Method, device and storage medium for dynamic coordination of range extender control and energy recovery

Abstract

The application provides a range extender control and energy recovery dynamic cooperation method, equipment and storage medium, real-time collection of driving operation signals in the vehicle driving process, determination of a continuously changing driving style coefficient based on the driving operation signals in the preset time window, quantization of the driving style coefficient through an algorithm to represent different degrees of driving styles from aggressive to economic, which makes the association management of the range extender and the energy recovery system, the human-vehicle-road cooperation, and provides personalized basis for subsequent prediction and cooperative control. Then, the personalized driving intention is converted into specific execution actions, and the unified and cooperative scheduling of the range extender and the energy recovery system can be realized according to the first type of control parameter and the second type of control parameter, the idle state and the energy feedback intensity are adjusted to realize the vehicle torque response speed, reduce the mechanical loss and improve the feedback efficiency.

Description

Technical Field

[0001] This application relates to the field of hybrid electric vehicle control technology, and in particular to a method, device and storage medium for dynamic coordination of range extender control and energy recovery. Background Technology

[0002] Range-extended electric vehicles (REEVs) are electric vehicles that incorporate a generator (range extender) driven by an internal combustion engine, built upon a pure electric vehicle foundation. When the battery is low on power, the range extender generates electricity to power the drive motor or recharge the battery, thereby extending the driving range. Energy recovery (or regenerative braking) is a key energy-saving technology that converts the kinetic energy of the electric vehicle into electrical energy via the drive motor during coasting or braking, storing it back in the battery. Currently, the technology regarding the control of range extenders, the dynamic coordination of energy recovery, and the associated management of energy recovery generally faces the following technical challenges and pain points: Typically, the range extender is adjusted based on a fixed threshold of the battery's State of Charge (SOC). For example, the range extender activates when the SOC is below 20% and deactivates when it's above 30%, with the feedback intensity determined by instantaneous signals such as brake pedal opening or vehicle speed. The most typical problem is the simultaneous occurrence of power generation and recharge. For instance, during a long downhill drive, the battery SOC is low, and the range extender is generating power to charge the battery. Simultaneously, the vehicle needs to brake due to the downhill slope, and the energy recharge system is also generating power and charging the battery. This dual charging can easily lead to overcharging, exceeding the safe SOC window and affecting battery life and even safety. Furthermore, it wastes energy. To avoid overcharging, the system needs to limit the intensity of energy recharge (wasting recoverable kinetic energy) or forcibly shut down the range extender (leading to frequent start-stop cycles, reduced efficiency, and impact on NVH).

[0003] Therefore, there is an urgent need for an intelligent control method that coordinates the operation of the range extender and the energy feedback system to solve the above problems. Summary of the Invention

[0004] To overcome the problems existing in related technologies, this application provides a method, device and storage medium for dynamic coordination of range extender control and energy recovery.

[0005] Firstly, a method for dynamic coordination of range extender control and energy recovery is provided, the method comprising: Real-time acquisition of driving operation signals during vehicle operation; Based on the driving operation signals within a preset time window, a continuously changing driving style coefficient is determined, wherein the magnitude of the driving style coefficient is positively correlated with the aggressiveness of the driving style; Based on the driving style coefficient, the first type of control parameters for controlling the range extender system and the second type of control parameters for controlling the energy recovery system are dynamically set. The range extender and the energy recovery system are controlled in a coordinated manner based on the first type of control parameters and the second type of control parameters.

[0006] According to the dynamic coordination method for range extender control and energy recovery provided in this application, the step of dynamically setting a first type of control parameter for controlling the range extender system and a second type of control parameter for controlling the energy recovery system based on the driving style coefficient includes: Based on the driving style coefficient and the predefined mapping relationship, a first type of control parameter for controlling the range extender system and a second type of control parameter for controlling the energy recovery system are determined, wherein the first type of control parameter includes at least the target speed of the range extender at idle, and the second type of control parameter includes at least the intensity of energy recovery. In the mapping relationship, the driving style coefficient is positively correlated with the target rotational speed, and the driving style coefficient is negatively correlated with the intensity of energy recovery.

[0007] According to the dynamic coordination method for range extender control and energy recovery provided in this application, the first type of control parameters further includes a starting battery state-of-charge threshold for the range extender. The step of dynamically setting the first type of control parameters for controlling the range extender system based on the driving style coefficient includes: The starting battery state of charge threshold is dynamically set based on the driving style coefficient, wherein the starting battery state of charge threshold satisfies the following condition: the larger the driving style coefficient, the higher the starting battery state of charge threshold.

[0008] According to the dynamic coordination method for range extender control and energy recovery provided in this application, the step of dynamically setting a first type of control parameter for controlling the range extender system and a second type of control parameter for controlling the energy recovery system based on the driving style coefficient includes: Obtain road information within a set prediction window distance and predict vehicle power demand; Based on the power demand and the driving style coefficient at the current moment, the first type of control parameters for controlling the range extender system and the second type of control parameters for controlling the energy recovery system are dynamically set.

[0009] According to the dynamic coordination method for range extender control and energy recovery provided in this application, the method further includes: Based on the driving style coefficient and / or real-time traffic information, the prediction window distance is dynamically adjusted, wherein at least two driving style coefficients correspond to different prediction window distances, and the driving style coefficients are negatively correlated with the prediction window distances.

[0010] According to the dynamic coordination method for range extender control and energy recovery provided in this application, the step of dynamically setting a first type of control parameter for controlling the range extender system and a second type of control parameter for controlling the energy recovery system based on the driving style coefficient includes: Based on the driving style coefficient calculated in the current cycle, the target values ​​of the first type of control parameter and the second type of control parameter are determined. The target value is smoothed, and the smoothed value is sent to the range extender system and the energy recovery system.

[0011] According to the dynamic coordination method for range extender control and energy recovery provided in this application, the step of coordinating control of the range extender and the energy recovery system based on a first type of control parameters and a second type of control parameters includes: When it is determined that the vehicle has entered the regenerative braking state, the generator output torque in the range extender is controlled to be zero, so that the range extender enters the idling non-generating state. Based on the target speed of the range extender under idling state in the first type of control parameters, a target idling speed command for the range extender is generated, and the range extender engine is controlled to idle based on the target idling speed command. Based on the intensity of energy recovery according to the second type of control parameters, an energy recovery torque request is generated, and the drive motor is controlled to perform regenerative braking based on the energy recovery request.

[0012] According to the dynamic coordination method for range extender control and energy recovery provided in this application, the step of determining a continuously changing driving style coefficient based on the driving operation signal within a preset time window includes: The driving operation signals within a preset time window are normalized and weighted to obtain a continuously changing driving style coefficient. Among them, the rate of change of the accelerator pedal has the highest weight.

[0013] Secondly, a device is provided, comprising: The memory, the processor, and the computer program stored in the memory and executable on the processor, wherein the processor, when executing the program, implements the range extender control and energy recovery dynamic coordination method as described above.

[0014] Thirdly, a computer-readable storage medium is provided, on which a range extender control and energy recovery dynamic coordination program is stored, wherein the range extender control and energy recovery dynamic coordination program, when executed, implements the steps of any of the range extender control and energy recovery dynamic coordination methods described above.

[0015] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the range extender control and energy recovery dynamic coordination method as described in any of the above.

[0016] This application provides a method, device, and storage medium for dynamic coordination of range extender control and energy recovery, which has the following beneficial effects: Real-time acquisition of driving operation signals during vehicle operation, based on these signals within a preset time window, determines a continuously changing driving style coefficient. This coefficient is then quantified using an algorithm to represent different driving styles, ranging from aggressive to economical. This provides a personalized basis for human-vehicle-road collaboration in the management of the range extender and energy recovery system, supporting all subsequent predictions and coordinated control. Next, based on the driving style coefficient, first-type control parameters for controlling the range extender system and second-type control parameters for controlling the energy recovery system are dynamically set. This translates personalized driving intentions into specific actions. By adjusting the idle speed and energy feedback intensity, unified and coordinated scheduling of the range extender and energy recovery systems can be achieved. This improves vehicle torque response speed, reduces mechanical losses, and increases feedback efficiency.

[0017] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0018] The accompanying drawings, which are incorporated in and form part of this application, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0019] Figure 1 This is a flowchart illustrating a dynamic coordination method for range extender control and energy recovery provided in an embodiment of this application. Figure 2 This is another flowchart illustrating a dynamic coordination method for range extender control and energy recovery provided in an embodiment of this application; Figure 3 This is a schematic block diagram of a range extender control and energy recovery dynamic coordination device according to an exemplary embodiment of this application. Detailed Implementation

[0020] The technical solutions in the embodiments (or "implementations") of this application will be clearly and completely described herein with reference to the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements.

[0021] If the embodiments of this application contain terms relating to directional indications or positional relationships (such as up, down, left, right, front, back, inside, outside, top, bottom, center, vertical, horizontal, longitudinal, transverse, length, width, counterclockwise, clockwise, axial, radial, circumferential, etc.), such terms are only used to explain the relative positional relationships and movement of the components in a specific posture (as shown in the attached figures); if the specific posture changes, the directional indications or positional relationships will also change accordingly. Furthermore, the terms "first" and "second" used in the embodiments of this application are only for descriptive convenience and should not be construed as indicating or implying relative importance.

[0022] This application provides a method, apparatus, and storage medium for dynamic coordination of range extender control and energy recovery. The following detailed description, in conjunction with the accompanying drawings, illustrates this application. The features described in the embodiments and implementations can be combined with each other.

[0023] To address the aforementioned technical problems, this application provides a dynamic coordination method for range extender control and energy recovery.

[0024] The aim is to establish an intelligent control method that can proactively predict vehicle energy flow demand and coordinate the operation of the range extender and energy feedback system. This method enables closed-loop coupling between energy recovery intensity and the range extender's idling state, ensuring that the range extender's power generation quickly reaches the vehicle's required power, reducing power delay, improving recovery efficiency, reducing mechanical wear and overall vehicle energy consumption, thereby enhancing vehicle smoothness and maximizing overall vehicle economy.

[0025] This application provides an embodiment of a dynamic coordination method for range extender control and energy recovery, referring to... Figure 1 , Figure 1 This is a flowchart illustrating a dynamic coordination method for range extender control and energy recovery provided in an embodiment of this application.

[0026] In this embodiment, the range extender control and energy recovery dynamic coordination method is deployed on one or more servers, which may be, but are not limited to, cloud servers or servers hosted by specific vehicles with computing power.

[0027] When the server is a cloud server, the cloud can collect all vehicle operating parameter data to make the most comprehensive and accurate dynamic coordinated control of range extender control and energy recovery. Furthermore, the cloud can perform complex algorithmic calculations to determine driving style coefficients and predict vehicle power demands, etc., without being limited by the vehicle's on-board computing resources.

[0028] The dynamic coordination method for range extender control and energy recovery specifically includes the following steps 101 to 104: In step 101, driving operation signals during vehicle operation are collected in real time.

[0029] In this embodiment, the driving operation signals during vehicle operation include, but are not limited to, information such as the rate of change of the accelerator pedal, the frequency of braking pedal depressing, the average vehicle speed, and the state of charge (SOC) of the power battery.

[0030] For example, the throttle opening change rate is the amount of change in throttle opening per unit time. For instance, if the throttle opening is increased from 10% to 40% in 0.5 seconds, the throttle opening change rate is (40%-10%) / 0.5s=60% / s. Based on cluster analysis of 1000+ hours of real driving data, aggressive drivers often have a change rate exceeding 40% / s when overtaking on urban expressways; while even when accelerating, economical drivers maintain a stable change rate of 5-8% / s.

[0031] The braking frequency is the number of times the brake switch is pressed per minute and the feedback power is greater than 20kw.

[0032] The average vehicle speed is the average speed collected over the last 30 seconds. The threshold needs to be dynamically adjusted in conjunction with map data (such as whether it is on a highway) to avoid misjudgment.

[0033] In step 102, a continuously changing driving style coefficient is determined based on the driving operation signal within a preset time window, wherein the magnitude of the driving style coefficient is positively correlated with the aggressiveness of the driving style.

[0034] During vehicle operation, the system monitors driving operation signals in real time, determines the driver's driving style, and quantifies the style to generate a driving style coefficient.

[0035] In some feasible implementations, determining the continuously changing driving style coefficient based on the driving operation signal within a preset time window includes: The driving operation signals within a preset time window are normalized and weighted to obtain continuously changing driving style coefficients.

[0036] The system learns the operational characteristics corresponding to driving operation signals in real time, and dynamically classifies them into multiple styles such as aggressive, normal, and economical through fuzzy logic algorithms, and outputs a continuous driving style coefficient K.

[0037] The driving style coefficient K is typically calculated periodically, based on historical data within a time window, with new K values ​​calculated on a rolling basis. For example, the time window for throttle change rate is set to 3 seconds, collecting throttle change rate data within 3 seconds; the time window for braking frequency is set to 15 seconds, collecting braking frequency data within 15 seconds; and the time window for average vehicle speed is set to 300 seconds, collecting average vehicle speed data within 300 seconds, thus determining the correlation between these driving operation characteristics and the driving style coefficient K.

[0038] Specifically, throttle change rate, number of brake pedal presses, and average vehicle speed are mapped to the same numerical range using linear functions for comprehensive comparison. Among these, throttle change rate is the parameter that most directly and instantaneously reflects driving intentions; rapid throttle input directly corresponds to power demand, therefore, it is given the highest weight. Frequent braking, indicating aggressive driving cycles of rapid acceleration and deceleration or congested traffic conditions, is given the next lowest weight. A high average vehicle speed implies that high-speed cruising may also indicate aggressive driving, thus its weight is relatively low.

[0039] Based on the above settings, the driver style coefficient K is obtained by collecting accelerator pedal change rate, braking frequency, and average vehicle speed data within a preset time window, and then normalizing and weighting the data. Among these, the accelerator pedal change rate has the highest weight to prioritize responding to the driver's direct power intentions.

[0040] As an example, the following illustrates one embodiment.

[0041] In summary, the system quantifies and perceives driver style, dividing the driving style coefficient into aggressive mode, normal mode, and economic mode. When K approaches 1, it indicates that the driving style tends to be aggressive mode, and when K approaches 0, it indicates that the driving style tends to be economic mode.

[0042] In this embodiment, subjective driving style is transformed into quantifiable and real-time updated control parameters. The vehicle control unit (VCU) sets parameters such as the range extender idle speed and energy recovery intensity based on the driving style coefficient, thereby achieving closed-loop coupling between energy recovery intensity and range extender idle state.

[0043] In some feasible embodiments, the step of dynamically setting the first type of control parameters for controlling the range extender system and the second type of control parameters for controlling the energy recovery system based on the driving style coefficient includes: Obtain road information within a set prediction window distance and predict vehicle power demand; Based on the power demand and the driving style coefficient at the current moment, the first type of control parameters for controlling the range extender system and the second type of control parameters for controlling the energy recovery system are dynamically set.

[0044] Based on the style coefficient, the predictive control look-ahead window is dynamically adjusted. If the vehicle needs to enter an idling state without generating electricity during the energy feedback process, the range extender's idling speed is adjusted according to the style coefficient.

[0045] Specifically, based on road information within a set prediction window distance and The predictive control system uses a fixed look-ahead distance. In this embodiment, the prediction window is dynamically adjusted based on K, where K is a continuous value between 0 and 1, rather than a discrete value. The predictive energy management module connects to the vehicle navigation system to obtain road information extending a predetermined distance along the planned path from the vehicle's location. Based on this road information, the vehicle's power demand is predicted.

[0046] In this embodiment, the road information includes at least the average speed, curvature, and road gradient predicted based on real-time traffic data.

[0047] For example, predicting vehicle power demand over a future period (e.g., the first 5 minutes). If a long uphill slope is predicted, the demand will be positive and relatively large; if a long downhill slope or congestion is predicted, the demand will be negative or relatively small, allowing for energy recovery.

[0048] To meet the aforementioned future power demands, personalized strategy preferences are provided. That is, for the same predicted power demand, different drivers may prefer the system to achieve it in different ways. Therefore, the driving style coefficient at the current moment is obtained, and based on the power demand and the driving style coefficient at the current moment, the first type of control parameters for controlling the range extender system and the second type of control parameters for controlling the energy recovery system are dynamically set.

[0049] Subsequently, the distance of the prediction window is dynamically adjusted based on the real-time calculated traffic congestion level.

[0050] In some feasible implementations, the method further includes: Based on the driving style coefficient and / or real-time traffic information, the prediction window distance is dynamically adjusted, wherein at least two driving style coefficients correspond to different prediction window distances, and the driving style coefficients are negatively correlated with the prediction window distances.

[0051] Method 1: When traffic is identified as congested, a shorter prediction distance (e.g., 2km) is used. Since congested traffic flow is highly random and short-term variable, shortening the prediction distance can avoid the uncertainty of long-term prediction and ensure the real-time and reliability of energy management. When traffic is identified as free-flowing, a longer prediction distance (e.g., 8km) is used. Since the traffic flow prediction accuracy is high under free-flowing conditions, extending the prediction distance can enable the system to have more forward-looking global energy planning, thereby optimizing energy consumption.

[0052] By using a predictive distance and road condition adaptive mechanism, the contradiction between prediction accuracy and control effectiveness is resolved, thereby improving the robustness of congested road conditions.

[0053] Method 2, Aggressive Style (K Increase): Shortens the forecast window (e.g., 2km), focuses more on instantaneous power response, starts the range extender earlier, and increases idle speed. Economic Style (K Decrease): Extends the forecast window (e.g., 8km), focuses more on overall energy consumption optimization, and plans a smoother start-stop and energy recovery strategy for the range extender in advance.

[0054] This embodiment achieves personalized and adaptive predictive control.

[0055] In step 103, based on the driving style coefficient, a first type of control parameter for controlling the range extender system and a second type of control parameter for controlling the energy recovery system are dynamically set.

[0056] The continuous driving style coefficient K serves as the core input for the dynamic coordination of range extender control and energy recovery. Simultaneously, it continuously and dynamically adjusts several key control parameters such as the range extender start / stop SOC threshold, the range extender idle target speed, and the energy recovery intensity.

[0057] In some feasible embodiments, the step of dynamically setting the first type of control parameters for controlling the range extender system and the second type of control parameters for controlling the energy recovery system based on the driving style coefficient includes: Based on the driving style coefficient and the predefined mapping relationship, a first type of control parameter for controlling the range extender system and a second type of control parameter for controlling the energy recovery system are determined, wherein the first type of control parameter includes at least the target speed of the range extender at idle, and the second type of control parameter includes at least the intensity of energy recovery. In the mapping relationship, the driving style coefficient is positively correlated with the target rotational speed, and the driving style coefficient is negatively correlated with the intensity of energy recovery.

[0058] Based on the real-time style coefficient (K) and predicted power demand, the target speed for energy recovery intensity (braking feel) and range extender fuel cut-off idle speed is dynamically set.

[0059] In this embodiment, an abstract driving style coefficient system is systematically and collaboratively transformed into specific, executable control parameters through a predefined mapping relationship. The target speed, recovery intensity, and other parameters output by the mapping relationship are direct commands issued by the VCU to the generator controller GCU and the brake / motor controller, driving the actuators to operate.

[0060] The driving style coefficient is positively correlated with the target speed, indicating that the driving style tends to be more aggressive. As the K value increases, the target speed increases, such as from 800 rpm to 1800 rpm. This means that a high idle speed puts the range extender in a ready state closer to the high-efficiency power generation zone. Once power is needed, it can output high power with a very short delay, directly meeting the demanding power response requirements of aggressive driving.

[0061] The driving style coefficient is negatively correlated with the intensity of energy recovery. A more aggressive driving style corresponds to a higher K-value, which weakens the recovery intensity and reduces the braking sensation, resulting in smoother coasting. This means prioritizing power performance and reducing the drag caused by energy recovery allows for longer coasting distances, preserving more kinetic energy for acceleration. Simultaneously, this setting aligns better with driving expectations, as aggressive drivers typically prefer a more direct, less interventionist driving experience; weaker recovery also suits their operating habits.

[0062] For example, if a user uses the "relax throttle + strong recovery" mode three times in a row in a congested area, the system should gradually adjust K towards the economic direction.

[0063] In some feasible embodiments, the first type of control parameters further includes a starting battery state-of-charge threshold for the range extender, wherein dynamically setting the first type of control parameters for controlling the range extender system based on the driving style coefficient includes: The starting battery state of charge threshold is dynamically set based on the driving style coefficient, wherein the starting battery state of charge threshold satisfies the following condition: the larger the driving style coefficient, the higher the starting battery state of charge threshold.

[0064] A K value approaching 1 increases the SOC threshold when starting the range extender, while a K value approaching 0 decreases the SOC threshold when starting the range extender.

[0065] For example, in aggressive mode: weak energy recovery (to ensure smooth coasting), the range extender maintains a high idle speed (e.g., 1800 rpm) to ensure maximum power is always available, and the range extender activation threshold is increased (e.g., it only activates when the SOC is 25%) to allow the range extender to intervene earlier in order to maintain a high battery charge and ensure high power output capability; the intensity of energy recovery is reduced to conserve kinetic energy for acceleration, resulting in a more sensitive acceleration response. Setting the speed to 1800 rpm is to provide a rapid power response, keeping the idle speed at a high level (close to the maximum power speed range), so that when the driver presses the accelerator, the target power can be reached quickly, shortening the power response time and achieving the technical effect of providing maximum power at any time.

[0066] In Normal mode: with moderate energy recovery, the range extender is maintained at a moderate idle speed (e.g., 1200 rpm), and a moderate range extender activation threshold is set (e.g., 20%). The vehicle's feedback is moderate to balance power demand and fuel economy. This mode needs to strike a balance between energy consumption, response speed, and comfort. Setting the speed to 1200 rpm is a compromise speed, which is higher than the minimum stable speed of the range extender. Therefore, it takes less time to reach the target power demand at this speed, and the response is faster than in Eco mode. At the same time, its speed and fuel consumption are lower than in Aggressive mode.

[0067] In Economy mode: Strong energy recovery (maximizing energy recovery), range extender maintains low idle speed (e.g., 800 rpm), range extender start threshold is reduced (e.g., starts when SOC is 15%), maximizes pure electric driving and reduces range extender running time, prioritizing energy saving. Setting a lower idle speed in this mode can significantly reduce the loss of range extender idling, thereby reducing fuel consumption. The cost of maintaining the speed is response delay, as it takes a certain amount of time from pressing the accelerator to high power output.

[0068] Through the above embodiments, energy recovery is upgraded from a function to a human-machine interactive collaborative tool, realizing closed-loop coupling between energy recovery intensity and range extender idling state. By adjusting the idling state and energy feedback intensity, the vehicle torque response speed is improved, mechanical losses are reduced, and feedback efficiency is increased.

[0069] In some feasible implementations, the step of dynamically setting the first type of control parameters for controlling the range extender system and the second type of control parameters for controlling the energy recovery system based on the driving style coefficient includes: Based on the driving style coefficient calculated in the current cycle, the target values ​​of the first type of control parameter and the second type of control parameter are determined. The target value is smoothed, and the smoothed value is sent to the range extender system and the energy recovery system.

[0070] In this embodiment, a smooth transition process is applied to the target value so that the control parameters actually issued to the range extender system and the energy recovery system smoothly change from the value of the previous cycle to the target value of the current cycle. The smooth transition process includes employing at least one of a filtering algorithm, a rate limiting algorithm, or a hysteresis control algorithm.

[0071] For example, to avoid the control target from jumping due to small fluctuations in the K value, the VCU uses a filtering algorithm or a rate limiting algorithm (first-order lag filtering, limiting the rate of change of the target control parameters, and hysteresis control to prevent the range extender from frequently starting and stopping at the threshold boundary) to make the control target smoothly transition from the old value to the new value.

[0072] Assuming K=0.8 (economical) in the previous cycle, and K is updated to 0.5 (aggressive) in the current cycle due to rapid acceleration. The range extender activation threshold will not immediately jump from SOC=25% to SOC=35%, but may linearly increase from 25% or be filtered and smoothed to 35% within a few seconds. During this process, if SOC continues to drop to 30%, and the smoothed threshold is already higher than 30%, then the range extender will activate.

[0073] In step 104, the range extender and the energy recovery system are controlled in a coordinated manner according to the first type of control parameters and the second type of control parameters.

[0074] In some feasible implementations, the coordinated control of the range extender and the energy recovery system based on the first type of control parameters and the second type of control parameters includes: When it is determined that the vehicle has entered the regenerative braking state, the generator output torque in the range extender is controlled to be zero, so that the range extender enters the idling non-generating state. Based on the target speed of the range extender under idling state in the first type of control parameters, a target idling speed command for the range extender is generated, and the range extender engine is controlled to idle based on the target idling speed command. Based on the intensity of energy recovery according to the second type of control parameters, an energy recovery torque request is generated, and the drive motor is controlled to perform regenerative braking based on the energy recovery request.

[0075] Reference Figure 2 The VCU sends the smoothed target speed to the range extender controller. When power generation is needed, the range extender is already in a high-ready state, and the VCU can directly send torque commands to the generator to achieve rapid power response.

[0076] When the driver releases the accelerator or lightly applies the brake to trigger energy recovery, the VCU simultaneously executes two key commands: First, it sends a zero-torque command to the range extender generator, causing it to idle and stop generating electricity, thus completely eliminating the mechanical conflict with the recovered torque. Second, it sends a precise target feedback torque command to the drive motor controller based on the current K value and the corresponding target recovery intensity.

[0077] During this process, the VCU continuously monitors the battery's SOC. When the SOC falls below the smoothed current start-up threshold, the range extender is triggered to start. Because the threshold changes smoothly, frequent start-stop cycles at threshold boundaries are avoided.

[0078] Through the above embodiments, a quantified driving style coefficient seamlessly and imperceptibly integrates the driver's personalized habits into the vehicle's energy management strategy, achieving an intelligent, continuous, and smooth mapping from driver operation to vehicle demand response. This fundamentally solves the coordination problem between the range extender and the energy recovery system, improving economy, smoothness, and power response speed.

[0079] This application provides a method, device, and storage medium for dynamic coordination of range extender control and energy recovery, which has the following beneficial effects: Real-time acquisition of driving operation signals during vehicle operation, based on these signals within a preset time window, determines a continuously changing driving style coefficient. This coefficient is then quantified using an algorithm to represent different driving styles, ranging from aggressive to economical. This provides a personalized basis for human-vehicle-road collaboration in the management of the range extender and energy recovery system, supporting all subsequent predictions and coordinated control. Next, based on the driving style coefficient, first-type control parameters for controlling the range extender system and second-type control parameters for controlling the energy recovery system are dynamically set. This translates personalized driving intentions into specific actions. By adjusting the idle speed and energy feedback intensity, unified and coordinated scheduling of the range extender and energy recovery systems can be achieved. This improves vehicle torque response speed, reduces mechanical losses, and increases feedback efficiency.

[0080] Figure 3 An example is a schematic diagram of the physical structure of a dynamic coordinated device for range extender control and energy recovery, such as... Figure 3 As shown, the range extender control and energy recovery dynamic coordination device may include: a processor 810, a communication interface 820, a memory 830, and a communication bus 840. The processor 810, communication interface 820, and memory 830 communicate with each other via the communication bus 840. The processor 810 can call logical instructions from the memory 830 to execute the range extender control and energy recovery dynamic coordination method.

[0081] Furthermore, the logical instructions in the aforementioned memory 830 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0082] On the other hand, this application also provides a computer program product, which includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer is able to execute the range extender control and energy recovery dynamic coordination method provided by the above methods.

[0083] In another aspect, this application also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, is implemented to perform the range extender control and energy recovery dynamic coordination method provided by the above methods.

[0084] It should be noted that the technical solutions or features described in the above embodiments can be combined or supplemented with each other without conflict. The scope of protection of this application is not limited to the precise structures described in the above embodiments and shown in the accompanying drawings; all modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A method for dynamic coordination of range extender control and energy recovery, characterized in that, The method includes: Real-time acquisition of driving operation signals during vehicle operation; Based on the driving operation signals within a preset time window, a continuously changing driving style coefficient is determined, wherein the magnitude of the driving style coefficient is positively correlated with the aggressiveness of the driving style; Based on the driving style coefficient, the first type of control parameters for controlling the range extender system and the second type of control parameters for controlling the energy recovery system are dynamically set. The range extender and the energy recovery system are controlled in a coordinated manner based on the first type of control parameters and the second type of control parameters.

2. The dynamic coordination method for range extender control and energy recovery as described in claim 1, characterized in that, The step of dynamically setting a first type of control parameter for controlling the range extender system and a second type of control parameter for controlling the energy recovery system based on the driving style coefficient includes: Based on the driving style coefficient and the predefined mapping relationship, a first type of control parameter for controlling the range extender system and a second type of control parameter for controlling the energy recovery system are determined, wherein the first type of control parameter includes at least the target speed of the range extender at idle, and the second type of control parameter includes at least the intensity of energy recovery. In the mapping relationship, the driving style coefficient is positively correlated with the target rotational speed, and the driving style coefficient is negatively correlated with the intensity of energy recovery.

3. The dynamic coordination method for range extender control and energy recovery as described in claim 1, characterized in that, The first type of control parameters also includes a starting battery state-of-charge threshold for the range extender. The dynamic setting of the first type of control parameters for controlling the range extender system based on the driving style coefficient includes: The starting battery state of charge threshold is dynamically set based on the driving style coefficient, wherein the starting battery state of charge threshold satisfies the following condition: the larger the driving style coefficient, the higher the starting battery state of charge threshold.

4. The dynamic coordination method for range extender control and energy recovery as described in claim 1, characterized in that, The step of dynamically setting a first type of control parameter for controlling the range extender system and a second type of control parameter for controlling the energy recovery system based on the driving style coefficient includes: Obtain road information within a set prediction window distance and predict vehicle power demand; Based on the power demand and the driving style coefficient at the current moment, the first type of control parameters for controlling the range extender system and the second type of control parameters for controlling the energy recovery system are dynamically set.

5. The dynamic coordination method for range extender control and energy recovery as described in claim 4, characterized in that, The method further includes: Based on the driving style coefficient and / or real-time traffic information, the prediction window distance is dynamically adjusted, wherein at least two driving style coefficients correspond to different prediction window distances, and the driving style coefficients are negatively correlated with the prediction window distances.

6. The dynamic coordination method for range extender control and energy recovery as described in claim 1, characterized in that, The step of dynamically setting a first type of control parameter for controlling the range extender system and a second type of control parameter for controlling the energy recovery system based on the driving style coefficient includes: Based on the driving style coefficient calculated in the current cycle, the target values ​​of the first type of control parameter and the second type of control parameter are determined. The target value is smoothed, and the smoothed value is sent to the range extender system and the energy recovery system.

7. The dynamic coordination method for range extender control and energy recovery as described in claim 1, characterized in that, The step of coordinating control of the range extender and the energy recovery system based on the first type of control parameters and the second type of control parameters includes: When it is determined that the vehicle has entered the regenerative braking state, the generator output torque in the range extender is controlled to be zero, so that the range extender enters the idling non-generating state. Based on the target speed of the range extender under idling state in the first type of control parameters, a target idling speed command for the range extender is generated, and the range extender engine is controlled to idle based on the target idling speed command. Based on the intensity of energy recovery according to the second type of control parameters, an energy recovery torque request is generated, and the drive motor is controlled to perform regenerative braking based on the energy recovery request.

8. The dynamic coordination method for range extender control and energy recovery as described in claim 1, characterized in that, The determination of continuously changing driving style coefficients based on the driving operation signals within a preset time window includes: The driving operation signals within a preset time window are normalized and weighted to obtain a continuously changing driving style coefficient. Among them, the rate of change of the accelerator pedal has the highest weight.

9. An electronic device, characterized in that, The system includes a memory, a processor, and a range extender control and energy recovery dynamic coordination program stored in the memory and executable on the processor. When the processor executes the range extender control and energy recovery dynamic coordination program, it implements the range extender control and energy recovery dynamic coordination method as described in any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a range extender control and energy recovery dynamic coordination program, which, when executed, implements the range extender control and energy recovery dynamic coordination method as described in any one of claims 1 to 8.

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