, and the preset target current to obtain the corrected power includes: The absolute value of the difference between the remaining power of the battery and the target power is obtained as a percentage of the battery's full power, and used as the power correction ratio for correcting the average power. If the remaining power of the battery is greater than the target power, the average power is adjusted 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, the average power is adjusted upward according to the power correction ratio to obtain an intermediate power. The percentage of the difference between the vehicle's current actual power consumption and the target current relative to the vehicle's maximum rated power consumption is used as the current correction ratio for correcting the intermediate power. If the actual current consumption of the vehicle is greater than the target current, the intermediate power is adjusted upward according to the current correction ratio to obtain the corrected power. If the actual current consumption of the vehicle is less than the target current, then the intermediate power is used as the corrected power.

9. A vehicle recharge device, used for adjusting the recharge power of a range extender, characterized in that, include: The first processing module is used to obtain the average power of the motor in at least two time periods prior to the current moment. The second processing module is used to obtain the deviation value between the average power of the at least two time periods; The third processing module is used to correct the length of the time period when the deviation value is not within the preset range, and to re-acquire the average power of at least two corrected time periods, repeating this step until the deviation value of the average power of at least two corrected time periods is within the preset range. The fourth processing module is used to determine the supplementary power based on the average power of the target time period, wherein the target time period is a corrected time period that is continuous with the current time. The fifth processing module is used to replenish the battery according to the replenishment power; Specifically, the third processing module is used for: If the deviation value is greater than the first preset value, the length of the time period is increased to obtain the corrected time period; 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; 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.

10. A controller, characterized in that, include: Memory, processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1 to 8.

11. A vehicle, characterized in that, include: The vehicle body and the controller as described in claim 10.

12. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1 to 8.

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