Range extender control method, device, apparatus, vehicle and program product

Abstract

The application relates to a range extender control method, device, equipment, vehicle and program product. The method comprises the following steps: acquiring whole vehicle mass data of a target vehicle, determining a whole vehicle mass change amount of the target vehicle according to the whole vehicle mass data, mapping the whole vehicle mass change amount to a current whole vehicle vibration frequency of the target vehicle according to a first mapping relationship, and mapping the whole vehicle mass change amount to a current whole vehicle noise frequency of the target vehicle according to a second mapping relationship; and controlling a range extender of the target vehicle according to the current whole vehicle vibration frequency and the current whole vehicle noise frequency, with the resonance decoupling of the range extender and the target vehicle as a control target. The method can dynamically adapt the running state of the range extender to the whole vehicle mass change, and improve the NVH performance of the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle intelligent control technology, and in particular to a range extender control method, device, computer equipment, vehicle, and computer program product. Background Technology

[0002] With the development of in-vehicle intelligent control technology, users have increasingly higher requirements for vehicle NVH (Noise, Vibration, Harshness) performance.

[0003] The range extender is the core component of a range-extended electric vehicle. It activates when the vehicle's battery is low to provide electrical power. Compared to pure electric mode, the range extender introduces additional vibration and noise. Therefore, the smoothness and quietness of the range extender are key indicators of the vehicle's NVH performance.

[0004] In related technologies, the operating conditions of the range extender are limited by a fixed range of control parameters to avoid adverse effects on the vehicle's NVH performance. However, this control method cannot adapt to changes in the vehicle's load (such as changes in passenger capacity or cargo loading and unloading), and can still cause abnormal vibrations and noise from the range extender. This not only affects driving smoothness and ride comfort, but may also shorten the lifespan of the range extender. Summary of the Invention

[0005] Based on this, it is necessary to provide a range extender control method, device, computer equipment, computer-readable storage medium, and computer program product that can dynamically adapt the operating state of the range extender to changes in vehicle weight and improve vehicle NVH performance in response to the above-mentioned technical problems.

[0006] Firstly, this application provides a range extender control method, including:

[0007] Obtain the vehicle mass data of the target vehicle, and determine the change in the vehicle mass of the target vehicle based on the vehicle mass data;

[0008] According to the first mapping relationship, the change in vehicle mass is mapped to the current vehicle vibration frequency of the target vehicle; and according to the second mapping relationship, the change in vehicle mass is mapped to the current vehicle noise frequency of the target vehicle; wherein, the first mapping relationship is used to characterize the relationship between the change in vehicle mass and vehicle vibration frequency of the target vehicle, and the second mapping relationship is used to characterize the relationship between the change in vehicle mass and vehicle noise frequency of the target vehicle.

[0009] Based on the current vehicle vibration frequency and the current vehicle noise frequency, the range extender is controlled with the resonant decoupling between the target vehicle's range extender and the target vehicle as the control objective.

[0010] In one embodiment, the first mapping relationship includes a vibration mode variation coefficient and a vehicle vibration frequency reference value associated with the target vehicle, and the second mapping relationship includes a noise mode variation coefficient and a vehicle noise frequency reference value associated with the target vehicle. Mapping the vehicle mass change to the current vehicle vibration frequency of the target vehicle according to the first mapping relationship includes:

[0011] According to the first mapping relationship, the product of the vibration mode change coefficient and the change in vehicle mass is added to the vehicle vibration frequency reference value to obtain the current vehicle vibration frequency;

[0012] The step of mapping the change in vehicle mass to the current vehicle noise frequency of the target vehicle according to the second mapping relationship includes:

[0013] According to the second mapping relationship, the product of the noise mode variation coefficient and the change in vehicle mass is added to the vehicle noise frequency reference value to obtain the current vehicle noise frequency.

[0014] In one embodiment, controlling the range extender based on the current vehicle vibration frequency and the current vehicle noise frequency, with the resonant decoupling of the target vehicle's range extender from the target vehicle as the control objective, includes:

[0015] Obtain the range extender vibration frequency and range extender noise frequency;

[0016] Based on the first difference between the current vehicle vibration frequency and the range extender vibration frequency, the rotational speed of the range extender is controlled to adjust the range extender vibration frequency so that the first difference meets the preset first condition corresponding to the resonance decoupling.

[0017] Based on the second difference between the current vehicle noise frequency and the range extender noise frequency, the power of the range extender is controlled to adjust the range extender noise frequency so that the second difference meets the preset second condition corresponding to the resonance decoupling.

[0018] In one embodiment, controlling the rotational speed of the range extender based on a first difference between the current vehicle vibration frequency and the range extender vibration frequency includes:

[0019] A first difference is determined between the current vehicle vibration frequency and the range extender vibration frequency; the first difference is used to characterize the first difference.

[0020] If the first difference is less than or equal to the first threshold, it is determined that the first difference does not meet the preset first condition, and the current speed value of the range extender is adjusted to the target speed value; wherein, the target speed value is used to adjust the vibration frequency of the range extender so that the first difference is greater than the first threshold.

[0021] The step of controlling the power of the range extender based on a second difference between the current vehicle noise frequency and the range extender noise frequency includes:

[0022] A second difference between the current vehicle noise frequency and the range extender noise frequency is determined; the second difference is used to characterize the second difference.

[0023] If the second difference is less than or equal to the second threshold, it is determined that the second difference does not meet the preset second condition, and the current power value of the range extender is adjusted to the target power value; wherein, the target power value is used to adjust the noise frequency of the range extender so that the second difference is greater than the second threshold.

[0024] In one embodiment, adjusting the speed of the range extender to the target speed includes:

[0025] Obtain a calibration speed adjustment value that matches the current speed value, and use the calibration speed adjustment value to adjust the current speed value to the target speed value;

[0026] Adjusting the current power value of the range extender to the target power value includes:

[0027] Obtain a calibration power adjustment value that matches the current power value, and use the calibration power adjustment value to adjust the current power value to the target power value.

[0028] In one embodiment, the first mapping relationship is obtained by fitting the vehicle mass test data and vehicle vibration test data of the test vehicle associated with the target vehicle, and the second mapping relationship is obtained by fitting the vehicle mass test data and the vehicle noise test data of the test vehicle; the method further includes:

[0029] Obtain the whole vehicle test data of the test vehicle; wherein, the whole vehicle test data is obtained by conducting whole vehicle vibration and noise tests on the test vehicle under different whole vehicle mass values, and the whole vehicle test data includes the whole vehicle mass test data, the whole vehicle vibration test data and the whole vehicle noise test data;

[0030] The first mapping relationship is obtained by linearly fitting each vehicle mass value in the vehicle mass test data and each vehicle vibration test value corresponding to each vehicle mass value in the vehicle vibration test data;

[0031] The second mapping relationship is obtained by linearly fitting each vehicle mass value in the vehicle mass test data and each vehicle noise test value corresponding to each vehicle mass value in the vehicle noise test data.

[0032] Secondly, this application also provides a range extender control device, comprising:

[0033] The acquisition module is used to acquire the vehicle mass data of the target vehicle and determine the change in the vehicle mass of the target vehicle based on the vehicle mass data.

[0034] A mapping module is configured to map the change in vehicle mass to the current vibration frequency of the target vehicle according to a first mapping relationship, and to map the change in vehicle mass to the current noise frequency of the target vehicle according to a second mapping relationship; wherein the first mapping relationship is obtained by fitting the vehicle mass test data and vehicle vibration test data of the test vehicle associated with the target vehicle, and the second mapping relationship is obtained by fitting the vehicle mass test data and the vehicle noise test data of the test vehicle;

[0035] The control module is used to control the range extender based on the current vehicle vibration frequency and the current vehicle noise frequency, with the resonant decoupling of the target vehicle's range extender from the target vehicle as the control target.

[0036] Thirdly, this application also provides a computer device, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the range extender control method described above.

[0037] Fourthly, this application also provides a vehicle including a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement the range extender control method described above.

[0038] Fifthly, this application also provides a computer program product, including a computer program that, when executed by a processor, implements the range extender control method described above.

[0039] The aforementioned range extender control method, device, computer equipment, vehicle, and computer program product pre-model the vibration and noise modes of the target vehicle under different mass changes using experimental data, obtaining corresponding first and second mapping relationships. By inputting the real-time change in the target vehicle's total mass into the first and second mapping relationships, the current vehicle vibration frequency and noise frequency, which are close to the actual situation, are obtained, accurately locating the current noise and vibration state of the target vehicle. Then, with the decoupling of the target vehicle's range extender from the target vehicle's resonance as the control objective, the range extender is controlled so that its working state can dynamically adapt to different mass changes of the target vehicle, avoiding resonance between the range extender and the target vehicle that could cause abnormal vibration and noise in the range extender. This results in good NVH performance of the target vehicle, improving driving smoothness and ride comfort. At the same time, it can also reduce mechanical damage to the range extender caused by resonance and abnormal noise, extending the service life of the range extender. Attached Figure Description

[0040] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments of this application or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0041] Figure 1 A flowchart illustrating the steps of a range extender control method provided in an embodiment of this application;

[0042] Figure 2 This is a flowchart illustrating the process of determining the target rotational speed and target power value according to an embodiment of this application.

[0043] Figure 3 This is a schematic diagram of the operation of a vehicle controller provided in one embodiment of this application;

[0044] Figure 4 A structural block diagram of a range extender control device provided in an embodiment of this application;

[0045] Figure 5 This is a schematic diagram of the structure of a computer device provided in an embodiment of this application. Detailed Implementation

[0046] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0047] It should be noted that the terms "first," "second," etc., used in this application can be used to describe various elements, but these elements are not limited by these terms. These terms are only used to distinguish the first element from the second element. The terms "comprising" and "having," and any variations thereof, used in this application, are intended to cover non-exclusive inclusion. The term "multiple" used in this application refers to two or more. The term "and / or" used in this application refers to one of the embodiments, or any combination of multiple embodiments.

[0048] In one embodiment, such as Figure 1 As shown, a range extender control method is provided. This embodiment illustrates the application of this method to a terminal, which can be a vehicle control terminal, such as a vehicle controller, ECU (Electronic Control Unit), MCU (Microcontroller Unit), etc. It is understood that this method can also be applied to a server, or to a system including both a terminal and a server, and is implemented through interaction between the terminal and the server. In this embodiment, the method includes the following steps:

[0049] Step 102: Obtain the vehicle mass data of the target vehicle, and determine the change in the vehicle mass of the target vehicle based on the vehicle mass data;

[0050] In practical implementation, vehicle mass data can be calculated by collecting load signals from weight sensors installed on the vehicle. This data can include the vehicle's mass at multiple points in time. Using this data and a pre-defined calculation method, the change in the target vehicle's mass can be determined. For example, the difference between the current vehicle mass and the previous vehicle mass can be calculated to obtain the change in mass. Alternatively, the rate of change of the target vehicle's mass over a period of time can be calculated, and then, based on this rate of change, a time-accumulation algorithm or model can be used to calculate and determine the target vehicle's change in mass.

[0051] Step 104: According to the first mapping relationship, map the change in vehicle mass to the current vehicle vibration frequency of the target vehicle; and according to the second mapping relationship, map the change in vehicle mass to the current vehicle noise frequency of the target vehicle.

[0052] Wherein, the first mapping relationship is used to characterize the relationship between the total mass of the target vehicle and the change in the vehicle vibration frequency, and the second mapping relationship is used to characterize the relationship between the total mass of the target vehicle and the change in the vehicle noise frequency.

[0053] In specific implementations, the first and second mapping relationships can be functional relationships, model relationships, etc. The first mapping relationship characterizes the relationship between the target vehicle's total mass and its vibration frequency. When the current change in total vehicle mass is known, the current vehicle vibration frequency can be obtained through the first mapping relationship. Similarly, the second mapping relationship characterizes the relationship between the target vehicle's total mass and its noise frequency. When the current change in total vehicle mass is known, the current vehicle noise frequency can be obtained through the second mapping relationship.

[0054] In practical applications, different first and second mapping relationships can be established for target vehicles of different models. The specific forms and parameters of the first and second mapping relationships can vary for different models. The first and second mapping relationships can be pre-stored in the target vehicle's storage medium or obtained in real time through server communication for the target vehicle to access when the range extender is working.

[0055] In some embodiments, the first mapping relationship is obtained by fitting the vehicle mass test data and vehicle vibration test data of the test vehicle associated with the target vehicle, and the second mapping relationship is obtained by fitting the vehicle mass test data and the vehicle noise test data of the test vehicle; the method further includes:

[0056] Obtain the whole vehicle test data of the test vehicle; wherein, the whole vehicle test data is obtained by conducting whole vehicle vibration and noise tests on the test vehicle under different whole vehicle mass values, and the whole vehicle test data includes the whole vehicle mass test data, the whole vehicle vibration test data and the whole vehicle noise test data;

[0057] The first mapping relationship is obtained by linearly fitting each vehicle mass value in the vehicle mass test data and each vehicle vibration test value corresponding to each vehicle mass value in the vehicle vibration test data;

[0058] The second mapping relationship is obtained by linearly fitting each vehicle mass value in the vehicle mass test data and each vehicle noise test value corresponding to each vehicle mass value in the vehicle noise test data.

[0059] The test vehicle can be a vehicle of the same model and configuration as the target vehicle. Tests are conducted on the test vehicle, and relevant vehicle weight test data, vehicle vibration test data, and vehicle noise test data are saved during the test. Furthermore, based on the actual data distribution of the vehicle weight test data, vehicle vibration test data, and vehicle noise test data, appropriate data fitting methods are used for data fitting, such as linear fitting, exponential fitting, and curve fitting. A first mapping relationship is obtained by fitting the vehicle weight test data and the vehicle vibration test data, and a second mapping relationship is obtained by fitting the vehicle weight test data and the vehicle noise test data.

[0060] In practical applications, by loading different loads onto the test vehicle, the whole vehicle vibration and noise test is carried out under different whole vehicle mass values. The whole vehicle noise test value and whole vehicle vibration test value under each whole vehicle mass value are collected, calculated and saved to obtain whole vehicle mass test data, whole vehicle vibration test data and whole vehicle noise test data.

[0061] In practical implementation, a preset algorithm, such as a least-squares linear regression algorithm, can be used to linearly fit each vehicle mass value in the vehicle mass test data and each vehicle vibration test value corresponding to each vehicle mass value in the vehicle vibration test data. The fitted result is a linear linear function relationship, which is the first mapping relationship. Similarly, a second mapping relationship is obtained by linearly fitting each vehicle mass value in the vehicle mass test data and each vehicle noise test value corresponding to each vehicle mass value in the vehicle noise test data.

[0062] In some examples, a baseline mass value can be set. Starting from this baseline mass value, the vehicle noise test value and vehicle vibration test value can be obtained by increasing and decreasing the value by a certain gradient (e.g., 5 kg), as shown in Table 1.

[0063] Table 1: Test Data for Vehicle Weight, Vibration, and Noise

[0064] quality M-Mn … M-M1 M-M0 M M+M0 M+M1 … M+Mn vibration H1n … H12 H11 H (Hz) H21 H22 … H2n noise h1n … h12 h11 h (Hz) h21 h22 … h2n

[0065] In Table 1, M is the baseline mass value, H is the vehicle noise test value (frequency, unit: Hertz Hz) corresponding to M, h is the vehicle vibration test value (frequency, unit: Hertz Hz) corresponding to M, and M0, M1...Mn are the adjustment values ​​of the vehicle mass value. When the gradient is 5kg, then M0 is 5kg, M1 is 10kg, and so on.

[0066] A two-dimensional coordinate system is established. Based on the vehicle mass test values ​​M, M+M0, M+M1...M+Mn, M-M0, M-M1...M-Mn from the vehicle mass test data, a linear fit is performed with each vehicle vibration test value H, H21, H22...H2N, H11, H12...H1n corresponding to each vehicle mass value from the vehicle vibration test data to obtain the first mapping relationship. Similarly, based on the vehicle mass test values ​​M, M+M0, M+M1...M+Mn, M-M0, M-M1...M-Mn from the vehicle mass test data, and each vehicle noise test value h, h21, h22...h2n, h11, h12...h1n corresponding to each vehicle mass value from the vehicle noise test data, a second mapping relationship is obtained.

[0067] In this embodiment, the first and second mapping relationships obtained by pre-linear fitting of experimental data can be used to quickly map the corresponding current vehicle vibration frequency and current vehicle noise frequency based on the current change in vehicle mass, thereby timely sensing changes in the vehicle's vibration mode and noise mode and improving the system's real-time response speed.

[0068] In some embodiments, the first mapping relationship includes a vibration mode variation coefficient and a vehicle vibration frequency reference value associated with the target vehicle, and the second mapping relationship includes a noise mode variation coefficient and a vehicle noise frequency reference value associated with the target vehicle. Mapping the vehicle mass change to the current vehicle vibration frequency of the target vehicle according to the first mapping relationship includes:

[0069] According to the first mapping relationship, the product of the vibration mode change coefficient and the change in vehicle mass is added to the vehicle vibration frequency reference value to obtain the current vehicle vibration frequency;

[0070] The step of mapping the change in vehicle mass to the current vehicle noise frequency of the target vehicle according to the second mapping relationship includes:

[0071] According to the second mapping relationship, the product of the noise mode variation coefficient and the change in vehicle mass is added to the vehicle noise frequency reference value to obtain the current vehicle noise frequency.

[0072] In practical implementation, the first and second mapping relationships can be linear functions. The vibration modal variation coefficient, the vehicle vibration frequency reference value, the noise modal variation coefficient, and the vehicle noise frequency reference value are constants obtained by fitting the test data of the test vehicle. Among them, the vibration modal variation coefficient characterizes the sensitivity of the vehicle's structural vibration to changes in the vehicle's mass, and the vehicle vibration frequency reference value characterizes the vehicle's vibration frequency under a reference state (such as no load). The noise modal variation coefficient characterizes the sensitivity of the vehicle's noise to changes in the vehicle's mass, and the vehicle noise frequency reference value characterizes the vehicle's noise frequency under a reference state (such as no load).

[0073] In some examples, the first mapping relationship can be as shown in equation (1):

[0074] f v(t) = f v0 + k × Δm(t)(1)

[0075] In equation (1), Δm(t) is the change in vehicle mass, k is the vibration mode variation coefficient, and f v0 f is the reference value for the vibration frequency of the whole vehicle. v(t) This represents the current vibration frequency of the entire vehicle.

[0076] The second mapping relationship can be shown in equation (2):

[0077] f n(t) = f n0 + l × Δm(t)(2)

[0078] In equation (2), Δm(t) is the change in vehicle mass, l is the noise mode variation coefficient, and f n(t) This represents the current noise frequency of the entire vehicle.

[0079] In this embodiment, the vehicle vibration mode of the target vehicle is modeled by quantified vibration mode change coefficients and vehicle vibration frequency reference values, and the vehicle noise mode of the target vehicle is modeled by quantified noise mode change coefficients and vehicle noise frequency reference values. By inputting the real-time vehicle mass change into the first mapping relationship and the second mapping relationship, the current vehicle vibration frequency and the current vehicle noise frequency, which are close to the actual situation, can be obtained efficiently and accurately. This matches the different impacts of different vehicle mass changes on the vehicle's NVH performance and provides precise guidance for the control of the range extender.

[0080] Step 106: Based on the current vehicle vibration frequency and the current vehicle noise frequency, control the range extender with the resonant decoupling between the range extender of the target vehicle and the target vehicle as the control target.

[0081] Resonance decoupling refers to avoiding resonance caused by the matching and coupling of the noise and vibration state of the range extender with that of the whole vehicle, thereby preventing a sharp increase in the vehicle's noise and vibration levels and affecting the vehicle's NVH performance.

[0082] In practical implementation, given the current vehicle vibration frequency and the current vehicle noise frequency, the vehicle noise and vibration state of the target vehicle can be determined. By controlling the relevant operating parameters of the range extender, the noise and vibration state of the range extender can be changed, thereby increasing the difference between the noise and vibration state of the range extender and the noise and vibration state of the vehicle, and decoupling the range extender and the target vehicle from resonance.

[0083] In some embodiments, controlling the range extender based on the current vehicle vibration frequency and the current vehicle noise frequency, with the resonant decoupling of the target vehicle's range extender from the target vehicle as the control objective, includes:

[0084] Obtain the range extender vibration frequency and range extender noise frequency;

[0085] Based on the first difference between the current vehicle vibration frequency and the range extender vibration frequency, the rotational speed of the range extender is controlled to adjust the range extender vibration frequency so that the first difference meets the preset first condition corresponding to the resonance decoupling.

[0086] Based on the second difference between the current vehicle noise frequency and the range extender noise frequency, the power of the range extender is controlled to adjust the range extender noise frequency so that the second difference meets the preset second condition corresponding to the resonance decoupling.

[0087] In practical implementation, the vibration frequency of the range extender can be obtained by collecting vibration signals from the acceleration sensor installed on the range extender and then performing spectral analysis and other processing on the vibration signals; the noise frequency of the range extender can be obtained by collecting sound pressure signals from the acoustic sensor installed on the range extender and then performing spectral analysis and other processing on the sound signals.

[0088] The first difference characterizes the degree of difference between the current vehicle vibration frequency and the range extender vibration frequency, while the second difference characterizes the degree of difference between the current vehicle noise frequency and the range extender noise frequency. For example, the first and second differences can be indicators such as difference, similarity, correlation, and information entropy obtained through a preset algorithm.

[0089] The rotational speed of the range extender is the main excitation source of its vibration. By controlling the rotational speed of the range extender, the vibration frequency of the range extender can be adjusted so that the first difference meets the preset first condition corresponding to resonance decoupling. The power of the range extender reflects factors such as the combustion intensity and airflow state of the range extender, which in turn directly affect the noise level of the range extender. By controlling the power of the range extender, the noise frequency of the range extender can be adjusted so that the second difference meets the preset second condition corresponding to resonance decoupling.

[0090] In some examples, the first difference can be similarity. The greater the similarity, the smaller the difference between the vehicle's vibration frequency and the range extender's vibration frequency. Therefore, the preset first condition can be that the similarity is lower than a preset similarity threshold. By controlling the range extender's speed, the similarity between the current vehicle vibration frequency and the range extender's vibration frequency is made to meet the preset first condition. Similarly, the second difference can also be similarity. The greater the similarity, the smaller the difference between the current vehicle noise frequency and the range extender's noise frequency. Therefore, the preset second condition can be that the similarity is lower than a preset similarity threshold. By controlling the range extender's power, the similarity between the current vehicle noise frequency and the range extender's noise frequency is made to meet the preset first condition.

[0091] In some examples, the first difference can be information entropy. The higher the information entropy, the greater the difference between the vehicle vibration frequency and the range extender vibration frequency. Therefore, the preset first condition can be that the information entropy is higher than a preset information entropy threshold. By controlling the range extender's speed, the information entropy of the current vehicle vibration frequency and the range extender vibration frequency is made to meet the preset first condition. Similarly, the second difference can also be information entropy. The higher the information entropy, the smaller the difference between the current vehicle noise frequency and the range extender noise frequency. Therefore, the preset second condition can be that the information entropy is higher than a preset similarity threshold. By controlling the range extender's power, the information entropy of the current vehicle noise frequency and the range extender noise frequency is made to meet the preset first condition.

[0092] In this embodiment, the speed and power of the range extender are dynamically controlled in real time according to the first difference and the second difference, so that the range extender is decoupled from the resonance of the target vehicle, and the adaptive response to the mass changes of the target vehicle under different operating conditions is achieved, which significantly improves the vehicle's NVH performance; moreover, the range extender can also work in the fuel economy range for a long time, which significantly reduces fuel consumption.

[0093] In some embodiments, controlling the rotational speed of the range extender based on a first difference between the current vehicle vibration frequency and the range extender vibration frequency includes:

[0094] A first difference is determined between the current vehicle vibration frequency and the range extender vibration frequency; the first difference is used to characterize the first difference.

[0095] If the first difference is less than or equal to the first threshold, it is determined that the first difference does not meet the preset first condition, and the current speed value of the range extender is adjusted to the target speed value; wherein, the target speed value is used to adjust the vibration frequency of the range extender so that the first difference is greater than the first threshold.

[0096] The step of controlling the power of the range extender based on a second difference between the current vehicle noise frequency and the range extender noise frequency includes:

[0097] A second difference between the current vehicle noise frequency and the range extender noise frequency is determined; the second difference is used to characterize the second difference.

[0098] If the second difference is less than or equal to the second threshold, it is determined that the second difference does not meet the preset second condition, and the current power value of the range extender is adjusted to the target power value; wherein, the target power value is used to adjust the noise frequency of the range extender so that the second difference is greater than the second threshold.

[0099] In specific implementation, if the first difference is less than or equal to the first threshold, it indicates that the vehicle vibration frequency and the range extender vibration frequency are too close, and the first difference does not meet the preset first condition corresponding to resonance decoupling. The range extender and the target vehicle are prone to resonance. Adjusting the current speed of the range extender to the target speed, which adjusts the noise frequency of the range extender, makes the first difference greater than the first threshold, thus ensuring that the first difference meets the preset first condition corresponding to resonance decoupling, achieving speed frequency avoidance. The target speed can be the minimum speed value required to achieve speed frequency avoidance. Similarly, if the second difference is less than or equal to the second threshold, it indicates that the vehicle noise frequency and the range extender noise frequency are too close, and the second difference does not meet the preset second condition corresponding to resonance decoupling. The range extender and the target vehicle are prone to resonance. Adjusting the current power value of the range extender to the target power value, which adjusts the noise frequency of the range extender, makes the first difference greater than the first threshold, thus ensuring that the first difference meets the preset second condition corresponding to resonance decoupling, achieving power frequency avoidance. The target power value can be the minimum power value required to achieve power frequency avoidance.

[0100] In some examples, the precondition can be expressed as: |f v(t) - fr(n)|>ΔQ, where f v(t ) is the current vibration frequency of the whole vehicle, fr(n) is the vibration frequency of the range extender, n is the current speed value of the range extender, and ΔQ is the first threshold (unit: Hertz Hz, which can be taken as an empirical value, such as 2Hz).

[0101] When |f v(t) If -fr(n)|≤ΔQ, then n needs to be adjusted to the target rotational speed value n(t) so that |fv(t)| - fr(n(t))|>ΔQ, to achieve speed avoidance frequency.

[0102] Similarly, the presupposed second condition can be expressed as: |f n(t) - fr(P)|>Δq, where f n(t) fr(P) is the current vehicle noise frequency, P is the current power value of the range extender, and Δq is the second threshold (unit: Hertz Hz, which can be taken as an empirical value, such as 1Hz).

[0103] When |fn(t) If fr(P)|≤Δq, then P needs to be adjusted to the target rotational speed P(t) so that |fn(t)| - fr(P(t))|>Δq, to ​​achieve power frequency avoidance.

[0104] In this embodiment, the actual difference between the noise and vibration state of the range extender and the noise and vibration state of the target vehicle is quantified by the first difference and the second difference. Then, the current speed value of the range extender is adjusted to the target speed value based on the first difference to avoid speed frequency, and the current power value of the range extender is adjusted to the target power value based on the second difference to avoid power frequency. This achieves active decoupling of the range extender vibration and noise from the vehicle mode, avoids resonance amplification, and improves the NVH performance and ride comfort of the target vehicle.

[0105] In some embodiments, such as Figure 2 As shown, a database linking the target vehicle's mass, noise, and vibration can also be established. This database stores the available speed and power ranges for the range extender and the vehicle in the non-resonance region (where the range extender and the vehicle do not resonate significantly) under different vehicle masses and speeds, as well as the available speed and power ranges for the range extender and the vehicle in the non-noise region (where the range extender noise and vehicle noise do not significantly overlap). By inputting the target vehicle's current change in mass and speed, the corresponding target speed and target power ranges are matched in the database. The optimal target speed value is then determined from the target speed range, and the optimal target power value is determined from the target power range. The range extender is then controlled based on the target speed and target power values.

[0106] Taking the vehicle controller as an example, such as Figure 3 As shown, the vehicle controller determines the target power value and the target power value within the available speed range and power range associated with vibration and noise, and then sends control commands to the range extender based on the target power value and the target power value, so that the current speed of the range extender is adjusted to the target speed value and the current power value of the range extender is adjusted to the target power value.

[0107] In some embodiments, adjusting the speed of the range extender to the target speed includes:

[0108] Obtain a calibration speed adjustment value that matches the current speed value, and use the calibration speed adjustment value to adjust the current speed value to the target speed value;

[0109] Adjusting the current power value of the range extender to the target power value includes:

[0110] Obtain a calibration power adjustment value that matches the current power value, and use the calibration power adjustment value to adjust the current power value to the target power value.

[0111] The calibrated speed adjustment value refers to the pre-calibrated speed adjustment value, which can adjust the current speed value to the optimal target speed value, for example, the minimum speed value to achieve speed avoidance. Similarly, the calibrated power adjustment value refers to the pre-calibrated power adjustment value, which can adjust the current power value to the optimal target power value, for example, the minimum power value to achieve power avoidance.

[0112] In practical implementation, a speed mapping table between the range extender's speed value and the calibrated speed adjustment value can be pre-established, along with the range extender's power value. In actual application, the current speed value is matched with the speed value in the mapping table (equal or similar), thereby matching the corresponding calibrated speed adjustment value; similarly, the current power value is matched with the power value in the power mapping table (equal or similar), thereby matching the corresponding calibrated power adjustment value.

[0113] In some examples, the target speed value n(t) = n - Δn, where n is the current speed value and Δn is the calibration speed adjustment value; P(t) = P + ΔP, where P is the current speed value and ΔP is the calibration speed adjustment value.

[0114] In this embodiment, the speed of the range extender is adjusted according to the calibration speed adjustment value matched with the current speed value, and the power of the range extender is adjusted according to the calibration power adjustment value matched with the current power value. There is no need to introduce a complex adjustment algorithm, which greatly improves the system processing speed, meets the real-time requirements of the range extender's dynamic control, and enables the range extender's working mode to quickly adapt to changes in the target vehicle's mass, ensuring that the target vehicle maintains excellent NVH performance.

[0115] The embodiments of this application have the following advantages: Vibration and noise modes of the target vehicle under different mass changes are modeled in advance using experimental data, obtaining corresponding first and second mapping relationships. By inputting the real-time change in the target vehicle's overall mass to the first and second mapping relationships, the current vehicle vibration frequency and noise frequency, which are close to the actual situation, are mapped to accurately locate the current noise and vibration state of the target vehicle. Then, using the decoupling of the target vehicle's range extender from the target vehicle's resonance as the control objective, the range extender is controlled so that its operating state can dynamically adapt to different mass changes of the target vehicle. This avoids resonance between the range extender and the target vehicle, preventing abnormal vibration and noise from the range extender, thus giving the target vehicle good NVH performance and improving driving smoothness and ride comfort. Simultaneously, it can also reduce mechanical damage to the range extender caused by resonance and abnormal noise, extending the range extender's service life.

[0116] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages in other steps. It is understood that the steps in different embodiments can be freely combined as needed, and all non-contradictory solutions formed by such combinations are within the scope of protection of this application.

[0117] Based on the same inventive concept, this application also provides a range extender control device for implementing the range extender control method described above. The solution provided by this device is similar to the solution described in the above method; therefore, the specific limitations in one or more range extender control device embodiments provided below can be found in the limitations of the range extender control method described above, and will not be repeated here.

[0118] In one exemplary embodiment, such as Figure 4 As shown, a range extender control device 40 is provided, comprising:

[0119] The first acquisition module 401 is used to acquire the vehicle mass data of the target vehicle and determine the change in the vehicle mass of the target vehicle based on the vehicle mass data.

[0120] The mapping module 402 is configured to map the change in vehicle mass to the current vibration frequency of the target vehicle according to a first mapping relationship, and to map the change in vehicle mass to the current noise frequency of the target vehicle according to a second mapping relationship; wherein the first mapping relationship is used to characterize the relationship between the change in vehicle mass and the change in vehicle vibration frequency of the target vehicle, and the second mapping relationship is used to characterize the relationship between the change in vehicle mass and the change in vehicle noise frequency of the target vehicle.

[0121] The control module 403 is used to control the range extender based on the current vehicle vibration frequency and the current vehicle noise frequency, with the resonant decoupling between the range extender of the target vehicle and the target vehicle as the control target.

[0122] In one embodiment, the first mapping relationship includes a vibration mode variation coefficient and a vehicle vibration frequency reference value associated with the target vehicle, and the second mapping relationship includes a noise mode variation coefficient and a vehicle noise frequency reference value associated with the target vehicle.

[0123] The step of mapping the change in vehicle mass to the current vibration frequency of the target vehicle according to the first mapping relationship includes:

[0124] According to the first mapping relationship, the product of the vibration mode change coefficient and the change in vehicle mass is added to the vehicle vibration frequency reference value to obtain the current vehicle vibration frequency;

[0125] The step of mapping the change in vehicle mass to the current vehicle noise frequency of the target vehicle according to the second mapping relationship includes:

[0126] According to the second mapping relationship, the product of the noise mode variation coefficient and the change in vehicle mass is added to the vehicle noise frequency reference value to obtain the current vehicle noise frequency.

[0127] In one embodiment, controlling the range extender based on the current vehicle vibration frequency and the current vehicle noise frequency, with the resonant decoupling of the target vehicle's range extender from the target vehicle as the control objective, includes:

[0128] Obtain the range extender vibration frequency and range extender noise frequency;

[0129] Based on the first difference between the current vehicle vibration frequency and the range extender vibration frequency, the rotational speed of the range extender is controlled to adjust the range extender vibration frequency so that the first difference meets the preset first condition corresponding to the resonance decoupling.

[0130] Based on the second difference between the current vehicle noise frequency and the range extender noise frequency, the power of the range extender is controlled to adjust the range extender noise frequency so that the second difference meets the preset second condition corresponding to the resonance decoupling.

[0131] In one embodiment, controlling the rotational speed of the range extender based on a first difference between the current vehicle vibration frequency and the range extender vibration frequency includes:

[0132] A first difference is determined between the current vehicle vibration frequency and the range extender vibration frequency; the first difference is used to characterize the first difference.

[0133] If the first difference is less than or equal to the first threshold, it is determined that the first difference does not meet the preset first condition, and the current speed value of the range extender is adjusted to the target speed value; wherein, the target speed value is used to adjust the vibration frequency of the range extender so that the first difference is greater than the first threshold.

[0134] The step of controlling the power of the range extender based on a second difference between the current vehicle noise frequency and the range extender noise frequency includes:

[0135] A second difference between the current vehicle noise frequency and the range extender noise frequency is determined; the second difference is used to characterize the second difference.

[0136] If the second difference is less than or equal to the second threshold, it is determined that the second difference does not meet the preset second condition, and the current power value of the range extender is adjusted to the target power value; wherein, the target power value is used to adjust the noise frequency of the range extender so that the second difference is greater than the second threshold.

[0137] In one embodiment, adjusting the speed of the range extender to the target speed includes:

[0138] Obtain a calibration speed adjustment value that matches the current speed value, and use the calibration speed adjustment value to adjust the current speed value to the target speed value;

[0139] Adjusting the current power value of the range extender to the target power value includes:

[0140] Obtain a calibration power adjustment value that matches the current power value, and use the calibration power adjustment value to adjust the current power value to the target power value.

[0141] In one embodiment, the first mapping relationship is obtained by fitting the vehicle mass test data and vehicle vibration test data of the test vehicle associated with the target vehicle, and the second mapping relationship is obtained by fitting the vehicle mass test data and the vehicle noise test data of the test vehicle; the device 40 further includes:

[0142] The second acquisition module is used to acquire the whole vehicle test data of the test vehicle; wherein, the whole vehicle test data is obtained by conducting whole vehicle vibration and noise tests on the test vehicle under different whole vehicle mass values, and the whole vehicle test data includes the whole vehicle mass test data, the whole vehicle vibration test data and the whole vehicle noise test data;

[0143] The first fitting module is used to perform linear fitting on each of the vehicle mass values ​​in the vehicle mass test data and each vehicle vibration test value corresponding to each of the vehicle mass values ​​in the vehicle vibration test data to obtain the first mapping relationship;

[0144] The second fitting module is used to perform linear fitting on each of the vehicle mass values ​​in the vehicle mass test data and each vehicle noise test value corresponding to each of the vehicle mass values ​​in the vehicle noise test data to obtain the second mapping relationship.

[0145] Each module in the aforementioned range extender control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device, or stored in the memory of a computer device as software, so that the processor can call and execute the corresponding operations of each module.

[0146] In one exemplary embodiment, a computer device is provided, which may be a server, and its internal structure diagram may be as follows: Figure 5As shown, the computer device includes a processor, memory, input / output (I / O) interfaces, and a communication interface. The processor, memory, and I / O interfaces are connected via a system bus, and the communication interface is also connected to the system bus via the I / O interfaces. The processor provides computing and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system, computer programs, and a database. The internal memory provides the environment for the operation of the operating system and computer programs stored in the non-volatile storage media. The database stores data including, but not limited to, vehicle quality data. The I / O interfaces are used for exchanging information between the processor and external devices. The communication interface is used for communication with external terminals via a network connection. When the computer program is executed by the processor, it implements a range extender control method.

[0147] Those skilled in the art will understand that Figure 5 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0148] In one exemplary embodiment, a computer device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the range extender control method described above.

[0149] In one exemplary embodiment, a vehicle is provided, including a memory and a processor, the memory storing a computer program that, when executed by the processor, implements the range extender control method described above.

[0150] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the range extender control method described above.

[0151] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, provides the range extender control method described above.

[0152] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of the relevant data must comply with relevant regulations.

[0153] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, artificial intelligence (AI) processors, etc., and are not limited to these.

[0154] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0155] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A range extender control method, characterized in that, The method includes: Obtain the vehicle mass data of the target vehicle, and determine the change in the vehicle mass of the target vehicle based on the vehicle mass data; According to the first mapping relationship, the change in vehicle mass is mapped to the current vehicle vibration frequency of the target vehicle; and according to the second mapping relationship, the change in vehicle mass is mapped to the current vehicle noise frequency of the target vehicle; wherein, the first mapping relationship is used to characterize the relationship between the change in vehicle mass and vehicle vibration frequency of the target vehicle, and the second mapping relationship is used to characterize the relationship between the change in vehicle mass and vehicle noise frequency of the target vehicle. Based on the current vehicle vibration frequency and the current vehicle noise frequency, the range extender is controlled with the resonant decoupling between the target vehicle's range extender and the target vehicle as the control objective.

2. The method according to claim 1, characterized in that, The first mapping relationship includes the vibration mode variation coefficient and the whole vehicle vibration frequency reference value associated with the target vehicle; the second mapping relationship includes the noise mode variation coefficient and the whole vehicle noise frequency reference value associated with the target vehicle. The step of mapping the change in vehicle mass to the current vibration frequency of the target vehicle according to the first mapping relationship includes: According to the first mapping relationship, the product of the vibration mode change coefficient and the change in vehicle mass is added to the vehicle vibration frequency reference value to obtain the current vehicle vibration frequency; The step of mapping the change in vehicle mass to the current vehicle noise frequency of the target vehicle according to the second mapping relationship includes: According to the second mapping relationship, the product of the noise mode variation coefficient and the change in vehicle mass is added to the vehicle noise frequency reference value to obtain the current vehicle noise frequency.

3. The method according to claim 1, characterized in that, The step of controlling the range extender based on the current vehicle vibration frequency and the current vehicle noise frequency, with the resonant decoupling of the target vehicle's range extender from the target vehicle as the control objective, includes: Obtain the range extender vibration frequency and range extender noise frequency; Based on the first difference between the current vehicle vibration frequency and the range extender vibration frequency, the rotational speed of the range extender is controlled to adjust the range extender vibration frequency so that the first difference meets the preset first condition corresponding to the resonance decoupling. Based on the second difference between the current vehicle noise frequency and the range extender noise frequency, the power of the range extender is controlled to adjust the range extender noise frequency so that the second difference meets the preset second condition corresponding to the resonance decoupling.

4. The method according to claim 3, characterized in that, The step of controlling the rotational speed of the range extender based on a first difference between the current vehicle vibration frequency and the range extender vibration frequency includes: A first difference is determined between the current vehicle vibration frequency and the range extender vibration frequency; the first difference is used to characterize the first difference. If the first difference is less than or equal to the first threshold, it is determined that the first difference does not meet the preset first condition, and the current speed value of the range extender is adjusted to the target speed value; wherein, the target speed value is used to adjust the vibration frequency of the range extender so that the first difference is greater than the first threshold. The step of controlling the power of the range extender based on a second difference between the current vehicle noise frequency and the range extender noise frequency includes: A second difference between the current vehicle noise frequency and the range extender noise frequency is determined; the second difference is used to characterize the second difference. If the second difference is less than or equal to the second threshold, it is determined that the second difference does not meet the preset second condition, and the current power value of the range extender is adjusted to the target power value; wherein, the target power value is used to adjust the noise frequency of the range extender so that the second difference is greater than the second threshold.

5. The method according to claim 4, characterized in that, Adjusting the speed of the range extender to the target speed includes: Obtain a calibration speed adjustment value that matches the current speed value, and use the calibration speed adjustment value to adjust the current speed value to the target speed value; Adjusting the current power value of the range extender to the target power value includes: Obtain a calibration power adjustment value that matches the current power value, and use the calibration power adjustment value to adjust the current power value to the target power value.

6. The method according to any one of claims 1 to 5, characterized in that, The first mapping relationship is obtained by fitting the vehicle mass test data and vehicle vibration test data of the test vehicle associated with the target vehicle; the second mapping relationship is obtained by fitting the vehicle mass test data and the vehicle noise test data of the test vehicle; the method further includes: Obtain the whole vehicle test data of the test vehicle; wherein, the whole vehicle test data is obtained by conducting whole vehicle vibration and noise tests on the test vehicle under different whole vehicle mass values, and the whole vehicle test data includes the whole vehicle mass test data, the whole vehicle vibration test data and the whole vehicle noise test data; The first mapping relationship is obtained by linearly fitting each vehicle mass value in the vehicle mass test data and each vehicle vibration test value corresponding to each vehicle mass value in the vehicle vibration test data; The second mapping relationship is obtained by linearly fitting each vehicle mass value in the vehicle mass test data and each vehicle noise test value corresponding to each vehicle mass value in the vehicle noise test data.

7. A range extender control device, characterized in that, The device includes: The first acquisition module is used to acquire the vehicle mass data of the target vehicle and determine the change in the vehicle mass of the target vehicle based on the vehicle mass data. A mapping module is configured to map the change in vehicle mass to the current vibration frequency of the target vehicle according to a first mapping relationship, and to map the change in vehicle mass to the current noise frequency of the target vehicle according to a second mapping relationship; wherein the first mapping relationship is obtained by fitting the vehicle mass test data and vehicle vibration test data of the test vehicle associated with the target vehicle, and the second mapping relationship is obtained by fitting the vehicle mass test data and the vehicle noise test data of the test vehicle; The control module is used to control the range extender based on the current vehicle vibration frequency and the current vehicle noise frequency, with the resonant decoupling of the target vehicle's range extender from the target vehicle as the control target.

8. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 6.

9. A vehicle comprising a memory and a processor, the memory storing a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 6.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 6.

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