Control method and device of vehicle range extender, vehicle controller and storage medium

Abstract

The application relates to a control method and device of a vehicle range extender, a vehicle controller and a storage medium. The method comprises the following steps: dividing a target driving section to be driven by a vehicle into at least one sub-section according to a driving condition of the target driving section; determining first charge data, second charge data and sub-section power generation power of the at least one sub-section; updating the sub-section power generation power based on a power constraint condition for each sub-section to obtain updated sub-section power generation power; determining target charge data of the sub-section at the end based on the first charge data, the second charge data and the updated sub-section power generation power of the sub-section; determining a power generation level of the range extender in a target sub-section of the target driving section when the vehicle drives to the target sub-section; and controlling the range extender to drive the vehicle in the target sub-section according to the power generation level of the target sub-section, so that differentiated power generation control of the range extender is realized, and driving comfort is improved.

Description

Technical Field

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

[0002] The range extender of a hybrid vehicle is used to start when the battery power falls below a preset threshold, providing additional electrical energy to the drive motor to ensure that the vehicle can continue to travel.

[0003] At present, hybrid vehicle models generally have the defects of being single and static in their control strategies for range extenders, which results in the inability to achieve optimal energy efficiency management when faced with complex and changeable user vehicle usage scenarios, and the range extender is unable to generate electricity reasonably. Summary of the Invention

[0004] Based on this, it is necessary to provide a control method, device, vehicle controller, computer-readable storage medium and computer program product for a vehicle range extender that can reasonably plan the power generation strategy of the range extender to address the above technical problems.

[0005] In a first aspect, the present application provides a method for controlling a vehicle range extender, the method comprising:

[0006] determining a target driving section for the vehicle to travel, and dividing the target driving section into at least one sub-section according to a driving condition of the target driving section;

[0007] Determining first charge data at the beginning, second charge data at the end, and generated power of the at least one sub-section;

[0008] For each of the sub-sections, updating the sub-section power generation power based on the power constraint condition of the range extender in the vehicle to obtain an updated sub-section power generation power;

[0009] Determining a target charge data of the sub-section at the end of the sub-section based on the first charge data, the second charge data and the updated sub-section power generation power;

[0010] When the vehicle travels to a target subsection of the target driving section, determining a power generation level of the range extender in the target subsection based on target charge data of the target subsection at the end of the target subsection and current charge data of the vehicle;

[0011] The range extender is controlled to perform range-extended driving on the vehicle according to the power generation level of the target sub-section.

[0012] In a second aspect, the present application further provides a control device for a vehicle range extender, the device comprising:

[0013] a road segment division module, configured to determine a target road segment to be traveled by the vehicle, and divide the target road segment into at least one sub-segment according to a driving condition of the target road segment;

[0014] A power determination module, configured to determine first charge data at the beginning, second charge data at the end, and power generation of the sub-section of each of the at least one sub-sections;

[0015] a power updating module, configured to update, for each of the sub-sections, the generated power of the sub-section based on the power constraint of the range extender in the vehicle, to obtain an updated generated power of the sub-section;

[0016] a charge data determination module, configured to determine a target charge data of the sub-section at the end of the sub-section based on the first charge data, the second charge data and the updated power generation power of the sub-section;

[0017] a power generation level matching module, configured to, when the vehicle travels to a target sub-section of the target driving section, determine the power generation level of the range extender in the target sub-section based on the target charge data at the end of the target sub-section and the current charge data of the vehicle;

[0018] The range-extending drive control module is configured to control the range extender to perform range-extending drive on the vehicle according to the power generation level of the target sub-section.

[0019] In a third aspect, the present application further provides a vehicle controller comprising a memory and a processor, wherein the memory stores a computer program, and the processor implements the steps of the above methods when executing the computer program.

[0020] In a fourth aspect, the present application further provides a computer-readable storage medium on which a computer program is stored, and when the computer program is executed by a processor, the steps of the above methods are implemented.

[0021] In a fifth aspect, the present application also provides a computer program product, comprising a computer program, which implements the steps of the above methods when executed by a processor.

[0022] The above-mentioned vehicle range extender control method, device, vehicle controller, computer-readable storage medium and computer program product determine a target driving section to be traveled by the vehicle and divide the target driving section into at least one sub-section according to the driving condition of the target driving section; determine the first charge data at the beginning, the second charge data at the end, and the sub-section power generation power of each sub-section; for each sub-section, update the sub-section power generation power based on the power constraint of the range extender in the vehicle to obtain an updated sub-section power generation power; determine the target charge data of the sub-section at the end based on the first charge data, the second charge data and the updated sub-section power generation power of the sub-section; when the vehicle travels to the target sub-section in the target driving section, determine the power generation level of the range extender in the target sub-section based on the target charge data of the target sub-section at the end and the current charge data of the vehicle; and control the range extender to perform range-extended driving for the vehicle according to the power generation level of the target sub-section.

[0023] By dividing the target driving section into sub-sections according to the driving conditions and planning the sub-section power generation power of each sub-section, the first charge data of the vehicle at the beginning of each sub-section and the corresponding second charge data at the end of each sub-section can be determined. Subsequently, the charge data of the sub-section is optimized based on the first charge data at the beginning of each sub-section, the second charge data at the end and the sub-section power generation power to obtain the target charge data of the sub-section, and then the target charge data is mapped to a specific power generation level. This can not only ensure that the vehicle's power generation power and electricity dynamically adapt to complex driving conditions, but also realize differentiated range extender power generation control by accurately controlling the range extender's power generation process according to the power generation level, so as to improve driving comfort. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to more clearly illustrate the technical solutions in the embodiments of the present application or related technologies, the following briefly introduces the drawings required for use in the embodiments of the present application or related technical descriptions. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying any creative work.

[0025] Figure 1 1 is a flow chart of a method for controlling a vehicle range extender in one embodiment;

[0026] Figure 2 A schematic flow chart of the steps of determining charge data and generated power in one embodiment;

[0027] Figure 3 A schematic flow chart of the step of dividing a road into sub-segments in another embodiment;

[0028] Figure 4 is a structural block diagram of a control device for a vehicle range extender in one embodiment;

[0029] Figure 5 FIG. 4 is a diagram showing the internal structure of a vehicle controller in one embodiment. DETAILED DESCRIPTION

[0030] In order to make the purpose, technical solutions and advantages of this application more clear, the following further describes this application in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0031] In an exemplary embodiment, Figure 1 As shown, a control method for a vehicle range extender is provided. This method is described using a vehicle controller as an example. It is understood that this method can also be applied to a vehicle terminal, or to a system including a vehicle terminal and a vehicle controller, and implemented through interaction between the vehicle terminal and the vehicle controller. The method of this embodiment includes the following steps 101 to 106. Among them:

[0032] Step 101 : determining a target driving section for a vehicle to travel, and dividing the target driving section into at least one sub-section according to the driving condition of the target driving section.

[0033] Among them, the target driving section refers to the section where the vehicle plans to travel. The target driving section can be the entire planned journey of the vehicle, that is, the entire section from the starting point to the end point of the journey, or it can be a part of the entire journey, for example, the section from the start to the midpoint of the journey, the section from any position in the journey to other positions after the arbitrary position in the journey, or the section between the end point.

[0034] Driving conditions refer to the different road and traffic conditions a vehicle may encounter during driving. In practice, driving conditions can be categorized along multiple dimensions, including road type, congestion type, and ramp type. Each driving condition dimension can encompass multiple specific driving conditions. For example, the road type dimension can include, but is not limited to, highways, national / provincial / county roads, rural roads, and urban areas. The congestion type dimension can include, but is not limited to, unimpeded, slow-moving, congested, and severely congested driving conditions. The ramp type dimension can include, but is not limited to, uphill, downhill, and flat road driving conditions. Subsegments are smaller segments of a target driving section divided according to driving conditions. Typically, each subsegment can have multiple driving conditions across different driving condition dimensions, but can only have one driving condition within the same driving condition dimension. For example, if a subsegment's driving condition is highway in the road type dimension, it cannot be urban, but can be any condition in the congestion type dimension (e.g., unimpeded) or any condition in the ramp type dimension (e.g., uphill).

[0035] For example, the vehicle controller can determine the target driving section for the vehicle to travel; for example, the vehicle controller can determine the target driving section for the vehicle to travel based on the navigation instructions issued by the vehicle-mounted terminal. The vehicle controller can divide the target driving section into at least one sub-section according to the driving condition of the target driving section; for example, the vehicle controller can divide the target driving section according to the road type dimension to obtain multiple first-level sub-sections, and the vehicle controller can further divide each first-level sub-section according to the congestion type dimension to obtain multiple second-level sub-sections, and the vehicle controller can further divide each second-level sub-section according to the slope type dimension to obtain multiple third-level sub-sections. Each third-level sub-section is the final sub-section of the target driving section. Each sub-section has only one specific driving condition belonging to the same operating condition dimension under the same operating condition dimension, so as to ensure that the subsequent power generation planning process can be based on the driving condition.

[0036] In an optional embodiment, a user can activate navigation by interacting with an in-vehicle terminal, causing the vehicle's built-in IVI (In-Vehicle Infotainment) system to launch a navigation application. The IVI system can then send a built-in map navigation flag signal to the vehicle's CAN (Controller Area Network) bus to indicate that navigation is enabled. Simultaneously, the IVI system imports a map, which can be imported into the IVI system via a storage medium (such as a memory card, internal hard drive) or downloaded from the Internet. The IVI system then parses and processes the imported map data, converting it into a format that the in-vehicle terminal can recognize and use. Subsequently, when the user enters a trip start and end point through the in-vehicle terminal, the navigation application can plan a trip based on the start and end points using the map imported by the IVI system, obtaining navigation information. The vehicle controller can then use this navigation information to determine the target route for the vehicle.

[0037] In an optional embodiment, when determining the driving condition, the vehicle controller may classify the driving condition according to multiple condition dimensions. The classification criteria or basis for each driving condition may be as shown in Table 1 below:

[0038] Table 1

[0039]

[0040] In Table 1, slope refers to the ratio of the vertical height of the slope to its horizontal distance, and segment length refers to the duration of a particular slope. A 3% slope means a vertical height difference of 3 meters for every 100 meters. Taking an uphill section as an example, a slope ≥3% and a segment length ≥1km can be considered a section with a slope ≥3% for 1km or longer. For example, if a section is 1km or longer and has a vertical height difference greater than 30m, the driving condition of that section is considered uphill. Conversely, if a section is 1km or longer and has a vertical height difference greater than -30m, the driving condition of that section is considered downhill. If a section meets neither uphill nor downhill driving conditions—that is, if the section meets either the segment length of less than 1km or the slope range of -3% < slope < 3%—then the driving condition of that section is considered flat.

[0041] In some other embodiments, the vehicle controller can also add a long-distance type dimension when determining the driving condition, for example, can include but is not limited to long-distance travel (such as single navigation mileage ≥ 200km), medium-long distance travel (such as 50km < single navigation mileage < 200) and daily travel (such as single navigation mileage ≤ 50km). By combining the long-distance type dimension, the target driving section can be further divided into various sub-sections, and different strategies can be selected in the subsequent power generation planning or sub-section division process according to different mileage lengths. For example, for longer mileage travel, the mileage length can be segmented for planning in the power generation planning process, and secondary planning is performed in each travel segment. For travel segments with lower levels (such as total travel), coarse-grained data (such as the average, endpoint value, etc. of each travel segment obtained after segmentation) can be used for power generation planning when planning power generation. For higher levels (such as each travel segment after segmentation), fine-grained data (such as point values, average values, etc. at each time in the travel segment after segmentation) can be used for power generation planning when planning, to form a multi-level power generation planning strategy and improve the accuracy of power generation planning.

[0042] Step 102, determining the first charge data at the start of each sub-section, the second charge data at the end of each sub-section, and the power generation power of each sub-section.

[0043] The first charge data refers to the battery state of charge (SOC) of the vehicle at the start of each sub-section, which represents the proportion of the remaining power of the vehicle at the start of each sub-section. The second charge data refers to the battery state of charge of the vehicle at the end of each sub-section, which represents the proportion of the remaining power of the vehicle at the end of each sub-section. The power generation power of each sub-section refers to the power generation power of the range extender in the vehicle during the driving of each sub-section. Since adjacent sub-sections are continuous, the first charge data of each sub-section except the first sub-section is the second charge data of the previous sub-section, and the first charge data of the first sub-section is the charge data of the vehicle at the start of the entire trip. Similarly, the second charge data of each sub-section except the last sub-section is the first charge data of the next sub-section, and the second charge data of the last sub-section is the charge data of the vehicle at the end of the entire trip.

[0044] For example, the vehicle controller can determine the first charge data at the beginning, the second charge data at the end, and the sub-segment power generation of at least one sub-segment; for example, the vehicle controller can first determine the sub-segment power generation of each sub-segment. For the first sub-segment, the vehicle controller can obtain the charge data of the vehicle at the beginning of the entire journey as the first charge data of the first sub-segment, and determine the second charge data of the first sub-segment based on the first charge data of the first sub-segment and the sub-segment power generation. For each subsequent sub-segment, the vehicle controller can determine the second charge data of the previous sub-segment as the first charge data of the current sub-segment in the order of the sub-segments, and then determine the second charge data of each sub-segment in turn based on the first charge data of the current sub-segment and the sub-segment power generation.

[0045] In an optional embodiment, when determining the first charge data, the vehicle controller can determine the first charge data for each sub-segment, except for the first sub-segment corresponding to the vehicle's driving order on the target trip segment, based on at least one of the first charge data and the second charge data of the preceding sub-segment. For example, the second charge data of the preceding sub-segment can be directly determined as the first charge data of the current sub-segment, or the average of the first charge data and the second charge data of the preceding sub-segment can be determined as the first charge data of the current sub-segment. Alternatively, if there are multiple preceding sub-segments, the first charge data of the current sub-segment can be determined based on the first charge data and / or second charge data of any one or more preceding sub-segments. Regarding the first charge data of the first sub-segment, the first charge data of the first sub-segment can be determined based on the vehicle's current overall battery state of charge. For example, the vehicle's current overall battery state of charge can be directly determined as the first charge data of the first sub-segment, or the vehicle's current overall battery state of charge can be scaled and used to determine the first charge data of the first sub-segment.

[0046] Step 103 : For each sub-section, the sub-section power generation power is updated based on the power constraint of the range extender in the vehicle to obtain an updated sub-section power generation power.

[0047] Among them, power constraints refer to constraints on the range of the range extender's output power range, power distribution for working in conjunction with the power battery, power following capability, and hardware performance limitations. Power constraints can be determined based on the range extender's physical characteristics and design requirements, ensuring that the range extender operates safely and efficiently without affecting the normal operation of other vehicle systems. In specific implementation, power constraints mainly refer to the power change rate limit conditions involved in power following control, namely power gradient limits, to prevent power changes between sub-sections from exceeding the power mutation limit of the range extender, thereby ensuring vehicle performance, system stability, and user experience.

[0048] For example, the vehicle controller can update the sub-section power generation power for each sub-section based on the power constraint of the range extender in the vehicle to obtain the updated sub-section power generation power; for example, the vehicle controller can obtain the power gradient constraint of the range extender in the vehicle. For each sub-section, the vehicle controller can determine whether the sub-section power generation power between adjacent sub-sections meets the power gradient constraint based on the power gradient constraint, and update the sub-section power generation power based on the difference between the sub-section power generation power and the power gradient constraint to obtain the updated sub-section power generation power.

[0049] Step 104 : determining a target charge data of the sub-section at the end of the sub-section based on the first charge data, the second charge data and the updated power generation power of the sub-section.

[0050] Among them, the target charge data refers to the battery charge state expected to be achieved at the end of each sub-section based on the first charge data, second charge data and updated sub-section power generation power of each sub-section. By determining the target charge data, it is possible to ensure that the vehicle maintains a stable power level throughout the entire driving process.

[0051] For example, the vehicle controller may determine the target charge data for the sub-section at the end of the sub-section based on the first charge data, the second charge data, and the updated power generation power of the sub-section.

[0052] In an optional embodiment, taking N sub-segments as an example, according to the travel order of the target travel segment, the direction from the first to the Nth sub-segment is determined as the positive order, and the direction from the Nth to the first sub-segment is determined as the reverse order. The updated sub-segment power generation sequence is expressed as {P1, P2, ..., P N}, where P1, P2, ..., P N are the updated power generation powers of the first to Nth sub-segments respectively. Correspondingly, the charge data sequence of the N sub-segments is represented as {SOC0, SOC1, SOC2, ..., SOC N}, SOC0 is the first charge data of the first sub-segment, SOC1 is the second charge data of the first sub-segment (also the first charge data of the second sub-segment). When the vehicle controller determines the target charge data of each sub-segment, taking the reverse order as an example, for the Nth sub-segment, the vehicle controller can determine the target charge data based on the first charge data SOC of the Nth sub-segment. N-1 , the second charge data SOC N And the updated sub-segment power generation P of the Nth sub-segment N, determine the target charge data of the Nth sub-segment that meets the power gradient limit, and then the vehicle controller continues to determine the target charge data of the N-1th sub-segment, that is, based on the first charge data SOC of the N-1th sub-segment N-2 , the second charge data SOC N-1 And the updated sub-segment power generation P of the N-1th sub-segment N-1 , determine the target charge data of the N-1th sub-section that meets the power gradient limit, and so on, until the target charge data of each sub-section is obtained.

[0053] In an exemplary embodiment, when determining the target charge data for each sub-segment based on the first charge data, the second charge data, and the sub-segment power generation, the vehicle controller may determine the target charge data based on a pre-trained planning model. The planning model may be constructed using at least one of a convolutional neural network, an adversarial training network, and a deep learning algorithm. Specifically, the vehicle controller may input the first charge data, the second charge data, and the updated sub-segment power generation into the planning model, and output the target charge data for each sub-segment at the end of the journey through the forward propagation of the planning model. Optionally, when determining the target charge data based on the first charge data, the second charge data, and the updated sub-segment power generation, for a single sub-segment, the vehicle controller may determine the difference between the first charge data and the second charge data using the planning model, and modify the second charge data based on the difference, the sub-segment power generation, and the pre-set vehicle distribution target for each sub-segment to obtain the target charge data.

[0054] Step 105 , when the vehicle travels to a target subsection in the target driving section, the power generation level of the range extender in the target subsection is determined based on the target charge data at the end of the target subsection and the current charge data of the vehicle.

[0055] Among them, the target sub-section refers to the sub-section in the target driving section where the current vehicle is traveling or is about to travel. When the vehicle travels to the target sub-section, the power generation level of the range extender can be dynamically adjusted according to the target charge data corresponding to the target sub-section and the current charge data of the vehicle. The current charge data refers to the battery charge status of the vehicle at the current moment, and the current charge data can be directly obtained from the vehicle's control system. The power generation level refers to the power generation level adjusted by the range extender according to the vehicle's power status and driving needs. The level of power generation can directly affect the power generation efficiency of the range extender and the energy consumption of the vehicle, and needs to be dynamically adjusted according to actual conditions.

[0056] For example, the vehicle controller may determine the power generation level of the range extender in the target sub-section of the target driving section based on the target charge data of the target sub-section at the end and the current charge data of the vehicle when the vehicle travels to the target sub-section of the target driving section; for example, the vehicle controller may obtain the real-time position or travel of the vehicle to determine whether the vehicle has traveled to the target sub-section, and when the vehicle travels to the target sub-section of the target driving section, the vehicle controller may determine the power generation level of the range extender in the target sub-section based on the difference between the target charge data of the target sub-section at the end and the current charge data of the vehicle.

[0057] Step 106 : Control the range extender to perform range-extended driving for the vehicle according to the power generation level of the target sub-section.

[0058] Among them, extended-range driving refers to the driving process in which the range extender provides additional electrical energy to the vehicle by generating electricity, so as to extend the vehicle's mileage and ensure that the vehicle can reach its destination smoothly.

[0059] For example, the vehicle controller can control the range extender to perform extended-range driving for the vehicle according to the power generation level of the target sub-section. For example, when the range extender is started and the vehicle travels to the target sub-section, the vehicle controller can control the range extender to generate electricity according to the power generation level of the target sub-section to achieve extended-range driving of the vehicle.

[0060] In the above-mentioned vehicle range extender control method, a target driving section to be traveled by the vehicle is determined, and the target driving section is divided into at least one sub-section according to the driving condition of the target driving section; a first charge data at the beginning, a second charge data at the end, and a sub-section power generation power are determined for each of the at least one sub-sections; for each sub-section, the sub-section power generation power is updated based on the power constraint condition of the range extender in the vehicle to obtain an updated sub-section power generation power; based on the first charge data, the second charge data, and the updated sub-section power generation power of the sub-section, the target charge data at the end of the sub-section is determined; when the vehicle travels to the target sub-section in the target driving section, the power generation level of the range extender in the target sub-section is determined based on the target charge data of the target sub-section at the end and the current charge data of the vehicle; and the range extender is controlled to perform range-extending driving for the vehicle according to the power generation level of the target sub-section.

[0061] By dividing the target driving section into sub-sections according to the driving condition, and planning the sub-section power of each sub-section, the first charge data at the start of each sub-section and the corresponding second charge data at the end of each sub-section can be determined. Then, based on the first charge data at the start of each sub-section, the second charge data at the end of each sub-section, and the sub-section power, the charge data of each sub-section is optimized to obtain the target charge data of each sub-section. Furthermore, the target charge data is mapped to a specific power generation level, which can not only dynamically adapt the power generation power and the amount of electricity of the vehicle to the complex driving condition, but also precisely control the power generation process of the range extender through the power generation level, so as to realize differentiated power generation control of the range extender and improve the driving comfort.

[0062] In one embodiment, as shown in FIG. 1, the step 102 of determining the first charge data at the start of each sub-section, the second charge data at the end of each sub-section, and the sub-section power of at least one sub-section comprises: Figure 2

[0063] Step 201: For each sub-section, determine the feasible power interval of the range extender in the vehicle for power generation in the sub-section according to the predicted speed of the vehicle in the sub-section.

[0064] The predicted speed refers to the predicted speed of the vehicle on the sub-section according to the driving condition. In specific implementation, the predicted speed can be determined according to the navigation information of the vehicle on the target driving section. In essence, it is a speed predicted based on the driving condition of each sub-section, the speed limit of the sub-section, and other information in the navigation planning process. The feasible power interval refers to the power range that supports the range extender to generate power on the sub-section, i.e., any power within the feasible power interval meets the conditions for power generation and driving of the range extender.

[0065] For example, the vehicle controller can determine the feasible power interval of the range extender in the vehicle for power generation in each sub-section according to the predicted speed of the vehicle in the sub-section. For example, the vehicle controller can determine the predicted speed of each sub-section from the navigation information of the vehicle on the target driving section. The predicted speed can be the average speed corresponding to each sub-section, or a representative value representing the speed of the sub-section. Then, the vehicle controller can determine the feasible power interval of the range extender for power generation in each sub-section based on the mapping relationship between the predicted speed and the feasible power interval.

[0066] Step 202: Discretize the feasible power interval to obtain at least one feasible power generation power.

[0067] ​Discretization refers to dividing the continuous feasible power range into several discrete power values ​​to obtain the feasible power generation within the feasible power range. The feasible power generation within the feasible power range refers to the candidate power generation values ​​that the range extender may adopt on the sub-section, obtained discretely from the feasible power range. Each feasible power generation can represent an operating state of the range extender. By determining the operating state corresponding to each feasible power generation, combined with a set objective function, the feasible power generation that meets the optimization goal can be determined. For example, the objective function can be to minimize energy consumption, minimize charge data (state of charge) deviation, minimize NVH (noise, vibration, harshness), etc. When the objective function is set based on multiple optimization objectives, corresponding weights can be assigned to each optimization objective based on the priority of the optimization objective or actual needs to comprehensively balance the impact of each objective and achieve multi-objective collaborative optimization.

[0068] For example, the vehicle controller may discretize the feasible power range to obtain at least one feasible power generation power. For example, the vehicle controller may discretize the feasible power range according to a predetermined step size to obtain multiple discrete points, and determine multiple feasible power generation powers based on the power value corresponding to each discrete point.

[0069] In an optional embodiment, when discretizing the feasible power interval, the vehicle controller may determine multiple feasible power generation powers according to a fixed power step size, or may determine multiple feasible power generation powers according to a variable power step size. For example, the variable power step size may be determined based on the historical driving data of the vehicle. For example, the frequency of each feasible power generation power being used as the final power generation power of the range extender when the vehicle travels at a speed corresponding to a predicted speed during historical driving may be used, and the power generation power belonging to the feasible power interval may be selected from high to low according to the frequency as the feasible power generation power.

[0070] Step 203 , for each feasible power generation, determine the second candidate charge data at the end of the sub-section based on the vehicle's total power consumption in the sub-section, the feasible power generation, and the first candidate charge data at the beginning of the sub-section.

[0071] The vehicle's total power consumption refers to the total amount of electrical energy required by the vehicle while traveling on the targeted sub-segment. This may include, but is not limited to, the energy consumed by the drive motor and auxiliary equipment. The first candidate charge data refers to the vehicle's battery state of charge at the start of the sub-segment and serves as a candidate value for determining the battery state of charge at the end of the targeted sub-segment (i.e., the first charge data). The second candidate charge data refers to a candidate value for the battery state of charge at the end of the sub-segment, calculated based on the vehicle's power consumption, generated power, and the first candidate charge data, given a given feasible generated power.

[0072] The methods for determining the first candidate charge data and the second candidate charge data corresponding to the targeted feasible power generation power vary depending on the location of the targeted sub-segment within the target driving segment. Similar to the first charge data, when determining the first candidate charge data, when the targeted sub-segment is the first sub-segment, the first candidate charge data can be determined based on the vehicle's charge data at the beginning of the entire target driving segment. When the targeted sub-segment is any sub-segment after the first sub-segment, the first candidate charge data can be determined based on at least one of the first candidate charge data and the second candidate charge data of at least one previous sub-segment. Similarly, when determining the second candidate charge data, similar to the second charge data, when the sub-section being targeted is the first sub-section, the second candidate charge data can be determined based on the charge data of the vehicle at the beginning of the entire target driving section and the targeted feasible power generation power, and when the sub-section being targeted is any sub-section after the first sub-section, the second candidate charge data can be determined based on at least one of the first candidate charge data and the second candidate charge data of at least one previous sub-section (that is, the first candidate charge data at the beginning of the targeted sub-section) and the targeted feasible power generation power.

[0073] For example, the vehicle controller can, for each feasible power generation, determine the second candidate charge data at the end of the targeted sub-segment based on the vehicle's total power consumption in the targeted sub-segment, the targeted feasible power generation and the first candidate charge data at the beginning of the targeted sub-segment; for example, the vehicle controller can obtain the charge data of the vehicle at the beginning of the entire target driving segment; the vehicle controller can, for each feasible power generation, based on the position of the targeted sub-segment in the target driving segment, when the targeted sub-segment is the first sub-segment, determine the charge data of the vehicle at the beginning of the entire target driving segment as the first candidate charge data of the targeted sub-segment, and when the targeted sub-segment is the first When the vehicle reaches any sub-section after the sub-section, the vehicle controller can determine the second candidate charge data of the previous sub-section of the sub-section as the first candidate charge data of the sub-section, and determine the change in charge data of the vehicle while driving on the sub-section based on the total vehicle power consumption of the sub-section, the feasible power generation power, the time the vehicle travels on the sub-section and the total capacity of the vehicle's power battery. Then, based on the change in charge data and the first candidate charge data of the sub-section, the second candidate charge data of the sub-section at the end is calculated, and so on, until the first candidate charge data and second candidate charge data corresponding to each sub-section under all feasible power generation powers are obtained.

[0074] Step 204 : Determine a first performance discrimination parameter for the feasible power generation based on at least one feasible power generation and the first candidate charge data and the second candidate charge data corresponding to the at least one feasible power generation.

[0075] The first performance discrimination parameter refers to an indicator used to characterize the vehicle's power generation performance under a specific feasible power generation power. The first performance discrimination parameter may include, but is not limited to, one or more discrimination indicators such as energy consumption rate, charge change state (or charge deviation), energy consumption efficiency, power generation efficiency, NVH, etc. In specific implementation, different judgment indicators can be determined based on actual optimization needs. When the first performance discrimination parameter includes multiple discrimination indicators, the weight of each discrimination indicator can be determined based on the priority of each discrimination indicator, and the first performance discrimination parameter can be obtained after weighting each discrimination indicator. The first performance discrimination parameter can evaluate multiple feasible power generation powers to select an appropriate power generation power as the sub-section power generation power for the sub-section. For example, by comparing the magnitude of the first performance discrimination parameter under different power generation powers, the optimal power generation power can be determined to obtain the sub-section power generation power for each sub-section.

[0076] Exemplarily, the vehicle controller can determine the first performance discrimination parameter for the feasible power generation power based on at least one feasible power generation power and the first candidate charge data and the second candidate charge data corresponding to at least one feasible power generation power; for example, the vehicle controller can define the objective function based on one or more discrimination indicators such as energy consumption rate, charge change state (or charge deviation), energy consumption efficiency, power generation efficiency, NVH, etc. For each feasible power generation power, the vehicle controller can solve the objective function based on each feasible power generation power and the first candidate charge data and the second candidate charge data corresponding to each feasible power generation power to obtain the first performance discrimination parameter corresponding to each feasible power generation power.

[0077] Step 205: Determine the sub-section power generation power of the range extender in the targeted sub-section from the at least one feasible power generation according to the first performance discrimination parameter corresponding to each of the at least one feasible power generation, and determine the second charge data at the end of the targeted sub-section from the second candidate charge data of each of the at least one feasible power generation.

[0078] Exemplarily, the vehicle controller can determine the sub-segment power generation of the range extender at the targeted sub-segment from at least one feasible power generation according to the first performance discrimination parameter corresponding to at least one feasible power generation, and determine the second charge data at the end of the targeted sub-segment from the second candidate charge data of at least one feasible power generation; for the targeted sub-segment, the vehicle controller can compare the first performance discrimination parameters corresponding to each feasible power generation, select the feasible power generation that can minimize the first performance discrimination parameter, and determine the feasible power generation as the sub-segment power generation of the targeted sub-segment. Finally, the vehicle controller can determine the second candidate charge data corresponding to the feasible power generation for determining the sub-segment power generation as the second charge data of the targeted sub-segment, and so on, to obtain the sub-segment power generation and second charge data of each sub-segment. At the same time, due to the continuity of each sub-segment, the first charge data of the next sub-segment can be determined based on the second charge data of each sub-segment.

[0079] In this embodiment, the predicted vehicle speed of each sub-section under driving conditions is determined, and the feasible power range of the range extender is determined based on the predicted vehicle speed, and the feasible power generation power is discretized. Then, the second candidate charge data of the sub-section at the end of each feasible power generation power is determined respectively. Finally, the optimal power generation power and the charge data at the end are determined based on the first performance discrimination parameter. In the process of optimizing the power generation power, the driving conditions can be combined, and the optimization of the vehicle's power generation performance and the battery charge state management in different sub-sections can be taken into account to enhance stability and comfort during driving.

[0080] In one embodiment, the control method of the vehicle range extender further includes:

[0081] Based on the navigation information of the vehicle on the target driving section and the vehicle's power demand data, the power demand of the vehicle when traveling on at least one sub-section is predicted, and the corresponding whole vehicle power consumption when the vehicle travels on at least one sub-section is obtained.

[0082] The navigation information for the target driving section refers to navigation data related to the target section the vehicle plans to travel. This information may include, but is not limited to, the length of the section, vehicle speed, road type (e.g., expressway, national / provincial / county road, rural road, urban area), congestion type (e.g., smooth, slow, congested, severely congested), slope type (e.g., uphill, downhill, flat), speed limit information, and estimated travel time. Because different road sections have varying driving conditions and thus different vehicle energy consumption, navigation information can be used to accurately predict the vehicle's total power consumption. For example, on congested urban roads, frequent starts and stops increase energy consumption; on unobstructed highways, vehicles travel at a steady speed, resulting in relatively low energy consumption.

[0083] Vehicle power demand data refers to information related to power consumption during driving. It may include, but is not limited to, accessory status (such as air conditioning status), DCDC (Direct Current-Direct Current Converter) / PTC (Positive Temperature Coefficient, primarily related to vehicle heaters), and CCU (Central Control Unit) power information, battery SOC, and driving mode. Specifically, accessory status may include data such as compressor enable, AC evaporator target temperature, and AC evaporator actual temperature. DCDC power information may include, but is not limited to, DCDC output power. PTC power information may include, but is not limited to, heating request, AC PTC water outlet target temperature, AC PTC water outlet actual temperature, PTC operating current, and PTC high voltage. CCU power information may include, but is not limited to, CCU actual power. Battery SOC may include, but is not limited to, VCU (Vehicle Control Unit) startup SOC range (dynamic), VCU startup SOC range (static), and cabin instrument display SOC. Driving mode may include, but is not limited to, IVI driving mode.

[0084] Electricity demand forecasting refers to the process of predicting the power consumption of a vehicle when traveling on each sub-section of road based on navigation information and power demand data. During the forecasting process, by comprehensively considering factors such as road type, traffic conditions, vehicle speed, vehicle load, driving habits, etc., a relatively accurate electricity demand forecasting model can be established to provide a basis for subsequent power generation planning.

[0085] For example, the vehicle controller can predict the vehicle's power demand for traveling on at least one sub-section based on the vehicle's navigation information and the vehicle's power demand data on the target driving section, and obtain the corresponding vehicle power consumption when the vehicle travels on at least one sub-section; for example, the vehicle controller can input the vehicle's navigation information and the vehicle's power demand data on the target driving section into a pre-trained power prediction model when the user selects the corresponding driving mode through the vehicle terminal and the map navigation flag is turned on, and predict the vehicle's power demand for traveling on each sub-section through the power prediction model, and obtain the corresponding vehicle power consumption when the vehicle travels on at least one sub-section.

[0086] In an optional embodiment, the total vehicle power consumption mainly includes driving power consumption, working condition correction power consumption and accessory power consumption. Correspondingly, the power consumption prediction model can include a driving power consumption prediction sub-model for predicting driving power consumption, a correction power consumption prediction sub-model for predicting working condition correction power consumption, and an accessory power consumption prediction sub-model for predicting accessory power consumption. The driving power consumption refers to the power consumption required by the driving system of the vehicle when driving on a sub-road section. The working condition correction power consumption refers to the power consumption value obtained by correcting the driving power consumption according to the elevation data and driving conditions of the sub-road section. The working condition correction power consumption is used to correct the driving power consumption under driving conditions. The accessory power consumption refers to the power consumption value required by each power-consuming accessory in the vehicle on the sub-road section. The power-consuming accessories can include but are not limited to air conditioning, audio, lighting, seat heating, etc.

[0087] For the driving power consumption of each sub-road section, the vehicle controller can obtain the average vehicle speed of the sub-road section, the driving condition of the sub-road section and the driving mode from the power consumption data in the navigation information, and input the average vehicle speed, the driving condition of the sub-road section and the driving mode into the driving power consumption prediction sub-module. The driving power consumption prediction sub-module statistically analyzes the average vehicle speed sequence of the sub-road section to obtain the vehicle speed statistical parameters of the sub-road section, and determines the driving power consumption of the vehicle on the sub-road section based on the vehicle speed statistical parameters. For example, the driving power consumption prediction sub-module can calculate the mean, variance, quantile and coefficient of variation of the average vehicle speed, and calculate the mean, variance, quantile and coefficient of variation of the first-order difference speed corresponding to the average vehicle speed, respectively. The driving power consumption prediction sub-module can also determine the proportion of the congestion level of the sub-road section in the entire target trip section based on the driving condition of the sub-road section. Finally, the driving power consumption prediction data can predict the driving power consumption of the vehicle on the sub-road section based on the mean, variance, quantile and coefficient of variation of the average vehicle speed, the mean, variance, quantile and coefficient of variation of the first-order difference speed corresponding to the average vehicle speed, the proportion of the congestion level of the sub-road section in the entire target trip section and the driving mode.

[0088] For the working condition correction power consumption of each sub-road section, the vehicle controller can obtain the elevation data of the sub-road section and the driving condition of the sub-road section from the navigation information, and input the elevation data and the driving condition of the sub-road section into the correction power consumption prediction sub-module. The correction power consumption prediction sub-module determines the working condition correction power consumption of the sub-road section based on the elevation data and the driving condition. For example, the correction power consumption prediction sub-module can determine the height difference of the road section fluctuation according to the elevation data of the sub-road section. When it is determined that the sub-road section is an uphill according to the driving condition, the percentage of the slope can be determined according to the ratio between the height difference from the starting point to the ending point of the uphill section in the sub-road section and the horizontal distance from the starting point to the ending point of the uphill section in the sub-road section. The percentage of the slope can be expressed as:

[0089] (1)

[0090] wherein, represents the percentage of slope, represents the height difference from the start point to the end point of the uphill section in the sub-section, represents the horizontal distance from the start point to the end point of the uphill section in the sub-section.

[0091] Subsequently, the corrected electric quantity prediction sub-module can determine the uphill correction coefficient based on the percentage of slope, denoted as:

[0092] (2)

[0093] wherein, represents the uphill correction coefficient, represents the percentage of slope.

[0094] In this way, the corrected electric quantity prediction sub-module can correct the slope force (i.e. the additional resistance due to slope that the vehicle needs to overcome during uphill) of the vehicle during uphill according to the uphill correction coefficient, and the corrected slope force is denoted as:

[0095] (3)

[0096] wherein, represents the corrected slope force, represents the mass of the vehicle, represents the acceleration of gravity, represents the uphill correction coefficient.

[0097] The corrected electric quantity prediction sub-module can predict the working condition corrected electric quantity of the vehicle on the uphill section according to the corrected slope force. When it is determined according to the driving working condition that the sub-section is downhill, the working condition corrected electric quantity can be corrected for downhill based on an empirical coefficient, i.e. the empirical coefficient x the working condition corrected electric quantity, so as to obtain the working condition corrected electric quantity of the downhill section. In specific implementation, the empirical data can be determined according to the driving model of the vehicle, for example, the empirical coefficient can be determined as -0.2 in the economy mode, -0.1 in the comfort mode, and 0 in the sports mode.

[0098] For accessory power usage for each sub-segment, the vehicle controller can obtain the vehicle's power demand data and historical data on DCDC / PTC / CCU power information. The power demand data and historical data on DCDC / PTC / CCU power information are input into the accessory power prediction sub-module. The accessory power prediction sub-module then predicts the power usage of each electrical accessory in the vehicle for that sub-segment, thereby obtaining the accessory power usage for that sub-segment. For example, the accessory power prediction sub-module can perform an integral prediction based on the power demand data and historical data on DCDC / PTC / CCU power information to obtain the accessory power usage for that sub-segment.

[0099] Finally, the vehicle controller can use the power prediction module to integrate the three parts of power consumption: driving power consumption, working condition correction power consumption and accessory power consumption. That is, the driving power consumption, working condition correction power consumption and accessory power consumption are added together to obtain the total vehicle power consumption of the sub-section.

[0100] In this embodiment, the power demand of the sub-section is predicted based on the navigation information and power demand data, and the power consumption of the entire vehicle in each sub-section can be accurately obtained, which is conducive to providing accurate data support for subsequent power generation planning and improving planning accuracy.

[0101] In one embodiment, the vehicle range extender control method further includes:

[0102] Based on the navigation information of the vehicle on the target driving section, the driving conditions corresponding to at least one sub-section are determined; when the driving conditions corresponding to at least one sub-section meet the power interval update conditions, at least one of the upper limit and the lower limit of the feasible power interval is updated to obtain an updated feasible power interval.

[0103] Among them, the power range update condition refers to the rule used to determine whether the feasible power range needs to be updated. The power range update condition can be based on changes in driving conditions (such as changes in road slope exceeding a certain range, vehicle speed changes exceeding a preset value, etc.), vehicle status (such as battery charge, temperature, etc.), time factors (such as driving time reaching a certain length of time), or other relevant factors to ensure that the feasible power range can adapt to changes in actual driving conditions. Taking driving conditions as an example of power range update conditions, driving conditions directly affect the vehicle's energy consumption and power generation needs. For example, on uphill sections, the vehicle requires greater driving force, which will increase energy consumption; and frequent starting and stopping in congested sections will also affect energy consumption and power generation strategies. Therefore, based on navigation information, the vehicle's driving conditions on a sub-section can be judged in advance to determine whether the range extender needs to generate power in advance or less power on the sub-section. For example, when the vehicle reaches a congested and uphill condition, the range extender can generate electricity in advance. For another example, when the vehicle reaches a congested and downhill condition, the range extender can generate less or no electricity. Therefore, at least one of the upper and lower limits of the feasible power space can be adjusted to obtain an updated feasible power range to better adapt to the driving conditions and vehicle status of the current sub-section, ensure that the range extender operates within the appropriate power range, and improve the power generation efficiency and the vehicle's energy consumption management level.

[0104] For example, the vehicle controller can determine the driving conditions corresponding to at least one sub-section based on the navigation information of the vehicle on the target driving section; for example, the vehicle controller can obtain the driving conditions corresponding to the sub-section that the vehicle has not driven on from the congestion type dimension and the ramp type dimension based on the navigation information of the vehicle on the target driving section, and determine the comprehensive conditions of each sub-section based on the obtained driving conditions, such as congested||uphill, congested||downhill, unobstructed||uphill, unobstructed||flat road, etc., and preset comprehensive conditions in the comprehensive conditions that require early power generation, less power generation, or no power generation. The vehicle controller may update at least one of the upper limit and the lower limit of the feasible power range to obtain an updated feasible power range when the driving condition corresponding to at least one sub-section meets the power range update condition; for example, the vehicle controller may compare the comprehensive operating condition of the vehicle with the power range update condition to determine whether the comprehensive operating condition requires advance power generation or whether it requires less or no power generation. If the comprehensive operating condition is a congested||uphill condition, the range extender needs to generate power in advance, then the vehicle controller may expand the feasible power range, such as increasing the upper limit value of the feasible power range, to obtain an updated feasible power range. If the comprehensive operating condition is a congested||downhill condition, the range extender needs to generate less or no power, then the vehicle controller may narrow the feasible power range, such as lowering the lower limit value of the feasible power range, to obtain an updated feasible power range.

[0105] In this embodiment, by determining the driving conditions of each sub-section based on the navigation information of the vehicle's target driving section, the comprehensive conditions of each sub-section can be determined. When the comprehensive conditions meet the power interval update conditions, at least one of the upper limit or lower limit of the feasible power interval is updated, which can make the power generation power of the range extender more in line with actual needs, which is conducive to improving the adaptability of the vehicle in complex road conditions.

[0106] In one embodiment, updating the sub-section power generation power based on the power constraint of the range extender in the vehicle to obtain the updated sub-section power generation power includes:

[0107] Based on the power constraint conditions of the range extender in the vehicle, a power constraint interval of the sub-section power generation power is determined; the power constraint interval is discretized to obtain at least one feasible power generation power; for each feasible power generation power, a second performance discrimination parameter corresponding to each feasible power generation power is determined based on the targeted feasible power generation power, the first charge data of the targeted sub-section at the beginning, and the second charge data of the targeted sub-section at the end; the second performance discrimination parameter is used to characterize the power generation performance of the vehicle under the targeted feasible power generation power; based on the second performance discrimination parameter corresponding to each of the at least one feasible power generation power, a candidate power generation power is determined, and the sub-section power generation power is updated based on the candidate power generation power to obtain an updated sub-section power generation power.

[0108] The power constraint interval refers to the allowable range of the range extender's generated power on the sub-section, determined based on the range extender's power constraint conditions. For example, the sub-section generated power can be updated based on the power gradient limit. For example, when the range extender's power change gradient value is 10km, the upper limit of the power constraint interval can be determined by adding the sub-section generated power to the power change gradient value, and the lower limit of the power constraint interval can be determined by subtracting the power change gradient value from the sub-section generated power. In an optional embodiment, the final power constraint interval can be determined by combining the feasible power interval and the power constraint interval determined in the above embodiment. That is, the intersection of the feasible power interval and the power constraint interval can be taken to obtain the final power constraint interval, which can ensure that the updated sub-section generated power meets the sub-section's operating conditions and vehicle speed requirements and meets the range extender's power gradient limit.

[0109] Similar to the discretization process for the feasible power interval in the above embodiment, discretizing the power constraint interval refers to dividing the continuous power constraint interval into several discrete power values ​​to obtain the feasible power generation within the power constraint interval. The feasible power generation within the power constraint interval refers to the candidate power generation values ​​that the range extender may adopt on the sub-section, obtained by discretizing the power constraint interval. Each feasible power generation can represent an operating state of the range extender. By determining the operating state corresponding to each feasible power generation, combined with a set objective function, a feasible power generation that meets the optimization objective can be determined. For example, the objective function can be at least one of minimizing energy consumption, minimizing charge data (state of charge) deviation, and minimizing NVH. When the objective function is based on multiple optimization objectives, corresponding weights can be assigned to each optimization objective based on the priority of the optimization objective or actual needs to comprehensively balance the impact of each objective and achieve multi-objective collaborative optimization.

[0110] Similar to the first performance discrimination parameter in the above embodiment, the second performance discrimination parameter refers to a parameter that characterizes the vehicle's power generation performance at each feasible power generation within the power constraint interval, calculated based on the feasible power generation, the first charge data at the beginning of the sub-segment, and the second charge data at the end of the sub-segment. The parameter may include, but is not limited to, one or more of fuel consumption rate, charge data deviation, and feedback vehicle speed. The second performance discrimination parameter can quantitatively evaluate the advantages and disadvantages of different feasible power generation options. By comparing the second performance discrimination parameters, a power generation that better meets the vehicle's performance requirements can be selected.

[0111] Candidate power generation refers to a power value selected from feasible power generation based on at least one second performance discriminant parameter corresponding to each feasible power generation. The candidate power generation can be used to determine the updated sub-section power generation. In specific implementations, the candidate power generation can be directly determined as the updated sub-section power generation, or the candidate power generation can be corrected according to a certain correction factor and the corrected value determined as the updated sub-section power generation.

[0112] For example, the vehicle controller can determine a power constraint interval for the sub-segment's generated power based on the vehicle's range extender's power constraints. For example, the vehicle controller can determine an upper limit and a lower limit based on the vehicle's range extender's power gradient and the sub-segment's generated power, and then construct a power constraint interval based on the upper and lower limits. The vehicle controller can discretize the power constraint interval to obtain at least one feasible generated power. For example, the vehicle controller can discretize the power constraint interval according to a determined step size to obtain multiple discrete points, and determine feasible generated power within the multiple power constraint intervals based on the power value corresponding to each discrete point. The vehicle controller can determine, for each feasible power generation power, the second performance discrimination parameter corresponding to each feasible power generation power based on the feasible power generation power, the first charge data of the sub-section at the beginning, and the second charge data of the sub-section at the end; for example, the vehicle controller can define an objective function based on one or more of the fuel consumption rate, the charge data deviation, and the feedback vehicle speed. For each feasible power generation power, the vehicle controller can solve the objective function based on the feasible power generation power, the first charge data of the sub-section at the beginning, and the second charge data of the sub-section at the end to obtain the second performance discrimination parameter corresponding to each feasible power generation power. The vehicle controller can determine the candidate power generation power based on the second performance discrimination parameter corresponding to at least one feasible power generation power, and update the sub-section power generation power based on the candidate power generation power to obtain the updated sub-section power generation power; for example, the vehicle controller can compare the second performance discrimination parameters corresponding to each feasible power generation power, select the feasible power generation power that can minimize the second performance discrimination parameter, and determine the feasible power generation power as the candidate power generation power. Subsequently, the vehicle controller can update the sub-section power generation power based on the candidate power generation power to obtain the updated sub-section power generation power.

[0113] In an exemplary embodiment, the vehicle controller can determine the second performance discrimination parameter corresponding to each feasible power generation power based on the vehicle's fuel consumption rate, charge data deviation and feedback vehicle speed under the feasible power generation power, as well as the weight coefficients corresponding to the fuel consumption rate, charge data deviation and feedback vehicle speed. The fuel consumption rate is used to reflect the fuel utilization efficiency of the vehicle during the power generation process. The charge data deviation is used to reflect the accuracy of the control of the battery power by the power generation power. The feedback vehicle speed is based on the vehicle speed under the NVH limit, and is used to reflect the relationship between the actual driving speed and NVH of the vehicle under the current driving conditions. The weight coefficients corresponding to the fuel consumption rate, charge data deviation and feedback vehicle speed are determined based on the driving conditions of the sub-section.

[0114] In specific implementation, the weight coefficients corresponding to the fuel consumption rate, charge data deviation and feedback speed can be determined according to the driving conditions of each sub-section. When a sub-section has driving conditions with multiple working condition dimensions, the driving conditions used to determine the weight coefficients corresponding to the fuel consumption rate, charge data deviation and feedback speed can be determined according to the working condition priority of each driving condition. The working condition priority can be determined according to the user's driving experience, vehicle performance, etc. For example, for each driving condition listed in Table 1, the vehicle speed, power generation power, charge data deviation and feedback speed can be determined according to each driving condition. Based on the impact of traffic conditions and driving experience, the priority of each driving condition is determined as "severe congestion > congestion > uphill > slow driving > highway > urban area > downhill > national / provincial / county road > rural road > smooth > flat road". The higher the ranking, the higher the priority of the condition, and vice versa. The condition priority can be used to determine a major driving condition for the driving sub-section. Based on this major driving condition, the weight coefficients [α, β, γ] corresponding to the fuel consumption rate, charge data deviation, and feedback speed are determined, where α, β, and γ represent the weight coefficients of fuel consumption rate, charge data deviation, and feedback speed, respectively. Optionally, the weight coefficients corresponding to each condition can be referred to as shown in Table 2 below.

[0115] Table 2

[0116]

[0117] In an optional embodiment, when constructing an objective function based on the fuel consumption rate, charge data deviation, and feedback vehicle speed, the vehicle controller may construct a piecewise objective function based on the vehicle's current charge data and the expected charge data size. The piecewise objective function may be expressed as:

[0118] (4)

[0119] in, Represents the value of the piecewise objective function, which is also the second performance discriminant parameter, Respectively represent the weight coefficients of fuel consumption rate, charge data deviation and feedback vehicle speed, The function that represents the relationship between fuel consumption and power, that is, the fuel consumption rate, They represent the current charge data and the expected charge data respectively, and the difference between the two is the charge data deviation. In the above formula (4), when the current charge data is less than the expected charge data, since the current charge data does not reach the expected charge data, the vehicle controller can comprehensively determine the second performance discrimination parameter based on the fuel consumption rate, the charge data deviation, and the feedback vehicle speed. When the current charge data is greater than or equal to the expected charge data, since the current charge data exceeds the expected charge data, the vehicle controller can comprehensively determine the second performance discrimination parameter based on the fuel consumption rate, the charge data deviation, and the feedback vehicle speed.

[0120] In an optional embodiment, when the vehicle controller determines the target charge data for each sub-segment based on the first charge data, the second charge data, and the sub-segment power generation of each sub-segment, the target charge data may be determined based on a pre-trained planning model. The planning model may be constructed using at least one of a convolutional neural network, an adversarial training network, and a deep learning algorithm. In a specific implementation, the vehicle controller may input the first charge data, the second charge data, and the updated sub-segment power generation of each sub-segment into the planning model, and output the target charge data for each sub-segment at the end of the journey through the forward propagation of the planning model. Optionally, when the planning model determines the target charge data based on the first charge data, the second charge data, and the updated sub-segment power generation, taking a single sub-segment as an example, the vehicle controller may determine the sub-segment target for each sub-segment using the planning model, and modify the second charge data based on the first charge data, the second charge data, the sub-segment power generation, and the vehicle's sub-segment target in each sub-segment to obtain the target charge data.

[0121] For example, the vehicle controller can determine the change in the vehicle's charge data throughout the entire journey based on the vehicle's global goal and the vehicle's charge data at the beginning of the journey, and set the branch target for each sub-segment according to the driving conditions corresponding to each sub-segment. Afterwards, the vehicle controller can compare the second charge data of the corresponding sub-segment with the branch target. If the second charge data is less than the branch target, it means that more power needs to be generated in the sub-segment or power needs to be generated in advance. If the second charge data is greater than or equal to the branch target, it means that less power needs to be generated or no power needs to be generated in the sub-segment, so that the vehicle's charge data can reach the branch target at the end of the sub-segment. At this time, the vehicle controller can determine the final target charge data of the sub-segment by minimizing the value of the segment objective function (i.e., the above formula (4)) based on the weight coefficient corresponding to the vehicle's driving conditions in the sub-segment.

[0122] In this embodiment, the sub-section power generation power constraint interval is first determined and discretized according to the range extender power constraint to obtain the feasible power generation power. Then, the corresponding charge data at the beginning and end of each sub-section are combined to determine the second performance discrimination parameter corresponding to each feasible power generation power. Finally, based on the second performance discrimination parameter, the candidate power generation power is determined and the sub-section power generation power is updated. This can comprehensively consider the hardware limitations of the range extender and the vehicle power status, optimize the selection of power generation power, and improve the adaptability of subsequent power generation levels to the actual status of the vehicle.

[0123] In one embodiment, the target driving section is divided into at least one sub-section according to the driving condition of the target driving section, including:

[0124] Obtain navigation information of the vehicle on the target driving section, determine at least one driving condition in the target driving section based on the navigation information; and divide the target driving section into at least one sub-section based on the at least one driving condition.

[0125] For example, the vehicle controller may obtain navigation information for the vehicle on a target driving section and determine at least one driving condition within the target driving section based on the navigation information. For example, the vehicle controller may obtain navigation information for the vehicle on the target driving section from an IVI system and determine the driving condition involved in the target driving section contained in the navigation information based on the navigation information. The vehicle controller may divide the target driving section into at least one sub-section based on at least one driving condition. For example, the vehicle controller may divide the target driving section into at least one sub-section based on different driving conditions corresponding to different condition dimensions.

[0126] In this embodiment, by obtaining navigation information of the vehicle's target driving section, the driving conditions in the section can be accurately determined, and the target driving section can be divided into at least one sub-section based on the driving conditions. For different sub-sections, corresponding power generation planning strategies can be determined according to specific driving conditions, which is conducive to improving the matching degree between the output of the range extender and the vehicle needs.

[0127] In an application example, Figure 3As shown, when the vehicle controller divides the sub-segments based on the driving conditions, it can split them in sequence according to the dimensions. For example, the vehicle controller can first divide the target driving section into multiple sections according to the road type dimension, and the divided sections only contain the conditions of one type of road. For a 12km national highway among the multiple sections, the vehicle controller can further divide the 12km section into multiple sections according to the congestion type dimension, such as a 2km severely congested section, a 7km slow-moving section and a 3km smooth section. Similarly, the vehicle controller can continue to divide the 2km severely congested section, the 7km slow-moving section and the 3km smooth section into multiple sections according to the ramp type dimension, such as a 2km severely congested section including a 2km uphill section, and a 7km slow-moving section including a 4km uphill section and a 3km flat road. The 3km smooth road section includes a 3km flat road section. Therefore, the 12km section can be divided into 4 driving sub-sections, namely 2km, 4km, 3km and 3km. For each driving sub-section, there is only one driving condition in each dimension. For example, in the first 2km driving sub-section, its driving conditions include national highway, severe congestion and uphill. Since severe congestion has a higher priority than national highway and uphill, the driving condition of the first driving sub-section is severe congestion. For another example, in the second 4km driving sub-section, its driving conditions include national highway, slow driving and uphill. Since uphill has a higher priority than slow driving and national highway, the driving condition of the second driving sub-section is uphill. By analogy, it can be obtained that the driving condition of the third driving sub-section is slow driving, and the condition of the fourth driving sub-section is national highway.

[0128] In some other embodiments, when the vehicle controller divides the driving sub-segments in sequence according to the dimensions, it can be determined according to the complexity of the road type, congestion type and ramp type in the entire target driving section contained in the navigation information. For example, the navigation information shows that the target driving section is a national highway throughout and is unobstructed throughout. Considering the uncertainty of the congestion type in the target driving section, at this time, the vehicle controller can divide the driving sub-segments in the order of road type, congestion type and ramp type; for another example, the navigation information shows that the target driving section is unobstructed throughout and the complexity of the ramp type is greater than the complexity of the road type, such as the entire section contains only two road types, but the ramp types vary more. At this time, the vehicle controller can divide the driving sub-segments in the order of congestion type, road type and ramp type.

[0129] After the target driving section is split according to the driving condition, in order to ensure the accuracy of subsequent power generation planning, the driving sub-sections with long distances are further divided according to a preset distance length (such as 3 km). For example, in the above 12 km of 4 driving sub-sections, the distance of the second driving sub-section exceeds 3 km, and the driving sub-section can be further divided into a 3 km uphill section and a 1 km uphill section according to the length of 3 km. After the division, the entire 12 km section can include 5 driving sub-sections, which are 2 km of severe congestion section, 3 km of uphill section, 1 km of uphill section, 3 km of slow driving section, and 3 km of national road section.

[0130] In one embodiment, based on the target charge data at the end of the target sub-section and the current charge data of the vehicle, the power generation level of the range extender in the target sub-section is determined, including:

[0131] The current charge data of the vehicle is obtained, and the relative charge data is determined according to the current charge data and the target charge data at the end of the target sub-section. The current driving mode of the vehicle is determined, and the power generation level of the range extender in the target sub-section is determined according to the mapping relationship between the relative charge data and the power generation level of the range extender in the current driving mode.

[0132] The current charge data refers to the state of charge of the battery of the vehicle at the current time when the vehicle drives to the target sub-section, which is used to reflect the proportion of the current remaining capacity of the battery to its total capacity, and is usually presented in the form of percentage. For example, the current charge data is 50%, that is, the current remaining capacity of the battery is half of its total capacity. The relative charge data refers to the difference or change calculated according to the current charge data and the target charge data at the end of the target sub-section, which is used to represent the proportion of the increase or decrease of the battery capacity of the vehicle during the driving process of the target sub-section. For example, the current charge data is 40% and the target charge data is 60%, so the relative charge data is +20%, which means that the battery capacity of the vehicle needs to increase by 20% at the end of the target sub-section during the driving process of the target sub-section. For example, the current charge data is 50% and the target charge data is 40%, so the relative charge data is -10%, which means that the range extender can generate less power or no power during the driving process of the target sub-section so that the battery capacity of the vehicle decreases by 10% at the end of the driving process of the target sub-section. By determining the relative charge data, the power demand of the vehicle on the target sub-section can be determined, so that the corresponding power generation level can be determined according to the corresponding driving mode of the vehicle.

[0133] The current driving mode refers to the current driving state or operating mode of the vehicle, which may include but is not limited to fuel priority, smart mode, pure electric priority, forced pure electric, etc. In different driving modes, the vehicle's power source and energy utilization methods are different. For example, in fuel priority mode, the vehicle will give priority to using fuel to provide power or charge the battery, minimizing the consumption of battery power to keep the battery power at a relatively high level; for example, in pure electric priority mode, the vehicle will give priority to using the electricity in the battery to drive the vehicle, and only when the battery power drops to a certain threshold or specific working conditions require it, the range extender will start and perform extended range driving. In different driving modes, the vehicle's demand for power and the working efficiency of the range extender are different, so it is necessary to adjust the power generation level of the range extender according to the current driving mode to achieve the best energy utilization effect.

[0134] The mapping relationship between the relative charge data and the power generation level of the range extender in the current driving mode refers to a pre-set corresponding relationship, which is used to describe the relationship between the relative charge data and the power generation level of the range extender in different driving modes. Different power generation levels correspond to different power generation amounts. The higher the level, the greater the power generation amount. For example, when the relative charge data is ≤-50% or ≤-40%, it means that the deviation between the current charge data and the target charge data is large and the current charge data is less than the target charge data, and increased power generation is required. At this time, Level 2 power generation can be used in all driving modes. For example, when the relative charge data is ≥5%, it means that the deviation between the current charge data and the target charge data is small and the current charge data is greater than the target charge data. At this time, in the fuel priority mode, smart mode, and pure electric priority mode, none of them rely entirely on battery power. Therefore, Level 0 power generation can be used, that is, no power generation. For the forced pure electric mode, since the vehicle relies entirely on battery power, at this time, since the current charge data and the target charge data are not much different, a higher power generation level can be appropriately used to ensure that the vehicle's current charge data can be maintained near the target charge data, such as using Level 1.5 power generation level for power generation. In specific implementation, the mapping relationship between each relative charge data, power generation level, and driving mode can be determined according to actual conditions and is not specifically limited here.

[0135] For example, the vehicle controller may obtain the vehicle's current charge data and determine the relative charge data based on the current charge data and the target charge data at the end of the target sub-segment. For example, when the vehicle reaches the target sub-segment, the vehicle controller may obtain the vehicle's current charge data and subtract the current charge data from the target charge data corresponding to the end of the target sub-segment to obtain the relative charge data. The vehicle controller may determine the vehicle's current driving mode and determine the range extender's power generation level in the target sub-segment based on a mapping relationship between the relative charge data and the range extender's power generation level in the current driving mode. For example, the vehicle controller may determine the vehicle's current driving mode through the vehicle's body control system, instrument panel system, intelligent driver assistance system, IVI system, etc., obtain a mapping relationship between the relative charge data and the range extender's power generation level in the current driving mode, and determine the range extender's power generation level in the target sub-segment based on the current charge data.

[0136] In an optional embodiment, the vehicle controller can also obtain the vehicle's current charge data during driving in real time, periodically, or according to certain acquisition conditions, and determine the corresponding power generation level. When the power generation level changes, the power generation level of the range extender can be updated promptly to achieve differentiated extended-range driving. In specific implementations, the acquisition conditions can be triggered when the target sub-section changes (which may cause the target charge data to change) or the vehicle's driving mode changes (which may cause the matching relationship between the relative charge data and the power generation level to change). The vehicle controller can then obtain the current charge data to promptly determine whether the power generation level needs to be updated.

[0137] In this embodiment, the relative charge data is determined based on the vehicle's current charge data and the target charge data at the end of the target sub-section. In combination with the current driving mode, the power generation level is determined according to the mapping relationship between the relative charge data and the range extender's power generation level. This can accurately grasp the changes in the vehicle's power demand in the target sub-section, and dynamically control the range extender's power generation based on the changes in power demand, ensuring that the range extender generates power at an appropriate level under different driving modes of the vehicle, ensuring power output while improving energy efficiency.

[0138] In one embodiment, the control method of the vehicle range extender further includes:

[0139] Starting from the target sub-segment, driving conditions associated with respective preset number of sub-segments are acquired from the remaining driving segments of the vehicle according to the data acquisition method.

[0140] Among them, the data acquisition method refers to a method for obtaining sub-segment-associated driving conditions from the remaining driving sections. In specific implementation, the data acquisition method can be to periodically obtain sub-segment-associated driving conditions from the remaining driving sections at set time intervals, or to obtain sub-segment-associated driving conditions from the remaining driving sections based on the real-time changes in the light bar diagram of the navigation information, or to obtain sub-segment-associated driving conditions in the remaining driving sections by combining the changes based on the navigation information and the periodicity. The remaining driving section refers to the remaining portion of the route that the vehicle has not yet completed, starting from the target sub-segment. The remaining driving section can include all sections after the target sub-segment until the vehicle reaches the final destination. The preset number of sub-segments refers to the number of sub-segments selected from the remaining driving sections that are pre-set according to control requirements and are used to analyze changes in driving conditions. The number of predefined sub-segments can affect the accuracy and real-time nature of the analysis. Excessive sub-segments can lead to increased computational complexity and slower response times, while too few may not fully reflect changes in driving conditions. In implementation, the predefined number can be appropriately set based on actual conditions. For example, when driving conditions rarely change (such as on low-traffic highways at night), the vehicle's charge data changes minimally. In this case, the number of sub-segments acquired can be appropriately increased, such as five or more, to reduce the number of interactions between the vehicle controller and the range extender, thereby optimizing system performance and improving communication reliability. The driving conditions associated with each sub-segment refer to the driving conditions corresponding to each sub-segment. Acquiring these driving conditions allows for timely understanding of changes in the vehicle's driving conditions, facilitating timely updates to the target charge data as driving conditions change, allowing for the dynamic formulation of a more appropriate range-extended driving strategy.

[0141] For example, the vehicle controller may obtain driving conditions associated with a predetermined number of sub-segments starting from the target sub-segment and from the remaining vehicle travel segments according to the data acquisition method. For example, when the vehicle reaches the target sub-segment, the vehicle controller may obtain driving conditions associated with two sub-segments, including the target sub-segment, from the remaining vehicle travel segments, starting from the target sub-segment and proceeding backwards in the order in which the vehicle traveled in the target sub-segment.

[0142] Furthermore, controlling the range extender to extend the range of the vehicle according to the power generation level of the target sub-section includes:

[0143] When the driving conditions associated with a preset number of sub-sections do not change, the required output power of the range extender in the target sub-section is determined based on the mapping relationship between the power generation level of the target sub-section and the power generation power of the range extender, and the range extender is controlled to extend the range of the vehicle according to the required output power.

[0144] The term "no change in driving conditions" means that, within a preset number of sub-segments, the driving conditions associated with each sub-segment do not exhibit significant fluctuations or changes between adjacent sub-segments. When the driving conditions remain unchanged, it can be assumed that the vehicle's driving requirements can be met by extended-range driving according to the power generation level determined by the current target charge data. Based on the mapping relationship between the power generation level of the target sub-segment and the range extender's power generation, the required output power can be determined to control the range extender for extended-range driving. The mapping relationship between the power generation level and the range extender's power generation refers to a pre-defined rule describing the correspondence between the power generation level of the target sub-segment and the range extender's actual power generation. This mapping relationship can be established based on factors such as the vehicle's powertrain characteristics, energy management strategies, and actual driving experience. By establishing a reasonable mapping relationship, the power generation level can be converted into a specific power generation, thereby achieving precise control of the range extender. The required output power refers to the actual power output required by the range extender at the current moment, determined based on the mapping relationship between the power generation level of the target sub-segment and the range extender's power generation. The required output power is dynamically adjusted based on the target sub-section's power generation level. By accurately determining the required output power, the range extender can achieve efficient energy utilization while meeting the vehicle's driving needs.

[0145] Exemplarily, the vehicle controller may determine the required output power of the range extender in the target sub-segment based on the mapping relationship between the power generation level of the target sub-segment and the power generation power of the range extender when the driving conditions associated with each of the preset number of sub-segments have not changed, and control the range extender to perform range-extending driving for the vehicle according to the required output power; for example, the vehicle controller may determine the current driving conditions of each sub-segment in the preset number of sub-segments based on navigation information, and match the current driving conditions with the acquired driving conditions associated with each sub-segment. If all matches are successful, it means that the driving conditions have not changed. At this time, the vehicle controller may obtain the mapping relationship between the power generation level and the power generation power of the range extender, match the corresponding power generation power according to the determined power generation level of the target sub-segment, to obtain the required output power of the range extender in the target sub-segment, and control the range extender to perform range-extending driving for the vehicle according to the required output power.

[0146] In this embodiment, the driving conditions associated with a preset number of sub-sections of the remaining section are obtained in a specific manner. When the relevant driving conditions remain unchanged, the required output power is determined and the range extender is controlled based on the mapping relationship between the power generation level of the target sub-section and the power generation power, which can achieve precise power generation control while avoiding waste of computing resources.

[0147] In one embodiment, the vehicle range extender control method further includes:

[0148] Starting from the target sub-segment, the driving conditions associated with each of the preset number of sub-segments are obtained from the remaining driving segments of the vehicle in accordance with the data acquisition method; when the driving condition associated with at least one sub-segment in the preset number of sub-segments changes, the target driving segment is determined based on the remaining driving segment of the vehicle, and the process returns to the step of dividing the target driving segment into at least one sub-segment according to the driving condition of the target driving segment.

[0149] Among them, the data acquisition method refers to a method for obtaining sub-segment-associated driving conditions from the remaining driving sections. In specific implementation, the data acquisition method can be to periodically obtain sub-segment-associated driving conditions from the remaining driving sections at set time intervals, or to obtain sub-segment-associated driving conditions from the remaining driving sections based on the real-time changes in the light bar diagram of the navigation information, or to obtain sub-segment-associated driving conditions in the remaining driving sections by combining the changes based on the navigation information and the periodicity. The remaining driving section refers to the remaining portion of the route that the vehicle has not yet completed, starting from the target sub-segment. The remaining driving section can include all sections after the target sub-segment until the vehicle reaches the final destination. The preset number of sub-segments refers to the number of sub-segments selected from the remaining driving sections that are pre-set according to control requirements and are used to analyze changes in driving conditions. The number of predefined sub-segments can affect the accuracy and real-time nature of the analysis. Excessive sub-segments can lead to increased computational complexity and slower response times, while too few may not fully reflect changes in driving conditions. In implementation, the predefined number can be appropriately set based on actual conditions. For example, when driving conditions rarely change (such as on low-traffic highways at night), the vehicle's charge data changes minimally. In this case, the number of sub-segments acquired can be appropriately increased, such as five or more, to reduce the number of interactions between the vehicle controller and the range extender, thereby optimizing system performance and improving communication reliability. The driving conditions associated with each sub-segment refer to the driving conditions corresponding to each sub-segment. Acquiring these driving conditions allows for timely understanding of changes in the vehicle's driving conditions, facilitating timely updates to the target charge data as driving conditions change, allowing for the dynamic formulation of a more appropriate range-extended driving strategy.

[0150] A change in driving conditions refers to a significant fluctuation or change in the driving conditions of at least one sub-segment among a preset number of sub-segments. When the driving conditions change, it can be considered that the extended-range driving of the vehicle according to the power generation level determined by the current target charge data during subsequent driving may not meet the vehicle's driving needs. In this case, the target charge data needs to be re-determined based on the changed driving conditions. That is, the target driving segment can be determined based on the remaining driving segment, and based on the determined target driving segment, the target driving segment can be divided into at least one sub-segment according to the driving conditions of the target driving segment in step 101, until the target charge data corresponding to each newly divided sub-segment in the remaining driving segment is determined, thereby ensuring that more reasonable power generation planning can be carried out based on the actual driving conditions of the vehicle, thereby improving driving safety and efficiency.

[0151] Exemplarily, the vehicle controller may start from the target sub-segment and obtain the driving conditions associated with a preset number of sub-segments from the remaining driving segments of the vehicle according to the data acquisition method; for example, when the vehicle travels to the target sub-segment, the vehicle controller may start from the target sub-segment and obtain the driving conditions associated with two sub-segments including the target sub-segment from the remaining driving segments of the vehicle backward according to the driving order of the vehicle in the target driving segment. The vehicle controller can determine the target driving segment based on the remaining driving segments of the vehicle when the driving condition associated with at least one sub-segment in a preset number of sub-segments changes, and return to the step of dividing the target driving segment into at least one sub-segment according to the driving condition of the target driving segment; for example, the vehicle controller can determine the current driving condition of each sub-segment in the preset number of sub-segments based on navigation information, and match the current driving condition with the acquired driving condition associated with each sub-segment. If there is at least one sub-segment that fails to match, it means that the driving condition has changed. At this time, the vehicle controller can determine the remaining driving segment as the target driving segment, and return to step 101 to divide the target driving segment into at least one sub-segment according to the driving condition of the newly determined target driving segment, so as to re-plan the target charge data of each sub-segment in the remaining driving segment.

[0152] In this embodiment, by obtaining the driving conditions of a preset number of sub-sections of the remaining section, when the driving conditions of at least one sub-section change, the target driving section is re-determined based on the remaining sections and divided again, which can dynamically adapt to changes in actual road conditions, ensure that the power generation strategy of the range extender can be flexibly adjusted according to the real-time driving conditions, improve energy utilization efficiency, avoid energy waste caused by mismatch of working conditions, ensure that the vehicle can travel stably, efficiently and economically under different road conditions, and enhance driving experience and vehicle performance.

[0153] It should be understood that, although the various steps in the flowcharts involved in the various embodiments described above are displayed in sequence according to the instructions of the arrows, these steps are not necessarily executed in sequence in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order restriction on the execution of these steps, and these steps can be executed in other orders. Moreover, at least a portion of the steps in the flowcharts involved in the various embodiments described above can include multiple steps or multiple stages, and these steps or stages are not necessarily executed and completed at the same time, but can be executed at different times, and the execution order of these steps or stages is not necessarily to be carried out in sequence, but can be executed in turn or alternately with other steps or at least a portion of steps or stages in other steps.

[0154] Based on the same inventive concept, embodiments of the present application also provide a vehicle range extender control device for implementing the vehicle range extender control method described above. The solution provided by this device is similar to the solution described in the method described above. Therefore, the specific limitations of one or more vehicle range extender control device embodiments provided below can be found in the limitations of the vehicle range extender control method described above and will not be repeated here.

[0155] In an exemplary embodiment, Figure 4 As shown, a control device for a vehicle range extender is provided, comprising: a road segment division module 401, a power determination module 402, a power update module 403, a charge data determination module 404, a power generation level matching module 405, and a range extender drive control module 406, wherein:

[0156] A road segment division module 401 is configured to determine a target road segment to be traveled by the vehicle and divide the target road segment into at least one sub-segment according to the driving condition of the target road segment;

[0157] A power determination module 402 is configured to determine a first charge data at the beginning, a second charge data at the end, and a generated power of the sub-section of at least one sub-section;

[0158] A power update module 403 is configured to update the power generation power of each sub-section based on the power constraint of the range extender in the vehicle to obtain an updated power generation power of the sub-section;

[0159] A charge data determination module 404 is configured to determine a target charge data of the sub-section at the end of the sub-section based on the first charge data, the second charge data, and the updated power generation power of the sub-section;

[0160] The power generation level matching module 405 is configured to determine the power generation level of the range extender in the target sub-section of the target driving section based on the target charge data at the end of the target sub-section and the current charge data of the vehicle when the vehicle travels to the target sub-section;

[0161] The range-extending driving control module 406 is configured to control the range extender to perform range-extending driving on the vehicle according to the power generation level of the target sub-section.

[0162] In an optional embodiment, the power determination module 402 is further configured to determine, for each sub-section, a feasible power interval for the range extender in the vehicle to generate electricity in the sub-section based on the predicted vehicle speed in the sub-section; discretize the feasible power interval to obtain at least one feasible power generation; for each feasible power generation, determine a second candidate charge data at the end of the sub-section based on the vehicle's total power consumption in the sub-section, the feasible power generation, and the first candidate charge data at the beginning of the sub-section; determine a first performance discrimination parameter for the feasible power generation based on the at least one feasible power generation and the first candidate charge data and the second candidate charge data corresponding to each of the at least one feasible power generation; the first performance discrimination parameter is used to characterize the power generation performance of the vehicle under the feasible power generation; and determine the sub-section power generation of the range extender in the sub-section from the at least one feasible power generation based on the first performance discrimination parameter corresponding to each of the at least one feasible power generation, and determine the second charge data at the end of the sub-section from the second candidate charge data of each of the at least one feasible power generation.

[0163] In an optional embodiment, the power determination module 402 is also used to predict the power demand of the vehicle when traveling on at least one sub-section based on the navigation information of the vehicle on the target driving section and the vehicle's power demand data, and obtain the corresponding vehicle power consumption when the vehicle travels on at least one sub-section.

[0164] In an optional embodiment, the power determination module 402 is also used to determine the driving conditions corresponding to at least one sub-section based on the navigation information of the vehicle on the target driving section; when the driving conditions corresponding to at least one sub-section meet the power interval update conditions, at least one of the upper limit and the lower limit of the feasible power interval is updated to obtain an updated feasible power interval.

[0165] In an optional embodiment, the power update module 403 is further used to determine the power constraint interval of the sub-section power generation power based on the power constraint condition of the range extender in the vehicle; discretize the power constraint interval to obtain at least one feasible power generation power; for each feasible power generation power, determine the second performance discrimination parameter corresponding to each feasible power generation power according to the targeted feasible power generation power, the first charge data of the targeted sub-section at the beginning, and the second charge data of the targeted sub-section at the end; the second performance discrimination parameter is used to characterize the power generation performance of the vehicle under the targeted feasible power generation power; based on the second performance discrimination parameter corresponding to at least one feasible power generation power, determine the candidate power generation power, and update the sub-section power generation power based on the candidate power generation power to obtain the updated sub-section power generation power.

[0166] In an optional embodiment, the road segment division module 401 is also used to obtain navigation information of the vehicle in the target driving segment, determine at least one driving condition in the target driving segment based on the navigation information; and divide the target driving segment into at least one sub-segment based on the at least one driving condition.

[0167] In an optional embodiment, the power generation level matching module 405 is also used to obtain the current charge data of the vehicle, determine the relative charge data based on the current charge data and the target charge data at the end of the target sub-section; determine the current driving mode of the vehicle, and determine the power generation level of the range extender in the target sub-section according to the mapping relationship between the relative charge data and the power generation level of the range extender in the current driving mode.

[0168] In an optional embodiment, the control device of the vehicle range extender further includes a road segment acquisition module, which is used to obtain driving conditions associated with a preset number of sub-segments from the remaining driving segments of the vehicle starting from the target sub-segment according to the data acquisition method.

[0169] Furthermore, the range extender drive control module 406 is also used to determine the required output power of the range extender in the target sub-section based on the mapping relationship between the power generation level of the target sub-section and the power generation power of the range extender when the driving conditions associated with the preset number of sub-sections have not changed, and control the range extender to perform range extended driving for the vehicle according to the required output power.

[0170] In an optional embodiment, the control device of the vehicle range extender further includes a segment acquisition module and a segment determination module. The segment acquisition module is used to acquire, starting from the target sub-segment, the driving conditions associated with each of a preset number of sub-segments from the remaining driving segments of the vehicle in accordance with the data acquisition method; the segment determination module is used to determine the target driving segment based on the remaining driving segments of the vehicle when the driving condition associated with at least one sub-segment among the preset number of sub-segments changes, and return to the step of dividing the target driving segment into at least one sub-segment according to the driving condition of the target driving segment.

[0171] Each module in the vehicle range extender control device described above may be implemented in whole or in part through software, hardware, or a combination thereof. Each module may be embedded in or independent of a processor in the vehicle controller in hardware form, or may be stored in a memory in the vehicle controller in software form, allowing the processor to call and execute the corresponding operations of each module.

[0172] In an exemplary embodiment, a vehicle controller is provided. The vehicle controller may be a server, and its internal structure diagram may be as follows: Figure 5 As shown. The vehicle controller includes a processor, a memory, an input / output interface (Input / Output, abbreviated as I / O) and a communication interface. The processor, memory and input / output interface are connected through a system bus, and the communication interface is connected to the system bus through the input / output interface. The processor of the vehicle controller is used to provide computing and control capabilities. The memory of the vehicle controller includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and computer program in the non-volatile storage medium. The database of the vehicle controller is used to store data such as maps, driving conditions, operating condition priorities, mapping relationships between speed and power, mapping relationships between power and power generation levels, and power constraints. The input / output interface of the vehicle controller is used to exchange information between the processor and external devices. The communication interface of the vehicle controller is used to communicate with an external terminal through a network connection. When the computer program is executed by the processor, a control method for a vehicle range extender is implemented.

[0173] Those skilled in the art will understand that Figure 5 The structure shown in the figure is only a block diagram of a part of the structure related to the solution of the present application, and does not constitute a limitation on the vehicle controller to which the solution of the present application is applied. The specific vehicle controller may include more or fewer components than shown in the figure, or combine certain components, or have a different component arrangement.

[0174] In an exemplary embodiment, a vehicle controller is provided, including a memory and a processor. The memory stores a computer program, and the processor implements the control method of the vehicle range extender of each of the above embodiments when executing the computer program.

[0175] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the control method of the vehicle range extender of each of the above embodiments is implemented.

[0176] In one embodiment, a computer program product is provided, including a computer program. When the computer program is executed by a processor, the control method of the vehicle range extender of each of the above embodiments is implemented.

[0177] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with relevant regulations.

[0178] Those skilled in the art will understand that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. In particular, any reference to memory, database, or other media used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The databases involved in the various embodiments provided herein may include at least one of a relational database and a non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the various embodiments provided herein may be, but are not limited to, general-purpose processors, central processing units (CPUs), graphics processing units (GPUs), digital signal processors (DSPs), programmable logic devices (PLDs), quantum computing-based data processing logic devices, artificial intelligence (AI) processors, and the like.

[0179] The technical features of the above embodiments can be combined arbitrarily. In order to make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0180] The above-described embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present application. It should be noted that a person of ordinary skill in the art may make various modifications and improvements without departing from the spirit of the present application, and these modifications and improvements fall within the scope of protection of the present application. Therefore, the scope of protection of the present application shall be determined by the appended claims.

Claims

1. A control method for a vehicle range extender, characterized in that: The method comprises: determining a target driving section for the vehicle to travel, and dividing the target driving section into at least one sub-section according to a driving condition of the target driving section; Determining first charge data at the beginning, second charge data at the end, and generated power of the at least one sub-section; For each of the sub-sections, updating the sub-section power generation power based on the power constraint condition of the range extender in the vehicle to obtain an updated sub-section power generation power; Determining a target charge data of the sub-section at the end of the sub-section based on the first charge data, the second charge data and the updated sub-section power generation power; When the vehicle travels to a target subsection of the target driving section, determining a power generation level of the range extender in the target subsection based on target charge data of the target subsection at the end of the target subsection and current charge data of the vehicle; The range extender is controlled to perform range-extended driving on the vehicle according to the power generation level of the target sub-section.

2. The method according to claim 1, characterized in that The determining of the first charge data at the beginning, the second charge data at the end, and the generated power of the sub-section of each of the at least one sub-sections includes: For each of the sub-sections, determining a feasible power range for the range extender in the vehicle to generate electricity in the sub-section based on the predicted speed of the vehicle in the sub-section; Discretizing the feasible power interval to obtain at least one feasible generated power; For each of the feasible power generation powers, determining a second candidate charge data at the end of the targeted sub-section based on the vehicle's total power consumption in the targeted sub-section, the targeted feasible power generation power, and the first candidate charge data at the beginning of the targeted sub-section; Determining a first performance discrimination parameter for the targeted feasible power generation based on the at least one feasible power generation and the first candidate charge data and the second candidate charge data corresponding to each of the at least one feasible power generation; the first performance discrimination parameter is used to characterize the power generation performance of the vehicle under the targeted feasible power generation; According to the first performance discrimination parameter corresponding to each of the at least one feasible power generation powers, the power generation power of the range extender in the sub-section of the targeted sub-section is determined from the at least one feasible power generation power, and the second charge data at the end of the targeted sub-section is determined from the second candidate charge data of each of the at least one feasible power generation powers.

3. The method according to claim 2, characterized in that The method further comprises: Based on the navigation information of the vehicle on the target driving section and the power demand data of the vehicle, the power demand of the vehicle when traveling on the at least one sub-section is predicted, and the corresponding vehicle power consumption when the vehicle travels on the at least one sub-section is obtained.

4. The method according to claim 2, characterized in that The method further comprises: determining, based on navigation information of the vehicle on the target driving section, a driving condition corresponding to each of the at least one sub-section; When the driving condition corresponding to the at least one sub-section satisfies a power interval update condition, at least one of an upper limit and a lower limit of the feasible power interval is updated to obtain an updated feasible power interval.

5. The method according to claim 1, wherein The updating of the sub-section power generation power based on the power constraint condition of the range extender in the vehicle to obtain the updated sub-section power generation power includes: Determining a power constraint interval of the power generated by the sub-section based on a power constraint condition of the range extender in the vehicle; Discretizing the power constraint interval to obtain at least one feasible power generation power; For each of the feasible power generation powers, determining a second performance discrimination parameter corresponding to each of the targeted feasible power generation powers based on the targeted feasible power generation power, the first charge data of the targeted sub-section at the beginning, and the second charge data of the targeted sub-section at the end; the second performance discrimination parameter is used to characterize the power generation performance of the vehicle at the targeted feasible power generation power; Based on the second performance discrimination parameter corresponding to each of the at least one feasible power generation powers, a candidate power generation power is determined, and the sub-section power generation power is updated based on the candidate power generation power to obtain an updated sub-section power generation power.

6. The method according to claim 1, characterized in that The step of dividing the target driving section into at least one sub-section according to the driving condition of the target driving section includes: Obtaining navigation information of the vehicle on a target driving section, and determining at least one driving condition in the target driving section based on the navigation information; The target driving section is divided into at least one sub-section according to the at least one driving condition.

7. The method according to claim 1, characterized in that The determining, based on the target charge data of the target sub-section at the end of the target sub-section and the current charge data of the vehicle, a power generation level of the range extender in the target sub-section includes: Acquiring current charge data of the vehicle, and determining relative charge data based on the current charge data and target charge data of the target sub-section at the end of the target sub-section; The current driving mode of the vehicle is determined, and the power generation level of the range extender in the target sub-section is determined according to a mapping relationship between the relative charge data and the power generation level of the range extender in the current driving mode.

8. The method according to any one of claims 1 to 7, characterized in that The method further comprises: Starting from the target sub-segment, obtaining driving conditions associated with a preset number of sub-segments from the remaining driving segments of the vehicle according to a data acquisition method; The controlling the range extender to perform range-extended driving on the vehicle according to the power generation level of the target sub-section includes: When the driving conditions associated with the preset number of sub-sections do not change, the required output power of the range extender in the target sub-section is determined according to a mapping relationship between the power generation level of the target sub-section and the power generation power of the range extender, and the range extender is controlled to perform range-extended driving for the vehicle according to the required output power.

9. The method according to any one of claims 1 to 7, characterized in that The method further comprises: Starting from the target sub-segment, obtaining driving conditions associated with a preset number of sub-segments from the remaining driving segments of the vehicle according to a data acquisition method; When the driving condition associated with at least one of the preset number of sub-segments changes, a target driving segment is determined based on the remaining driving segments of the vehicle, and the process returns to the step of dividing the target driving segment into at least one sub-segment according to the driving condition of the target driving segment.

10. A control device for a vehicle range extender, characterized in that: The device comprises: a road segment division module, configured to determine a target road segment to be traveled by the vehicle, and divide the target road segment into at least one sub-segment according to a driving condition of the target road segment; A power determination module, configured to determine first charge data at the beginning, second charge data at the end, and power generation of the sub-section of each of the at least one sub-sections; a power updating module, configured to update, for each of the sub-sections, the generated power of the sub-section based on the power constraint of the range extender in the vehicle, to obtain an updated generated power of the sub-section; a charge data determination module, configured to determine a target charge data of the sub-section at the end of the sub-section based on the first charge data, the second charge data and the updated power generation power of the sub-section; a power generation level matching module, configured to, when the vehicle travels to a target sub-section of the target driving section, determine the power generation level of the range extender in the target sub-section based on the target charge data at the end of the target sub-section and the current charge data of the vehicle; The range-extending drive control module is configured to control the range extender to perform range-extending drive on the vehicle according to the power generation level of the target sub-section.

11. A vehicle controller comprising a memory and a processor, wherein the memory stores a computer program, characterized in that: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 9 are implemented.

12. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 9 are implemented.

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