Full-working-condition energy management method, device and equipment for extended-range hybrid electric vehicle and storage medium

Abstract

The invention discloses a full-working-condition energy management method, device and equipment of an extended-range hybrid electric vehicle and a storage medium, relates to the technical field of automobile energy management, and discloses the full-working-condition energy management method of the extended-range hybrid electric vehicle, which comprises the following steps: acquiring a vehicle running mode, a driving mode and a driving working condition; determining a target charge state according to the vehicle driving mode, the environment temperature and the environment pressure; acquiring a charge difference value between the current charge state and a target charge state, and controlling an engine to start or stop according to at least two of the vehicle driving mode, the environmental road condition, the current vehicle speed and the charge difference value so as to charge the battery pack; and according to at least five of the vehicle running mode, the driving mode, the driving working condition, the environment pressure, the current vehicle speed and the charge difference value, the target power generation power and the target power generation rotating speed of the range extender are determined. According to the scheme, personalized driving requirements of the vehicle under different working conditions can be met.

Description

Technical Field

[0001] The present application relates to the field of automobile energy management technology, and in particular to a full-operating-condition energy management method, device, equipment, and storage medium for an extended-range hybrid electric vehicle. Background Art

[0002] With the transformation of the automotive industry, range-extended hybrid electric vehicles (REEVs) have experienced rapid development. REEVs operate under two driving conditions: pure electric driving, where the drive motor drives the wheels and all energy consumed by the vehicle comes from the battery pack, with the engine not running. And series driving, where the drive motor drives the wheels and the engine is running, but the engine's output power is used only to charge the battery pack.

[0003] Existing energy management for extended-range hybrid vehicles (RELEVs) is typically based solely on the battery's state of charge (SOC), relying on a single, static threshold and ignoring real-time environmental factors such as temperature, pressure, and road conditions. Therefore, establishing an intelligent, all-conditions energy management strategy to meet the vehicle's personalized driving needs under varying operating conditions remains an unresolved issue.

[0004] The above content is only used to assist in understanding the technical solution of this application and does not constitute an admission that the above content is prior art. Summary of the Invention

[0005] The main purpose of this application is to provide a full-operating-condition energy management method, device, equipment and storage medium for an extended-range hybrid vehicle, aiming to solve the technical problem of how to set an intelligent energy management strategy for all operating conditions to meet the vehicle's personalized driving needs under different operating conditions.

[0006] To achieve the above objectives, the present application proposes a full-operation-condition energy management method for a range-extended hybrid electric vehicle, the method comprising:

[0007] Obtaining a vehicle driving mode, a driving mode, and a driving condition, wherein the vehicle driving mode includes a fuel priority mode, a pure electric priority mode, and a forced pure electric mode; the driving mode includes a standard mode, an economy mode, and a sport mode; and the driving condition includes a driving condition and a silent condition;

[0008] determining a target state of charge according to the vehicle driving mode, ambient temperature, and ambient pressure;

[0009] Obtaining a charge difference between a current state of charge and the target state of charge, and controlling an engine to start or stop based on at least two of the vehicle driving mode, environmental road conditions, current vehicle speed, and the charge difference to charge the battery pack;

[0010] The target power generation power and target power generation speed of the range extender are determined according to at least five of the vehicle travel mode, the driving mode, the driving condition, the ambient pressure, the current vehicle speed, and the charge difference, so as to complete the full-operating-condition energy management of the range-extended hybrid vehicle.

[0011] In one embodiment, the step of determining the target power generation power and target power generation speed of the range extender based on at least five of the vehicle driving mode, the driving mode, the driving condition, the ambient pressure, the current vehicle speed, and the charge difference includes:

[0012] determining a target power generation power of the range extender according to at least three of the vehicle travel mode, the driving mode, the driving condition, the current vehicle speed, and the charge difference;

[0013] The target power generation speed of the range extender is determined according to at least five of the vehicle driving mode, the driving mode, the driving condition, the ambient pressure, the current vehicle speed, and the target power generation power.

[0014] In one embodiment, the step of determining the target power generation power of the range extender based on at least three of the vehicle driving mode, the driving mode, the driving condition, the current vehicle speed, and the charge difference includes:

[0015] determining a basic power generation mapping table according to at least two of the vehicle travel mode, the driving mode, and the driving condition;

[0016] querying the basic power generation mapping table based on two of the vehicle's required power, the current vehicle speed, and the charge difference to obtain the basic power generation power;

[0017] The target power generation power of the range extender is determined according to the basic power generation power and / or the charge difference.

[0018] In one embodiment, the step of determining the target power generation speed of the range extender based on at least five of the vehicle driving mode, the driving mode, the driving condition, the ambient pressure, the current vehicle speed, and the target power generation power includes:

[0019] determining a basic power generation speed mapping table according to at least two of the vehicle travel mode, the driving mode, and the driving condition;

[0020] querying the basic power generation speed mapping table based on the current vehicle speed and the target power generation to obtain a basic power generation speed;

[0021] A target power generation speed of the range extender is determined based on the basic power generation speed and the ambient pressure.

[0022] In one embodiment, the step of controlling the engine start or stop based on at least two of the vehicle driving mode, the ambient road condition, the current vehicle speed, and the charge difference includes:

[0023] When the vehicle driving mode is the fuel priority mode, controlling the engine to start or stop according to the current vehicle speed and / or the charge difference;

[0024] When the vehicle driving mode is the pure electric priority mode, controlling the engine to start or stop according to at least two of the environmental road conditions, the current vehicle speed, and the charge difference;

[0025] When the vehicle driving mode is the forced pure electric mode, the engine is controlled to start or stop according to the charge difference.

[0026] In one embodiment, when the vehicle driving mode is the pure electric priority mode, the step of controlling the engine start or stop based on at least two of the environmental road conditions, the current vehicle speed, and the charge difference includes:

[0027] When the vehicle driving mode is the pure electric priority mode, obtaining a power-saving starting charge difference threshold and a power-saving stopping charge difference threshold;

[0028] Determine the target start-stop speed threshold and the target start-stop charge difference threshold according to the environmental road conditions;

[0029] When the charge difference is less than or equal to the power-saving start charge difference threshold, controlling the engine to start or stop according to the charge difference, the power-saving start charge difference threshold, and the power-saving stop charge difference threshold;

[0030] When the charge difference is greater than the power-maintaining start charge difference threshold, the engine is controlled to start or stop according to the current vehicle speed, the charge difference, the target start-stop speed threshold, and the target start-stop charge difference threshold.

[0031] In one embodiment, the step of determining the target state of charge according to the vehicle driving mode, ambient temperature, and ambient pressure includes:

[0032] determining a target state of charge mapping table according to the vehicle driving mode;

[0033] The target state of charge mapping table is queried based on the ambient temperature and ambient pressure to obtain the target state of charge.

[0034] In addition, to achieve the above-mentioned purpose, the present application also proposes a full-operating-condition energy management device for an extended-range hybrid electric vehicle, the full-operating-condition energy management device for the extended-range hybrid electric vehicle comprising:

[0035] a data acquisition module, configured to acquire a vehicle driving mode, a driving mode, and a driving condition, wherein the vehicle driving mode includes a fuel priority mode, a pure electric priority mode, and a forced pure electric mode; the driving mode includes a standard mode, an economy mode, and a sport mode; and the driving condition includes a driving condition and a silent condition;

[0036] a data processing module, configured to determine a target state of charge according to the vehicle driving mode, ambient temperature, and ambient pressure;

[0037] an engine control module, configured to obtain a charge difference between a current state of charge and the target state of charge, and control starting or stopping the engine based on at least two of the vehicle driving mode, environmental road conditions, current vehicle speed, and the charge difference to charge the battery pack;

[0038] An energy management module is used to determine a target power generation power and a target power generation speed of the range extender based on at least five of the vehicle driving mode, the driving mode, the driving condition, the ambient pressure, the current vehicle speed, and the charge difference, so as to complete the full-operating-condition energy management of the range-extended hybrid vehicle.

[0039] In addition, to achieve the above-mentioned purpose, the present application also proposes a full-operating-condition energy management device for an extended-range hybrid vehicle, the device comprising: a memory, a processor, and a computer program stored on the memory and executable on the processor, the computer program being configured to implement the steps of the full-operating-condition energy management method for an extended-range hybrid vehicle as described above.

[0040] In addition, to achieve the above-mentioned purpose, the present application also proposes a storage medium, which is a computer-readable storage medium and stores a computer program. When the computer program is executed by a processor, it implements the steps of the full-operating-condition energy management method of the extended-range hybrid vehicle as described above.

[0041] In addition, to achieve the above-mentioned purpose, the present application also provides a computer program product, which includes a computer program, and when the computer program is executed by a processor, it implements the steps of the full-operating-condition energy management method of the extended-range hybrid electric vehicle as described above.

[0042] One or more technical solutions proposed in this application have at least the following technical effects:

[0043] Taking into account the vehicle's driving mode (such as fuel priority mode, pure electric priority mode, forced pure electric mode), driving mode (such as standard mode, economy mode, sports mode), driving conditions (such as driving conditions, silent conditions), ambient temperature, ambient pressure, current vehicle speed, and charge difference of the state of charge, the target state of charge is set according to the different working condition requirements under the corresponding vehicle driving mode, and the corresponding vehicle driving mode, corresponding environmental road conditions, the charge difference of the corresponding environmental road conditions and the current vehicle speed are used to determine whether it is necessary to start or stop the engine to charge the battery pack. Combined with environmental information, the power generation power and speed of the range extender are optimized under different driving modes and different environmental road conditions to ensure that the range extender meets the energy requirements of all working conditions while optimizing the energy efficiency performance of the vehicle. The solution of this application monitors and adjusts the operating status of the vehicle in real time, and integrates multiple working condition factors to accurately control the working status of the range extender and the battery charging process. It can meet the personalized needs in different driving environments on the basis of ensuring vehicle endurance, energy efficiency and driving performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0045] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0046] Figure 1 A flowchart of the first embodiment of the method for managing energy in all operating conditions for a range-extended hybrid electric vehicle of the present application is provided;

[0047] Figure 2 A schematic diagram of a calibration quantity of an engine starting strategy in a fuel priority mode set for a certain vehicle model provided in Example 1 of the full-operating-condition energy management method for a range-extended hybrid vehicle of this application;

[0048] Figure 3 A schematic diagram of the calibration quantity of the engine starting strategy in the pure electric priority mode set for a certain vehicle model provided in the first embodiment of the method for managing energy in all working conditions of the extended-range hybrid vehicle of this application;

[0049] Figure 4 A schematic diagram of a calibration quantity of a forced pure electric mode engine starting strategy set for a certain vehicle model provided in Example 1 of the full-operating-condition energy management method for a range-extended hybrid electric vehicle of this application;

[0050] Figure 5Schematic representation of the basic power generation mapping of the silent operating condition in the fuel priority mode set for a certain vehicle model provided in the first embodiment of the full-operating condition energy management method for the range-extended hybrid electric vehicle of this application;

[0051] Figure 6 Schematic representation of the basic power generation mapping of the fuel priority mode and standard mode set for a certain vehicle model provided in the first embodiment of the full-operating-condition energy management method for the range-extended hybrid electric vehicle of this application;

[0052] Figure 7 A schematic diagram of a power generation correction curve for a fuel priority mode and a standard mode set for a certain vehicle model provided in Example 1 of the full-operating-condition energy management method for a range-extended hybrid vehicle of this application;

[0053] Figure 8 Schematic representation of a basic generating speed mapping for a certain vehicle model in a fuel priority mode and a silent operating condition, provided in Example 1 of the full-operating-condition energy management method for a range-extended hybrid electric vehicle of this application;

[0054] Figure 9 Schematic diagram of a basic generating speed mapping for a fuel priority mode and a standard mode set for a certain vehicle model provided in the first embodiment of the full-operating-condition energy management method for a range-extended hybrid vehicle of this application;

[0055] Figure 10 A schematic diagram of a generator speed correction curve for a fuel priority mode and a standard mode set for a certain vehicle model provided in Example 1 of the full-operating-condition energy management method for a range-extended hybrid vehicle of this application;

[0056] Figure 11 A flow chart illustrating a second embodiment of the full-operating-condition energy management method for a range-extended hybrid electric vehicle of the present application;

[0057] Figure 12 Schematic representation of the target state of charge mapping for the fuel priority mode set for a certain vehicle type provided in the second embodiment of the full-operating-condition energy management method for a range-extended hybrid electric vehicle of this application;

[0058] Figure 13 Schematic representation of the target state of charge mapping for the pure electric priority mode set for a certain vehicle model provided in the second embodiment of the full-operating-condition energy management method for the extended-range hybrid vehicle of this application;

[0059] Figure 14 Schematic representation of the target state of charge mapping for the mandatory pure electric mode set for a certain vehicle model provided in the second embodiment of the full-operating energy management method for the range-extended hybrid electric vehicle of this application;

[0060] Figure 15 This is a schematic diagram of the module structure of the full-operating-condition energy management device of the extended-range hybrid electric vehicle according to an embodiment of the present application;

[0061] Figure 16 This is a schematic diagram of the device structure of the hardware operating environment involved in the full-operating-condition energy management method of the extended-range hybrid electric vehicle in the embodiment of the present application.

[0062] The purpose, features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0063] It should be understood that the specific embodiments described herein are merely used to explain the technical solutions of the present application and are not intended to limit the present application.

[0064] In order to better understand the technical solution of the present application, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0065] In this embodiment, for ease of description, the following description is made by taking the energy management system of the vehicle as the execution entity.

[0066] Existing energy management for extended-range hybrid vehicles (RELEVs) is typically based solely on the battery pack's State of Charge (SOC), relying on a single, static threshold and ignoring real-time environmental factors such as temperature, pressure, and road conditions. Therefore, establishing an intelligent, all-conditions energy management strategy to meet the vehicle's personalized driving needs under varying operating conditions remains an unresolved issue.

[0067] The present application provides a solution that comprehensively considers the vehicle driving mode (such as fuel priority mode, pure electric priority mode, forced pure electric mode), driving mode (such as standard mode, economy mode, sports mode), driving conditions (such as driving conditions, silent conditions), ambient temperature, ambient pressure, current vehicle speed and charge difference of the state of charge, sets the target state of charge according to the different working condition requirements under the corresponding vehicle driving mode, and determines whether it is necessary to start or stop the engine to charge the battery pack based on the corresponding vehicle driving mode, the corresponding environmental road conditions, the charge difference of the corresponding environmental road conditions and the current vehicle speed. Combined with environmental information, the power generation power and speed of the range extender are optimized under different driving modes and different environmental road conditions to ensure that the range extender meets the energy requirements of all working conditions while optimizing the energy efficiency performance of the vehicle. The solution of the present application monitors and adjusts the operating status of the vehicle in real time, and comprehensively integrates multiple working condition factors to accurately control the working status of the range extender and the battery charging process. It can meet the personalized needs under different driving environments on the basis of ensuring vehicle endurance, energy efficiency and driving performance.

[0068] It should be noted that the execution subject of this embodiment may be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, mobile phone, etc., or an electronic device capable of implementing the above functions, a vehicle energy management system, etc. The following uses the vehicle energy management system as an example to illustrate this embodiment and the following embodiments.

[0069] Based on this, the embodiment of the present application provides a full-operating-condition energy management method for a range-extended hybrid electric vehicle, referring to Figure 1 , Figure 1 This is a flow chart of the first embodiment of the full-operating-condition energy management method for a range-extended hybrid electric vehicle of the present application.

[0070] In this embodiment, the full-operating-condition energy management method of the extended-range hybrid electric vehicle includes steps S10 to S40:

[0071] Step S10, acquiring a vehicle driving mode, a driving mode, and a driving condition, wherein the vehicle driving mode includes a fuel priority mode, a pure electric priority mode, and a forced pure electric mode; the driving mode includes a standard mode, an economy mode, and a sport mode; and the driving condition includes a driving condition and a silent condition;

[0072] It should be noted that the vehicle driving mode is used to define the operating mode of the extended-range hybrid vehicle, including fuel priority mode, pure electric priority mode and forced pure electric mode. The driver can select the corresponding vehicle driving mode on the central control screen. Different vehicle driving modes correspond to different range extender starting strategies, power generation power and power generation speed to adapt to different driving needs and scenarios.

[0073] Specifically, in fuel priority mode, fuel will be used as the vehicle's power source, while electricity will be used as an auxiliary. In this mode, the vehicle's full-charge and full-fuel range is the longest, and the comprehensive energy consumption is relatively low. It is suitable for high-speed conditions and scenarios that pursue power. In pure electric priority mode, battery power will be used as much as possible to drive the vehicle to reduce fuel consumption. Pure electric priority mode is suitable for commuting and pursuing fuel economy, which can minimize fuel consumption and emissions. In forced pure electric mode, only electricity will be used to drive the vehicle, and the fuel engine will not be started until the battery is exhausted. Forced pure electric mode is the mode with the longest pure electric driving mileage and is suitable for scenarios that pursue extreme pure electric endurance.

[0074] In addition, it should be noted that the driving modes include standard mode (i.e. Normal mode), economic mode (i.e. Eco mode) and sports mode (i.e. Sport mode). The driver can make choices on the central control screen or using physical buttons based on their preferences for power and economy. Different driving modes correspond to different power generation power and power generation speed to meet diverse driving styles.

[0075] Specifically, Normal mode offers a gentler power response and throttle sensitivity, making it ideal for everyday driving on urban roads and highways, providing a comfortable driving experience and ensuring vehicle stability. Eco mode optimizes engine and transmission operation, appropriately limiting acceleration response and reducing the workload on energy-consuming devices like the air conditioner to extend the fuel tank's range. This makes it ideal for extended urban driving or high-speed cruising, improving fuel efficiency and reducing fuel consumption. Sport mode enhances power response and acceleration, ensuring a quick engine response to the throttle and shortening transmission shift times. This makes it ideal for intense driving on highways or racetracks, enhancing the vehicle's dynamic performance.

[0076] It's important to note that driving conditions define the vehicle's driving state, including both driving conditions and stand-still conditions (i.e., stand-still conditions). Driving conditions define normal vehicle driving conditions, while stand-still conditions define conditions when the vehicle is stationary or creeping (traveling at very low speeds). Driving conditions are determined by comparing the vehicle's current speed (in km / h) with the stand-still condition speed threshold. The stand-still condition speed threshold is a calibrated value that can be customized as needed.

[0077] Specifically, when the current vehicle speed (Vehicle_Speed) is less than or equal to the standstill speed threshold (V_Standstil_C), the vehicle is determined to be in the standstill state. When the current vehicle speed (Vehicle_Speed) is greater than the standstill speed threshold (V_Standstil_C), the vehicle is determined to be in the driving state. For example, the standstill speed threshold (V_Standstil_C) may be set to 5 km / h.

[0078] Step S20, determining a target state of charge according to the vehicle driving mode, ambient temperature, and ambient pressure;

[0079] It should be understood that the target state of charge (unit: %) is the expected charge level of the battery, which is used to maintain battery charge balance and ensure vehicle power and endurance. Ambient temperature (unit: ℃) and ambient pressure (unit: Kpa) will affect the performance of the battery pack and engine. Specifically, the lower the ambient temperature, the more limited the output power of the battery pack, and the target state of charge needs to increase as the ambient temperature decreases. When the vehicle is traveling on the plateau, the lower the ambient pressure, the more limited the engine's operating capacity, and the target state of charge needs to increase as the ambient pressure decreases. The ideal target state of charge can be queried from the target state of charge mapping table based on the ambient temperature and ambient pressure.

[0080] In addition, it should be understood that under the same ambient temperature and ambient pressure conditions, the target state of charge corresponding to the fuel priority mode, pure electric priority mode and forced pure electric mode are different. Therefore, the fuel priority mode, pure electric priority mode and forced pure electric mode correspond to different target state of charge mapping tables.

[0081] Step S30, obtaining a charge difference between the current state of charge and the target state of charge, and controlling the engine to start or stop based on at least two of the vehicle driving mode, environmental road conditions, current vehicle speed, and the charge difference to charge the battery pack;

[0082] It should be understood that the current battery state of charge (SOC) is the percentage of the battery pack's current remaining charge compared to its fully charged state. The difference between the current battery state of charge and the target state of charge (SOC), or the charge difference, reflects the difference between the battery pack's actual charge and its expected charge. The charge difference equals the current state of charge minus the target state of charge (SOC_Diff), i.e., charge difference SOC_Diff = current SOC (current state of charge) - target SOC (target state of charge). The current vehicle speed is the vehicle's real-time speed while driving.

[0083] Additionally, it should be understood that environmental road conditions define the road conditions under which a vehicle is traveling, and these conditions include highway conditions, suburban conditions, and urban conditions. Highway conditions refer to vehicles traveling on highways or expressways, where speeds are high; suburban conditions refer to vehicles traveling on urban roads, where speeds are moderate and traffic flow is low; and urban conditions refer to vehicles traveling on inner-city roads, where speeds are low and frequent stops may occur.

[0084] It should be noted that the parameters used to control engine start or stop are different for different vehicle driving modes. Specifically, during the process of controlling engine start or stop, for different vehicle driving modes, the engine start or stop will be controlled at least based on the current vehicle speed or charge difference. For example, the engine will be controlled to start when the current vehicle speed and / or charge difference meet the engine start conditions for the corresponding vehicle driving mode, and the engine will be controlled to stop when the current vehicle speed or charge difference meets the engine stop conditions for the corresponding vehicle driving mode. Considering that the pure electric priority mode takes into account high-speed operating conditions, suburban operating conditions, and urban operating conditions at the same time, the environmental road conditions will also be considered when setting the engine start conditions and engine stop conditions for the pure electric priority mode.

[0085] In a feasible implementation manner, step S30 of controlling the engine start or stop according to at least two of the vehicle driving mode, the environmental road condition, the current vehicle speed, and the charge difference may include steps S31 to S33:

[0086] Step S31, when the vehicle driving mode is the fuel priority mode, controlling the engine to start or stop according to the current vehicle speed and / or the charge difference;

[0087] It should be understood that in the fuel priority mode, the current vehicle speed and / or charge difference will be monitored to determine whether to control the engine to start or stop. Specifically, the calibration amount of the fuel priority mode engine start-stop control will be obtained, referring to Figure 2 , Figure 2 This is a schematic diagram of the calibration of the fuel priority mode engine starting strategy for a certain vehicle model provided in the first embodiment of the method for managing energy in all working conditions of the extended-range hybrid vehicle of this application. Figure 2 As shown, the fuel priority mode engine start strategy calibration quantities include: vehicle speed threshold EngineOn_V_FuelPriority_C for engine start in fuel priority mode, charge difference threshold EngineOn_SOC_FuelPriority_C for engine start in fuel priority mode, vehicle speed threshold EngineOff_V_FuelPriority_C for engine shutdown in fuel priority mode, charge difference threshold EngineOff_SOC_FuelPriority_C for engine shutdown in fuel priority mode, charge difference threshold EngineOn_ForceCharge_SOC_FuelPriority_C for engine start during forced power preservation in fuel priority mode, and charge difference threshold EngineOff_ForceCharge_SOC_FuelPriority_C for engine shutdown during forced power preservation in fuel priority mode.

[0088] It should be noted that, considering that when the driver is driving at a low speed or in a high-pressure state in fuel priority mode, the engine will not start, causing the SOC to decrease, setting the charge difference threshold for engine start during forced power preservation in fuel priority mode and the charge difference threshold for engine shutdown during forced power preservation in fuel priority mode can prevent excessive battery discharge in fuel priority mode and affect the normal operation of the vehicle. When the charge difference is less than or equal to the set threshold EngineOn_ForceCharge_SOC_FuelPriority_C, as long as the vehicle is in fuel priority mode and in the Ready state (i.e., the vehicle is ready to drive), the engine will start to charge the battery pack regardless of vehicle speed until the charge difference reaches the set threshold EngineOff_ForceCharge_SOC_FuelPriority_C, at which point the engine will shut down.

[0089] Specifically, define the current vehicle speed as Vehicle_Speed ​​and the charge difference as SOC_Diff. In fuel priority mode, when SOC_Diff ≤ EngineOn_ForceCharge_SOC_FuelPriority_C, the engine is started; when SOC_Diff ≥ EngineOff_ForceCharge_SOC_FuelPriority_C, the engine is stopped.

[0090] It should be noted that in cases where power conservation is not required, that is, when the charge difference is greater than EngineOn_ForceCharge_SOC_FuelPriority_C, the engine start or stop will be controlled by the corresponding vehicle speed threshold for engine start EngineOn_V_FuelPriority_C, the charge difference threshold for engine start EngineOn_SOC_FuelPriority_C, the vehicle speed threshold for engine stop EngineOff_V_FuelPriority_C, and the charge difference threshold for engine stop EngineOff_SOC_FuelPriority_C set in the fuel priority mode.

[0091] Specifically, when Vehicle_Speed≥EngineOn_V_FuelPriority_C and SOC_Diff≤EngineOn_SOC_FuelPriority_C, the engine is started to provide energy to the drive motor and battery pack; when Vehicle_Speed≤EngineOff_V_FuelPriority_C, or SOC_Diff≥EngineOff_SOC_FuelPriority_C, the engine is stopped.

[0092] For example, in combination Figure 2 The example calibration values ​​provided illustrate the engine start strategy in fuel priority mode. When the current vehicle speed is 80 km / h or greater and the current SOC (current state of charge) is 2% below the target SOC (target state of charge), the engine will start to provide energy to the drive motor and charge the battery pack. As the engine continues to run, the engine will shut down if the battery pack's SOC exceeds the target by 2% or, alternatively, if the current vehicle speed is 75 km / h or less. In fuel priority mode, if forced battery preservation is activated when the current SOC is 6% below the target SOC, the engine will start until the SOC drops 2% below the target, at which point the engine will shut down.

[0093] Step S32, when the vehicle driving mode is the pure electric priority mode, controlling the engine to start or stop according to at least two of the environmental road conditions, the current vehicle speed, and the charge difference;

[0094] It should be understood that, considering that the pure electric priority mode takes into account high-speed conditions, suburban conditions and urban conditions at the same time, the environmental road conditions will also be considered when setting the engine start conditions and engine stop conditions of the pure electric priority mode. Different environmental road conditions (high-speed conditions, suburban conditions and urban conditions) correspond to different values ​​of the engine start and stop calibration quantity. The current speed and / or charge difference of the vehicle is monitored to determine whether to control the engine start or stop.

[0095] In a feasible embodiment, step S32 may include: when the vehicle driving mode is the pure electric priority mode, obtaining the power-saving starting charge difference threshold and the power-saving stopping charge difference threshold; determining the target starting and stopping speed threshold and the target starting and stopping charge difference threshold according to the environmental road conditions; when the charge difference is less than or equal to the power-saving starting charge difference threshold, controlling the engine to start or stop according to the charge difference, the power-saving starting charge difference threshold and the power-saving stopping charge difference threshold; when the charge difference is greater than the power-saving starting charge difference threshold, controlling the engine to start or stop according to the current vehicle speed, the charge difference, the target starting and stopping speed threshold and the target starting and stopping charge difference threshold.

[0096] It should be understood that the battery start differential charge threshold is the charge differential threshold for engine start when forced battery preservation is in pure electric priority mode, and the battery shutdown differential charge threshold is the charge differential threshold for engine shutdown when forced battery preservation is in pure electric priority mode. Considering that when the vehicle is parked with the air conditioner on, or when driving continuously at a low speed in pure electric priority mode, the engine will not start to charge the battery pack, causing the SOC to decrease, setting the battery start differential charge threshold and the battery shutdown differential charge threshold can prevent excessive battery discharge in pure electric priority mode, which may affect the normal operation of the vehicle.

[0097] It should be noted that the target starting and stopping speed thresholds include the target starting vehicle speed threshold and the target stopping vehicle speed threshold, and the target starting and stopping charge difference thresholds include the target starting charge difference threshold and the target stopping charge difference threshold. Specifically, the target starting vehicle speed threshold is the vehicle speed threshold for engine starting in pure electric priority mode; the target stopping vehicle speed threshold is the vehicle speed threshold for engine stopping in pure electric priority mode; the target starting charge difference threshold is the charge difference threshold for engine starting in pure electric priority mode; and the target stopping charge difference threshold is the charge difference threshold for engine stopping in pure electric priority mode. The corresponding target starting and stopping speed thresholds and target starting and stopping charge difference thresholds in pure electric priority mode can be determined based on the environmental road conditions.

[0098] Specifically, the calibration quantity of the pure electric priority mode engine start-stop control will be obtained, refer to Figure 3 , Figure 3 This is a schematic diagram of the calibration of the pure electric priority mode engine starting strategy for a certain vehicle model provided in the first embodiment of the full-operating energy management method for the range-extended hybrid vehicle of this application. Figure 3As shown, the calibration quantity of the engine starting strategy in pure electric priority mode includes: the vehicle speed threshold value EngineOn_V_Motorway_ElectricPriority_C for engine starting in high-speed condition in pure electric priority mode, the charge difference threshold value EngineOn_SOC_Motorway_ElectricPriority_C for engine starting in high-speed condition in pure electric priority mode, the vehicle speed threshold value EngineOff_V_Motorway_ElectricPriority_C for engine shutdown in high-speed condition in pure electric priority mode, the charge difference threshold value EngineOff_SOC_Motorway_ElectricPriority_C for engine shutdown in high-speed condition in pure electric priority mode, the vehicle speed threshold value EngineOn_V_Rural_ElectricPriority_C for engine starting in suburban condition in pure electric priority mode, the charge difference threshold value EngineOn_SOC_Ru ral_ElectricPriority_C, vehicle speed threshold for engine shutdown in suburban conditions in pure electric priority modeEngineOff_V_Rural_ElectricPriority_C, charge difference threshold for engine shutdown in suburban conditions in pure electric priority modeEngineOff_SOC_Rural_ElectricPriority_C, vehicle speed threshold for engine start in urban conditions in pure electric priority modeEngineOn_V_Urban_ElectricPriority_C, charge difference threshold for engine start in urban conditions in pure electric priority modeEngineO n_SOC_Urban_ElectricPriority_C, vehicle speed threshold for engine shutdown in urban conditions in pure electric priority modeEngineOff_V_Urban_ElectricPriority_C, charge difference threshold for engine shutdown in urban conditions in pure electric priority mode gineOff_SOC_Urban_ElectricPriority_C, the charge difference threshold for engine start-up when forced to maintain power in pure electric priority mode EngineOn_ForceCharge_SOC_ElectricPriority_C (i.e. the charge difference threshold for maintaining power when starting), and the charge difference threshold for engine shutdown when forced to maintain power in pure electric priority mode EngineOff_ForceCharge_SOC_ElectricPrio rity_C (i.e. the charge difference threshold for maintaining power when shutting down).

[0099] Specifically, when the charge difference is less than or equal to the set threshold EngineOn_ForceCharge_SOC_ElectricPriority_C, as long as the vehicle is in pure electric priority mode and in Ready state (that is, the vehicle is ready to drive), the engine will start to charge the battery pack regardless of the vehicle speed until the charge difference reaches the set threshold EngineOff_ForceCharge_SOC_ElectricPriority_C, and the engine will stop.

[0100] Specifically, define the current vehicle speed as Vehicle_Speed ​​and the charge difference as SOC_Diff. In pure electric priority mode, when SOC_Diff ≤ EngineOn_ForceCharge_SOC_ElectricPriority_C, the engine is started; when SOC_Diff ≥ EngineOff_ForceCharge_SOC_ElectricPriority_C, the engine is stopped.

[0101] It should be noted that, in the case where power conservation is not required, that is, when the charge difference is greater than EngineOn_ForceCharge_SO C_ElectricPriority_C, the target starting speed threshold (EngineOn_V_Rural_ElectricPriority_C, EngineOn_V_Motorway_ElectricPriority_C, EngineOn_V_Urban_ElectricPriority_C), target stopping speed threshold (EngineOff_V_Rural_ElectricPriority_C) and target stopping speed threshold (EngineOff_V_Rural_ElectricPriority_C) corresponding to the pure electric priority mode will be obtained according to the environmental road conditions. EnginePriority_C, EngineOff_V_Motorway_ElectricPriority_C, EngineOff_V_Urban_ElectricPriority_C), target start charge difference threshold (EngineOn_SOC_Rural_ElectricPriority_C, EngineOn_SOC_Motorway_ElectricPriority_C, EngineOn_SOC_Urban_ElectricPriority_C) and target stop charge difference threshold (EngineOff_V_Rural_ElectricPriority_C, EngineOff_V_Motorway_ElectricPriority_C, EngineOff_SOC_Urban_ElectricPriority_C) control engine starting or stopping.

[0102] Specifically, for high-speed conditions, when Vehicle_Speed≥EngineOn_V_Motorway_ElectricPriority_C and SOC_Diff≤EngineOn_SOC_Motorway_ElectricPriority_C, the engine is started; when Vehicle_Speed≤EngineOff_V_Motorway_ElectricPriority_C, or SOC_Diff≥EngineOff_SOC_Motorway_ElectricPriority_C, the engine is stopped.

[0103] Specifically, for rural driving conditions, when Vehicle_Speed≥EngineOn_V_Rural_ElectricPriority_C and SOC_Diff≤EngineOn_SOC_Rural_ElectricPriority_C, the engine is started; when Vehicle_Speed≤EngineOff_V_Rural_ElectricPriority_C or SOC_Diff≥EngineOff_SOC_Rural_ElectricPriority_C, the engine is stopped.

[0104] Specifically, for urban driving conditions, the engine is started when Vehicle_Speed ​​≥ EngineOn_V_Urban_ElectricPriority_C and SOC_Diff ≤ EngineOn_SOC_Urban_ElectricPriority_C. The engine is stopped when Vehicle_Speed ​​≤ EngineOff_V_Urban_ElectricPriority_C or SOC_Diff ≥ EngineOff_SOC_Urban_ElectricPriority_C.

[0105] For example, in combination Figure 3 The given calibration example values ​​illustrate the engine start strategy in pure electric priority mode. Taking the target SOC (target state of charge) of 12% at normal temperature and standard atmospheric pressure as an example, under high-speed conditions, when the vehicle speed is greater than or equal to 100km / h and the current SOC (current state of charge) is less than 22%, the engine will start to provide energy to the drive motor and charge the battery pack. As the engine continues to run, the engine will stop when the current SOC reaches 25%, or the engine will also stop when the vehicle speed is less than or equal to 90km / h; under suburban conditions, when the vehicle speed is greater than or equal to 60km / h and the current When the SOC is lower than 16%, the engine will start to provide energy to the drive motor and charge the battery pack. As the engine continues to run, the engine will stop when the current SOC reaches 18%, or when the vehicle speed is less than or equal to 50km / h. In urban conditions, when the vehicle speed is greater than or equal to 35km / h and the current SOC is lower than 10%, the engine will start to provide energy to the drive motor and charge the battery pack. As the engine continues to run, the engine will stop when the current SOC reaches 13%, or when the vehicle speed is less than or equal to 25km / h. When the current SOC is lower than 7%, forced power preservation is activated and the engine will start regardless of the vehicle speed until the current SOC reaches 9.5%, at which point forced power preservation is exited and the engine is shut down.

[0106] Step S33 , when the vehicle driving mode is the forced pure electric mode, controlling the engine to start or stop according to the charge difference.

[0107] It should be understood that in the forced pure electric mode, considering the pursuit of extreme endurance in the forced pure electric mode, the vehicle's charge difference will be monitored to determine whether to control the engine start or stop. Specifically, the calibration quantity of the forced pure electric mode engine start-stop control will be obtained, referring to Figure 4 , Figure 4 This is a schematic diagram of the calibration of the mandatory pure electric mode engine starting strategy for a certain vehicle model provided in the first embodiment of the method for managing the full-operating conditions of the range-extended hybrid vehicle of this application. Figure 4 As shown, the fuel priority mode engine start strategy calibration quantity includes: the charge difference threshold value EngineOn_SOC_ForceElectric_C for engine start in forced pure electric mode and the charge difference threshold value EngineOff_SOC_ForceElectric_C for engine shutdown in forced pure electric mode.

[0108] It should be noted that the engine start or stop can be controlled by setting the corresponding charge difference threshold EngineOn_SOC_ForceElectric_C for engine start in forced pure electric mode and the charge difference threshold EngineOff_SOC_ForceElectric_C for engine stop in forced pure electric mode.

[0109] Specifically, when SOC_Diff≤EngineOn_SOC_ForceElectric_C, the engine is started to provide energy to the drive motor and battery pack; when SOC_Diff≥EngineOff_SOC_ForceElectric_C, the engine is stopped.

[0110] For example, in combination Figure 4 The calibration example values ​​given illustrate the engine start strategy in fuel priority mode. Taking a target SOC (target state of charge) of 8% at standard atmospheric pressure under normal temperature conditions as an example, when the current SOC (current state of charge) is less than or equal to 7%, the engine will start regardless of vehicle speed to provide energy to the drive motor and charge the battery pack; the engine will not start until the current SOC reaches 12%, at which time it will shut down.

[0111] Step S40 , determining a target power generation power and a target power generation speed of the range extender based on at least five of the vehicle travel mode, the driving mode, the driving condition, the ambient pressure, the current vehicle speed, and the charge difference, so as to complete full-operating-condition energy management of the range-extended hybrid vehicle.

[0112] It should be understood that in the forced pure electric mode, since the target charge state at engine start-up is low, in order to prevent the vehicle from stalling, the vehicle's power retention capability needs to be enhanced. Therefore, the target power generation power and target power generation speed do not distinguish between the economic mode, standard mode, and sports mode. The target power generation power and target power generation speed are the same in the three driving modes, and it is only necessary to distinguish between the driving condition and the silent condition.

[0113] Furthermore, it should be understood that in silent operating conditions, when the vehicle is stationary or crawling, with no tire or wind noise, excessive power generation and excessive speed can lead to NVH (noise, vibration, and harshness) deviations, impacting the driver's subjective experience. To account for NVH, the target power generation and speed are low. In these situations, when there is no or very low driver power demand, there is no need to differentiate between economy, standard, and sport modes. Under driving conditions, to maintain the current state of charge near the target state of charge, the target power generation and speed are high.

[0114] It should be noted that the engine is the core component of the range extender in a range-extended hybrid electric vehicle. The target power generation is the electricity that needs to be output after the range extender's engine is started to provide energy to the drive motor and charge the battery pack. The target power generation speed is used to determine the speed at which the range extender operates to achieve the required target power generation. When the engine is running, at least the vehicle's driving mode, driving conditions, ambient pressure, current vehicle speed, and charge difference are comprehensively considered to accurately calculate the range extender's target power generation and target power generation speed. In addition, in fuel priority mode and pure electric priority mode, if the driving condition is driving condition, the impact of the driving mode on the target power generation and target power generation speed will also be considered to complete the full-condition energy management of the range-extended hybrid electric vehicle.

[0115] In a feasible implementation manner, determining the target power generation power and target power generation speed of the range extender according to at least five of the vehicle driving mode, the driving mode, the driving condition, the ambient pressure, the current vehicle speed, and the charge difference in step S40 may include steps S41 to S42:

[0116] Step S41, determining a target power generation power of the range extender according to at least three of the vehicle travel mode, the driving mode, the driving condition, the current vehicle speed, and the charge difference;

[0117] It should be noted that when the driving condition is the silent condition, the target power generation of the range extender can be determined based on the vehicle's driving mode and the charge difference. When the driving condition is the driving condition, if the vehicle's driving mode is forced pure electric mode, the target power generation of the range extender can be determined based on the current vehicle speed and the charge difference. When the driving condition is the driving condition, if the vehicle's driving mode is fuel priority mode or pure electric priority mode, the target power generation of the range extender needs to be determined based on the driving mode, current vehicle speed, and charge difference.

[0118] In a feasible embodiment, step S41 may include: determining a basic power generation mapping table based on at least two of the vehicle driving mode, the driving mode and the driving conditions; querying the basic power generation mapping table based on two of the vehicle's required power, the current vehicle speed and the charge difference to obtain the basic power generation power; determining the target power generation power of the range extender based on the basic power generation power and / or the charge difference.

[0119] It should be understood that the power generation capacity needs to take into account the influence of the current vehicle speed, the vehicle's required power and the charge difference. The higher the current vehicle speed, the higher the power generation capacity; the higher the vehicle's required power, the higher the power generation capacity; the lower the current state of charge is than the target state of charge, the higher the power generation capacity.

[0120] It should be noted that the basic power generation power mapping table includes a stationary condition basic power generation power mapping table and a driving condition basic power generation power mapping table. The stationary condition basic power generation power mapping table can be determined based on the vehicle's driving mode, while the driving condition basic power generation power mapping table can be determined based on the vehicle's driving mode and / or driving mode. The basic power generation power includes the stationary condition basic power generation power and the driving condition basic power generation power. Based on the vehicle's required power and the charge difference, the silent condition basic power generation power mapping table can be queried to obtain the silent condition basic power generation power. Based on the vehicle's required power and the current vehicle speed, the driving condition basic power generation power mapping table can be queried to obtain the driving condition basic power generation power. For the silent condition basic power generation power, the silent condition basic power generation power is determined as the target power generation power of the range extender. For the driving condition basic power generation power, a corresponding power generation correction curve is obtained. Based on the charge difference, a corresponding power generation multiplication correction value is determined from the power generation correction curve. The driving condition basic power generation power and the power generation multiplication correction value are then multiplied to obtain the target power generation power.

[0121] Specifically, the vehicle's required power (unit: kw) is defined as Vehicle_Request_Power, then the vehicle's required power Vehicle_Request_Power = driver's required power Driver_Request_Power (unit: kw) + air conditioning power AC_Power (unit: kw) + DCDC power DCDC_Power (unit: kw) + PTC power PTC_Power (unit: kw). The driver's required power Driver_Request_Power (unit: kw) is calculated based on the accelerator pedal opening and vehicle speed. The larger the accelerator pedal opening, the higher the driver's required power.

[0122] Specifically, when the driving condition is a stationary condition, a basic stationary power generation map for the corresponding vehicle driving mode can be obtained based on the vehicle's driving mode. The basic stationary power generation map includes a stationary power generation map for the fuel priority mode, a stationary power generation map for the electric priority mode, and a stationary power generation map for the forced electric mode. The target stationary power generation is set as a MAP, where X is the charge difference (unit: %), Y is the vehicle's required power (unit: kW), and Z is the target power generation (unit: kW).

[0123] For example, the calculation process of the target power generation under stationary conditions in different vehicle driving modes is as follows:

[0124] (1) Target power generation power for the silent operation condition in fuel priority mode P_FuelPriority_Standstill = P_FuelPriority_Standstill_MAP, where P_FuelPriority_Standstill_MAP is MAP, representing the target power generation power P_FuelPriority_Standstill obtained by querying the power generation mapping table for the silent operation condition in fuel priority mode based on the charge difference SOC_Diff and the vehicle request power Vehicle_Request_Power;

[0125] (2) Target power generation power for the silent operation condition in pure electric priority mode P_ElectricPriority_Standstill=P_ElectricPriority_Standstill_MAP, where P_ElectricPriority_Standstill_MAP is MAP, which represents the target power generation power P_ElectricPriority_Standstill obtained by querying the power generation power mapping table for the silent operation condition in pure electric priority mode based on the charge difference SOC_Diff and the vehicle request power Vehicle_Request_Power;

[0126] (3) The target power generation power for the silent operation condition in the forced pure electric mode P_ForceElectric_Standstill=P_ForceElectric_Standstill_MAP, where P_ForceElectric_Standstill_MAP is MAP, which represents the target power generation power P_ForceElectric_Standstill obtained by querying the power generation power mapping table for the silent operation condition in the forced pure electric mode based on the charge difference SOC_Diff and the vehicle request power Vehicle_Request_Power.

[0127] For example, referring to Figure 5 , Figure 5 This is a schematic diagram of the basic power generation mapping of the silent working condition of the fuel priority mode set for a certain vehicle model provided in the first embodiment of the full-working condition energy management method of the extended-range hybrid vehicle of this application. Figure 5 As shown, the target power generation power (i.e., base power generation power) of the fuel priority mode in the stationary condition is set as a MAP, where X is the charge difference SOC_Diff (unit: %), Y is the vehicle request power Vehicle_Request_Power (unit: kW), and Z is the target power generation power P_FuelPriority_Standstill (unit: kW).

[0128] Specifically, when the driving condition is a traveling condition, if the vehicle driving mode is a fuel priority mode or a pure electric priority mode, the basic power generation mapping table and power generation correction curve of the driving condition corresponding to the vehicle driving mode and the driving mode can be obtained according to the vehicle driving mode and the driving mode; when the driving condition is a traveling condition, if the vehicle driving mode is a forced pure electric mode, the basic power generation mapping table and power generation correction curve of the driving condition under the forced pure electric mode can be obtained.

[0129] Specifically, the driving condition base power generation map includes a map for driving conditions in fuel priority mode, electric-only priority mode, and forced electric-only mode. The driving condition base power generation is set as a map, where X is the current vehicle speed (Vehicle_Speed) (in km / h), Y is the vehicle power requirement (in kW), and Z is the base power generation (in kW).

[0130] Specifically, the power generation correction curves include those for driving in fuel priority mode, electric-only mode, and forced electric-only mode. Each power generation correction curve is configured as a single curve, where X represents the charge difference (SOC_Diff) (unit: %). Based on SOC_Diff, a power generation correction value is derived from the power generation correction curve. This power generation correction value is then used to multiply the base power generation to obtain the final power generation.

[0131] For example, the calculation process of the basic power generation power under the driving condition in the fuel priority mode is as follows:

[0132] (1) Eco mode base power generation in fuel priority mode P_FuelPriority_Eco = P_FuelPriority_Eco_Base_MAP × P_FuelPriority_Eco_CorrFactor_Curve;

[0133] (2) Normal mode base power generation in fuel priority mode P_FuelPriority_Normal = P_FuelPriority_Normal_Base_MAP × P_FuelPriority_Normal_CorrFactor_Curve;

[0134] (3) Sport mode base power generation in fuel priority mode P_FuelPriority_Sport=P_FuelPriority_Sport_Base_MAP×P_FuelPriority_Sport_CorrFactor_Curve.

[0135] Among them, P_FuelPriority_Eco_Base_MAP, P_FuelPriority_Normal_Base_MAP, and P_FuelPriority_Sport_Base_MAP are MAPs, X is the current vehicle speed Vehicle_Speed ​​(unit: km / h), Y is the vehicle demand power Vehicle_Request_Power (unit: kW), and Z is the basic generated power (unit: kW). P_FuelPriority_Eco_CorrFactor_Curve, P_FuelPriority_Normal_Base_MAP, and P_FuelPriority_Sport_CorrFactor_Curve are Curves, and X is the charge difference SOC_Diff (unit: %). Based on the charge difference SOC_Diff, the generated power multiplication correction value in the corresponding driving mode can be determined from P_FuelPriority_Eco_CorrFactor_Curve, P_FuelPriority_Normal_Base_MAP, and P_FuelPriority_Sport_CorrFactor_Curve.

[0136] For example, referring to Figure 6 , Figure 6 This is a schematic diagram of the basic power generation mapping of the fuel priority mode and standard mode of a certain vehicle model set in the first embodiment of the full-operating energy management method of the extended-range hybrid vehicle of this application. Figure 6 As shown, the fuel priority mode basic power generation power of the economy mode is set as a MAP, X is the current vehicle speed Vehicle_Speed ​​(unit: km / h), Y is the vehicle demand power Vehicle_Request_Power (unit: kW), and Z is the basic power generation power (unit: kW).

[0137] For example, referring to Figure 7 , Figure 7 This is a schematic diagram of a power generation correction curve for a fuel priority mode and a standard mode set for a certain vehicle model provided in the first embodiment of the full-operating energy management method for a range-extended hybrid vehicle of this application. Figure 7 As shown, the fuel priority mode power generation multiplication correction value of the economic mode is set to Curve, X is the charge difference SOC_Diff (unit: %), and the economic mode power generation multiplication correction value is obtained from the power generation correction curve based on SOC_Diff.

[0138] For example, the calculation process of the basic power generation power of the driving condition in the pure electric priority mode is as follows:

[0139] (1) Eco mode base power generation in pure electric priority mode P_ElectricPriority_Eco = P_ElectricPriority_Eco_Base_MAP × P_ElectricPriority_Eco_CorrFactor_Curve;

[0140] (2) Normal mode base power generation in pure electric priority mode P_ElectricPriority_Normal = P_Electric Priority_Normal_Base_MAP × P_ElectricPriority_Normal_CorrFactor_Curve;

[0141] (3) The basic power generation power of Sport mode in pure electric priority mode P_ElectricPriority_Sport=P_ElectricPriority_Sport_Base_MAP×P_ElectricPriority_Sport_CorrFactor_Curve.

[0142] Among them, P_ElectricPriority_Eco_Base_MAP, P_ElectricPriority_Normal_Base_MAP, and P_ElectricPriority_Sport_Base_MAP are MAPs, X is the current vehicle speed Vehicle_Speed ​​(unit: km / h), Y is the vehicle demand power Vehicle_Request_Power (unit: kW), and Z is the basic generated power (unit: kW). P_ElectricPriority_Eco_CorrFactor_Curve, P_ElectricPriority_Normal_CorrFactor_Curve, and P_ElectricPriority_Sport_CorrFactor_Curve are Curves, and X is the charge difference SOC_Diff (unit: %). Based on the charge difference SOC_Diff, the generated power multiplication correction value in the corresponding driving mode can be determined from P_ElectricPriority_Eco_CorrFactor_Curve, P_ElectricPriority_Normal_CorrFactor_Curve, and P_ElectricPriority_Sport_CorrFactor_Curve.

[0143] For example, the calculation process for the base power generation of the driving condition in the forced pure electric mode is as follows: P_ForceElectric_Driving = P_ForceElectric_Base_MAP × P_ForceElectric_SOC_CorrFactor_Curve. Where P_ForceElectric_Base_MAP is MAP, X is the current vehicle speed (unit: km / h), Y is the vehicle power request (unit: kW), and Z is the base power generation (unit: kW). P_ForceElectric_SOC_CorrFactor_Curve is Curve, X is the charge difference SOC_Diff (unit: %), and the power generation multiplication correction value can be determined from P_ForceElectric_SOC_CorrFactor_Curve based on the charge difference SOC_Diff.

[0144] Step S42 : determining a target power generation speed of the range extender according to at least five of the vehicle travel mode, the driving mode, the driving condition, the ambient pressure, the current vehicle speed, and the target power generation power.

[0145] It should be noted that when the driving condition is a silent condition, the target power generation speed of the range extender can be determined based on the vehicle's driving mode, ambient pressure, current vehicle speed, and target power generation. When the driving condition is a driving condition, if the vehicle's driving mode is a forced pure electric mode, the target power generation speed of the range extender can be determined based on the vehicle's driving mode, ambient pressure, current vehicle speed, and target power generation. When the driving condition is a driving condition, if the vehicle's driving mode is a fuel priority mode or a pure electric priority mode, the target power generation speed of the range extender needs to be determined based on the driving mode, vehicle driving mode, ambient pressure, current vehicle speed, and target power generation.

[0146] In a feasible implementation, step S42 may include: determining a basic power generation speed mapping table based on the vehicle driving mode, the driving mode, and at least two of the driving conditions; querying the basic power generation speed mapping table based on the current vehicle speed and the target power generation to obtain a basic power generation speed; and determining the target power generation speed of the range extender based on the basic power generation speed and the ambient pressure.

[0147] It should be noted that the basic power generation speed mapping table includes a basic power generation speed mapping table for silent conditions and a basic power generation speed mapping table for driving conditions. When the driving condition is a silent condition, the basic power generation speed mapping table for silent conditions can be determined according to the vehicle driving mode. When the driving condition is a driving condition, the basic power generation speed mapping table for driving conditions can be determined according to the vehicle driving mode and / or driving mode. Based on the current vehicle speed and the target power generation, the basic power generation speed mapping table can be queried to obtain the basic power generation speed. For different basic power generation speeds, the corresponding power generation speed correction curve will be obtained, and the corresponding power generation speed addition correction value will be determined from the power generation speed correction curve according to the ambient pressure. The basic power generation speed and the power generation speed addition correction value will be added to obtain the target power generation speed.

[0148] It should be understood that, considering the thin air on the plateau, there may be instability in the engine combustion speed. The basic power generation speed is compensated based on the ambient pressure to increase the engine's operating speed.

[0149] Specifically, when the driving condition is a stationary condition, a basic stationary speed mapping table for the corresponding vehicle driving mode can be obtained based on the vehicle's driving mode. The basic stationary speed mapping table includes a basic stationary speed mapping table for the fuel priority mode, a basic stationary speed mapping table for the electric priority mode, and a basic stationary speed mapping table for the forced electric mode. The basic stationary speed is set as a MAP, where X is the current vehicle speed (Vehicle_Speed) (unit: km / h), Y is the target power (unit: kW), and Z is the basic speed.

[0150] Specifically, the power generation speed correction curve is Curve, X is the ambient pressure P_Ambient (unit: Kpa), and based on the ambient pressure P_Ambient, the corresponding power generation speed additive correction value can be determined from the power generation speed correction curve, and the basic power generation speed and the power generation speed additive correction value are added to obtain the target power generation speed.

[0151] For example, the calculation process of the basic generating speed in the stationary condition under different vehicle driving modes is as follows:

[0152] (1) The base generator speed in the fuel priority mode is N_FuelPriority_StandStill = N_FuelPriority_StandStill_Base_MAP + N_FuelPriority_StandStill_Altiude_CorrFactor_Curve;

[0153] (2) In pure electric priority mode, the basic generator speed in the silent working condition is N_ElectricPriority_StandStill=N_ElectricPriority_Standstill_Base_MAP+N_ElectricPriority_StandStill_Altiude_CorrFactor_Curve;

[0154] (3) The basic generating speed in the silent operating condition in the forced pure electric mode is N_ForceElectric_StandStill=N_ForceElectric_Standstill_MAP+N_ForceElectric_Altiude_CorrFactor_Curve.

[0155] Where N_FuelPriority_Standstill_Base_MAP, N_ElectricPriority_Standstill_Base_MAP, and N_ForceElectric_Standstill_MAP represent MAPs, X represents the current vehicle speed (unit: km / h), Y represents the target power generation (unit: kW), and Z represents the base power generation speed. N_FuelPriority_StandStill_Altiude_CorrFactor_Curve, N_ElectricPriority_StandStill_Altiude_CorrFactor_Curve, and N_ForceElectric_Altiude_CorrFactor_Curve represent Curves, and X represents the ambient pressure P_Ambient (unit: kPa). Based on the ambient pressure P_Ambient, the corresponding power generation speed additive correction value can be determined from the power generation speed correction curve.

[0156] For example, referring to Figure 8 , Figure 8 This is a schematic diagram of the basic generator speed mapping for a certain vehicle model in the fuel priority mode and silent mode provided in the first embodiment of the full-operating energy management method for the range-extended hybrid vehicle of this application. Figure 8 As shown, the base generator speed in the fuel priority mode of the stationary condition is set as a MAP, where X is the current vehicle speed Vehicle_Speed ​​(unit: km / h), Y is the target generator power (unit: kW), and Z is the base generator speed.

[0157] Specifically, when the driving condition is a traveling condition, if the vehicle driving mode is a fuel priority mode or a pure electric priority mode, the basic power generation speed mapping table and the power generation speed correction curve of the corresponding vehicle driving mode and the driving mode can be obtained according to the vehicle driving mode and the driving mode; when the driving condition is a traveling condition, if the vehicle driving mode is a forced pure electric mode, the basic power generation speed mapping table and the power generation speed correction curve of the driving condition under the forced pure electric mode can be obtained.

[0158] Specifically, the basic generator speed mapping tables for driving conditions include those for fuel priority mode, electric power priority mode, and forced electric power mode. The basic generator speed for each driving condition is configured as a MAP, where X represents the current vehicle speed (Vehicle_Speed) (unit: km / h), Y represents the target power generation (unit: kW), and Z represents the basic generator speed.

[0159] Specifically, the driving condition power correction curves include the speed correction curve for driving in fuel priority mode, the speed correction curve for driving in electric-only priority mode, and the speed correction curve for driving in forced electric-only mode. The speed correction curve is set as Curve, where X is the ambient pressure P_Ambient (unit: kPa). Based on the ambient pressure P_Ambient, the corresponding speed additive correction value is determined from the speed correction curve. The target speed is then calculated by adding the base speed and the speed additive correction value.

[0160] For example, the calculation process of the basic generator speed for the driving condition in the fuel priority mode is as follows:

[0161] (1) Eco mode base generating speed in fuel priority mode N_FuelPriority_Eco = N_FuelPriority_Eco_Base_MAP + N_FuelPriority_Eco_Altiude_CorrFactor_Curve;

[0162] (2) Normal mode base generating speed in fuel priority mode N_FuelPriority_Normal = N_FuelPriority_Normal_Base_MAP + N_FuelPriority_Normal_Altiude_CorrFactor_Curve;

[0163] (3) In the fuel priority mode, the base generating speed of Sport mode is N_FuelPriority_Sport = N_FuelPriority_Sport_Base_MAP + N_FuelPriority_Sport_Altiude_CorrFactor_Curve.

[0164] Where N_FuelPriority_Eco_Base_MAP, N_FuelPriority_Normal_Base_MAP, and N_FuelPriority_Sport_Base_MAP represent MAPs, X represents the current vehicle speed (unit: km / h), Y represents the target power generation (unit: kW), and Z represents the base power generation speed. N_FuelPriority_Eco_Altiude_CorrFactor_Curve, N_FuelPriority_Normal_Altiude_CorrFactor_Curve, and N_FuelPriority_Sport_Altiude_CorrFactor_Curve represent Curves, and X represents the ambient pressure P_Ambient (unit: kPa). Based on the ambient pressure P_Ambient, the corresponding power generation speed additive correction value can be determined from the power generation speed correction curve.

[0165] For example, referring to Figure 9 , Figure 9 This is a schematic diagram of the fuel priority mode, standard mode, and basic generator speed mapping for a certain vehicle model set in the first embodiment of the full-operating energy management method for the range-extended hybrid vehicle of this application. Figure 9 As shown, the fuel priority mode basic generating speed of the economic mode is set as a MAP, X is the current vehicle speed Vehicle_Speed ​​(unit: km / h), Y is the target generating power (unit: kW), and Z is the basic generating speed.

[0166] For example, referring to Figure 10 , Figure 10 This is a schematic diagram of a fuel priority mode and standard mode generator speed correction curve for a certain vehicle model set in the first embodiment of the full-operating energy management method for a range-extended hybrid vehicle of this application. Figure 10 As shown, the fuel priority mode power generation speed multiplication correction value of the economic mode is set to Curve, X is the ambient pressure P_Ambient (unit: KPa), and the corresponding power generation speed addition correction value can be determined from the power generation speed correction curve based on the ambient pressure P_Ambient.

[0167] For example, the calculation process of the basic power generation speed of the driving condition in the pure electric priority mode is as follows:

[0168] (1) In pure electric priority mode, the basic power generation speed of Eco mode N_ElectricPriority_Eco = N_ElectricPriority_Eco_Base_MAP + N_ElectricPriority_Eco_Altiude_CorrFactor_Curve;

[0169] (2) Normal mode base generating speed in pure electric priority mode N_ElectricPriority_Normal=N_ElectricPriority_Normal_Base_MAP+N_ElectricPriority_Normal_Altiude_CorrFactor_Curve;

[0170] (3) In pure electric priority mode, the basic power generation speed of Sport mode N_ElectricPriority_Sport = N_ElectricPriority_Sport_Base_MAP + N_ElectricPriority_Sport_Altiude_CorrFactor_Curve.

[0171] Where N_ElectricPriority_Eco_Base_MAP, N_ElectricPriority_Normal_Base_MAP, and N_ElectricPriority_Sport_Base_MAP represent MAPs, X represents the current vehicle speed (unit: km / h), Y represents the target power generation (unit: kW), and Z represents the base power generation speed. N_ElectricPriority_Eco_Altiude_CorrFactor_Curve, N_ElectricPriority_Normal_Altiude_CorrFactor_Curve, and N_ElectricPriority_Sport_Altiude_CorrFactor_Curve represent Curves, and X represents the ambient pressure P_Ambient (unit: kPa). Based on the ambient pressure P_Ambient, the corresponding power generation speed additive correction value can be determined from the power generation speed correction curve.

[0172] For example, the calculation process for the base generator speed in forced electric-only mode is as follows: N_ForceElectric_Eco = N_ForceElectric_Base_MAP + N_ForceElectric_Altiude_CorrFactor_Curve. Here, N_ForceElectric_Base_MAP is the MAP, X is the current vehicle speed (Vehicle_Speed) (unit: km / h), Y is the target power generation (unit: kW), and Z is the base generator speed. N_ForceElectric_Altiude_CorrFactor_Curve is the Curve, and X is the ambient pressure (P_Ambient) (unit: kPa). Based on the ambient pressure (P_Ambient), the corresponding generator speed additive correction value can be determined from the generator speed correction curve.

[0173] This embodiment comprehensively considers the vehicle driving mode (such as fuel priority mode, pure electric priority mode, forced pure electric mode), driving mode (such as standard mode, economy mode, sports mode), driving conditions (such as driving conditions, silent conditions), ambient temperature, ambient pressure, current vehicle speed and charge difference of the state of charge, sets the target state of charge according to the different working condition requirements under the corresponding vehicle driving mode, and determines whether to start or stop the engine to charge the battery pack based on the corresponding vehicle driving mode, the corresponding environmental road conditions, the charge difference of the corresponding environmental road conditions and the current vehicle speed. Combined with environmental information, the power generation power and speed of the range extender are optimized under different driving modes and different environmental road conditions to ensure that the range extender meets the energy requirements of all working conditions while optimizing the energy efficiency performance of the vehicle. The solution of this application monitors and adjusts the operating status of the vehicle in real time, and comprehensively considers multiple working condition factors to accurately control the working status of the range extender and the battery charging process. It can meet the personalized needs under different driving environments while ensuring vehicle endurance, energy efficiency and driving performance.

[0174] Based on the first embodiment of the present application, in the second embodiment of the present application, the same or similar contents as those in the above embodiment 1 can be referred to the above introduction and will not be described in detail later. Figure 11 , step S20 may include steps S21 to S22:

[0175] Step S21, determining a target state of charge mapping table according to the vehicle driving mode;

[0176] It should be noted that the target state of charge mapping table includes a first state of charge mapping table, a second state of charge mapping table and a third state of charge mapping table, among which the fuel priority mode corresponds to the first state of charge mapping table, the pure electric priority mode corresponds to the second state of charge mapping table, and the forced pure electric mode corresponds to the third state of charge mapping table.

[0177] It should be understood that the fuel priority mode is suitable for high-speed conditions and drivers who pursue power, and the target state of charge of the fuel priority mode needs to be set at a higher level. The pure electric priority mode takes into account urban, suburban, and highway driving, and is the vehicle's default driving mode. Compared with the fuel priority mode, the target state of charge of the pure electric priority mode is lower, so that the engine starts at a lower target state of charge. The forced pure electric mode is applicable to users who commute within the city or on short highways and are convenient for charging. Compared with the fuel priority mode and the pure electric priority mode, the target state of charge of the forced pure electric mode is lower, so that the engine will start at a lower target state of charge.

[0178] Step S22 : querying a target state of charge mapping table based on the ambient temperature and the ambient pressure to obtain a target state of charge.

[0179] It should be understood that the X coordinate of the target SOC mapping table is the ambient temperature (unit: °C), the Y coordinate is the ambient pressure (unit: KPa), and the Z coordinate is the target SOC (i.e., target SOC, unit: %). Under the same ambient temperature and ambient pressure conditions, the target SOCs obtained by querying the first, second, and third SOC mapping tables are the first, second, and third target SOCs, respectively. The first target SOC is greater than the second target SOC, and the second target SOC is greater than the third target SOC.

[0180] For example, referring to Figure 12 , Figure 12 This is a schematic diagram of the target state of charge mapping for the fuel priority mode set for a certain vehicle model provided in the second embodiment of the full-operating energy management method for the range-extended hybrid vehicle of this application. Figure 12 As shown, the target SOC for the fuel priority mode is set as a MAP (SOC_Target_FuelPriority_MAP), the X coordinate is the ambient temperature (T_Ambient, unit: ° C), the Y coordinate is the ambient pressure (P_Ambient, unit: KPa), and the Z coordinate is the target SOC (SOC_Target_FuelPriority, unit: %).

[0181] Reference Figure 13 , Figure 13This is a schematic diagram of the target state of charge mapping for the pure electric priority mode set for a certain vehicle model provided in the second embodiment of the full-operating energy management method for the range-extended hybrid vehicle of this application. Figure 13 As shown, the target SOC of the pure electric priority mode is set as a MAP (SOC_Target_ElectricPriority_MAP), the X coordinate is the ambient temperature (T_Ambient, unit: ° C), the Y coordinate is the ambient pressure (P_Ambient, unit: KPa), and the Z coordinate is the target SOC (SOC_Target_ElectricPriority, unit: %).

[0182] Reference Figure 14 , Figure 14 This is a schematic diagram of the target state of charge mapping for a certain vehicle model set in a mandatory pure electric mode for the full-operating energy management method of the extended-range hybrid vehicle provided in the second embodiment of the present application. Figure 14 As shown, the target SOC of the forced pure electric mode is set as a MAP (SOC_Target_ForceElectric_MAP), the X coordinate is the ambient temperature (T_Ambient, unit: ° C), the Y coordinate is the ambient pressure (P_Ambient, unit: KPa), and the Z coordinate is the target SOC (SOC_Target_ForceElectric, unit: %).

[0183] This embodiment can fully adapt to various driving scenarios and environmental conditions by setting a target state of charge mapping table for different vehicle driving modes and determining the target state of charge by querying the target state of charge mapping table based on ambient temperature and pressure. The target state of charge determined by combining the driving mode with environmental factors can maintain the battery charge at an optimal level, improve fuel economy and pure electric range, and enhance the vehicle's environmental adaptability and energy utilization efficiency.

[0184] It should be noted that the above examples are only used to understand the present application and do not constitute a limitation on the full-operating-condition energy management method of the extended-range hybrid vehicle of the present application. More simple transformations based on this technical concept are all within the scope of protection of the present application.

[0185] This application also provides a full-operation-condition energy management device for a range-extended hybrid electric vehicle. Figure 15 The full-operating-condition energy management device of the extended-range hybrid electric vehicle includes:

[0186] a data acquisition module 10 for acquiring a vehicle driving mode, a driving mode, and a driving condition, wherein the vehicle driving mode includes a fuel priority mode, a pure electric priority mode, and a forced pure electric mode; the driving mode includes a standard mode, an economy mode, and a sport mode; and the driving condition includes a driving condition and a silent condition;

[0187] a data processing module 20 for determining a target state of charge according to the vehicle driving mode, ambient temperature, and ambient pressure;

[0188] an engine control module 30 for obtaining a charge difference between a current state of charge and the target state of charge, and controlling engine start or stop based on at least two of the vehicle driving mode, environmental road conditions, current vehicle speed, and the charge difference to charge the battery pack;

[0189] The energy management module 40 is used to determine the target power generation power and target power generation speed of the range extender based on at least five of the vehicle driving mode, the driving mode, the driving condition, the ambient pressure, the current vehicle speed, and the charge difference, so as to complete the full-operating-condition energy management of the range-extended hybrid vehicle.

[0190] In one embodiment, the energy management module 40 is further configured to determine a target power generation power of the range extender based on at least three of the vehicle driving mode, the driving mode, the driving condition, the current vehicle speed, and the charge difference; and to determine a target power generation speed of the range extender based on at least five of the vehicle driving mode, the driving mode, the driving condition, the ambient pressure, the current vehicle speed, and the target power generation power.

[0191] In one embodiment, the energy management module 40 is further configured to determine a basic power generation mapping table based on at least two of the vehicle travel mode, the driving mode, and the driving conditions; query the basic power generation mapping table based on two of the vehicle's required power, the current vehicle speed, and the charge difference to obtain a basic power generation power; and determine a target power generation power of the range extender based on the basic power generation power and / or the charge difference.

[0192] In one embodiment, the energy management module 40 is further configured to determine a basic power generation speed mapping table based on at least two of the vehicle driving mode, the driving mode, and the driving conditions; query the basic power generation speed mapping table based on the current vehicle speed and the target power generation to obtain a basic power generation speed; and determine the target power generation speed of the range extender based on the basic power generation speed and the ambient pressure.

[0193] In one embodiment, the engine control module 30 is further used to control the engine start or stop according to the current vehicle speed and / or the charge difference when the vehicle driving mode is the fuel priority mode; to control the engine start or stop according to at least two of the environmental road conditions, the current vehicle speed and the charge difference when the vehicle driving mode is the pure electric priority mode; and to control the engine start or stop according to the charge difference when the vehicle driving mode is the forced pure electric mode.

[0194] In one embodiment, the engine control module 30 is further configured to obtain a power-saving starting charge difference threshold and a power-saving stopping charge difference threshold when the vehicle driving mode is the pure electric priority mode; determine a target starting and stopping speed threshold and a target starting and stopping charge difference threshold according to environmental road conditions; control the engine to start or stop according to the charge difference, the power-saving starting charge difference threshold, and the power-saving stopping charge difference threshold when the charge difference is less than or equal to the power-saving starting charge difference threshold; and control the engine to start or stop according to the current vehicle speed, the charge difference, the target starting and stopping speed threshold, and the target starting and stopping charge difference threshold when the charge difference is greater than the power-saving starting charge difference threshold.

[0195] In one embodiment, the data processing module 20 is further configured to determine a target state of charge mapping table according to the vehicle driving mode; and query the target state of charge mapping table based on the ambient temperature and the ambient pressure to obtain the target state of charge.

[0196] The full-operation-condition energy management device for a range-extended hybrid electric vehicle provided in this application utilizes the full-operation-condition energy management method for a range-extended hybrid electric vehicle described in the aforementioned embodiments, addressing the technical problem of establishing an intelligent full-operation-condition energy management strategy to meet the vehicle's personalized driving needs under different operating conditions. Compared to the prior art, the full-operation-condition energy management device for a range-extended hybrid electric vehicle provided in this application achieves the same beneficial effects as the full-operation-condition energy management method for a range-extended hybrid electric vehicle provided in the aforementioned embodiments. Other technical features of the full-operation-condition energy management device for a range-extended hybrid electric vehicle are the same as those disclosed in the aforementioned embodiments and are not further elaborated here.

[0197] The present application provides a full-operating-condition energy management device for an extended-range hybrid vehicle. The full-operating-condition energy management device for the extended-range hybrid vehicle includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the full-operating-condition energy management method for the extended-range hybrid vehicle in the above-mentioned embodiment one.

[0198] Reference below Figure 16 , which shows a schematic structural diagram of a full-operation-condition energy management device suitable for implementing an embodiment of a range-extended hybrid electric vehicle of the present application. The full-operation-condition energy management device of the range-extended hybrid electric vehicle of the present application embodiment may include, but is not limited to, mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Descriptions), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 16 The full-operating-condition energy management device of the extended-range hybrid vehicle shown is merely an example and should not impose any limitation on the functions and scope of use of the embodiments of the present application.

[0199] like Figure 16 As shown, the full-operation-condition energy management device of the extended-range hybrid vehicle may include a processing device 1001 (such as a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to the program stored in the ROM (Read Only Memory) 1002 or the program loaded from the storage device 1003 to the RAM (Random Access Memory) 1004. Various programs and data required for the operation of the full-operation-condition energy management device of the extended-range hybrid vehicle are also stored in the RAM 1004. The processing device 1001, the ROM 1002 and the RAM 1004 are connected to each other via a bus 1005. The input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to the I / O interface 1006: an input device 1007 including, for example, a touch screen, touchpad, keyboard, mouse, image sensor, microphone, accelerometer, gyroscope, etc.; an output device 1008 including, for example, an LCD (Liquid Crystal Display), speaker, vibrator, etc.; a storage device 1003 including, for example, a magnetic tape, hard disk, etc.; and a communication device 1009. The communication device 1009 can allow the full-operation-mode energy management device of the extended-range hybrid vehicle to communicate wirelessly or wired with other devices to exchange data. Although the figure shows a full-operation-mode energy management device of the extended-range hybrid vehicle with various systems, it should be understood that it is not required to implement or have all of the systems shown. More or fewer systems may be implemented or have instead.

[0200] In particular, according to the embodiments disclosed in the present application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, the embodiments disclosed in the present application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program comprising program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network via a communication device, or installed from a storage device 1003, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment disclosed in the present application are executed.

[0201] The full-operation-condition energy management device for a range-extended hybrid electric vehicle provided in this application utilizes the full-operation-condition energy management method for a range-extended hybrid electric vehicle described in the aforementioned embodiments, addressing the technical problem of establishing an intelligent full-operation-condition energy management strategy to meet the vehicle's personalized driving needs under different operating conditions. Compared to the prior art, the full-operation-condition energy management device for a range-extended hybrid electric vehicle provided in this application achieves the same beneficial effects as the full-operation-condition energy management method for a range-extended hybrid electric vehicle provided in the aforementioned embodiments. Other technical features of the full-operation-condition energy management device for a range-extended hybrid electric vehicle are the same as those disclosed in the aforementioned embodiments and are not further elaborated here.

[0202] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0203] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

[0204] The present application provides a computer-readable storage medium having computer-readable program instructions (i.e., computer program) stored thereon, and the computer-readable program instructions are used to execute the full-operating-condition energy management method for the extended-range hybrid electric vehicle in the above-mentioned embodiment.

[0205] The computer-readable storage medium provided in this application can be, for example, a USB flash drive, but is not limited to electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, systems or devices, or any combination thereof. More specific examples of computer-readable storage media can include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, RAM (Random Access Memory), ROM (Read Only Memory), EPROM (Erasable Programmable Read Only Memory) or flash memory, optical fiber, CD-ROM (CD-Read Only Memory, portable compact disk read-only memory), optical storage device, magnetic storage device, or any suitable combination thereof. In this embodiment, the computer-readable storage medium can be any tangible medium that contains or stores a program that can be used by or in combination with an instruction execution system, system or device. The program code contained on the computer-readable storage medium can be transmitted using any appropriate medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0206] The computer-readable storage medium may be included in the full-operation-condition energy management device of the extended-range hybrid electric vehicle; or it may exist independently without being assembled into the full-operation-condition energy management device of the extended-range hybrid electric vehicle.

[0207] The computer-readable storage medium carries one or more programs. When the one or more programs are executed by the full-operation-condition energy management device of the extended-range hybrid vehicle, the full-operation-condition energy management device of the extended-range hybrid vehicle: obtains a vehicle driving mode, a driving mode, and a driving condition, wherein the vehicle driving mode includes a fuel priority mode, a pure electric priority mode, and a forced pure electric mode, the driving mode includes a standard mode, an economy mode, and a sport mode, and the driving condition includes a driving condition and a silent condition; determines a target state of charge based on the vehicle driving mode, an ambient temperature, and an ambient pressure; obtains a charge difference between a current state of charge and the target state of charge, and controls the engine to start or stop based on at least two of the vehicle driving mode, the ambient road condition, the current vehicle speed, and the charge difference to charge the battery pack; and determines a target power generation power and a target power generation speed of the range extender based on at least five of the vehicle driving mode, the driving mode, the driving condition, the ambient pressure, the current vehicle speed, and the charge difference to complete the full-operation-condition energy management of the extended-range hybrid vehicle.

[0208] The computer program code for performing the operations of the present application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving a remote computer, the remote computer can be connected to the user's computer through any type of network, including a LAN (Local Area Network) or a WAN (Wide Area Network), or can be connected to an external computer (e.g., using an Internet service provider to connect via the Internet).

[0209] The flow charts and block diagrams in the accompanying drawings illustrate the possible architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present application. In this regard, each box in the flow chart or block diagram can represent a module, program segment or a part of code, and the module, program segment or a part of code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order than that marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flow chart, and the combination of the boxes in the block diagram and / or flow chart can be implemented by a dedicated hardware-based system that performs the specified function or operation, or can be implemented by a combination of dedicated hardware and computer instructions.

[0210] The modules described in the embodiments of the present application may be implemented in software or hardware, wherein the name of a module does not necessarily limit the unit itself.

[0211] The computer-readable storage medium provided in this application stores computer-readable program instructions (i.e., a computer program) for executing the aforementioned all-operating-condition energy management method for a range-extended hybrid electric vehicle. This computer-readable storage medium addresses the technical problem of establishing an intelligent all-operating-condition energy management strategy to meet the vehicle's personalized driving needs under different operating conditions. Compared to the prior art, the beneficial effects of the computer-readable storage medium provided in this application are similar to those of the all-operating-condition energy management method for a range-extended hybrid electric vehicle provided in the aforementioned embodiments, and are not further elaborated here.

[0212] The present application also provides a computer program product, comprising a computer program, which, when executed by a processor, implements the steps of the above-mentioned full-operating-condition energy management method for an extended-range hybrid electric vehicle.

[0213] The computer program product provided in this application addresses the technical problem of establishing an intelligent, all-operating-condition energy management strategy to meet the personalized driving needs of a vehicle under different operating conditions. Compared to the prior art, the computer program product provided in this application offers the same beneficial effects as the all-operating-condition energy management method for a range-extended hybrid electric vehicle provided in the aforementioned embodiments, and therefore will not be further elaborated upon here.

[0214] The above description is only part of the embodiments of the present application and does not limit the patent scope of the present application. All equivalent structural transformations made by using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect application in other related technical fields are included in the patent protection scope of the present application.

Claims

1. A full-operation-condition energy management method for a range-extended hybrid electric vehicle, characterized in that: The full-operating-condition energy management method of the extended-range hybrid electric vehicle includes: Obtaining a vehicle driving mode, a driving mode, and a driving condition, wherein the vehicle driving mode includes a fuel priority mode, a pure electric priority mode, and a forced pure electric mode; the driving mode includes a standard mode, an economy mode, and a sport mode; and the driving condition includes a driving condition and a silent condition; determining a target state of charge according to the vehicle driving mode, ambient temperature, and ambient pressure; Obtaining a charge difference between a current state of charge and the target state of charge, and controlling an engine to start or stop based on at least two of the vehicle driving mode, environmental road conditions, current vehicle speed, and the charge difference to charge the battery pack; The target power generation power and target power generation speed of the range extender are determined according to at least five of the vehicle travel mode, the driving mode, the driving condition, the ambient pressure, the current vehicle speed, and the charge difference, so as to complete the full-operating-condition energy management of the range-extended hybrid vehicle.

2. The method according to claim 1, wherein The step of determining a target power generation power and a target power generation speed of the range extender according to at least five of the vehicle travel mode, the driving mode, the driving condition, the ambient pressure, the current vehicle speed, and the charge difference comprises: determining a target power generation power of the range extender according to at least three of the vehicle travel mode, the driving mode, the driving condition, the current vehicle speed, and the charge difference; The target power generation speed of the range extender is determined according to at least five of the vehicle driving mode, the driving mode, the driving condition, the ambient pressure, the current vehicle speed, and the target power generation power.

3. The method according to claim 2, wherein The step of determining the target power generation power of the range extender according to at least three of the vehicle driving mode, the driving mode, the driving condition, the current vehicle speed, and the charge difference includes: determining a basic power generation mapping table according to at least two of the vehicle travel mode, the driving mode, and the driving condition; querying the basic power generation mapping table based on two of the vehicle's required power, the current vehicle speed, and the charge difference to obtain the basic power generation power; The target power generation power of the range extender is determined according to the basic power generation power and / or the charge difference.

4. The method according to claim 2, wherein The step of determining the target power generation speed of the range extender according to at least five of the vehicle driving mode, the driving mode, the driving condition, the ambient pressure, the current vehicle speed, and the target power generation power includes: determining a basic power generation speed mapping table according to at least two of the vehicle travel mode, the driving mode, and the driving condition; querying the basic power generation speed mapping table based on the current vehicle speed and the target power generation to obtain a basic power generation speed; A target power generation speed of the range extender is determined based on the basic power generation speed and the ambient pressure.

5. The method according to claim 1, wherein The step of controlling the engine start or stop according to at least two of the vehicle driving mode, the environmental road condition, the current vehicle speed, and the charge difference includes: When the vehicle driving mode is the fuel priority mode, controlling the engine to start or stop according to the current vehicle speed and / or the charge difference; When the vehicle driving mode is the pure electric priority mode, controlling the engine to start or stop according to at least two of the environmental road conditions, the current vehicle speed, and the charge difference; When the vehicle driving mode is the forced pure electric mode, the engine is controlled to start or stop according to the charge difference.

6. The method according to claim 5, wherein When the vehicle driving mode is the pure electric priority mode, the step of controlling the engine start or stop according to at least two of the environmental road conditions, the current vehicle speed, and the charge difference includes: When the vehicle driving mode is the pure electric priority mode, obtaining a power-saving starting charge difference threshold and a power-saving stopping charge difference threshold; Determine the target start-stop speed threshold and the target start-stop charge difference threshold according to the environmental road conditions; When the charge difference is less than or equal to the power-saving start charge difference threshold, controlling the engine to start or stop according to the charge difference, the power-saving start charge difference threshold, and the power-saving stop charge difference threshold; When the charge difference is greater than the power-maintaining start charge difference threshold, the engine is controlled to start or stop according to the current vehicle speed, the charge difference, the target start-stop speed threshold, and the target start-stop charge difference threshold.

7. The method according to any one of claims 1 to 6, characterized in that The step of determining the target state of charge according to the vehicle driving mode, ambient temperature, and ambient pressure includes: determining a target state of charge mapping table according to the vehicle driving mode; The target state of charge mapping table is queried based on the ambient temperature and ambient pressure to obtain the target state of charge.

8. A full-operation-condition energy management device for a range-extended hybrid electric vehicle, characterized in that: The device comprises: a data acquisition module, configured to acquire a vehicle driving mode, a driving mode, and a driving condition, wherein the vehicle driving mode includes a fuel priority mode, a pure electric priority mode, and a forced pure electric mode; the driving mode includes a standard mode, an economy mode, and a sport mode; and the driving condition includes a driving condition and a silent condition; a data processing module, configured to determine a target state of charge according to the vehicle driving mode, ambient temperature, and ambient pressure; an engine control module, configured to obtain a charge difference between a current state of charge and the target state of charge, and control starting or stopping the engine based on at least two of the vehicle driving mode, environmental road conditions, current vehicle speed, and the charge difference to charge the battery pack; An energy management module is used to determine a target power generation power and a target power generation speed of the range extender based on at least five of the vehicle driving mode, the driving mode, the driving condition, the ambient pressure, the current vehicle speed, and the charge difference, so as to complete the full-operating-condition energy management of the range-extended hybrid vehicle.

9. A full-operation-condition energy management device for a range-extended hybrid electric vehicle, characterized in that: The device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program is configured to implement the steps of the full-operating-condition energy management method for a range-extended hybrid electric vehicle as claimed in any one of claims 1 to 7.

10. A storage medium, characterized in that: The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the full-operating-condition energy management method of the extended-range hybrid electric vehicle are implemented as described in any one of claims 1 to 7.

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