Range extension energy management method based on user travel expectation and related equipment

Abstract

The invention discloses a range extending energy management method based on user travel expectation and related equipment. The method comprises the following steps: firstly, acquiring real-time energy consumption information of a vehicle, a current battery charge state and a current expected driving mileage of a user; then, according to the current battery charge state and the real-time energy consumption information, calculating the pure electric endurance mileage when the vehicle runs to a target battery charge state lower than a preset electric quantity balance point in a pure electric mode; and comparing the pure electric endurance mileage with the expected driving mileage. A corresponding range extender control strategy is executed according to the comparison result; if the pure electric endurance mileage is not smaller than the expected driving mileage, the range extender is kept closed in the travel; and if not, when the current battery charge state is higher than the electric quantity balance point, starting the range extender, generating power at a preset generation power lower than the starting power after the battery charge state is lower than the electric quantity balance point, and supplying power to the driving motor together with the battery discharge power. The invention aims to reduce the operation probability of the range extender in medium and high power intervals, improve the NVH (Noise Vibration and Harshness) performance of the whole vehicle and improve the driving experience of a user.

Description

Technical Field

[0001] This invention belongs to the field of electric vehicle technology, specifically relating to a range-extended energy management method and related equipment based on user travel expectations. Background Technology

[0002] With the continuous advancement of automotive electrification technology, the energy management strategies of range-extended electric vehicles (REEVs) and plug-in hybrid electric vehicles (PHEVs) / hybrid electric vehicles (HEVs) in series mode have become one of the key factors affecting the overall driving experience. Currently, most range-extended vehicles on the market adopt an energy management strategy that uses the battery balance point (usually set at around 20% of the battery's state of charge (SOC)) as the basis for determining whether the range extender can start or stop. When the battery charge is lower than this balance point, the range extender starts, generating electricity at medium or high power to provide kinetic energy to the drive motor and charge the battery until the SOC rises back above the balance point.

[0003] However, this strategy has certain limitations in practical applications. Under conditions such as prolonged high-speed driving or continuous uphill climbing, the battery charge can easily drop further to the lower limit of SOC (e.g., 10%). At this point, the range extender is forced to enter a high-power generation mode, increasing the engine speed and significantly worsening noise, vibration, and harshness (NVH) performance. Because range-extended vehicles combine the quietness of pure electric driving with the power characteristics after the range extender kicks in, users are more sensitive to NVH changes when the range extender is operating. Frequent start-stop cycles and power switching can easily lead to a decline in the driving experience.

[0004] To address this, major automakers are striving for breakthroughs in control strategies, aiming to achieve an NVH (noise, vibration, and harshness) experience close to that of pure electric drive in range-extended mode—the so-called "seamless driving." Existing strategies primarily focus on optimizing power following and point-to-point power generation, but there is still room for improvement in how to dynamically plan power generation based on the user's actual driving intentions and real-time energy consumption. Therefore, it is necessary to develop a more intelligent range-extended energy management strategy that aligns with user driving expectations, reducing the probability of the range extender operating in the mid-to-high power range, thereby improving overall vehicle NVH performance and enhancing the user's driving experience. Summary of the Invention

[0005] To address the problems existing in the prior art, the present invention provides a range-extended energy management method and related equipment based on user travel expectations. Its purpose is to reduce the probability of the range extender operating in the medium and high power range, improve the NVH performance of the whole vehicle, and improve the user's driving experience.

[0006] To solve the above-mentioned technical problems, the present invention is achieved through the following technical solution: According to a first aspect of the present invention, a range-extended energy management method based on user trip expectations is provided, comprising: It obtains the vehicle's real-time energy consumption information, current battery state of charge, and the user's expected mileage for this trip; Based on the current battery state of charge and the real-time energy consumption information, calculate the pure electric range that the vehicle can travel when it reaches the target battery state of charge in pure electric mode, wherein the target battery state of charge is lower than a preset power balance point. Compare the pure electric driving range with the expected driving range; Based on the comparison results, the corresponding range extender control strategy is executed: If the pure electric range is not less than the expected driving range, the range extender will remain off during this trip. If the pure electric driving range is less than the expected driving range, the range extender is controlled to start when the current battery state of charge is higher than the battery balance point, and generates electricity with a preset power output. The power output of the range extender and the battery discharge power together provide the drive power required by the drive motor. The preset power output is set to be lower than the power output used by the range extender when it starts after the battery state of charge is lower than the battery balance point.

[0007] In one possible implementation of the first aspect, in the case where the pure electric driving range is less than the expected driving range, the method further includes a range extender shutdown step: S5: After the range extender is started, it determines in real time or periodically whether the remaining power is sufficient to support the vehicle to travel to the end of the journey in pure electric mode, based on the remaining expected driving range, the current real-time energy consumption information and the remaining battery state of charge. If so, then control the range extender to stop.

[0008] In one possible implementation of the first aspect, the real-time energy consumption information is the average energy consumption of the vehicle within the most recent set distance, and the method further includes: During vehicle operation, the average energy consumption information is continuously updated and used for subsequent calculation of pure electric range and strategy correction.

[0009] In one possible implementation of the first aspect, the target battery state of charge is the charge balance point minus a preset offset.

[0010] In one possible implementation of the first aspect, the preset offset is 5% to 10% of the battery's state of charge.

[0011] In one possible implementation of the first aspect, obtaining the expected mileage for the user's current trip specifically involves: This is achieved through the vehicle's intelligent cockpit system, which receives voice commands or allows for manual input of information.

[0012] According to a second aspect of the present invention, a range-extended energy management device based on user trip expectations is provided, comprising: The acquisition module is used to acquire the vehicle's real-time energy consumption information, the current battery state of charge, and the user's expected mileage for this trip; The calculation module is used to calculate the pure electric range that the vehicle can travel when it reaches the target battery state of charge based on the current battery state of charge and the real-time energy consumption information, wherein the target battery state of charge is lower than a preset power balance point. The comparison module is used to compare the pure electric range with the expected driving range; The control module is used to execute the corresponding range extender control strategy based on the comparison results: If the pure electric range is not less than the expected driving range, the range extender will remain off during this trip. If the pure electric driving range is less than the expected driving range, the range extender is controlled to start when the current battery state of charge is higher than the battery balance point, and generates electricity with a preset power output. The power output of the range extender and the battery discharge power together provide the drive power required by the drive motor. The preset power output is set to be lower than the power output used by the range extender when it starts after the battery state of charge is lower than the battery balance point.

[0013] According to a third aspect of the present invention, a computer device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, implements the aforementioned range-extended energy management method based on user travel expectations.

[0014] According to a fourth aspect of the present invention, a computer-readable storage medium is provided, the computer-readable storage medium storing a computer program that, when executed by a processor, implements the aforementioned range-extended energy management method based on user travel expectations.

[0015] According to a fifth aspect of the present invention, a computer program product is provided that, when executed by a processor, implements the aforementioned range-extended energy management method based on user travel expectations.

[0016] Compared with the prior art, the present invention has at least the following beneficial effects: This invention provides a range-extended energy management method based on user travel expectations. By incorporating the user's expected driving mileage as the basis for energy management decisions and combining real-time energy consumption and battery state of charge (SOC) for dynamic planning, the range extender can intervene in advance without waiting for the battery SOC to drop below the balance point. The range extender starts at a preset low power output when the SOC is relatively high, avoiding being forced into a high-power generation mode when the battery is too low. This reduces the range extender's operating time in the medium and high power range, lowers noise, vibration, and harshness (NVH) levels, and improves driving comfort. By comparing the pure electric range with the expected driving mileage, the range extender remains off when the pure electric range is sufficient, ensuring the quietness of pure electric drive. When the pure electric range is insufficient, the range extender operates smoothly at low power, with its power generation and battery discharge power working together to meet the driving demand, reducing power fluctuations and frequent start-stop cycles. This makes the range extender's operating status almost imperceptible to the user, thus achieving an NVH experience close to that of pure electric drive in range-extended mode. Based on the user's actual driving intentions and real-time energy consumption, the system plans power generation and dynamically adjusts the start-stop timing and power output of the range extender, making the energy management strategy more aligned with the user's driving expectations. This avoids the passive response of the range extender caused by changes in operating conditions in traditional strategies, improves the overall vehicle energy utilization efficiency, and enhances the system's adaptability in different driving scenarios. In summary, this invention, through intelligent prediction and dynamic control, improves the smoothness of range extender operation and the overall vehicle NVH performance while ensuring power demand, thereby effectively enhancing the user's driving experience. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the specific embodiments of the present invention, the drawings used in the description of the specific embodiments will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0018] Figure 1 This is a flowchart of a range-extended energy management method based on user trip expectations according to the present invention; Figure 2 This is a schematic diagram of the implementation path in the embodiment; Figure 3 This is a schematic diagram of the range extender control unit for an example. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions 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, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0020] like Figure 1 As shown, this invention provides a range-extended energy management method based on user travel expectations. This method dynamically adjusts the start-stop logic and power generation of the range extender by real-time assessment of vehicle status and user driving needs, thereby preventing the range extender from entering the medium- or high-power operating range and effectively improving the overall vehicle's NVH performance. Specifically, the method includes the following steps: Step S1: Obtain the vehicle's real-time energy consumption information, current battery state of charge, and the user's expected mileage for this trip.

[0021] In practical applications, real-time energy consumption information can be collected through the vehicle bus system, including but not limited to parameters such as average energy consumption rate and instantaneous energy consumption rate. These parameters reflect the energy consumption level of the vehicle under current driving conditions. The current battery SOC is directly provided by the battery management system, and its value is expressed as a percentage. The user's expected driving range for this trip can be actively set by the user through the in-vehicle human-machine interface (such as a touch screen or voice input), or automatically calculated by the vehicle navigation system based on destination information. For example, the user can input the planned driving distance before the trip begins, or the navigation system can provide an estimate of the remaining range based on route planning.

[0022] S2: Based on the current battery state of charge and the real-time energy consumption information, calculate the pure electric range that the vehicle can travel when it reaches the target battery state of charge in pure electric mode, wherein the target battery state of charge is lower than a preset power balance point.

[0023] Specifically, the balance point of the battery is usually calibrated to a certain value of the State of Charge (SOC) based on the vehicle design, such as 20%, but the target SOC can be selected to be a value lower than this balance point, such as 15%. The specific value can be calibrated according to the battery characteristics and vehicle strategy.

[0024] The calculation of pure electric driving range is based on the principle of energy conservation: assuming the vehicle continues to operate at its current energy consumption mode, the pure electric driving range can be obtained using the formula "(current SOC - target SOC) * total battery capacity / real-time energy consumption". Real-time energy consumption is usually expressed as energy consumption per unit distance, so the calculation result is a distance value. For example, if the current SOC is 30%, the target SOC is 15%, the real-time energy consumption is 0.2 kWh / km, and the total battery capacity is 50 kWh, then the pure electric driving range is approximately (30% - 15%) * 50 kWh / 0.2 kWh / km = 37.5 km.

[0025] S3: Compare the pure electric range with the expected driving range.

[0026] Specifically, this comparison is performed by the vehicle control unit (VCU), which uses a simple numerical comparison to determine whether the pure electric range is sufficient to cover the user's expected journey. The comparison result is divided into two cases: the pure electric range is greater than or equal to the expected driving range, or the pure electric range is less than the expected driving range.

[0027] S4: Based on the comparison results, execute the corresponding range extender control strategy: If the pure electric range is not less than the expected driving range, the range extender will remain off during this trip. If the pure electric driving range is less than the expected driving range, the range extender is controlled to start when the current battery state of charge is higher than the battery balance point, and generates electricity with a preset power output. The power output of the range extender and the battery discharge power together provide the drive power required by the drive motor. The preset power output is set to be lower than the power output used by the range extender when it starts after the battery state of charge is lower than the battery balance point.

[0028] In other words, if the pure electric range is not less than the expected driving range, it means that the vehicle can complete the trip using only battery power, and therefore the range extender remains off during the trip. In this way, the vehicle always operates in pure electric mode, avoiding the NVH problems caused by the range extender's start-stop function and ensuring the quietness of pure electric drive.

[0029] If the pure electric driving range is less than the expected driving range, it indicates that the battery charge is insufficient to support the entire pure electric driving range. In this case, the range extender is activated when the current battery state of charge is higher than the battery balance point, and generates electricity at a preset power output. The power output of the range extender and the battery discharge power together provide the drive power required by the drive motor, ensuring the vehicle's power needs. The preset power output is set to be lower than the power output used by the range extender when it starts after the battery state of charge is lower than the battery balance point. For example, in a conventional strategy, when the SOC drops below the battery balance point (e.g., 20%), the range extender may generate electricity at 50kW or higher; however, in this invention, the range extender starts earlier when the SOC is higher than the battery balance point (e.g., 25%), and generates electricity at a lower power (e.g., 30kW). This low-power operation mode allows the range extender to operate in a more stable speed range, reducing noise and vibration, thereby optimizing NVH performance.

[0030] Through the above implementation methods, the present invention, while ensuring power demand, avoids the situation where the range extender is forced to operate at high power after the battery is depleted by starting the range extender at low power in advance, thus making the range extender intervention smoother and improving the user's driving experience.

[0031] It should be noted that the parameters in the above embodiments (such as the power balance point, target SOC, and preset power generation) can be calibrated according to specific vehicle models and performance requirements without departing from the core idea of ​​the present invention.

[0032] In one possible implementation, in one scenario described in step S4, if the pure electric driving range is less than the expected driving range, the range extender is started in advance and operates at a lower preset power generation capacity. To further optimize energy management and reduce unnecessary operating time of the range extender, this embodiment also includes a range extender shutdown step S5.

[0033] Step S5: After the range extender is started, determine in real time or periodically whether the remaining power is sufficient to support the vehicle to travel to the end of the trip in pure electric mode, based on the remaining expected driving range, the current real-time energy consumption information and the remaining battery state of charge; if so, control the range extender to stop.

[0034] Specifically, after the range extender starts and begins generating electricity according to step S4, the vehicle control unit will continuously monitor and make judgments. This judgment process can be executed at a fixed time period, such as every 10 seconds, or it can be triggered in real time according to changes in vehicle status parameters (such as vehicle speed and energy consumption).

[0035] The decision-making logic is as follows: The vehicle control unit first obtains the remaining expected driving range, which can be obtained by subtracting the mileage already driven from the initially set expected driving range, or dynamically updated by the navigation system based on the remaining route. Simultaneously, the system obtains the current remaining battery state of charge from the battery management system and the current real-time energy consumption information from the bus.

[0036] The system then calculates the estimated energy required for the vehicle to travel to the end of the journey using only battery power. One possible calculation method is to estimate the energy required to complete the remaining journey (e.g., 2.7 kWh) based on the product of the current real-time energy consumption (e.g., 0.18 kWh / km) and the remaining expected driving range (e.g., 15 km). The system compares this estimated energy requirement with the battery's current remaining effective energy, which is calculated from the remaining SOC and the total battery capacity.

[0037] If the determination result shows that the battery's current remaining effective energy is greater than or equal to the estimated energy required to complete the remaining journey, with a certain safety margin, it indicates that even if the range extender is immediately shut down, the energy stored in the battery alone is sufficient to ensure the vehicle travels smoothly to its destination. At this point, the vehicle control unit will issue a command to shut down the range extender.

[0038] By introducing this shutdown judgment step, the system can shut down the range extender as early as possible while ensuring the completion of the trip, allowing the vehicle to resume pure electric drive mode for subsequent routes. This further reduces the total operating time of the range extender, lowers overall vehicle energy consumption, maximizes the time the vehicle maintains pure electric quietness, and avoids NVH interference from the range extender continuing to operate near the end of the journey, thereby further improving the driving experience.

[0039] In one possible implementation, the real-time energy consumption information is the average energy consumption of the vehicle within the most recent set distance, and the method further includes: During vehicle operation, the average energy consumption information is continuously updated and used for subsequent calculation of pure electric range and strategy correction.

[0040] In step S1, the acquired real-time energy consumption information is specifically defined as the average energy consumption of the vehicle within the most recent set distance. The purpose of this definition is to obtain an energy consumption level that reflects the latest driving conditions and road conditions, so that subsequent calculations are more consistent with the actual driving state of the vehicle.

[0041] To achieve this objective, the method further includes the following steps: During vehicle operation, the vehicle control unit continuously collects and updates the average energy consumption information. Specifically, the system uses a set driving distance window (e.g., the most recent 10 kilometers) as the statistical range. As the vehicle continues to travel, the system uses a sliding window method to continuously incorporate energy consumption data within the latest distance range into the calculation, while discarding older data that exceeds the set distance range, thereby dynamically maintaining an average value that reflects the recent energy consumption level.

[0042] The average energy consumption can be calculated by dividing the electrical energy consumed by the drive motor by the corresponding driving distance. For example, the system can accumulate the total electrical energy output by the battery within the last 10 kilometers, and then divide this total electrical energy by 10 kilometers to obtain the current average energy consumption value.

[0043] The continuously updated average energy consumption information is used in real time for subsequent pure electric range calculations and strategy adjustments. In step S2, whenever the pure electric range needs to be calculated, the system will call this latest updated average energy consumption value, instead of using a fixed standard value or outdated data from historical trips. This allows the estimation of remaining pure electric driving capacity to dynamically adapt to changes in driving style, traffic congestion, road gradient, and other conditions.

[0044] Through a dynamic update mechanism, the energy management strategy can adjust its assessment of the pure electric range in a timely and accurate manner based on the vehicle's recent actual energy consumption performance, thereby triggering or correcting the range extender's control strategy. For example, when a vehicle enters a congested urban area from a smooth suburban road, the average energy consumption will increase due to frequent start-stop cycles. The system will immediately detect this change and recalculate a shortened pure electric range. More accurate calculation results prompt the system to intervene and start the range extender earlier, or postpone the shutdown of the range extender in step S5, thereby ensuring reliable energy management and avoiding strategy misjudgments caused by inaccurate energy consumption information.

[0045] In one possible implementation, the target battery state of charge is the charge balance point minus a preset offset.

[0046] Specifically, the battery balance point is a fundamental calibration value in the vehicle's energy management strategy, typically set at a fixed value based on battery characteristics and overall vehicle power requirements, such as 20% of the battery's state of charge (SOC). The target SOC is not a fixed low value, but rather dynamically determined relative to this balance point. The preset offset is a calibrated constant, with a value ranging, for example, from 5% to 10% of the SOC.

[0047] Therefore, the target battery state of charge (SOC) can be calculated using the formula: Target SOC = Balance Point - Preset Offset. For example, if the balance point is set at 20% of the SOC and the preset offset is set at 5% of the SOC, then the target SOC is 20% - 5% = 15%.

[0048] By introducing a preset offset to define the target SOC, the system effectively establishes a buffer zone or target range below the battery balance point. This ensures that the pure electric range calculated in step S2 is the distance a vehicle can travel to the upper limit of this buffer zone (i.e., the battery balance point), while the strategy judgment benchmark is ensuring that the battery level does not fall below the lower limit of this buffer zone (i.e., the target SOC) before reaching the end of the journey. This design avoids placing the critical point for strategy judgment directly on the sensitive threshold of the battery balance point, preventing frequent start-stops of the range extender that might be caused by minor fluctuations in vehicle status near the balance point, thus ensuring a stable and smooth control system.

[0049] In one possible implementation, in step S1, obtaining the user's expected mileage for this trip is specifically achieved by receiving the user's input information through the vehicle's intelligent cockpit system.

[0050] Specifically, the vehicle's intelligent cockpit system, as the core of human-machine interaction, provides users with an entry point to set their expected driving mileage. This intelligent cockpit system integrates a voice recognition module and a graphical touch input module.

[0051] In one implementation, the user can make settings via voice commands. After pressing a voice wake-up button on the steering wheel or center console, or speaking a specific wake-up word, the system enters voice reception mode. The user then speaks a command containing the estimated mileage, such as "This trip is estimated to be 50 kilometers" or "Set the mileage to 60 kilometers." The voice recognition module within the cockpit system analyzes the received voice signal and uses it as the set value for the expected mileage.

[0052] In another implementation, the user completes the settings by manually entering information. A settings interface is provided on the central control screen or instrument panel displayed by the intelligent cockpit system. This interface can be a pop-up window or integrated into specific menus such as vehicle settings, energy management, and navigation. The user directly enters numbers in designated input boxes by touching the screen, or adjusts the preset mileage value using the "+" and "-" buttons on the screen, for example, adjusting the mileage value to 55 kilometers. After entering the information, the user clicks the "Confirm" or "Set" button, and the system records this value as the expected mileage for the current trip.

[0053] After successfully acquiring the user's expected driving mileage through one or more of the aforementioned interaction methods, the intelligent cockpit system sends this data to the control unit that executes the energy management strategy via the vehicle's internal network. Based on the interaction methods of the intelligent cockpit system, users can conveniently and intuitively input their travel expectations.

[0054] In a typical embodiment of the present invention, a range-extended energy management method based on user trip expectations is provided. This method, as a supplement to the current range-extending strategy primarily based on starting and stopping the range extender at the battery balance point, uses the target function that the battery's state of charge (SOC) is 5% lower than the battery balance point at the end of the expected driving mileage. It then adjusts the strategy for generating additional power to extend the range based on input conditions. This significantly reduces the probability of the range extender entering medium- and high-power generation when the SOC is below the battery balance point during driving, thereby improving the overall vehicle NVH (noise, vibration, and harshness) and reducing the noise and vibration caused by the range extender's medium- and high-power generation. This method fills a multi-dimensional gap in range extender generation calibration strategies based on current power following and fixed-point generation strategies, providing a more reasonable and scientific generation calibration strategy, resulting in a better overall vehicle NVH experience. (See path...) Figure 2 .

[0055] This method dynamically adjusts the start-stop logic and power generation of the range extender by assessing the vehicle status and user driving needs in real time, thereby preventing the range extender from entering the medium and high power operating range.

[0056] Step S1: Obtain the vehicle's real-time energy consumption information, current battery state of charge (SOC), and the user's expected mileage for this trip.

[0057] In practical applications, real-time energy consumption information is collected through the vehicle bus system. Specifically, this real-time energy consumption information is the vehicle's average energy consumption over the last 10 kilometers. This average energy consumption information is continuously updated and iterated during vehicle operation, providing a basis for adjusting the range extender's power generation strategy. The current battery SOC is directly provided by the battery management system. The user's expected mileage for this trip is determined through the vehicle's intelligent cockpit system via voice commands or manual input. For example, the user can use the voice wake-up function to input standard phrases such as "Hello, car, the expected mileage for this trip is A kilometers" or "Hello, car, charging at the service area A kilometers ahead"; or manually set the expected mileage A kilometers via the in-vehicle touchscreen. This setting can be made at the start of the trip or during driving.

[0058] Step S2: Based on the current battery state of charge and the real-time energy consumption information, calculate the pure electric range B that the vehicle can travel when it reaches the target battery state of charge in pure electric mode.

[0059] Among them, the target state of charge of the battery is set to the power balance point minus a preset offset, which is specifically calibrated as 5% of the SOC in this embodiment. Therefore, the target SOC is 5% below the power balance point. The power balance point is usually calibrated to a certain value of SOC according to vehicle design, such as 20%. The real-time energy consumption uses the average energy consumption value of the last 10 kilometers obtained in step S1. For example, if the current SOC is 30%, the target SOC is 15%, the real-time energy consumption is 0.2 kWh / km, and the total battery capacity is 50 kWh, then the pure electric driving range B is approximately (30% - 15%) * 50 kWh / 0.2 kWh / km = 37.5 km.

[0060] Step S3: Compare the pure electric driving range B with the expected driving range A.

[0061] This comparison operation is executed by the vehicle control unit, and it judges whether the pure electric driving range B is sufficient to cover the user's expected driving range A through numerical comparison. The comparison results are divided into two cases: the pure electric driving range B is greater than or equal to the expected driving range A, or the pure electric driving range B is less than the expected driving range A.

[0062] Step S4: Based on the comparison result, execute the corresponding range extender control strategy.

[0063] If the pure electric driving range B is not less than the expected driving range A (i.e., B ≥ A), then keep the range extender off during this trip. It indicates that the vehicle can complete this trip only relying on the battery power, and the SOC is close to the target value (5% below the balance point) when reaching the end point of the trip, thus avoiding the NVH problems caused by the start and stop of the range extender and ensuring the quietness of pure electric drive.

[0064] If the pure electric driving range B is less than the expected driving range A (i.e., B < A), then control the range extender to start when the current state of charge of the battery is higher than the power balance point and generate electricity at a preset power generation power. The power generation power of the range extender and the battery discharge power jointly provide the driving power required by the drive motor. Among them, the preset power generation power is calibrated to be lower than the power generation power used when the range extender starts after the state of charge of the battery is lower than the power balance point. This strategy reduces the probability that the range extender not only provides driving kinetic energy power for the vehicle but also needs to charge the battery in terms of planning. By starting the range extender at a low power in advance, it avoids the situation where the range extender is forced to operate at a high power after the battery power is exhausted, making the intervention of the range extender smoother and optimizing the NVH performance.

[0065] Step S5: After the range extender is started, determine in real time or periodically whether the remaining power is sufficient to support the vehicle to travel to the end of the trip in pure electric mode, based on the remaining expected driving range, the current real-time energy consumption information and the remaining battery state of charge; if so, control the range extender to stop.

[0066] Specifically, after the range extender starts according to step S4, the vehicle control unit (VCU) continuously monitors and makes judgments. This judgment process is executed every 10 seconds at a fixed time interval. The judgment logic is as follows: The VCU first obtains the remaining expected driving range, simultaneously obtains the current remaining SOC, and retrieves the current real-time energy consumption information from the bus, i.e., the average energy consumption over the last 10 kilometers. Subsequently, the system calculates the estimated energy required for the vehicle to travel to the end of the journey using only battery power and compares it with the current remaining effective energy of the battery. If the judgment result is that the remaining battery energy is sufficient to support the remaining journey (with a safety margin), the range extender is controlled to shut down. Figure 2 As shown by the red line. In this way, the system shuts down the range extender as early as possible while ensuring the completion of the journey, allowing the vehicle to return to pure electric drive mode for the subsequent road sections. This further reduces the range extender's operating time, extends the pure electric quietness, and avoids unnecessary NVH interference from the range extender near the end of the journey.

[0067] like Figure 3 As shown, the implementation path of this embodiment involves the collaborative work of multiple control units. The range extender's power generation energy flow is in series. The control units include the GCU (Motor Control Unit), EMS (Engine Management System), and VCU (Vehicle Control Unit). The VCU is responsible for integrating and calling up energy consumption information, inputted expected mileage, and SOC (State of Charge) and other vehicle information. Vehicle demand information interacts and is invoked with each power unit via PCAN (Powertrain CAN Bus). Through the range extender power generation calibration strategy Map integrated into the VCU, the VCU calculates the range extender power generation strategy based on energy consumption information and expected mileage, and sends the strategy command to the EMS via PCAN. The EMS manages the start / stop of the range extender and its power generation, thereby realizing the modified range extender power generation energy management strategy.

[0068] Through the above implementation methods, this invention aims to reduce the SOC at the end of the stroke by 5% below the equilibrium point. By planning the power generation strategy under multiple conditions, it maximizes the utilization of battery energy and reduces the probability of the range extender operating in the medium and high power range, ultimately improving the overall vehicle NVH experience.

[0069] In another embodiment of the present invention, a range-extended energy management device based on user trip expectations is provided, comprising: The acquisition module is used to acquire the vehicle's real-time energy consumption information, the current battery state of charge, and the user's expected mileage for this trip.

[0070] The calculation module is used to calculate the pure electric range that the vehicle can travel when it reaches the target battery state of charge based on the current battery state of charge and the real-time energy consumption information, wherein the target battery state of charge is lower than a preset power balance point.

[0071] The comparison module is used to compare the pure electric range with the expected driving range.

[0072] The control module is used to execute the corresponding range extender control strategy based on the comparison results: If the pure electric range is not less than the expected driving range, the range extender will remain off during this trip. If the pure electric driving range is less than the expected driving range, the range extender is controlled to start when the current battery state of charge is higher than the battery balance point, and generates electricity with a preset power output. The power output of the range extender and the battery discharge power together provide the drive power required by the drive motor. The preset power output is set to be lower than the power output used by the range extender when it starts after the battery state of charge is lower than the battery balance point.

[0073] All relevant content regarding the steps involved in the aforementioned embodiment of a range-extended energy management method based on user travel expectations can be referenced to the functional description of the corresponding functional module of a range-extended energy management device based on user travel expectations in this embodiment of the invention, and will not be repeated here. The module division in this embodiment of the invention is illustrative and is merely a logical functional division. In actual implementation, there may be other division methods. Furthermore, the functional modules in the various embodiments of the invention can be integrated into a processor, exist as separate physical entities, or two or more modules can be integrated into one module. The integrated module can be implemented in hardware or as a software functional module.

[0074] In another embodiment of the present invention, a computer device is provided, comprising a processor and a memory. The memory stores a computer program, which includes program instructions. The processor executes the program instructions stored in the computer storage medium. The processor may be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), 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. It is the computing and control core of the terminal, suitable for implementing one or more instructions, specifically suitable for loading and executing one or more instructions in the computer storage medium to achieve a corresponding method flow or corresponding function. The processor described in this embodiment of the present invention can be used in the operation of a range-extended energy management method based on user travel expectations.

[0075] In another embodiment of the present invention, a storage medium is provided, specifically a computer-readable storage medium (Memory), which is a memory device in a computer device used to store programs and data. It is understood that the computer-readable storage medium here can include both the built-in storage medium in the computer device and extended storage media supported by the computer device. The computer-readable storage medium provides storage space that stores the terminal's operating system. Furthermore, the storage space also stores one or more instructions suitable for loading and execution by a processor. These instructions can be one or more computer programs (including program code). It should be noted that the computer-readable storage medium here can be Random Access Memory (RAM) or non-volatile memory, such as at least one disk storage device. The processor can load and execute one or more instructions stored in the computer-readable storage medium to implement the corresponding steps of the range-extended energy management method based on user travel expectations in the above embodiments.

[0076] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, optical storage, etc.) containing computer-usable program code.

[0077] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0078] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0079] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0080] This invention also provides a computer program product, which is used to execute any of the above-described range-extended energy management methods based on user travel expectations. Since the computer program product provided by this invention belongs to the same inventive concept as the above-described range-extended energy management method based on user travel expectations, the computer program product provided by this invention possesses all the advantages of the above-described range-extended energy management method based on user travel expectations. Therefore, the beneficial effects of the computer program product provided by this invention will not be elaborated upon here.

[0081] In this invention, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0082] Finally, it should be noted that the above-described embodiments are merely specific implementations of the present invention, used to illustrate the technical solutions of the present invention, and not to limit them. The scope of protection of the present invention is not limited thereto. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments within the scope of the technology disclosed in the present invention, or make equivalent substitutions for some of the technical features; and these modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be covered within the scope of protection of the present invention.

Claims

1. A range-extended energy management method based on user trip expectations, characterized in that, include: It obtains the vehicle's real-time energy consumption information, current battery state of charge, and the user's expected mileage for this trip; Based on the current battery state of charge and the real-time energy consumption information, calculate the pure electric range that the vehicle can travel when it reaches the target battery state of charge in pure electric mode, wherein the target battery state of charge is lower than a preset power balance point. Compare the pure electric driving range with the expected driving range; Based on the comparison results, the corresponding range extender control strategy is executed: If the pure electric range is not less than the expected driving range, the range extender will remain off during this trip. If the pure electric driving range is less than the expected driving range, the range extender is controlled to start when the current battery state of charge is higher than the battery balance point, and generates electricity with a preset power output. The power output of the range extender and the battery discharge power together provide the drive power required by the drive motor. The preset power output is set to be lower than the power output used by the range extender when it starts after the battery state of charge is lower than the battery balance point.

2. The range-extended energy management method based on user trip expectations according to claim 1, characterized in that, In the case where the pure electric driving range is less than the expected driving range, the method further includes a range extender shutdown step: S5: After the range extender is started, it determines in real time or periodically whether the remaining power is sufficient to support the vehicle to travel to the end of the journey in pure electric mode, based on the remaining expected driving range, the current real-time energy consumption information and the remaining battery state of charge. If so, then control the range extender to stop.

3. The range-extended energy management method based on user trip expectations according to claim 1, characterized in that, The real-time energy consumption information is the average energy consumption of the vehicle within the most recent set distance, and the method further includes: During vehicle operation, the average energy consumption information is continuously updated and used for subsequent calculation of pure electric range and strategy correction.

4. The range-extended energy management method based on user trip expectations according to claim 1, characterized in that, The target battery state of charge is the charge balance point minus a preset offset.

5. The range-extended energy management method based on user trip expectations according to claim 4, characterized in that, The preset offset is 5% to 10% of the battery's state of charge.

6. The range-extended energy management method based on user trip expectations according to claim 1, characterized in that, The process of obtaining the user's expected mileage for this trip specifically involves: This is achieved through the vehicle's intelligent cockpit system, which receives voice commands or allows for manual input of information.

7. A range-extended energy management device based on user travel expectations, characterized in that, include: The acquisition module is used to acquire the vehicle's real-time energy consumption information, the current battery state of charge, and the user's expected mileage for this trip; The calculation module is used to calculate the pure electric range that the vehicle can travel when it reaches the target battery state of charge based on the current battery state of charge and the real-time energy consumption information, wherein the target battery state of charge is lower than a preset power balance point. The comparison module is used to compare the pure electric range with the expected driving range; The control module is used to execute the corresponding range extender control strategy based on the comparison results: If the pure electric range is not less than the expected driving range, the range extender will remain off during this trip. If the pure electric driving range is less than the expected driving range, the range extender is controlled to start when the current battery state of charge is higher than the battery balance point, and generates electricity with a preset power output. The power output of the range extender and the battery discharge power together provide the drive power required by the drive motor. The preset power output is set to be lower than the power output used by the range extender when it starts after the battery state of charge is lower than the battery balance point.

8. A computer device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements a range-extended energy management method based on user travel expectations as described in any one of claims 1 to 6.

9. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements a range-extended energy management method based on user travel expectations as described in any one of claims 1 to 6.

10. A computer program product, characterized in that, When the computer program product is executed by a processor, it implements a range-extended energy management method based on user travel expectations as described in any one of claims 1 to 6.

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