An acoustic and emission collaborative scheduling method and system for a plug-in extended-range hybrid power vehicle

Abstract

The application provides a kind of plug-in range extending hybrid power supply vehicle acoustic and emission collaborative scheduling method and system, wherein, the method comprises: real-time acquisition of environmental constraint parameter set and battery state parameter;According to environmental constraint parameter set, scheduling mode determination is carried out;When scheduling mode determination is silent forced scheduling, send forced locking control signal to range extender, control power conversion system to work in pure electric operation mode;When scheduling mode determination is regular dynamic scheduling, compare battery state parameter with range extender start state of charge threshold, determine regular dynamic scheduling instruction according to the comparison result.The application provides a kind of plug-in range extending hybrid power supply vehicle acoustic and emission collaborative scheduling method and system, with environmental constraint parameter set as the highest priority dual-mode scheduling mechanism, so that the vehicle can automatically select pure electric silent operation or range extending dynamic operation according to the geographical location and time period, improving the suitability of plug-in range extending hybrid power supply vehicle power supply operation.

Description

Technical Field

[0001] This invention relates to the field of energy management technology for new energy vehicles, and in particular to a method and system for coordinated scheduling of acoustics and emissions for plug-in range-extended hybrid electric vehicles. Background Technology

[0002] Plug-in range-extended hybrid electric vehicles (PHEVs) are mobile energy storage and power supply equipment that combines a large-capacity battery pack with a fuel-powered range extender. They are widely used in emergency rescue, field construction, and temporary power supply. However, in actual operating scenarios, the start-up, shutdown, and operation of the range extender bring two prominent environmental impact issues. Firstly, there is the noise problem. When the range extender is running, the mechanical vibration of the engine, exhaust pulses, and the rotation of the cooling fan all generate high sound pressure levels. When the vehicle operates in acoustically sensitive areas such as hospitals, schools, and residential areas, it can easily lead to noise complaints and even violations of regional noise emission standards. Secondly, there is the emission problem. The range extender uses fuel as its power source, and during operation, it inevitably produces exhaust pollutants such as carbon monoxide, nitrogen oxides, and particulate matter. In areas with strict air quality requirements, especially at night, emissions are particularly sensitive.

[0003] In existing technologies, energy management strategies for range-extended vehicles mainly revolve around balancing power and economy. This single scheduling strategy, lacking environmental awareness, has revealed significant shortcomings in practical use. For example, when a vehicle is operating near a hospital at night, if the battery's state of charge drops below a threshold, the system will automatically activate the range extender to replenish energy. At this time, the operating noise of the range extender can reach 70 to 80 decibels, far exceeding the environmental noise limit standards for medical areas at night. This not only seriously disturbs patients' rest but also risks environmental enforcement penalties.

[0004] In view of this, there is an urgent need for a method and system for coordinated acoustic and emission scheduling of plug-in range-extended hybrid electric vehicles, in order to at least address the above-mentioned shortcomings. Summary of the Invention

[0005] One of the objectives of this invention is to provide a method and system for coordinated acoustic and emission scheduling of plug-in range-extended hybrid electric vehicles to solve the problems mentioned in the background art.

[0006] This invention provides a method for coordinated acoustic and emission scheduling of a plug-in hybrid electric vehicle, comprising: Real-time acquisition of environmental constraint parameter set and battery status parameter; the environmental constraint parameter set includes at least the acoustic sensitivity level of the working area and the current time period identifier; the battery status parameter includes the current state of charge value of the energy storage battery pack; Based on the set of environmental constraint parameters, determine the scheduling mode. When the scheduling mode is determined to be silent forced scheduling, a forced lock control signal is sent to the range extender to control the power conversion system to operate in pure electric mode. When the scheduling mode is determined to be regular dynamic scheduling, the battery status parameters are compared with the range extender start-up state of charge threshold, and the regular dynamic scheduling command is determined based on the comparison result.

[0007] Preferably, the steps for obtaining the environmental constraint parameter set include: Obtain the current geographic coordinates of the plug-in range-extended hybrid electric vehicle; The current geographic coordinates are matched with the acoustic sensitive area geofence dataset pre-stored in the local geographic information database to obtain the matching query results. Based on the matching query results, determine the acoustic sensitivity level of the work area; the acoustic sensitivity level of the work area includes: sensitive level and normal level; The current time data is compared with the nighttime time range pre-stored in the parameter library of the vehicle energy management system, and the current time period identifier is output. The acoustic sensitivity level of the work area and the current time period identifier are used together as the set of environmental constraint parameters.

[0008] Preferably, the scheduling mode is determined based on the set of environmental constraint parameters, including: When the acoustic sensitivity level of the work area is determined to be sensitive, or the current time period is determined to fall within the preset nighttime period range, the scheduling mode is determined to be silent forced scheduling; otherwise, the scheduling mode is determined to be normal dynamic scheduling.

[0009] Preferably, when the power conversion system operates in pure electric mode, the system operating noise of the plug-in range-extended hybrid electric vehicle does not exceed a preset first noise threshold, and the exhaust emissions are zero.

[0010] Preferably, the conventional dynamic scheduling instruction is determined based on the comparison results, including: When the current state of charge value is higher than the range extender's starting state of charge threshold, the pure electric operation mode is maintained; when the current state of charge value is not higher than the range extender's starting state of charge threshold, a flexible frequency conversion control command is sent to the range extender's speed control unit to dynamically adjust the range extender's operating speed in real time, controlling the system operating noise of the range extender in range-extended operation mode to not exceed a preset second noise threshold, and the exhaust emissions to be less than a preset emission limit; wherein, the second noise threshold is higher than the first noise threshold.

[0011] Preferably, the generation and execution of flexible frequency conversion control commands include the following smooth wake-up steps: Send a preheating stage speed command to the speed control unit to control the range extender speed to remain within the pre-stored low-speed preheating speed range during the preheating stage, for a continuous preheating duration, and output a preheating completion signal after preheating is completed. After preheating, a linear ramp command is sent to the speed control unit with a pre-stored speed ramp rate to control the range extender speed to increase linearly towards the target operating speed; During the climb, the measured noise value output by the vehicle-mounted sound pressure sensor and the mechanical vibration amplitude output by the vibration sensor are monitored in real time. When the measured noise value exceeds the second noise threshold or the mechanical vibration amplitude exceeds the pre-stored vibration peak threshold, a pause climb command is sent to the speed control unit. After the measured noise value and the mechanical vibration amplitude both fall back to their respective safe ranges, linear climb resumes until the speed reaches the target operating speed, and a climb completion signal is output. After the climb is completed, the measured noise value continuously output by the vehicle sound pressure sensor and the exhaust component detection data continuously output by the exhaust sensor are used as closed-loop feedback to continuously send closed-loop correction commands to the speed control unit, thereby locking the range extender speed in real time at the optimal power output point under acoustic constraints.

[0012] The present invention provides a method for coordinated acoustic and emission scheduling of a plug-in hybrid electric vehicle, which further includes a liquid-cooled acoustic auxiliary step. Real-time acquisition of current load power values; Calculate the predicted heat generation power of the energy storage battery pack based on the current state of charge and current load power. Based on the predicted heat production capacity, a cooling power control command is sent to the liquid-cooled thermal management unit; During cooling, the measured value of the overall machine operating noise is collected and compared with the noise threshold corresponding to the current scheduling mode. If the constraint is met, an acoustic compliance confirmation signal is output; if not, an over-limit alarm signal is output, triggering the thermoacoustic linkage derating step.

[0013] Preferably, the thermoacoustic linkage derating step includes: Collect cell temperature and radiator temperature data of the energy storage battery pack; The cell temperature detection value is compared with the pre-stored battery temperature derating trigger threshold; Compare the radiator temperature detection value with the pre-stored converter temperature derating trigger threshold. When any detected value exceeds the corresponding trigger threshold, the power derating instruction value for each device is calculated according to the pre-stored derating ratio coefficient. Based on the power derating instruction value, a first power limiting instruction is sent to the power conversion system, and a second power limiting instruction is sent to the speed control unit of the range extender.

[0014] The present invention provides a method for coordinated acoustic and emission scheduling of a plug-in hybrid electric vehicle, which further includes a predictive feedforward energy storage pre-protection step performed during the driving phase of the plug-in hybrid electric vehicle toward the work site. The system receives task planning parameters input by operators through a human-machine interface. The task planning parameters include at least the coordinates of the target work area, the estimated external load power value, and the planned work duration. The coordinates of the target work area are matched with the acoustic sensitive area geofence dataset in the local geographic information database to predict the acoustic sensitivity level of the work site. When the prediction result is at the sensitive level, extract the estimated external load power value and the planned operation duration from the task parameter set; Calculate the target energy storage lower limit value based on the estimated external load power value and the planned operation duration; Compare the current available capacity of the energy storage battery pack with the target lower limit energy value for energy storage; When the current available capacity value is lower than the target energy storage lower limit value, the geographic coordinates of the current location of the driving path output by the vehicle satellite positioning module are obtained in real time, and the local geographic information database is queried to determine the acoustic sensitivity level of the current location. When the acoustic sensitivity level of the current location is within the normal acoustic level range, a driving phase energy replenishment start command is sent to the range extender to control the range extender to charge the energy storage battery pack during the driving phase until the current available capacity value reaches the target energy storage lower limit value.

[0015] An embodiment of the present invention provides an acoustic and emission coordinated scheduling system for a plug-in hybrid electric vehicle, comprising: The parameter acquisition module is used to acquire environmental constraint parameter sets and battery status parameters in real time; the environmental constraint parameter set includes at least the acoustic sensitivity level of the operating area and the current time period identifier; the battery status parameters include the current state of charge value of the energy storage battery pack. The scheduling mode determination module is used to determine the scheduling mode based on the set of environmental constraint parameters. The first scheduling execution module is used to send a forced lock control signal to the range extender when the scheduling mode is determined to be silent forced scheduling, so as to control the power conversion system to work in pure electric operation mode. The second scheduling execution module is used to compare the battery status parameters with the range extender start-up state-of-charge threshold when the scheduling mode is determined to be regular dynamic scheduling, and to determine the regular dynamic scheduling instruction based on the comparison result.

[0016] The beneficial effects of this invention are as follows: This invention establishes a dual-mode scheduling mechanism with environmental constraint parameter set as the highest priority, enabling vehicles to automatically select pure electric silent operation or range-extended dynamic operation according to their geographical location and time period. This solves the problem that traditional energy management strategies rely solely on the state of charge threshold to determine the start and stop of the range extender while ignoring external acoustic and emission constraints, thus improving the suitability of plug-in range-extended hybrid electric vehicles for power supply operations.

[0017] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures particularly pointed out in this application.

[0018] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. Attached Figure Description

[0019] The accompanying drawings are provided to further illustrate the invention and form part of the specification. They are used in conjunction with embodiments of the invention to explain the invention and do not constitute a limitation thereof. In the drawings: Figure 1 This is a schematic diagram of an acoustic and emission coordinated scheduling method for a plug-in range-extended hybrid electric vehicle according to an embodiment of the present invention; Figure 2 This is a schematic diagram of an acoustic and emission coordinated scheduling system for a plug-in range-extended hybrid electric vehicle according to an embodiment of the present invention. Detailed Implementation

[0020] The preferred embodiments of the present invention will be described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are for illustration and explanation only and are not intended to limit the present invention.

[0021] This invention provides a method for coordinated acoustic and emission scheduling of a plug-in range-extended hybrid electric vehicle (PHEV), which is implemented based on an onboard energy management system. This onboard energy management system operates on the PHEV and establishes data connections via a high-speed onboard communication bus with the battery management system of the energy storage battery pack, the speed control unit of the fuel-consuming range extender, the power conversion system, and various onboard sensors.

[0022] Before providing a detailed description of each step of the method of the present invention, the basic hardware architecture and key terms of the plug-in range-extended hybrid electric vehicle in this embodiment are first defined.

[0023] The energy storage battery pack uses lithium iron phosphate cells with a nominal capacity of 352.08 kWh. The cell pack adopts a 2P204S structure, consisting of four cells with a nominal capacity of 88.02 kWh connected in series, and is equipped with an independent battery management system. The battery management system monitors and reports the voltage, current, and temperature data of each cell cluster in real time. Based on this, it uses a combination of the ampere-hour integral method and the open-circuit voltage method to estimate the state of charge (SOC), and recursively corrects the estimation results using an extended Kalman filter algorithm. The battery management system simultaneously outputs two energy characterization parameters: the current SOC value, expressed as a percentage, reflecting the proportion of remaining battery capacity to full capacity; and the current available capacity value, in kilowatt-hours, reflecting the absolute energy that the battery can actually release under the current temperature and aging conditions. The conversion relationship between the two is: Current available capacity value = Current SOC value × Actual full charge capacity of the battery pack under the current temperature and aging conditions / 100. It should be noted that the actual full-charge capacity will decrease as the number of battery cycles increases and the ambient temperature decreases. Therefore, the current available capacity is not simply equal to the current state of charge multiplied by the nominal capacity. In the method of this invention, the current state of charge is used for real-time scheduling and determination at the work site, while the current available capacity is used for energy storage pre-response calculations before departure. The two serve different control scenarios.

[0024] The fuel-consuming range extender uses an automotive-grade diesel generator set with a rated power of 60 kW or 80 kW, equipped with an independent speed control unit. The speed control unit receives speed commands from the onboard energy management system and precisely controls the engine's fuel injection quantity and ignition timing via an electronic speed governor, thereby achieving closed-loop regulation of the range extender's operating speed. An exhaust sensor is installed on the range extender's exhaust pipe; this sensor is an integrated component of a wide-range oxygen sensor and a nitrogen oxide sensor, capable of real-time detection of oxygen, carbon monoxide, and nitrogen oxide concentrations in the exhaust gas, and reporting this information to the onboard energy management system via CAN messages. In addition, a speed sensor is installed on the crankshaft end of the range extender, and a vibration sensor is installed on the engine block, used to report the instantaneous speed and mechanical vibration amplitude of the range extender in real time, respectively.

[0025] The power conversion system comprises two 125 kW rated power energy storage converters and a DC-DC converter, responsible for bidirectional power transfer and distribution between the energy storage battery pack, the range extender's power output, and the external load. The rated output power is 250 kW, and the maximum output power is 276 kW. The power conversion system includes a built-in power metering module. This module uses a Hall current sensor and a voltage divider circuit to collect the current and voltage on the output side, calculates the instantaneous power value using a multiplier circuit, and reports the current load power value to the vehicle energy management system at a 10 Hz update frequency. The power conversion system is also equipped with a radiator, with temperature sensors installed at the fin roots to collect radiator temperature readings. The power conversion efficiency refers to the energy utilization ratio in which the power conversion system converts the DC power output from the energy storage battery pack into AC power to supply the external load; that is, the ratio of the active power actually received by the external load to the DC power actually released by the energy storage battery pack. In this embodiment, the average power conversion efficiency of the power conversion system is 0.93 within the half-load to full-load operating range.

[0026] The vehicle is also equipped with an onboard satellite positioning module, supporting GPS and BeiDou dual-mode positioning with a positioning accuracy better than 2 meters and a location update frequency of 10Hz. This module receives satellite navigation signals in real time and calculates current geographic coordinates and altitude data. The onboard sound pressure sensor is installed on the outside of the vehicle body at a height of 1.5 meters above the ground. It uses an omnidirectional condenser microphone with a measurement range of 30 dB to 130 dB and a frequency response range of 20 Hz to 20 kHz. It incorporates an A-weighted filtering circuit. It's important to note that A-weighting is a frequency weighting method that simulates the auditory response characteristics of the human ear. It attenuates low-frequency and high-frequency components to varying degrees, making the measurement results closer to the actual perceived noise level. In the field of environmental noise assessment, A-weighted sound pressure level is a legally recognized noise assessment measure, denoted in decibels (A). The liquid-cooled thermal management unit has a nominal cooling capacity of 13 kW and a coefficient of performance (COP) of not less than 2.0. It is connected to the cold plate of the energy storage battery pack through a circulating coolant pipeline to cool and dissipate heat from the battery pack in a liquid circulation manner, while maintaining the temperature difference between each cell within ±3℃.

[0027] The vehicle-mounted energy management system has a pre-stored local geographic information database, which includes geofence boundary data for acoustically sensitive areas such as medical institutions, educational institutions, residential areas, and some other units, as well as the corresponding acoustic sensitivity categories for each fence. The system's parameter library also pre-stores calibration parameters such as nighttime time ranges, range extender start-up state-of-charge thresholds, various noise thresholds, emission limits, and various derating trigger thresholds and derating ratio coefficients. The system is also equipped with a human-machine interface (in this embodiment, a touchscreen LCD display is used, and the communication interface supports CAN, RS485, and Ethernet) for operators to input task planning parameters and receive system alarm information.

[0028] Based on the above hardware architecture, embodiments of the present invention provide a method for coordinated acoustic and emission scheduling of plug-in range-extended hybrid electric vehicles, such as... Figure 1 As shown, it includes: Step 1: Real-time acquisition of environmental constraint parameter set and battery status parameters; the environmental constraint parameter set includes at least the acoustic sensitivity level of the working area and the current time period identifier; the battery status parameters include the current state of charge value of the energy storage battery pack.

[0029] The two parameters in the environmental constraint parameter set reflect the external constraints on the vehicle's geographic space and time, respectively. The acoustic sensitivity level of the work area is used to characterize the tolerance of the current parking location or work area to environmental noise (for example, significant engine noise is not allowed near the entrance of a hospital emergency room, even during the day). The current time period identifier is used to characterize the regulatory restrictions on the time period. For example, most cities' environmental noise emission standards set stricter limits for nighttime hours (usually from 10 pm to 6 am the next day) than for daytime hours.

[0030] The specific process for obtaining the environmental constraint parameter set is as follows: The vehicle energy management system receives and processes satellite navigation signals in real time through the vehicle satellite positioning module to obtain the current geographical coordinates of the plug-in range-extended hybrid electric vehicle.

[0031] After obtaining the current geographic coordinates, the vehicle energy management system matches the current geographic coordinates with the acoustic sensitive area geofence dataset pre-stored in the local geographic information database to obtain the matching query results.

[0032] The specific matching query process is as follows: The acoustic sensitive area geofence dataset stored in the local geographic information database describes the geographic boundaries of each sensitive area in the form of a set of polygon vertex coordinates. The vehicle energy management system uses the ray casting method to determine whether the current geographic coordinates fall within a certain polygonal fence area. The ray casting method involves drawing a ray in any direction from the coordinate point to be determined, counting the number of intersections between the ray and each edge of the fence polygon. If the number of intersections is odd, the point is determined to be inside the fence area; if the number of intersections is even, the point is determined to be outside the fence area.

[0033] To improve query efficiency, the database pre-partitions each fenced area according to a geographic grid index. The system first locates the corresponding grid cell based on the current geographic coordinates, and then performs ray casting only on the fenced areas within that grid cell, without traversing all fenced data, thus keeping the time for a single query within 10 milliseconds.

[0034] Based on the matching query results, the vehicle-mounted energy management system determines the acoustic sensitivity level of the operating area. The acoustic sensitivity level of the operating area includes two categories: sensitive level and normal level. If the current geographic coordinates fall within any fence boundary in the acoustic sensitive area geofence dataset, the sensitive level is output; if the current geographic coordinates do not fall within any fence boundary, the normal level is output.

[0035] In this embodiment, the sensitive area categories included in the acoustic sensitive area geofencing dataset are preset by the operator, such as: tertiary-level Class A or above medical institutions (including a 200-meter buffer zone around their outpatient and emergency areas), educational institutions of all levels and types with more than 500 students (including a 100-meter buffer zone outside the school boundary), concentrated residential areas with a built-up area ratio greater than 1.5, and some unit office areas. The geofencing data in the database supports version updates via USB storage media or wireless network channel.

[0036] After completing the sensitivity determination for the geographical location dimension, the vehicle energy management system simultaneously performs the time dimension determination. The system reads the current time data provided by the built-in real-time clock module, compares the current time data with the nighttime period range pre-stored in the vehicle energy management system parameter library, and outputs the current time period identifier. In this embodiment, the default value of the nighttime period range is set to 22:00 to 06:00 the next day. This range is consistent with the definition of nighttime periods in the "Environmental Noise Quality Standard" and allows operators to modify it through the human-machine interface according to the specific regulations of the local environmental protection authorities. If the current time falls within the nighttime period range, the current time period identifier is output as a nighttime identifier; otherwise, it is output as a daytime identifier.

[0037] The vehicle energy management system uses the acoustic sensitivity level of the work area and the current time period identifier obtained above as a set of environmental constraint parameters.

[0038] Regarding battery state parameters, the vehicle energy management system reads the current state of charge (SOC) value reported in real time by the battery management system via the vehicle communication bus. The current SOC value is expressed as a percentage, and its estimation method has been detailed in the aforementioned hardware description.

[0039] Step 2: Determine the scheduling mode based on the set of environmental constraint parameters.

[0040] The specific determination logic of the scheduling mode is as follows: when the acoustic sensitivity level of the work area is determined to be sensitive, or the current time period is determined to fall within the preset nighttime period range, the scheduling mode is determined to be silent forced scheduling; otherwise, the scheduling mode is determined to be normal dynamic scheduling.

[0041] The silence control strategy is triggered immediately if either the acoustic or temporal constraints are met. For example, when operating near a hospital during daytime, even though the current time period is not nighttime, the system will still determine it as a mandatory silent dispatch because the acoustic sensitivity level is sensitive. Similarly, even if the vehicle is parked in an ordinary industrial park far from any sensitive area, if the current time is 2:00 AM, the system will still determine it as a mandatory silent dispatch. Only when both conditions are not met—that is, the vehicle is in an ordinary-level area and the current time is during daytime—will the system determine it as a regular dynamic dispatch.

[0042] The above-mentioned scheduling mode determination steps are executed cyclically at a fixed period, and the determination period in this embodiment is set to 1 second. That is to say, even if the vehicle changes position during the operation (for example, moving from the hospital entrance to a nearby municipal road), or the time crosses the day-night boundary (for example, from 21:59 to 22:00), the system can detect the change in environmental constraints within 1 second and automatically switch the scheduling mode.

[0043] Step 3: When the scheduling mode is determined to be silent forced scheduling, a forced lock control signal is sent to the range extender to control the power conversion system to operate in pure electric mode.

[0044] The on-board energy management system sends a forced lockout control signal to the range extender's speed control unit via the on-board communication bus. Upon receiving this signal, the speed control unit performs the following two lockout operations to disconnect the range extender's start-up control link: First, the speed control unit places the solenoid valve drive circuit controlling the fuel injector in an open-circuit state, preventing the fuel injector from receiving the start-up pulse signal and physically eliminating the possibility of fuel injection; second, the speed control unit simultaneously pulls the control terminal level of the starter relay controlling the starter motor to 0 volts, keeping the starter motor relay in a normally open state and preventing the starter motor from being energized and rotating. Through this dual-channel physical disconnection, even if the on-board energy management system mistakenly sends a start command due to software malfunction or communication interference, the range extender cannot actually start, thus ensuring the absolute stillness of the range extender in silent mode at the lowest level. After completing the above lockout operations, the speed control unit sends a lockout confirmation message back to the on-board energy management system via the CAN-FD bus. The on-board energy management system verifies this message before confirming that the lockout is effective.

[0045] At the same time, the on-board energy management system sends a pure electric operation command to the power conversion system, controlling the power conversion system to operate in pure electric mode. In this mode, the power conversion system only allows the energy storage battery pack to supply power to the external load through the energy storage converter; the range extender's generator output port is logically isolated and does not participate in power conversion.

[0046] When the power conversion system operates in pure electric mode, the range extender is completely shut down, eliminating engine mechanical vibration, exhaust pulse noise, and cooling fan noise. The system operating noise of the plug-in range-extended hybrid power vehicle originates only from the switching frequency harmonics of the power electronic devices in the power conversion system and the low-frequency operating noise of the circulating water pump in the liquid-cooled thermal management unit. Under the hardware configuration of this embodiment, the overall operating noise in pure electric mode does not exceed a preset first noise threshold. In this embodiment, the first noise threshold is set to 60 decibels (A-weighted), a significant breakthrough compared to the noise level exceeding 90 decibels in traditional diesel generator vehicles. This meets the operational needs of quiet-sensitive environments such as residential areas at night, hospitals, and schools, while also satisfying the daytime standard limit of 60 decibels for Class 2 acoustic environment functional areas in the "Environmental Quality Standard for Noise" (GB 3096). In pure electric mode, since the range extender is not running, exhaust emissions are zero.

[0047] It should be noted that in the silent forced dispatch mode, if the state of charge of the energy storage battery pack continues to drop to the safe lower limit (set to 10% in this embodiment), the on-board energy management system will not automatically unlock the range extender. Instead, it will issue a low battery warning to the operator through the human-machine interface, allowing the operator to decide whether to move the vehicle to an area where the range extender can be activated for recharging, or to reduce the power of external loads to extend the remaining power supply time. This design ensures that the range extender will not be accidentally woken up by any automated logic in acoustically sensitive environments.

[0048] Step 4: When the scheduling mode is determined to be regular dynamic scheduling, the battery status parameters are compared with the range extender start-up state of charge threshold, and the regular dynamic scheduling command is determined based on the comparison result.

[0049] The on-board energy management system compares the current state of charge (SOC) value with the range extender's start-up SOC threshold stored in the parameter library. In this embodiment, the range extender's start-up SOC threshold is set to 30%. This value is determined by comprehensively calibrating the discharge characteristic curves of the energy storage battery pack under different SOC states, the time required for the range extender to go from cold start to steady-state power generation (approximately 15 to 30 seconds), and the instantaneous power demand of the external load. The purpose is to reserve a sufficient start-up warm-up window for the range extender before the battery's SOC drops to the irreversible deep discharge range.

[0050] When the current state of charge (SBC) value is higher than the SBC threshold for range extender startup, the pure electric operation mode is maintained. At this time, the vehicle's operating state is completely consistent with the pure electric operation in the silent forced dispatch mode, the range extender remains off, and the system operates silently.

[0051] When the current state of charge (SOC) value is not higher than the range extender's starting SOC threshold, it indicates that the remaining charge of the energy storage battery pack is insufficient to independently support continuous power supply needs, requiring the range extender to be activated for online power generation. At this time, the on-board energy management system sends a flexible frequency conversion control command to the range extender's speed control unit to dynamically adjust the range extender's operating speed in real time, controlling the range extender to operate in range-extended mode.

[0052] Flexible frequency conversion refers to the fact that the operating speed of the range extender is not locked at a fixed value. Instead, the onboard energy management system calculates and dynamically issues a target speed value in real time based on the current load power demand, battery charging acceptance capacity, and acoustic constraints. This ensures that the range extender outputs the maximum possible power generation while meeting both noise and emission constraints. Specifically, the onboard energy management system has a built-in two-dimensional calibration map (MAP) with load power and state of charge as independent variables and the target speed of the range extender as the dependent variable. During the MAP calibration process, each operating point undergoes noise and emission constraint verification (the operating point is only written into the MAP if the operating noise of the range extender corresponding to that operating point does not exceed a preset second noise threshold and the exhaust emissions are lower than the preset emission limits). If no operating point that simultaneously meets the noise and emission constraints cannot be found for a certain load demand, the system automatically selects the closest compliant operating point in the MAP and reduces the power of the external load through the power conversion system.

[0053] In this embodiment, the second noise threshold is set at 70 dB (A-weighted), corresponding to the noise control target for range-extended operation mode in the national standard, which is far lower than the operating noise level of over 90 dB for traditional diesel generator vehicles; the emission standard complies with the China VI low emission requirements. The fact that the second noise threshold is higher than the first noise threshold reflects the different acoustic requirements of the two dispatch modes: the silent forced dispatch mode requires strict constraints of zero emissions from pure electric vehicles and noise not exceeding 60 dB (A-weighted), while the conventional dynamic dispatch mode allows controlled noise emissions not exceeding 70 dB (A-weighted) in range-extended operation mode.

[0054] Furthermore, the generation and execution of flexible frequency conversion control commands include the following smooth wake-up steps to avoid the instantaneous impact noise and mechanical stress caused by the sudden increase of the range extender from zero speed to the operating speed in the traditional cold start method.

[0055] The first stage is the preheating stage. The on-board energy management system sends a preheating stage speed command to the speed control unit, controlling the range extender speed to remain within the pre-stored low-speed preheating speed range during the preheating stage for the pre-stored duration. After the preheating is completed, a preheating completion signal is output.

[0056] In this embodiment, the low-speed preheating speed range is set to 400 r / min to 600 r / min, and the preheating time is set to 3 seconds. During this stage, the range extender's engine operates slowly with extremely low fuel injection and ignition frequency. Engine lubricating oil forms an oil film on the surfaces of each friction pair, coolant begins to circulate in the water jacket, and the exhaust pipe gradually heats up. Due to the extremely low speed, the noise level during this stage is typically below 60 dB (A-weighted), comparable to the noise level in pure electric operation mode. After the preheating time is completed, the on-board energy management system confirms that the lubricating oil temperature reported by the range extender speed control unit has exceeded 40°C and the coolant temperature has exceeded 30°C, and then outputs a preheating completion signal.

[0057] The second stage is the linear ramp-up stage. After preheating, the on-board energy management system sends a linear ramp-up command to the speed control unit with a pre-stored speed ramp-up slope, controlling the range extender speed to increase linearly towards the target operating speed.

[0058] In this embodiment, the speed ramp rate is set to 200 r / min. The target operating speed is determined by querying the aforementioned two-dimensional calibration MAP based on the current load power and state of charge, with a typical value of 1800 r / min to 2400 r / min. Taking a target speed of 2000 r / min as an example, the time required to ramp up from 600 r / min at the end of preheating to 2000 r / min is approximately 7 seconds.

[0059] Throughout the climb, the vehicle's energy management system monitors the measured noise levels from the onboard sound pressure sensor and the mechanical vibration amplitude from the vibration sensor in real time. This real-time monitoring mechanism is the core of the safety guarantee for a smooth wake-up process. Because the range extender may excite different orders of resonance in different speed ranges (for example, standing wave resonance may occur in the exhaust pipe at certain specific speeds, or the natural frequency of the engine mount system may be excited, resulting in localized spikes in noise or vibration).

[0060] When the measured noise level exceeds the second noise threshold (70 dB) or the mechanical vibration amplitude exceeds the pre-stored vibration peak threshold, the on-board energy management system immediately sends a pause climb command to the speed control unit, freezing the range extender speed at the current value, and the system waits for resonance decay. In this embodiment, the vibration peak threshold is set to 3 mm / s (effective speed value), which is determined with reference to the upper limit of the good operating condition of rotating machinery in the ISO 10816 mechanical vibration evaluation standard.

[0061] Once the measured noise value and the mechanical vibration amplitude have both fallen back to their respective safe ranges, in this embodiment the safe range is defined as the noise being lower than the second noise threshold minus 5 dB (i.e., 65 dB) and the vibration being lower than 80% of the vibration peak threshold (i.e., 2.4 mm / s). The system then resumes sending linear ramp commands and continues to increase the rotational speed.

[0062] The onboard energy management system outputs a climb completion signal when the rotational speed reaches the target operating speed.

[0063] The third stage is the steady-state closed-loop control stage. After the climb is completed, the vehicle energy management system uses the measured noise value continuously output by the vehicle sound pressure sensor and the exhaust component detection data continuously output by the exhaust sensor as closed-loop feedback, and continuously sends closed-loop correction commands to the speed control unit to lock the range extender speed at the optimal power output point under acoustic constraints in real time.

[0064] The optimal power output point under acoustic constraints refers to the operating speed at which the range extender generates the maximum power, within the currently operable speed range of the range extender, while simultaneously satisfying two constraints: system operating noise not exceeding the second noise threshold and all exhaust emission concentrations below emission limits. In other words, this optimal operating point is the Pareto optimal solution among the three variables of noise compliance, emission compliance, and power generation.

[0065] The specific closed-loop control process is as follows: The on-board energy management system operates a dual-input, single-output closed-loop regulator. The first feedback input of this regulator is the continuously measured noise value output by the on-board sound pressure sensor. The system uses the difference between the measured noise value and the second noise threshold as the noise deviation signal. The second feedback input is the continuously output exhaust component detection data (including carbon monoxide concentration and nitrogen oxide concentration) from the exhaust sensor. The system uses the difference between each concentration value and the corresponding emission limit as the emission deviation signal. The regulator applies independent proportional gains to the noise deviation signal and the emission deviation signal respectively, and takes the larger absolute value as the main control deviation. Then, a proportional-integral control law is applied to the main control deviation to calculate the speed correction. When the measured noise level approaches the upper boundary of the second noise threshold, the speed correction is negative, driving the range extender speed to decrease to reduce noise. Similarly, when an exhaust concentration approaches the upper boundary of the emission limit, the speed correction is also negative, driving the range extender speed to decrease to improve exhaust quality. When both noise and emissions are significantly below their respective limits, the speed correction is positive or zero, allowing the range extender to operate near the target speed indicated by the MAP chart, outputting the maximum possible power generation. Through this closed-loop regulation mechanism, the range extender speed is always locked in real-time at the optimal power output point under acoustic constraints throughout the entire steady-state operation phase, and it can adaptively track changes in external load and fluctuations in environmental noise.

[0066] Through the above three-stage smooth wake-up process, the system operating noise is always controlled within the second noise threshold throughout the entire process from complete shutdown to full-load operation of the range extender, and there are no noise spikes common in traditional cold start methods.

[0067] Furthermore, the present invention also includes a liquid-cooled acoustic auxiliary step. The purpose of this step is to address the heat dissipation requirements of the energy storage battery pack during high-power discharge, while eliminating the additional noise caused by the high-speed operation of the cooling fan in traditional air-cooling methods.

[0068] The on-board energy management system collects the current load power value in real time through the power metering module built into the power conversion system. The current load power value represents the instantaneous active power output by the power conversion system to the external load at the current moment, and the unit is kilowatts.

[0069] Subsequently, the vehicle energy management system calculates the predicted heat generation power of the energy storage battery pack based on the current state of charge and current load power. The specific calculation method is as follows: The vehicle energy management system first looks up the corresponding equivalent internal resistance value of the battery pack on the pre-stored battery internal resistance characteristic curve based on the current state of charge (SOC). It should be noted that the internal resistance of lithium iron phosphate batteries changes non-linearly with SOC; the internal resistance increases significantly when the SOC is below 20%, reaching 2 to 3 times the internal resistance at full charge. After obtaining the equivalent internal resistance value, the system calculates the instantaneous discharge current (discharge current equals current load power divided by power conversion efficiency divided by battery terminal voltage) based on the current load power and the battery terminal voltage reported by the battery management system. Finally, it obtains the predicted heat generation power of the energy storage battery pack according to Joule's law (predicted heat generation power equals the square of the discharge current multiplied by the equivalent internal resistance value). In this embodiment, under typical operating conditions of 50% SOC and 200 kW external load power, the equivalent internal resistance of the battery pack is approximately 0.015 ohms, the battery terminal voltage is approximately 620 volts, the discharge current is approximately 347 amperes, and the predicted heat generation power is approximately 1.8 kW. When the state of charge drops to 20%, the equivalent internal resistance rises to 0.035 ohms, and the predicted heat generation power under the same load will increase to about 4.2 kW.

[0070] The onboard energy management system sends cooling power control commands to the liquid-cooled thermal management unit based on the predicted heat generation. The liquid-cooled thermal management unit then adjusts the compressor speed and circulating water pump flow rate according to these commands, transferring the heat generated by the battery to the external environment through the circulation of coolant between the battery pack's cold plate and the condenser.

[0071] Compared to traditional forced air cooling solutions, the core advantage of liquid cooling lies in its elimination of reliance on high-speed axial or centrifugal fans during heat dissipation. In traditional air cooling systems, when the battery's heat generation power reaches 4 kW or more, the cooling fan needs to operate at a speed exceeding 2500 r / min, generating wind noise of 60 to 65 dB (A-weighted). In pure electric operation mode, this can cause the overall system noise to exceed the first noise threshold (60 dB). In contrast, the main moving component in liquid cooling systems is the circulating water pump, whose noise level at full load is typically below 45 dB (A-weighted), far lower than the fan noise at the same heat dissipation power.

[0072] During the operation of the liquid-cooled thermal management unit, the on-board energy management system simultaneously performs acoustic index verification. The system collects measured values ​​of the unit's operating noise through on-board sound pressure sensors and compares these measured values ​​with the noise thresholds corresponding to the current scheduling mode. When the unit is in pure electric operation mode, the system compares to the first noise threshold (60 dB), and when the unit is in range-extended operation mode, the system compares to the second noise threshold (70 dB).

[0073] When the constraints are met, the system outputs an acoustic compliance confirmation signal, and the liquid-cooled thermal management unit continues to operate at the current power.

[0074] If the conditions are not met, the system outputs an over-limit alarm signal, triggering the thermoacoustic linkage derating procedure. The specific triggering mechanism is as follows: After the acoustic monitoring thread of the vehicle energy management system detects that the measured value of the overall operating noise exceeds the corresponding threshold, it writes an over-limit alarm signal to the system's internal message queue. This signal contains information such as the current measured noise value, the magnitude of the over-limit, and the current operating status of each device. The thermoacoustic linkage derating control thread running on the same processor continuously listens to this message queue, and immediately initiates the derating control process upon reading the over-limit alarm signal. This mechanism of inter-thread communication via the system's internal message queue ensures that the delay between noise over-limit detection and the initiation of the derating process does not exceed one control cycle (10 milliseconds). The aforementioned over-limit situations typically occur in extreme high-temperature environments (e.g., daytime ambient temperatures exceeding 40°C in summer), where the operating noise of the liquid-cooled compressor itself, combined with the high-frequency switching noise of the power conversion system, approaches or exceeds the threshold boundary.

[0075] The specific execution process of the thermal-acoustic linkage reduction step is as follows: The vehicle energy management system collects the cell temperature readings of the energy storage battery pack and the radiator temperature readings of the power conversion system. The cell temperature readings are collected by the battery management system using NTC thermistor temperature sensors distributed across the surface of each cell, and the highest value among all cells is reported. The radiator temperature readings are directly collected by platinum resistance temperature sensors installed at the base of the radiator fins in the power conversion system.

[0076] The vehicle energy management system compares the detected cell temperature with a pre-stored battery temperature derating trigger threshold. In this embodiment, the battery temperature derating trigger threshold is set to 45°C.

[0077] The onboard energy management system compares the detected radiator temperature with a pre-stored inverter temperature derating trigger threshold. In this embodiment, the inverter temperature derating trigger threshold is set to 50°C.

[0078] When any detected value exceeds the corresponding trigger threshold, the vehicle energy management system calculates the power derating instruction value for each device according to the pre-stored derating ratio coefficient.

[0079] The specific derating rules are as follows: For scenarios where the battery temperature exceeds the standard, when the detected cell temperature exceeds the battery temperature derating trigger threshold, the battery's allowed output power will be reduced by 5% of the rated power for every 1°C exceeding the threshold. For example, when the cell temperature reaches 47°C, exceeding the threshold by 2°C, the battery's allowed output power will be drated to 90% of the rated value.

[0080] For scenarios where the converter temperature exceeds the limit, when the detected radiator temperature exceeds the converter temperature derating trigger threshold, the converter is allowed to reduce its rated power by 3% for every 1°C exceeding the threshold. For example, when the radiator temperature reaches 53°C, exceeding the threshold by 3°C, the converter is allowed to drate its rated power to 91% of the rated value.

[0081] When both temperatures exceed the limit, the vehicle energy management system takes the lower of the two derating results as the final allowable output power of the system.

[0082] Based on the calculated power derating command value, the on-board energy management system sends a first power limiting command to the power conversion system, restricting the maximum output power of the power conversion system within the allowed value after derating. Upon receiving the first power limiting command, the power conversion system hard-limits the output power by adjusting the upper limit of the PWM duty cycle of the energy storage converter. Simultaneously, the on-board energy management system sends a second power limiting command to the speed control unit of the range extender, synchronously limiting the maximum power generation of the range extender within the derating range to prevent the range extender from continuing to generate power at full power after the converter derating, which could lead to DC bus overvoltage. Upon receiving the second power limiting command, the speed control unit lowers the maximum allowable speed of the range extender to the MAP operating point corresponding to the limited power.

[0083] By derating the power, the total heat generation of the system decreases, the equipment temperature gradually drops, the workload of the heat dissipation device is reduced, and its operating noise also decreases. The linear characteristic of the derating (a fixed percentage per degree Celsius) ensures that the reduction in system noise is gradual and controllable, avoiding sudden noise changes caused by power jumps.

[0084] Through the coordinated operation of the above-mentioned liquid-cooled acoustic auxiliary steps and thermoacoustic linkage derating steps, the system can still ensure that the overall operating noise meets the noise threshold constraint corresponding to the current scheduling mode under high-temperature extreme conditions, sacrificing a small amount of output power to achieve acoustic compliance.

[0085] Furthermore, in order to extend the coordinated scheduling of acoustics and emissions from a passive response mode after arriving at the work site to proactively planning energy storage targets before departure, and to ensure that the available capacity of the energy storage battery pack is sufficient to support the entire pure electric operation when the vehicle arrives at the acoustically sensitive area, the present invention also includes a predictive feedforward energy storage pre-protection step performed during the driving phase of the plug-in range-extended hybrid power vehicle to the work site.

[0086] Before departure, operators input task planning parameters through the human-machine interface of the vehicle energy management system. The task planning parameters include at least three items: the coordinates of the target work area, the estimated external load power value, and the planned work duration.

[0087] In this embodiment, the coordinates of the target work area are entered in the form of longitude and latitude pairs, and the operator can select the point through the electronic map built into the human-machine interface; the estimated external load power value represents the average power demand of the external electrical equipment in this operation, in kilowatts, and can be filled in with reference to historical operation records or equipment nameplate power; the planned operation duration is in hours.

[0088] After receiving and storing the aforementioned task planning parameters, the vehicle-mounted energy management system matches the coordinates of the target work area with the acoustic sensitivity geofence dataset in the local geographic information database to predict the acoustic sensitivity level of the work site. This matching query process is exactly the same as the fence matching logic in the aforementioned parameter acquisition steps.

[0089] When the predicted result is sensitive, it means that the vehicle will most likely enter a silent forced dispatch mode upon arrival at the work site, the range extender will be locked, and the system must rely on the energy storage battery pack for power throughout the process. At this time, the on-board energy management system extracts the estimated external load power value and planned operation duration from the task parameter set.

[0090] The vehicle-mounted energy management system calculates the target lower limit energy value based on the estimated external load power and planned operation duration. The specific calculation method is: Target lower limit energy value = (Estimated external load power value × Planned operation duration × Safety margin coefficient) / Power conversion efficiency.

[0091] The definition of power conversion efficiency has been explained in the aforementioned hardware description, and in this embodiment, it is taken as 0.93. The safety margin factor is set to 1.2, that is, an additional 20% safety margin is reserved on the basis of theoretical demand to cope with uncertainties such as load fluctuations, battery degradation, and the impact of ambient temperature on the usable battery capacity in actual operation.

[0092] Taking a typical operation as an example: the estimated external load power is 100 kW, and the planned operation time is 2 hours. Therefore, the target lower limit energy value for energy storage is 100 × 2 × 1.2 / 0.93, approximately 258 kWh. In this embodiment, the nominal capacity of the energy storage battery pack is 352.08 kWh. Within the normal aging range, this target value is within the usable capacity range of the battery, demonstrating engineering feasibility.

[0093] The vehicle energy management system reads the current available capacity of the energy storage battery pack reported in real time by the battery management system. The current available capacity (in kilowatt-hours) is used for comparison here instead of the current state of charge (in percentage) because the target energy storage lower limit is calculated as an absolute energy value in kilowatt-hours, and the two quantities being compared must maintain the same dimensions.

[0094] The vehicle energy management system compares the current available capacity with the target energy storage lower limit.

[0095] If the current available capacity is higher than or equal to the target energy storage lower limit, it means that the existing power of the energy storage battery pack is sufficient to support this operation. The vehicle energy management system will not perform energy replenishment during the driving phase, and the vehicle will drive directly to the operation site.

[0096] When the current available capacity is lower than the target energy storage limit, it indicates that the energy storage battery pack needs to be replenished before reaching the work site. At this time, the vehicle energy management system continuously runs the following judgment logic at a fixed frequency of once per second (consistent with the execution cycle of the aforementioned scheduling mode determination step) while driving: It acquires the current geographical coordinates of the driving path output by the vehicle's satellite positioning module in real time and queries the local geographic information database to determine the acoustic sensitivity level of the current location. The query method is the same as the aforementioned fence matching logic. The execution frequency of once per second ensures that when the vehicle is traveling at a common urban road speed (40 to 60 kilometers per hour), the location determination is updated approximately every 11 to 17 meters, which is sufficient to respond promptly before entering the boundary of a sensitive area.

[0097] When the acoustic sensitivity level of the current location is within the normal acoustic level range (i.e., the vehicle is traveling on ordinary roads far from sensitive areas such as hospitals and schools), the on-board energy management system sends a charging start command to the range extender during driving, controlling the range extender to charge the energy storage battery pack during driving. The range extender operates in range-extending mode, and its operating noise is masked by wind noise and tire noise while driving, having a very limited impact on the external environment.

[0098] The energy replenishment process continues during driving until the current available capacity reported by the battery management system reaches the target energy storage lower limit. At this point, the on-board energy management system automatically sends a shutdown command to the range extender to stop energy replenishment.

[0099] If the vehicle passes through an acoustically sensitive area while driving, the on-board energy management system will automatically suspend energy replenishment during the driving phase and send a temporary shutdown command to the range extender. Energy replenishment will resume after the vehicle leaves the sensitive area.

[0100] When the prediction result is at the normal level, it means that the work site is not an acoustically sensitive area. After the vehicle arrives, the range extender can be freely started and stopped according to the state of charge in the normal dynamic dispatch mode, without the need to prepare all the electricity required for pure electric operation in advance. In this case, the on-board energy management system will not perform energy replenishment operations during the driving phase.

[0101] Through the aforementioned predictive feedforward energy storage pre-protection steps, when the vehicle arrives at an acoustically sensitive work site, its energy storage battery pack already has sufficient charge to support the entire pure electric operation, avoiding the problem of excessive noise caused by having to start the range extender in sensitive areas due to insufficient charge after arriving at the site.

[0102] This invention provides an acoustic and emission coordinated scheduling system for plug-in range-extended hybrid electric vehicles, such as... Figure 2 As shown, it includes: Parameter acquisition module 1 is used to acquire environmental constraint parameter set and battery status parameters in real time; the environmental constraint parameter set includes at least the acoustic sensitivity level of the working area and the current time period identifier; the battery status parameters include the current state of charge value of the energy storage battery pack. Scheduling mode determination module 2 is used to perform scheduling mode determination based on the set of environmental constraint parameters; The first scheduling execution module 3 is used to send a forced lock control signal to the range extender when the scheduling mode is determined to be silent forced scheduling, so as to control the power conversion system to work in pure electric operation mode. The second scheduling execution module 4 is used to compare the battery status parameters with the range extender start-up charge state threshold when the scheduling mode is determined to be normal dynamic scheduling, and to determine the normal dynamic scheduling instruction based on the comparison result.

[0103] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A method for coordinated acoustic and emission scheduling of a plug-in range-extended hybrid electric vehicle, characterized in that, include: Real-time acquisition of environmental constraint parameter sets and battery status parameters; The environmental constraint parameter set includes at least the acoustic sensitivity level of the work area and the current time period identifier; the battery status parameters include the current state of charge value of the energy storage battery pack. Based on the set of environmental constraint parameters, determine the scheduling mode. When the scheduling mode is determined to be silent forced scheduling, a forced lock control signal is sent to the range extender to control the power conversion system to operate in pure electric mode. When the scheduling mode is determined to be regular dynamic scheduling, the battery status parameters are compared with the range extender start-up state of charge threshold, and the regular dynamic scheduling command is determined based on the comparison result. The steps for obtaining the environmental constraint parameter set include: Obtain the current geographic coordinates of the plug-in range-extended hybrid electric vehicle; The current geographic coordinates are matched with the acoustic sensitive area geofence dataset pre-stored in the local geographic information database to obtain the matching query results. Based on the matching query results, determine the acoustic sensitivity level of the work area; the acoustic sensitivity level of the work area includes: sensitive level and normal level; The current time data is compared with the nighttime time range pre-stored in the parameter library of the vehicle energy management system, and the current time period identifier is output. The acoustic sensitivity level of the work area and the current time period identifier are used together as the set of environmental constraint parameters; The process of determining the scheduling mode based on the set of environmental constraint parameters includes: When the acoustic sensitivity level of the work area is determined to be sensitive, or the current time period is determined to fall within the preset nighttime period range, the scheduling mode is determined to be silent forced scheduling; otherwise, the scheduling mode is determined to be normal dynamic scheduling. When the power conversion system operates in pure electric mode, the system operating noise of the plug-in range-extended hybrid electric vehicle does not exceed the preset first noise threshold, and the exhaust emissions are zero. Among them, determining the regular dynamic scheduling instructions based on the comparison results includes: When the current state of charge value is higher than the range extender's starting state of charge threshold, the pure electric operation mode is maintained; when the current state of charge value is not higher than the range extender's starting state of charge threshold, a flexible frequency conversion control command is sent to the range extender's speed control unit to dynamically adjust the range extender's operating speed in real time, controlling the system operating noise of the range extender in range-extended operation mode to not exceed a preset second noise threshold, and the exhaust emissions to be less than a preset emission limit; wherein, the second noise threshold is higher than the first noise threshold; The generation and execution of flexible frequency conversion control commands include the following smooth wake-up steps: Send a preheating stage speed command to the speed control unit to control the range extender speed to remain within the pre-stored low-speed preheating speed range during the preheating stage, for a pre-stored duration, and output a preheating completion signal after preheating is completed. After preheating, a linear ramp command is sent to the speed control unit with a pre-stored speed ramp rate to control the range extender speed to increase linearly towards the target operating speed; During the climb, the measured noise value output by the vehicle-mounted sound pressure sensor and the mechanical vibration amplitude output by the vibration sensor are monitored in real time. When the measured noise value exceeds the second noise threshold or the mechanical vibration amplitude exceeds the pre-stored vibration peak threshold, a pause climb command is sent to the speed control unit. After the measured noise value and the mechanical vibration amplitude both fall back to their respective safe ranges, linear climb resumes until the speed reaches the target operating speed, and a climb completion signal is output. After the climb is completed, the measured noise value continuously output by the vehicle sound pressure sensor and the exhaust component detection data continuously output by the exhaust sensor are used as closed-loop feedback to continuously send closed-loop correction commands to the speed control unit, thereby locking the range extender speed in real time at the optimal power output point under acoustic constraints.

2. The method for coordinated acoustic and emission scheduling of a plug-in range-extended hybrid electric vehicle as described in claim 1, characterized in that, It also includes liquid-cooled acoustic auxiliary steps: Real-time acquisition of current load power values; Calculate the predicted heat generation power of the energy storage battery pack based on the current state of charge and current load power. Based on the predicted heat production capacity, a cooling power control command is sent to the liquid-cooled thermal management unit; During cooling, the measured value of the overall machine operating noise is collected and compared with the noise threshold corresponding to the current scheduling mode. If the constraint is met, an acoustic compliance confirmation signal is output; if not, an over-limit alarm signal is output, triggering the thermoacoustic linkage derating step.

3. The method for coordinated acoustic and emission scheduling of a plug-in range-extended hybrid electric vehicle as described in claim 2, characterized in that, The steps for reducing the threshold in thermal linkage include: Collect cell temperature and radiator temperature data of the energy storage battery pack; The cell temperature detection value is compared with the pre-stored battery temperature derating trigger threshold; Compare the radiator temperature detection value with the pre-stored converter temperature derating trigger threshold. When any detected value exceeds the corresponding trigger threshold, the power derating instruction value for each device is calculated according to the pre-stored derating ratio coefficient. Based on the power derating instruction value, a first power limiting instruction is sent to the power conversion system, and a second power limiting instruction is sent to the speed control unit of the range extender.

4. The method for coordinated acoustic and emission scheduling of a plug-in range-extended hybrid electric vehicle as described in claim 1, characterized in that, It also includes predictive feedforward energy storage pre-protection steps performed during the driving phase of the plug-in range-extended hybrid power vehicle towards the work site: The system receives task planning parameters input by operators through a human-machine interface. The task planning parameters include at least the coordinates of the target work area, the estimated external load power value, and the planned work duration. The coordinates of the target work area are matched with the acoustic sensitive area geofence dataset in the local geographic information database to predict the acoustic sensitivity level of the work site. When the prediction result is at the sensitive level, extract the estimated external load power value and the planned operation duration from the task parameter set; Calculate the target energy storage lower limit value based on the estimated external load power value and the planned operation duration; Compare the current available capacity of the energy storage battery pack with the target lower limit energy value for energy storage; When the current available capacity value is lower than the target energy storage lower limit value, the geographic coordinates of the current location of the driving path output by the vehicle satellite positioning module are obtained in real time, and the local geographic information database is queried to determine the acoustic sensitivity level of the current location. When the acoustic sensitivity level of the current location is within the normal acoustic level range, a driving phase energy replenishment start command is sent to the range extender to control the range extender to charge the energy storage battery pack during the driving phase until the current available capacity value reaches the target energy storage lower limit value.

5. An acoustic and emission coordinated scheduling system for a plug-in range-extended hybrid electric vehicle, characterized in that, include: The parameter acquisition module is used to acquire environmental constraint parameter sets and battery status parameters in real time. The environmental constraint parameter set includes at least the acoustic sensitivity level of the work area and the current time period identifier; the battery status parameters include the current state of charge value of the energy storage battery pack. The scheduling mode determination module is used to determine the scheduling mode based on the set of environmental constraint parameters. The first scheduling execution module is used to send a forced lock control signal to the range extender when the scheduling mode is determined to be silent forced scheduling, so as to control the power conversion system to work in pure electric operation mode. The second scheduling execution module is used to compare the battery status parameters with the range extender start-up state of charge threshold when the scheduling mode is determined to be regular dynamic scheduling, and to determine the regular dynamic scheduling instruction based on the comparison result. The steps for obtaining the environmental constraint parameter set include: Obtain the current geographic coordinates of the plug-in range-extended hybrid electric vehicle; The current geographic coordinates are matched with the acoustic sensitive area geofence dataset pre-stored in the local geographic information database to obtain the matching query results. Based on the matching query results, determine the acoustic sensitivity level of the work area; the acoustic sensitivity level of the work area includes: sensitive level and normal level; The current time data is compared with the nighttime time range pre-stored in the parameter library of the vehicle energy management system, and the current time period identifier is output. The acoustic sensitivity level of the work area and the current time period identifier are used together as the set of environmental constraint parameters; The process of determining the scheduling mode based on the set of environmental constraint parameters includes: When the acoustic sensitivity level of the work area is determined to be sensitive, or the current time period is determined to fall within the preset nighttime period range, the scheduling mode is determined to be silent forced scheduling; otherwise, the scheduling mode is determined to be normal dynamic scheduling. When the power conversion system operates in pure electric mode, the system operating noise of the plug-in range-extended hybrid electric vehicle does not exceed the preset first noise threshold, and the exhaust emissions are zero. Among them, determining the regular dynamic scheduling instructions based on the comparison results includes: When the current state of charge value is higher than the range extender's starting state of charge threshold, the pure electric operation mode is maintained; when the current state of charge value is not higher than the range extender's starting state of charge threshold, a flexible frequency conversion control command is sent to the range extender's speed control unit to dynamically adjust the range extender's operating speed in real time, controlling the system operating noise of the range extender in range-extended operation mode to not exceed a preset second noise threshold, and the exhaust emissions to be less than a preset emission limit; wherein, the second noise threshold is higher than the first noise threshold; The generation and execution of flexible frequency conversion control commands include the following smooth wake-up steps: Send a preheating stage speed command to the speed control unit to control the range extender speed to remain within the pre-stored low-speed preheating speed range during the preheating stage, for a pre-stored duration, and output a preheating completion signal after preheating is completed. After preheating, a linear ramp command is sent to the speed control unit with a pre-stored speed ramp rate to control the range extender speed to increase linearly towards the target operating speed; During the climb, the measured noise value output by the vehicle-mounted sound pressure sensor and the mechanical vibration amplitude output by the vibration sensor are monitored in real time. When the measured noise value exceeds the second noise threshold or the mechanical vibration amplitude exceeds the pre-stored vibration peak threshold, a pause climb command is sent to the speed control unit. After the measured noise value and the mechanical vibration amplitude both fall back to their respective safe ranges, linear climb resumes until the speed reaches the target operating speed, and a climb completion signal is output. After the climb is completed, the measured noise value continuously output by the vehicle sound pressure sensor and the exhaust component detection data continuously output by the exhaust sensor are used as closed-loop feedback to continuously send closed-loop correction commands to the speed control unit, thereby locking the range extender speed in real time at the optimal power output point under acoustic constraints.

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