A range extender power generation control method, system, device and medium

Abstract

This invention provides a method, system, device, and medium for controlling the power generation of a range extender, relating to the field of intelligent vehicle technology. It determines the current driving condition of the range extender based on its current driving status data; determines the current power generation of the range extender under the current driving condition based on a power generation determination strategy corresponding to the current driving condition; determines the target speed corresponding to the current power generation based on the correspondence between power generation and the optimal economic speed and a pre-calibrated set of NVH avoidance speeds for the range extender; and controls the range extender to generate power based on the target speed to reduce fuel consumption and NVH of the range extender electric vehicle.

Description

Technical Field

[0001] This invention relates to the field of intelligent vehicle technology, and more specifically, to a range extender power generation control method, system, device, and medium. Background Technology

[0002] In existing range-extended electric vehicles, when the discharge power of the power battery cannot meet the driving power demand, the range extender generates electricity to compensate for the discharge power of the power battery. During this process, since the driving power demand changes frequently and irregularly, the power generation of the range extender will be outside the optimal power generation range for a long time, which will lead to higher fuel consumption, increased vehicle operating costs, and may also generate noise, vibration, and harshness (NVH) problems. Summary of the Invention

[0003] In view of this, the purpose of the present invention is to provide a range extender power generation control method, system, device and medium to reduce fuel consumption and NVH of range-extended electric vehicles.

[0004] In a first aspect, this application provides a range extender power generation control method, including:

[0005] Based on the current driving status data of the range-extended vehicle, determine the current driving condition of the range-extended vehicle.

[0006] Based on the power generation determination strategy corresponding to the current driving conditions, the current power generation of the range extender of the range-extended vehicle under the current driving conditions is determined.

[0007] Based on the correspondence between power generation and optimal economic speed and the pre-calibrated NVH avoidance speed set of the range extender, the target speed corresponding to the current power generation is determined.

[0008] Based on the target rotational speed, the range extender is controlled to generate electricity.

[0009] Optionally, based on the current driving status data of the range-extended vehicle, the current driving condition of the range-extended vehicle is determined, including:

[0010] The system acquires the real-time drive demand power, real-time acceleration, real-time throttle opening change rate, and real-time drive demand power gradient of the range-extended vehicle, as well as the real-time discharge current change rate of the power battery of the range-extended vehicle.

[0011] When the real-time drive demand power, real-time acceleration, real-time throttle opening change rate, real-time drive demand power gradient, and real-time discharge current change rate meet the first condition but not the second condition, the current driving condition of the range-extended vehicle is determined to be a stable driving power insufficient condition.

[0012] When the real-time drive demand power, real-time acceleration, real-time throttle opening change rate, real-time drive demand power gradient, and real-time discharge current change rate meet the first condition and the second condition, the current driving condition of the range-extended vehicle is determined to be a condition of insufficient power for high-throttle acceleration.

[0013] The first condition is that the real-time drive demand power is not less than the drive demand power threshold; the second condition is that the real-time acceleration is not less than the acceleration threshold, the real-time throttle opening change rate is not less than the throttle opening change rate threshold, the real-time drive demand power gradient is not less than the drive demand power gradient threshold, and the real-time discharge current change rate is not less than the discharge current slope threshold.

[0014] Optionally, before determining the current driving condition of the range-extended vehicle based on its current driving status data, the method further includes:

[0015] Based on the pre-calibrated correspondence between driving power demand and driving speed and road slope, the driving power demand corresponding to the current driving speed and current road slope of the range-extended vehicle is determined as the calibrated driving power demand of the range-extended vehicle. Based on the calibrated driving power demand and power safety factor of the range-extended vehicle, the driving power demand threshold is determined.

[0016] Based on the pre-calibrated correspondence between acceleration and driving speed, the acceleration corresponding to the current driving speed of the range-extended vehicle is determined as the calibration acceleration of the range-extended vehicle. Based on the calibration acceleration of the range-extended vehicle, the basic acceleration threshold, the speed relaxation coefficient, and the maximum design speed of the vehicle, the acceleration threshold is determined.

[0017] Based on the pre-calibrated correspondence between the throttle opening change rate and the driving power required by the throttle opening and pedal, the throttle opening change rate corresponding to the current throttle opening and the driving power required by the pedal of the range-extended vehicle is determined as the calibrated throttle opening change rate of the range-extended vehicle. Based on the calibrated throttle opening change rate and power correction coefficient of the range-extended vehicle, the throttle opening change rate threshold is determined.

[0018] Based on the pre-calibrated relationship between the driving demand power gradient and the driving demand power corresponding to the pedal and the maximum discharge power of the battery, the driving demand power gradient corresponding to the current pedal and the maximum discharge power of the battery of the range-extended vehicle is determined as the calibration driving demand power gradient of the range-extended vehicle. Based on the calibration driving demand power gradient and the demand power change coefficient of the range-extended vehicle, the driving demand power gradient threshold is determined.

[0019] Based on the pre-calibrated correspondence between the discharge current slope and the battery charge state, the discharge current slope corresponding to the current battery charge state of the range-extended vehicle is determined as the calibration discharge current slope of the range-extended vehicle. Based on the calibration discharge current slope and the current change coefficient of the range-extended vehicle, the discharge current slope threshold is determined.

[0020] Optionally, based on the power generation determination strategy corresponding to the current driving condition, the current power generation of the range extender of the range-extended vehicle under the current driving condition is determined, including:

[0021] If the current driving condition of the range-extended vehicle is a stable driving power insufficient condition, the current power generation level of the range extender is determined based on the difference between the current state of charge of the range-extended vehicle's power battery and the target state of charge of the current power consumption mode; based on the correspondence between power generation, power generation level and driving speed, the power generation corresponding to the current driving speed of the range-extended vehicle and the current power generation level of the range extender is determined as the current power generation of the range extender under the stable driving power insufficient condition.

[0022] If the current driving condition of the range-extended vehicle is one of insufficient power during high-throttle acceleration, then the current power generation level of the range extender is determined based on the difference between the current state of charge (SBC) of the range-extended vehicle's power battery and the target SBC of the current power consumption mode. Based on the correspondence between power generation, power generation level, and vehicle speed, the power generation corresponding to the current vehicle speed and the current power generation level of the range extender is determined as the current compensation power of the range extender. Based on the current available drive power of the range-extended vehicle's power battery and the real-time drive demand power of the range-extended vehicle, the current power difference of the power battery is determined. Based on the current compensation power of the range extender and the current power difference of the power battery, the current power generation of the range extender under the condition of insufficient power during high-throttle acceleration is determined.

[0023] Optionally, the current power generation level of the range extender is determined based on the difference between the current state of charge (SBC) of the power battery of the range-extended vehicle and the target SBC of the current power consumption mode, including:

[0024] A segmented generation level decision function is adopted to determine the initial generation level of the range extender based on the state of charge difference; wherein, the segmented generation level decision function is determined based on the pre-calibrated correspondence between the state of charge difference and the initial generation level.

[0025] A hysteresis threshold function decision function is adopted to determine the highest and lowest hysteresis thresholds for the initial power generation level based on the initial power generation level; wherein, the hysteresis threshold function decision function is determined based on the pre-calibrated correspondence between the initial power generation level and the highest and lowest hysteresis thresholds.

[0026] The hysteresis generation level decision function is adopted. Based on the state of charge difference, the highest hysteresis threshold and the lowest hysteresis threshold, the initial generation level is optimized to obtain the current generation level of the range extender. The hysteresis generation level decision function is determined based on the correspondence between the pre-calibrated state of charge difference, the highest hysteresis threshold and the lowest hysteresis threshold and the initial generation level.

[0027] Optionally, based on the correspondence between power generation and the optimal economic speed and the pre-calibrated NVH avoidance speed set of the range extender, the target speed corresponding to the current power generation is determined, including:

[0028] Based on the pre-calibrated correspondence between power generation and optimal economic speed, the optimal economic speed corresponding to the current power generation is determined as the initial speed;

[0029] If the initial speed does not belong to the NVH avoidance speed set, then the initial speed is determined as the target speed;

[0030] If the initial speed belongs to the NVH avoidance speed set, then the initial speed is adjusted to the target speed that does not belong to the NVH avoidance speed set.

[0031] Optionally, the range extender power generation control method provided in this application further includes:

[0032] Based on the performance parameters and NVH characteristics of the range extender, the prohibited speed ranges corresponding to different power generation ranges of the range extender are pre-calibrated.

[0033] Based on the prohibited speed ranges corresponding to different power generation ranges, the NVH avoidance speed set of the range extender is determined.

[0034] Secondly, this application provides a range extender power generation control system, comprising:

[0035] The driving condition determination module is used to determine the current driving condition of the range-extended vehicle based on the current driving status data of the range-extended vehicle.

[0036] The power generation determination module is used to determine the current power generation of the range extender of the range-extended vehicle under the current driving conditions based on the power generation determination strategy corresponding to the current driving conditions.

[0037] The target speed determination module is used to determine the target speed corresponding to the current power generation based on the correspondence between power generation and the optimal economic speed and the pre-calibrated NVH avoidance speed set of the range extender.

[0038] The range extender generator module is used to control the range extender to generate electricity based on the target speed.

[0039] Thirdly, this application provides a vehicle control device, including a memory and a processor. The memory stores a computer program that can run on the processor. When the processor executes the computer program, it implements the above-mentioned range extender power generation control method.

[0040] Fourthly, this application provides a computer-readable storage medium storing machine-executable instructions that, when called and executed by a processor, implement the above-described range extender power generation control method.

[0041] This invention provides a range extender power generation control method, system, device, and medium. It determines the current driving condition of the range extender vehicle based on its current driving status data; determines the current power generation of the range extender under the current driving condition based on a power generation determination strategy corresponding to the current driving condition; determines the target speed corresponding to the current power generation based on the correspondence between power generation and the optimal economic speed and a pre-calibrated NVH avoidance speed set for the range extender; and controls the range extender to generate electricity based on the target speed to reduce fuel consumption and NVH of the range extender electric vehicle.

[0042] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0043] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0044] Figure 1 A flowchart of a range extender power generation control method provided by an embodiment of the present invention is shown;

[0045] Figure 2 A schematic diagram of the structure of a range extender power generation control system provided in an embodiment of the present invention is shown;

[0046] Figure 3 A schematic diagram of the structure of a vehicle control device provided in an embodiment of the present invention is shown. Detailed Implementation

[0047] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0048] This application provides a range extender power generation control method, see below. Figure 1 As shown, the range extender power generation control method provided in this application includes the following:

[0049] Step 110: Determine the current driving conditions of the range-extended vehicle based on its current driving status data.

[0050] In this embodiment of the application, the current driving condition of the range-extended vehicle is determined based on the current driving status data of the range-extended vehicle, including: acquiring the real-time drive demand power, real-time acceleration, real-time throttle opening change rate, and real-time drive demand power gradient of the range-extended vehicle, as well as the real-time discharge current change rate of the power battery of the range-extended vehicle; when it is detected that the real-time drive demand power, real-time acceleration, real-time throttle opening change rate, real-time drive demand power gradient, and real-time discharge current change rate meet a first condition but do not meet a second condition, the current driving condition of the range-extended vehicle is determined to be a stable driving power insufficient condition .... When the real-time drive demand power, real-time acceleration, real-time throttle opening change rate, real-time drive demand power gradient, and real-time discharge current change rate satisfy both the first and second conditions, the current driving condition of the range-extended vehicle is determined to be a condition of insufficient power for high-throttle acceleration. The first condition is that the real-time drive demand power is not less than the drive demand power threshold. The second condition is that the real-time acceleration is not less than the acceleration threshold, the real-time throttle opening change rate is not less than the throttle opening change rate threshold, the real-time drive demand power gradient is not less than the drive demand power gradient threshold, and the real-time discharge current change rate is not less than the discharge current slope threshold.

[0051] In practical implementation, the accelerator pedal position sensor collects the pedal opening signal and analyzes it to obtain the real-time driving power demand of the range-extended vehicle. The pedal opening signal can be analyzed using the following formula:

[0052]

[0053] In the formula, To drive the required power in real time, The time constant of the low-pass filter. For the Laplace operator, For the total mass of the vehicle. It is the acceleration due to gravity. For real-time vehicle speed, The rolling resistance coefficient, air density, This is the drag coefficient. The vehicle's frontal area. This refers to the road slope.

[0054] Furthermore, the low-pass filter time constant Total vehicle mass Rolling resistance coefficient drag coefficient and vehicle frontal area These are all calibration values, which can be obtained by consulting the vehicle's factory documents or vehicle nameplate; real-time vehicle speed. air density and road slope It can be obtained through the vehicle's sensors.

[0055] The vehicle speed is collected in real time by sensors in the range-extended vehicle, and the acceleration is determined based on the vehicle speed. For example, the acceleration is determined based on the ratio of the difference between the current vehicle speed and the previous vehicle speed to the time interval between the current vehicle speed and the previous vehicle speed.

[0056] The throttle opening is collected in real time by the sensors of the range-extended vehicle, and the throttle opening change rate is determined based on the throttle opening. For example, the real-time throttle opening change rate is determined by the ratio of the difference between the current throttle opening and the throttle opening at the previous moment to the collection time interval between the current throttle opening and the throttle opening at the previous moment.

[0057] The real-time drive demand power gradient is determined based on the real-time drive demand power. For example, the drive demand power gradient is determined based on the ratio of the difference between the current drive demand power and the drive demand power at the previous moment to the acquisition time interval between the current drive demand power and the drive demand power at the previous moment.

[0058] The discharge current of the power battery is collected in real time by sensors in the range-extended vehicle, and the discharge current slope is determined based on the discharge current. For example, the discharge current slope is determined based on the ratio of the difference between the current discharge current and the discharge current at the previous moment to the collection time interval between the current discharge current and the discharge current at the previous moment.

[0059] Based on the pre-calibrated correspondence between driving power demand and driving speed and road slope, the driving power demand corresponding to the current driving speed and current road slope of the range-extended vehicle is determined as the calibrated driving power demand of the range-extended vehicle. Based on the calibrated driving power demand and power safety factor of the range-extended vehicle, the driving power demand threshold in the first condition is determined, wherein the mathematical expression for the driving power demand threshold is: In the formula, The power safety factor is typically set between 1 and 1.2 to avoid misjudgments caused by errors in the current and voltage of components. Current driving speed and current road surface slope The corresponding drive power requirement can be determined by the relationship between drive power requirement and vehicle speed and gradient, as shown in Table 1:

[0060] Table 1 shows the relationship between driving power demand and vehicle speed and gradient.

[0061]

[0062] Based on the pre-calibrated correspondence between acceleration and driving speed, the acceleration corresponding to the current driving speed of the range-extended vehicle is determined as the calibrated acceleration of the range-extended vehicle. Then, based on the calibrated acceleration of the range-extended vehicle, the basic acceleration threshold, the speed relaxation factor, and the vehicle's maximum design speed, the acceleration threshold in the second condition is determined. The mathematical expression for the acceleration threshold is: In the formula, Based on the basic acceleration threshold, This is the rate relaxation factor, typically ranging from 0.1 to 0.15. Current driving speed The maximum design speed of a range-extended vehicle, the basic acceleration threshold, and the maximum design speed of a range-extended vehicle can be obtained by consulting the vehicle's factory documents or vehicle nameplate.

[0063] Based on the pre-calibrated correspondence between the throttle opening change rate and the driving power demand corresponding to the throttle opening and pedal position, the throttle opening change rate corresponding to the current throttle opening and pedal position driving power demand of the range-extended vehicle is determined as the calibrated throttle opening change rate of the range-extended vehicle. Furthermore, based on the calibrated throttle opening change rate and power correction coefficient of the range-extended vehicle, the throttle opening change rate threshold in the second condition is determined. The mathematical expression for the throttle opening change rate threshold is: In the formula, The rate of change of throttle opening. The driving power required for the pedal. The rated power of the motor can be obtained by consulting the vehicle's factory documents or vehicle nameplate.

[0064] Based on the pre-calibrated correspondence between the drive demand power gradient and the drive demand power corresponding to the pedal and the maximum discharge power of the battery, the drive demand power gradient corresponding to the current pedal and the maximum discharge power of the battery in the range-extended vehicle is determined as the calibrated drive demand power gradient of the range-extended vehicle. Based on the calibrated drive demand power gradient and the demand power variation coefficient of the range-extended vehicle, the drive demand power gradient threshold in the second condition is determined; wherein, the mathematical expression for the drive demand power gradient threshold is: In the formula, The power demand variation coefficient, The maximum discharge power of the battery can be obtained by consulting the vehicle's factory documents or vehicle nameplate.

[0065] Based on the pre-calibrated correspondence between the discharge current slope and the battery charge state, the discharge current slope corresponding to the current battery charge state of the range-extended vehicle is determined as the calibrated discharge current slope of the range-extended vehicle. Furthermore, based on the calibrated discharge current slope and the current change coefficient of the range-extended vehicle, the discharge current slope threshold in the second condition is determined. The mathematical expression for the discharge current slope threshold is: In the formula, The current variation coefficient can be obtained by consulting the vehicle's factory documents or vehicle nameplate. The battery charge state can be obtained through the battery management system.

[0066] When the real-time drive demand power is not less than the drive demand power threshold, i.e. At that time, the current driving condition of the range-extended vehicle is determined to be a condition of insufficient stable driving power;

[0067] When the real-time drive demand power is not less than the drive demand power threshold, the real-time acceleration Not less than the acceleration threshold ( The real-time throttle opening change rate is not less than the throttle opening change rate threshold. , (Throttle opening), real-time drive demand power gradient is not less than the drive demand power gradient threshold ( , To drive the required power) and the real-time discharge current change rate is not less than the discharge current slope threshold ( , When the discharge current of the battery is used, the current driving condition of the range-extended vehicle is determined to be a condition where the power is insufficient for high-throttle acceleration.

[0068] Step 120: Based on the power generation determination strategy corresponding to the current driving conditions, determine the current power generation of the range extender of the range-extended vehicle under the current driving conditions.

[0069] In this embodiment, the current power generation of the range extender in the range-extended vehicle is determined based on a power generation determination strategy corresponding to the current driving condition. This includes: if the current driving condition of the range-extended vehicle is a stable driving power deficiency condition, then the current power generation level of the range extender is determined based on the difference between the current state of charge of the range extender's power battery and the target state of charge of the current power consumption mode; based on the correspondence between power generation, power generation level, and vehicle speed, the power generation corresponding to the current vehicle speed and the current power generation level of the range extender is determined as the current power generation of the range extender under the stable driving power deficiency condition; if the current driving condition of the range extender is a high-throttle acceleration condition... In cases of insufficient power during high-speed driving, the current power generation level of the range extender is determined based on the difference between the current state of charge (SBC) of the range extender's power battery and the target SBC of the current power consumption mode. Based on the correspondence between power generation, power generation level, and vehicle speed, the power generation corresponding to the current vehicle speed and the current power generation level of the range extender is determined as the current compensation power of the range extender. The current power difference of the power battery is determined based on the current available drive power of the range extender's power battery and the real-time drive demand power of the range extender. Finally, based on the current compensation power of the range extender and the current power difference of the power battery, the current power generation of the range extender under conditions of insufficient power during high-throttle acceleration is determined.

[0070] In practical implementation, if the current driving condition of the range-extended vehicle is one of insufficient stable driving power, the available driving power of the range-extended vehicle is first determined using the following formula:

[0071]

[0072] In the formula, The current available drive power for range-extended vehicles, This is the battery's maximum discharge power. The power consumption of the entire thermal management system. For low-voltage accessory power;

[0073] Based on the current available driving power of the vehicle Power requirements of current range-extended vehicles In comparison, if If the condition is maintained for a certain period of time, the current driving condition of the range-extended vehicle will be determined again as a condition of insufficient stable driving power, so as to verify whether the current driving condition is correct and avoid misjudgment, thus achieving double verification.

[0074] Secondly, obtain the current state of charge of the power battery of the current range-extended vehicle. and the target state of charge of the current power consumption mode Based on the current state of charge of the power battery in the current range-extended vehicle. Target state of charge of the current power consumption pattern Determine the difference in state of charge between ( );

[0075] A segmented generation level decision function is adopted, and the initial generation level of the range extender is determined based on the state-of-charge difference; wherein, the segmented generation level decision function is determined based on the pre-calibrated correspondence between the state-of-charge difference and the initial generation level.

[0076] Furthermore, the decision function for segmented power generation levels is:

[0077]

[0078] In the formula, The power generation level is typically set between 0 and 3. This is the positive deviation attenuation coefficient, typically ranging from 0.12 to 0.15. This is a negative deviation growth factor, typically ranging from 0.008 to 0.10. For functions, take integer values;

[0079] when hour, The higher the value, the lower the power generation level; when hour, The smaller the value, the higher the power generation rating;

[0080] Then, to avoid frequent switching of power generation levels, a switching hysteresis interval is set, and a hysteresis threshold function decision function is adopted. Based on the initial power generation level, the highest and lowest hysteresis thresholds of the initial power generation level are determined. The hysteresis threshold function decision function is determined based on the pre-calibrated correspondence between the initial power generation level and the highest and lowest hysteresis thresholds.

[0081] Furthermore, the hysteresis threshold function decision function is:

[0082] pass Determine the highest hysteresis threshold for the level switching hysteresis range;

[0083] pass Determine the minimum hysteresis threshold for the level switching hysteresis range;

[0084] The current generation level of the range extender is obtained by optimizing the initial generation level using a hysteresis generation level decision function based on the state of charge difference, the highest hysteresis threshold, and the lowest hysteresis threshold; wherein the hysteresis generation level decision function is determined based on the correspondence between the pre-calibrated state of charge difference, the highest hysteresis threshold, the lowest hysteresis threshold, and the initial generation level.

[0085] Furthermore, the decision function for delayed generation level is:

[0086]

[0087] In the formula, The power generation level at the previous moment; The highest hysteresis threshold, The minimum hysteresis threshold;

[0088] Finally, based on the correspondence between power generation, power generation level, and vehicle speed, the current driving speed of the range-extended vehicle and the power generation corresponding to the current power generation level of the range extender are determined as the current power generation of the range extender under the condition of insufficient stable driving power. The correspondence between power generation, power generation level, and vehicle speed is shown in Table 2.

[0089] Table 2 shows the correspondence between power generation capacity, power generation level, and vehicle speed.

[0090]

[0091] If the current driving condition of the range-extended vehicle is one of insufficient driving power during high-throttle acceleration, the available driving power of the range-extended vehicle is first determined using the following formula:

[0092]

[0093] In the formula, To ensure the current power generation capacity under conditions of insufficient driving power;

[0094] Based on the current available driving power of the vehicle Drive demand power analyzed based on the current accelerator pedal opening In comparison, if If this condition persists for a certain period of time, then the current driving condition of the range-extended vehicle is again determined to be a condition of insufficient power during high-throttle acceleration.

[0095] Secondly, after determining the current compensation power of the range extender using the method described above for determining the current power generation of the range extender under the condition of insufficient stable driving power, the current available drive power of the range-extended vehicle's power battery is then used as the basis for this determination. and the real-time drive power demand of range-extended vehicles Determine the current power difference of the power battery. ( Based on the difference between the current compensation power of the range extender and the current power of the power battery, the current power generation of the range extender under the condition of insufficient power during high-throttle acceleration is determined, where the power generation is:

[0096]

[0097] In the formula, This represents the current power generation capacity under conditions of insufficient power during high-throttle acceleration. This is the maximum generating power of the range extender, typically taken as 70kW. This represents the current generating capacity of the range extender. For dynamic response coefficients, , This represents the current power difference of the vehicle's power battery. Let be the impact suppression function. .

[0098] Step 130: Based on the correspondence between power generation and optimal economic speed and the pre-calibrated NVH avoidance speed set of the range extender, determine the target speed corresponding to the current power generation.

[0099] In this embodiment, based on the performance parameters and NVH characteristics of the range extender, the prohibited speed ranges corresponding to different power generation ranges of the range extender are pre-calibrated; based on the prohibited speed ranges corresponding to different power generation ranges, the NVH avoidance speed set of the range extender is determined. The corresponding relationship between power generation and optimal economic speed, i.e., the optimal economic curve of the engine, is obtained based on engine bench calibration data as follows:

[0100]

[0101] In the formula, For optimal engine efficiency, For the engine's thermal efficiency. To compare fuel consumption, Engine aging factors , This refers to the cumulative operating time of the engine.

[0102] Based on the NVH (Noise, Vibration, and Harshness) speed avoidance requirements, the set of NVH avoidance speeds for the range extender is obtained; the NVH speed avoidance requirements are shown in Table 3.

[0103] Table 3 shows the speed avoidance requirements for NVH (Noise, Vibration, and Harshness).

[0104]

[0105] Based on the NVH avoidance speed requirements in Table 3, the set of NVH avoidance speeds for the range extender is defined as follows:

[0106]

[0107] In the formula, This is the set of permissible speeds for the range extender. The rotational speed of the range extender. The set of speeds constrained by the NVH of the range extender. To meet the power requirements of the range extender, This is the minimum permissible speed of the range extender. This is the maximum permissible speed of the range extender.

[0108] In this embodiment of the application, based on the pre-calibrated correspondence between power generation and optimal economic speed, the optimal economic speed corresponding to the current power generation is determined as the initial speed; if the initial speed does not belong to the NVH avoidance speed set, the initial speed is determined as the target speed; if the initial speed belongs to the NVH avoidance speed set, the initial speed is adjusted to the target speed that does not belong to the NVH avoidance speed set.

[0109] In practical implementation, based on the power generation determination strategy corresponding to the current driving conditions, the current power generation of the range extender in the range-extended vehicle under the current driving conditions is determined; based on the current power generation of the range extender (i.e., the power demand of the range extender) and the engine's optimal economic curve... Determine the initial rotational speed If the initial rotational speed Not belonging to the NVH avoidance speed set Then determine the initial rotational speed. For the target speed If the initial rotational speed Belongs to the NVH avoidance point speed set Then based on the initial rotational speed and The sum is determined as the target rotational speed. And the target speed With initial rotational speed The difference is less than The absolute value, Belongs to the set of speeds that do not avoid NVH (Noise, Vibration, and Harshness) .

[0110] Step 140: Based on the target rotational speed, control the range extender to generate electricity.

[0111] In this embodiment of the application, the target speed determined above is used as the power generation speed of the range extender, so as to compensate the power battery discharge power when the battery discharge power of the range-extended electric vehicle cannot meet the driving power demand.

[0112] The range extender power generation control method provided in this application identifies different driving conditions to determine different compensation power generation, and adjusts the optimal speed corresponding to the compensation power generation by using the engine's optimal economic line and NVH avoidance point, so as to avoid fuel consumption and NVH problems caused by frequent switching of drive demand power, thereby improving fuel economy, reducing noise and vibration, and providing a better driving experience.

[0113] This application provides a range extender power generation control system, see below. Figure 2 As shown, the range extender generator control system provided in this application embodiment includes:

[0114] The driving condition determination module 210 is used to determine the current driving condition of the range-extended vehicle based on the current driving status data of the range-extended vehicle.

[0115] The power generation determination module 220 is used to determine the current power generation of the range extender of the range-extended vehicle under the current driving conditions based on the power generation determination strategy corresponding to the current driving conditions.

[0116] The target speed determination module 230 is used to determine the target speed corresponding to the current power generation based on the correspondence between power generation and the optimal economic speed and the pre-calibrated NVH avoidance speed set of the range extender.

[0117] The range extender generator module 240 is used to control the range extender to generate electricity based on the target speed.

[0118] In one possible implementation, a driving condition determination module 210 is used to acquire the real-time drive demand power, real-time acceleration, real-time throttle opening rate of change, and real-time drive demand power gradient of the range-extended vehicle, as well as the real-time discharge current rate of change of the power battery of the range-extended vehicle; when it is detected that the real-time drive demand power, real-time acceleration, real-time throttle opening rate of change, real-time drive demand power gradient, and real-time discharge current rate of change meet a first condition but do not meet a second condition, the current driving condition of the range-extended vehicle is determined to be a stable driving power insufficient condition .... When the real-time acceleration, real-time throttle opening change rate, real-time drive demand power gradient, and real-time discharge current change rate satisfy both the first and second conditions, the current driving condition of the range-extended vehicle is determined to be a condition of insufficient power for high-throttle acceleration. The first condition is that the real-time drive demand power is not less than the drive demand power threshold. The second condition is that the real-time acceleration is not less than the acceleration threshold, the real-time throttle opening change rate is not less than the throttle opening change rate threshold, the real-time drive demand power gradient is not less than the drive demand power gradient threshold, and the real-time discharge current change rate is not less than the discharge current slope threshold.

[0119] In one possible implementation, the driving condition determination module 210 is used to determine the driving demand power corresponding to the current driving speed and current road slope of the range-extended vehicle as the calibrated driving demand power of the range-extended vehicle based on a pre-calibrated correspondence between driving demand power and driving speed and road slope, and to determine a driving demand power threshold based on the calibrated driving demand power and power safety factor of the range-extended vehicle; based on a pre-calibrated correspondence between acceleration and driving speed, the acceleration corresponding to the current driving speed of the range-extended vehicle is determined as the calibrated acceleration of the range-extended vehicle, and an acceleration threshold is determined based on the calibrated acceleration of the range-extended vehicle, a basic acceleration threshold, a speed relaxation factor, and the vehicle's maximum design speed; based on a pre-calibrated correspondence between the throttle opening change rate and the driving demand power corresponding to the throttle opening and pedal, the throttle opening of the range-extended vehicle is determined as the driving demand power corresponding to the current driving speed and pedal. The throttle opening change rate is determined as the calibrated throttle opening change rate of the range-extended vehicle. Based on the calibrated throttle opening change rate and power correction coefficient of the range-extended vehicle, a threshold for the throttle opening change rate is determined. Based on the pre-calibrated correspondence between the drive demand power gradient and the drive demand power corresponding to the pedal and the maximum discharge power of the battery, the drive demand power gradient corresponding to the current pedal and the maximum discharge power of the battery is determined as the calibrated drive demand power gradient of the range-extended vehicle. Based on the calibrated drive demand power gradient and demand power change coefficient of the range-extended vehicle, a threshold for the drive demand power gradient is determined. Based on the pre-calibrated correspondence between the discharge current slope and the battery charge state, the discharge current slope corresponding to the current battery charge state of the range-extended vehicle is determined as the calibrated discharge current slope of the range-extended vehicle. Based on the calibrated discharge current slope and current change coefficient of the range-extended vehicle, a threshold for the discharge current slope is determined.

[0120] In one possible implementation, the power generation module 220 is used to determine the current power generation level of the range extender based on the state of charge difference between the current state of charge of the range extender's power battery and the target state of charge of the current power consumption mode if the current driving condition of the range extender is a stable driving power insufficient condition; based on the correspondence between power generation, power generation level, and driving speed, the power generation corresponding to the current driving speed of the range extender and the current power generation level of the range extender is determined as the current power generation of the range extender under the stable driving power insufficient condition; if the current driving condition of the range extender is a high-throttle acceleration driving power insufficient condition, then based on the current driving speed of the range extender and the current power generation level of the range extender, the power generation module 220 determines the current power generation level of the range extender under the stable driving power insufficient condition. The current state of charge (SBC) of the vehicle's power battery is used to determine the current power generation level of the range extender. Based on the correspondence between power generation, power generation level, and vehicle speed, the power generation corresponding to the current vehicle speed and the current power generation level of the range extender is determined as the current compensation power of the range extender. The current power difference of the power battery is determined based on the current available drive power of the range extender's power battery and the real-time drive demand power of the range extender. Based on the current compensation power of the range extender and the current power difference of the power battery, the current power generation of the range extender under the condition of insufficient power during high-throttle acceleration is determined.

[0121] In one possible implementation, the power generation module 220 is used to determine the initial power generation level of the range extender based on the state of charge difference using a segmented power generation level decision function; wherein the segmented power generation level decision function is determined based on the pre-calibrated correspondence between the state of charge difference and the initial power generation level.

[0122] A hysteresis threshold function decision function is adopted to determine the highest and lowest hysteresis thresholds for the initial power generation level based on the initial power generation level; wherein, the hysteresis threshold function decision function is determined based on the pre-calibrated correspondence between the initial power generation level and the highest and lowest hysteresis thresholds.

[0123] The hysteresis generation level decision function is adopted, and the current generation level of the range extender is obtained by optimizing the initial generation level based on the state of charge difference, the highest hysteresis threshold and the lowest hysteresis threshold. The hysteresis generation level decision function is determined based on the correspondence between the pre-calibrated state of charge difference, the highest hysteresis threshold and the lowest hysteresis threshold and the initial generation level.

[0124] In one possible implementation, the target speed determination module 230 is used to determine the optimal economic speed corresponding to the current power generation as the initial speed based on the pre-calibrated correspondence between the power generation and the optimal economic speed; if the initial speed belongs to the NVH avoidance speed set, the initial speed is determined as the target speed; if the initial speed does not belong to the NVH avoidance speed set, the initial speed is adjusted to the target speed that belongs to the NVH avoidance speed set.

[0125] In one possible implementation, the target speed determination module 230 is used to pre-calibrate the prohibited speed range corresponding to different power generation ranges of the range extender based on the performance parameters and NVH characteristics of the range extender.

[0126] Based on the prohibited speed ranges corresponding to different power generation ranges, the NVH avoidance speed set of the range extender is determined.

[0127] It should be noted that the principle of the range extender power generation control system provided in this application embodiment to solve the technical problem is similar to that of the range extender power generation control method provided in this application embodiment. Therefore, the implementation of the range extender power generation control system provided in this application embodiment can refer to the implementation of the range extender power generation control method provided in this application embodiment, and the repeated parts will not be described again.

[0128] After introducing the range extender power generation control method and system provided in the embodiments of this application, the vehicle control equipment provided in the embodiments of this application will be briefly introduced next.

[0129] The vehicle control device 500 provided in this application embodiment may further include a bus 503 connecting different components (including processor 501 and memory 502). The bus 503 represents one or more types of bus structures, including memory bus, peripheral bus, local area bus, etc.

[0130] Memory 502 may include a readable storage medium in the form of volatile memory, such as random access memory (RAM) 5021 and / or cache memory 5022, and may further include read-only memory (ROM) 5023. Memory 502 may also include a program tool 5025 having a set (at least one) of program modules 5024, including but not limited to an operating subsystem, one or more application programs, other program modules, and program data, each or some combination of these examples may include an implementation of a network environment.

[0131] Processor 501 can be a single processing element or a collective term for multiple processing elements. For example, processor 501 can be a central processing unit (CPU) or one or more integrated circuits configured to implement the range extender power generation control method provided in the embodiments of this application. Specifically, processor 501 can be a general-purpose processor, including but not limited to CPUs, application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.

[0132] The vehicle control device 500 can communicate with one or more external devices 504 (e.g., keyboard, remote control, etc.), and also with one or more devices that enable users to interact with the vehicle control device 500 (e.g., mobile phone, computer, etc.), and / or with devices that enable the vehicle control device 500 to communicate with one or more other vehicle control devices 500 (e.g., router, modem, etc.). This communication can be performed through the input / output (I / O) interface 505. Furthermore, the vehicle control device 500 can also communicate with one or more networks (e.g., local area network (LAN), wide area network (WAN), and / or public networks, such as the Internet) through the network adapter 506. Figure 3 As shown, network adapter 506 communicates with other modules of vehicle control equipment 500 via bus 503. It should be understood that, although... Figure 3 As not shown in the diagram, other hardware and / or software modules can be used in conjunction with the vehicle control equipment 500, including but not limited to microcode, device drivers, redundant processors, external disk drive arrays, Redundant Arrays of Independent Disks (RAID) subsystems, tape drives, and data backup storage subsystems.

[0133] It should be noted that, Figure 3 The vehicle control device 500 shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0134] The computer-readable storage medium provided in the embodiments of this application is described below. The computer-readable storage medium provided in the embodiments of this application stores computer instructions, which, when executed by a processor, implement the range extender power generation control method provided in the embodiments of this application. Specifically, the computer instructions can be built into or installed in the processor, so that the processor can implement the range extender power generation control method provided in the embodiments of this application by executing the built-in or installed computer instructions.

[0135] In addition, the range extender power generation control method provided in this application embodiment can also be implemented as a computer program product, which includes program code. The program code implements the range extender power generation control method provided in this application embodiment when it is run on a processor.

[0136] The computer program product provided in this application embodiment may employ one or more computer-readable storage media, which may be, but is not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, system, or device, or any suitable combination thereof. Specifically, more specific examples (a non-exhaustive list) of computer-readable storage media include electrical connections with one or more wires, portable disks, hard disks, RAM, ROM, erasable programmable read-only memory (EPROM), optical fibers, portable compact disc read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0137] The computer program product provided in this application embodiment can be a CD-ROM and include program code, and can also run on a vehicle control device such as a computer. However, the computer program product provided in this application embodiment is not limited thereto. In this application embodiment, the computer-readable storage medium can be any tangible medium that contains or stores program code, which can be used by or in conjunction with an instruction execution system, system, or device.

[0138] It should be noted that although several units or sub-units of the system have been mentioned in the detailed description above, this division is merely exemplary and not mandatory. In fact, according to the embodiments of this application, the features and functions of two or more units described above can be embodied in one unit. Conversely, the features and functions of one unit described above can be further divided and embodied by multiple units.

[0139] Furthermore, although the operations of the method of this application are described in a specific order in the accompanying drawings, this does not require or imply that these operations must be performed in that specific order, or that all the operations shown must be performed to achieve the desired result. Additionally or alternatively, certain steps may be omitted, multiple steps may be combined into one step, and / or one step may be broken down into multiple steps.

[0140] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.

[0141] Obviously, those skilled in the art can make various modifications and variations to the embodiments of this application without departing from the spirit and scope of the embodiments of this application. Therefore, if these modifications and variations to the embodiments of this application fall within the scope of the claims of this application and their equivalents, this application also intends to include these modifications and variations.

Claims

1. A range extender power generation control method, characterized in that, include: Based on the current driving status data of the range-extended vehicle, the current driving condition of the range-extended vehicle is determined. Based on the power generation determination strategy corresponding to the current driving condition, the current power generation of the range extender of the range-extended vehicle under the current driving condition is determined. Based on the correspondence between power generation and optimal economic speed and a pre-calibrated set of NVH avoidance speeds for the range extender, a target speed corresponding to the current power generation is determined. Determining the target speed corresponding to the current power generation includes: determining the optimal economic speed corresponding to the current power generation as the initial speed based on the pre-calibrated correspondence between power generation and optimal economic speed; if the initial speed does not belong to the NVH avoidance speed set, then the initial speed is determined as the target speed; if the initial speed belongs to the NVH avoidance speed set, then the initial speed is adjusted to a target speed that does not belong to the NVH avoidance speed set. Furthermore, based on the performance parameters and NVH characteristics of the range extender, prohibited speed ranges corresponding to different power generation ranges of the range extender are pre-calibrated; based on the prohibited speed ranges corresponding to different power generation ranges, the set of NVH avoidance speeds for the range extender is determined. Based on the target rotational speed, the range extender is controlled to generate electricity.

2. The range extender power generation control method according to claim 1, characterized in that, Based on the current driving status data of the range-extended vehicle, the current driving condition of the range-extended vehicle is determined, including: The real-time drive demand power, real-time acceleration, real-time throttle opening change rate, and real-time drive demand power gradient of the range-extended vehicle, as well as the real-time discharge current change rate of the power battery of the range-extended vehicle, are obtained. When the real-time drive demand power, the real-time acceleration, the real-time throttle opening change rate, the real-time drive demand power gradient, and the real-time discharge current change rate are detected to meet the first condition but not the second condition, the current driving condition of the range-extended vehicle is determined to be a stable driving power insufficient condition. When the real-time drive demand power, the real-time acceleration, the real-time throttle opening change rate, the real-time drive demand power gradient, and the real-time discharge current change rate are detected to meet the first condition and the second condition, the current driving condition of the range-extended vehicle is determined to be a condition of insufficient power for high-throttle acceleration. The first condition is that the real-time drive demand power is not less than the drive demand power threshold; the second condition is that the real-time acceleration is not less than the acceleration threshold, the real-time throttle opening change rate is not less than the throttle opening change rate threshold, the real-time drive demand power gradient is not less than the drive demand power gradient threshold, and the real-time discharge current change rate is not less than the discharge current slope threshold.

3. The range extender power generation control method according to claim 2, characterized in that, Before determining the current driving condition of the range-extended vehicle based on its current driving status data, the process also includes: Based on the pre-calibrated correspondence between driving power demand and driving speed and road slope, the driving power demand corresponding to the current driving speed and current road slope of the range-extended vehicle is determined as the calibrated driving power demand of the range-extended vehicle, and the driving power demand threshold is determined based on the calibrated driving power demand of the range-extended vehicle and the power safety factor. Based on the pre-calibrated correspondence between acceleration and driving speed, the acceleration corresponding to the current driving speed of the range-extended vehicle is determined as the calibration acceleration of the range-extended vehicle, and the acceleration threshold is determined based on the calibration acceleration of the range-extended vehicle, the basic acceleration threshold, the speed relaxation coefficient, and the maximum design speed of the vehicle. Based on the pre-calibrated correspondence between the throttle opening change rate and the driving power required by the throttle opening and pedal, the throttle opening change rate corresponding to the current throttle opening and the driving power required by the pedal of the range-extended vehicle is determined as the calibrated throttle opening change rate of the range-extended vehicle. Based on the calibrated throttle opening change rate and power correction coefficient of the range-extended vehicle, the throttle opening change rate threshold is determined. Based on the pre-calibrated relationship between the driving demand power gradient and the driving demand power corresponding to the pedal and the maximum discharge power of the battery, the driving demand power gradient corresponding to the current pedal of the range-extended vehicle and the maximum discharge power of the battery is determined as the calibration driving demand power gradient of the range-extended vehicle. Based on the calibration driving demand power gradient of the range-extended vehicle and the demand power change coefficient, the driving demand power gradient threshold is determined. Based on the pre-calibrated correspondence between the discharge current slope and the battery charge state, the discharge current slope corresponding to the current battery charge state of the range-extended vehicle is determined as the calibration discharge current slope of the range-extended vehicle, and the discharge current slope threshold is determined based on the calibration discharge current slope and the current change coefficient of the range-extended vehicle.

4. The range extender power generation control method according to any one of claims 1-3, characterized in that, Based on the power generation determination strategy corresponding to the current driving condition, the current power generation of the range extender of the range-extended vehicle under the current driving condition is determined, including: If the current driving condition of the range-extended vehicle is a stable driving power insufficient condition, then the current power generation level of the range extender is determined based on the difference between the current state of charge of the power battery of the range-extended vehicle and the target state of charge of the current power consumption mode; based on the correspondence between power generation, power generation level and driving speed, the power generation corresponding to the current driving speed of the range-extended vehicle and the current power generation level of the range extender is determined as the current power generation of the range extender under the stable driving power insufficient condition. If the current driving condition of the range-extended vehicle is one of insufficient power during high-throttle acceleration, then the current power generation level of the range extender is determined based on the difference between the current state of charge (SBC) of the range-extended vehicle's power battery and the target SBC of the current power consumption mode. Based on the correspondence between power generation, power generation level, and vehicle speed, the power generation corresponding to the current vehicle speed and the current power generation level of the range extender is determined as the current compensation power of the range extender. Based on the current available drive power of the range-extended vehicle's power battery and the real-time drive demand power of the range-extended vehicle, the current power difference of the power battery is determined. Based on the current compensation power of the range extender and the current power difference of the power battery, the current power generation power of the range extender under the condition of insufficient power during high-throttle acceleration is determined.

5. The range extender power generation control method according to claim 4, characterized in that, Based on the state of charge difference between the current state of charge of the power battery of the range-extended vehicle and the target state of charge of the current power consumption mode, the current power generation level of the range extender is determined, including: The initial power generation level of the range extender is determined by using a segmented power generation level decision function based on the state of charge difference; wherein the segmented power generation level decision function is determined based on the pre-calibrated correspondence between the state of charge difference and the initial power generation level. A hysteresis threshold function decision function is used to determine the highest and lowest hysteresis thresholds for the initial power generation level, based on the initial power generation level; wherein the hysteresis threshold function decision function is determined based on the pre-calibrated correspondence between the initial power generation level and the highest and lowest hysteresis thresholds. The current generation level of the range extender is obtained by optimizing the initial generation level using a hysteresis generation level decision function based on the state of charge difference, the highest hysteresis threshold, and the lowest hysteresis threshold; wherein the hysteresis generation level decision function is determined based on the correspondence between the pre-calibrated state of charge difference, the highest hysteresis threshold, the lowest hysteresis threshold, and the initial generation level.

6. A range extender generator control system, characterized in that, include: The driving condition determination module is used to determine the current driving condition of the range-extended vehicle based on the current driving status data of the range-extended vehicle. A power generation determination module is used to determine the current power generation of the range extender of the range-extended vehicle under the current driving condition based on a power generation determination strategy corresponding to the current driving condition. A target speed determination module is used to determine the target speed corresponding to the current power generation based on the correspondence between power generation and optimal economic speed and a pre-calibrated NVH avoidance speed set of the range extender. Determining the target speed corresponding to the current power generation includes: determining the optimal economic speed corresponding to the current power generation as the initial speed based on the pre-calibrated correspondence between power generation and optimal economic speed; if the initial speed does not belong to the NVH avoidance speed set, then determining the initial speed as the target speed; if the initial speed belongs to the NVH avoidance speed set, then adjusting the initial speed to a target speed that does not belong to the NVH avoidance speed set; wherein the NVH avoidance speed set is a pre-calibrated prohibited speed range corresponding to different power generation ranges of the range extender based on the performance parameters and NVH characteristics of the range extender; and determining the NVH avoidance speed set of the range extender based on the prohibited speed ranges corresponding to different power generation ranges. The range extender power generation module is used to control the range extender to generate electricity based on the target rotational speed.

7. A vehicle control device, comprising a memory and a processor, wherein the memory stores a computer program executable on the processor, characterized in that, When the processor executes the computer program, it implements the range extender power generation control method according to any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores machine-executable instructions, which, when invoked and executed by a processor, implement the range extender power generation control method according to any one of claims 1 to 5.

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